JP3962391B2 - Hybrid vehicle power output device, hybrid vehicle, and hybrid vehicle power output device control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress shift shock and increase in energy loss in shifting a transmission. <P>SOLUTION: When a shifting request of a transmission 60 is given while a braking force is being outputted from a motor MG2, an output of the motor MG2 is limited irrespective of a charging request of a battery 50, so that the driving torque is kept not to be transmitted to a driving axis from an engine 22. After a braking torque from the motor MG2 is replaced with brakes 89a, 89b, the transmission 60 is shifted and the braking torque by the brakes 89a, 89b is replaced with the braking torque from the motor MG2, so that the output limitation of the engine 22 is canceled. Thus, the shift shock can be suppressed by which the transmission 60 is shifted with the braking torque from the motor MG2 kept not to be outputted by the brakes 89a, 89b, and the increase in the energy loss can be restrained by which the power from the engine 22 is not wasted by the brakes 89a, 89b when replacing the braking torque of the motor MG 2 with the brakes 89a, 89b. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus for a hybrid vehicle, a hybrid vehicle, and a control method for the power output apparatus for the hybrid vehicle.

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

  In the above-described hybrid vehicle power output apparatus, the gear stage of the transmission is set to a gear stage corresponding to the vehicle speed, but switching of the gear stage at the time of braking is not considered when the driving force is in a negative state. . During braking, the braking force can be output to the drive shaft by regenerative control of the electric motor. However, if the gear position is switched in this state, a shift shock occurs, giving the driver a sense of incongruity.

  The power output apparatus for a hybrid vehicle, the hybrid vehicle, and the method for controlling the power output apparatus for a hybrid vehicle according to the present invention include a gear shift when changing a gear ratio when a braking force is output to a drive shaft by an electric motor via a transmission. One of the purposes is to suppress shock. The hybrid vehicle power output apparatus, hybrid vehicle, and hybrid vehicle power output apparatus control method according to the present invention can be used to change the gear ratio when the braking force is output to the drive shaft by the electric motor via the transmission. One of the purposes is to suppress an increase in energy loss.

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

The power output device for a hybrid vehicle of the present invention comprises:
An internal combustion engine;
Power conversion power transmission means connected to the output shaft and the drive shaft of the internal combustion engine for converting at least part of the power from the internal combustion engine into electric power and transmitting the remaining power to the drive shaft;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the electric motor and the drive shaft with a changeable gear ratio;
Power storage means capable of exchanging power with the power conversion power transmission means and the electric motor;
Braking force output means capable of outputting braking force to the drive shaft;
When a change in gear ratio is instructed by the transmission transmission means while a braking force is required for the drive shaft and a braking force is being output by the electric motor, the power output from the internal combustion engine is limited while limiting the power output from the internal combustion engine. After driving and controlling the internal combustion engine, the power conversion power transmission means and the electric motor so that a braking force corresponding to the requested braking force is output to the drive shaft, the power output from the internal combustion engine is limited. The motor and the braking force output means are driven and controlled so that the braking force output from the electric motor is replaced with the braking force output from the braking force output means, and after the output of the braking force is replaced, the gear ratio of the shift transmission means Before the transmission of the braking force by the braking force output means is replaced with the output of the braking force by the motor after the transmission ratio is changed. Driving control of the braking force output means and the electric motor is performed, and after the replacement of the output of the braking force, the restriction on the power output from the internal combustion engine is released, and the braking force corresponding to the requested braking force is applied to the drive shaft. And a braking speed shift switching control means for drivingly controlling the internal combustion engine, the power conversion power transmission means, and the electric motor.

  In the power output apparatus for a hybrid vehicle according to the present invention, power is transmitted between the electric motor and the drive shaft with a changeable gear ratio while the braking force is required for the drive shaft and the braking force is output by the electric motor. The internal combustion engine and the power conversion power transmission means so that the braking force corresponding to the requested braking force is output to the drive shaft while limiting the power output from the internal combustion engine when the change of the gear ratio by the transmission transmission means is instructed. The motor and the motor are controlled so that the output of the braking force by the motor is replaced by the output of the braking force by the braking force output means capable of outputting the braking force to the drive shaft after limiting the power output from the internal combustion engine. The output transmission means is driven and controlled, and after the output of the braking force is replaced, the transmission transmission means is driven to change the transmission ratio of the transmission transmission means. Braking force corresponding to the release and braking force requested by the limits of the power that controls driving an internal combustion engine and an electric power conversion power transmission means and the motor so as to be output to the drive shaft. Therefore, since the gear ratio can be changed in a state where no braking force is output from the electric motor, it is possible to suppress a gear shift shock when changing the gear ratio. Also, since the power output from the internal combustion engine is limited and the braking force output from the motor is replaced with the braking force output from the braking force output means, the power transmitted from the internal combustion engine to the drive shaft is consumed by the braking force output means. Can be suppressed, and an increase in energy loss can be suppressed.

  In such a hybrid vehicle power output apparatus of the present invention, the braking shift control means controls the braking force output from the motor and the braking force output means while maintaining the braking force output to the drive shaft. It may be a means for driving and controlling the electric motor and the braking force output means so that the power output is replaced. In this way, it is possible to suppress a shock when replacing the output of the braking force.

  In the hybrid vehicle power output apparatus of the present invention, the braking-time shift switching control means changes the braking force by the electric motor and the braking force by the braking force output means by changing the braking force by a predetermined ratio. It can also be a means for replacing the output of. In this way, it is possible to further suppress a shock when replacing the output of the braking force.

  Furthermore, in the power output apparatus for a hybrid vehicle according to the present invention, the limitation on the power output from the internal combustion engine is a limitation performed on the power to be output from the internal combustion engine in response to a charge request for the power storage means. You can also.

  In the power output device for a hybrid vehicle of the present invention, the braking force output means may be a brake that outputs braking force directly or indirectly to the drive shaft.

  In the power output apparatus for a hybrid vehicle according to the present invention, the power conversion power transmission means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and one of the three shafts. 3-axis type power input / output means for determining the power input / output to / from the remaining one axis when the power input / output to / from the two axes is determined, and power generation capable of inputting / outputting power to the third rotating shaft The power conversion power transmission means may be a first rotor connected to the output shaft of the internal combustion engine and a second rotation connected to the drive shaft. It is also possible to use a counter-rotor electric motor capable of generating electricity, which has a rotor and relatively rotates the first rotor and the second rotor by electromagnetic action.

The hybrid vehicle of the present invention
The power output apparatus for a hybrid vehicle of the present invention according to any one of the above-described aspects, that is, basically, is connected to an internal combustion engine, and an output shaft and a drive shaft of the internal combustion engine, and at least the power from the internal combustion engine Power conversion power transmission means for converting part of the power into electric power and transmitting the remaining power to the drive shaft, an electric motor capable of inputting / outputting power, and a power ratio between the electric motor and the drive shaft with a changeable gear ratio Transmission transmission means for performing transmission, power storage means for exchanging electric power with the power conversion power transmission means and the motor, braking force output means for outputting braking force to the drive shaft, and braking force for the drive shaft When a change in gear ratio is instructed by the transmission transmission means while the braking force is being output by the electric motor as requested, the requested braking force is controlled while limiting the power output from the internal combustion engine. The internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so that a corresponding braking force is output to the drive shaft, and after the power output from the internal combustion engine is limited, the braking force is output by the electric motor. Is driven to control the motor and the braking force output means so as to replace the braking force output by the braking force output means, and the gear ratio of the shift transmission means is changed after the braking force output is replaced. Driving control of the transmission means, after changing the gear ratio, driving control of the braking force output means and the motor so that the output of the braking force by the braking force output means is replaced with the output of the braking force by the motor, After replacing the output of the braking force, the restriction on the power output from the internal combustion engine is released, and the internal force is output so that the braking force corresponding to the requested braking force is output to the drive shaft. A power output device for a hybrid vehicle comprising an engine, the power conversion power transmission means, and a braking-time shift switching control means for drivingly controlling the motor is mounted, and the driving shaft is connected to an axle for traveling. To do.

  Since the hybrid vehicle according to the present invention is equipped with the power output device for a hybrid vehicle according to any one of the above-described aspects, the effect similar to the effect exerted by the power output device for a hybrid vehicle according to the present invention, for example, a shift Effects such as an effect of suppressing a shift shock when changing the ratio and an effect of suppressing an increase in energy loss when changing the speed ratio can be achieved.

The control method of the power output apparatus of the hybrid vehicle of the present invention is as follows:
An internal combustion engine, and power conversion power transmission means connected to the output shaft and drive shaft of the internal combustion engine for converting at least part of the power from the internal combustion engine into electric power and transmitting the remaining power to the drive shaft; A motor capable of inputting / outputting power; a transmission means for transmitting power between the motor and the drive shaft with a changeable gear ratio; a power conversion power transmission means; and a power storage means capable of exchanging power with the motor. A braking force output means capable of outputting a braking force to the drive shaft, and a control method of a power output device for a hybrid vehicle,
When a change in gear ratio is instructed by the transmission transmission means while a braking force is required for the drive shaft and a braking force is being output by the electric motor,
(A) Driving the internal combustion engine, the power conversion power transmission means, and the electric motor so that a braking force corresponding to the requested braking force is output to the drive shaft while limiting the power output from the internal combustion engine. Control
(B) driving and controlling the electric motor and the braking force output means so that the output of the braking force by the electric motor is replaced with the output of the braking force by the braking force output means after limiting the power output from the internal combustion engine;
(C) drive-controlling the speed change transmission means so as to change the speed ratio of the speed change transmission means after replacing the output of the braking force;
(D) driving and controlling the braking force output means and the electric motor so that the braking force output by the braking force output means is replaced with the braking force output by the electric motor after changing the gear ratio;
(E) the internal combustion engine and the internal combustion engine so that the braking force corresponding to the requested braking force is output to the drive shaft by releasing the restriction on the power output from the internal combustion engine after replacing the output of the braking force. The gist is to drive-control the power conversion power transmission means and the electric motor.

  According to the control method of the power output apparatus for a hybrid vehicle of the present invention, the motor and the drive shaft have a gear ratio that can be changed while the drive shaft is required to have a braking force and the motor is outputting the braking force. The internal combustion engine is configured to output a braking force corresponding to the requested braking force to the drive shaft while limiting the power output from the internal combustion engine when an instruction to change the speed ratio by the transmission means for transmitting power is given. After controlling the drive of the power conversion power transmission means and the electric motor and limiting the power output from the internal combustion engine, the output of the braking force by the electric motor is replaced with the output of the braking force by the braking force output means capable of outputting the braking force to the drive shaft. After controlling the drive of the transmission and the braking force output means, changing the transmission ratio so that the transmission ratio of the transmission transmission means is changed after the output of the braking force is replaced, and after changing the transmission ratio Drives and controls the internal combustion engine and the power conversion power transmission means and the motor so that a braking force corresponding to the braking force requested to release the limitation of the power output from the combustion engine is output to the drive shaft. Therefore, since the gear ratio can be changed in a state where no braking force is output from the electric motor, it is possible to suppress a gear shift shock when changing the gear ratio. Also, since the power output from the internal combustion engine is limited and the braking force output from the electric motor is replaced with the braking force output from the braking force output means, the power transmitted from the internal combustion engine to the drive shaft is consumed by the braking force output means. Can be suppressed, and an increase in energy loss can be suppressed.

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

  FIG. 1 is a configuration diagram showing an outline of the 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 a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

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

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

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced 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). 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. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

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

  The 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. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. Further, the hybrid electronic control unit 70 drives the brakes 89a and 89b that output braking signals to the actuators (not shown) of the brakes B1 and B2 of the transmission 60 and the driving wheels 39a and 39b to the actuators (not shown). A signal is output. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Further, in the hybrid vehicle 20 of the embodiment, the required braking torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the brake position BP corresponding to the depression amount of the brake pedal 85 by the driver and the vehicle speed V, The motor MG2 and the brakes 89a and 89b are controlled so that the braking force corresponding to the required braking torque is output to the ring gear shaft 32a, and the engine 22 is controlled to enter the idling operation state or the operation stop state. Is controlled so that is not output.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly when the driver depresses the brake pedal 85 and applies a braking force to the ring gear shaft 32a as a drive shaft, the gear position of the transmission 60 is changed. The operation at the time of switching will be described. FIG. 3 is a flowchart illustrating an example of a braking control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the braking 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 brake position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. A process of inputting data such as the vehicle speed V, the rotational speeds Nm1, Nm2, the remaining capacity SOC of the battery 50, the input limit Win of the battery 50, the reduction ratio Gr of the transmission 60 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The remaining capacity SOC is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. The input limit Win is set to be input based on the remaining capacity SOC, battery temperature, or the like. As the reduction ratio Gr, a value set based on the current gear state of the transmission 60 is input.

  Subsequently, the required braking torque 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, brake position BP, and vehicle speed V. Tr * and required power Pr * are set (step S102). In the embodiment, the required braking torque Tr * is stored in the ROM 74 as a required braking torque setting map by predetermining the relationship among the accelerator opening Acc, the brake position BP, the vehicle speed V, and the required braking torque Tr *. When the opening degree Acc, the brake position BP, and the vehicle speed V are given, the corresponding required braking torque Tr * is derived and set from the stored map. FIG. 4 shows an example of a map for setting the required braking torque. The line “Acc = 0%” in the figure means the required braking torque for each vehicle speed that can be generated when the accelerator pedal 83 is released even when the brake pedal 85 is not depressed. To do. Further, the required power Pr * is set by multiplying the set required braking torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotational speed Nr can be calculated by dividing the rotational speed Nm2 of the motor MG2 by the current reduction ratio Gr of the transmission 60.

  Then, the engine required power Pe * is set by the sum of the set required power Pr *, the charge / discharge request amount Pch * to be charged / discharged by the battery 50, and the loss (Loss) (step S104). Here, the charge / discharge request amount Pch * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening degree Acc, and the like.

  Next, it is determined whether or not there is a shift request for the transmission 60 (request to switch gears) (step S106). The shift request is requested as a switch from the Hi gear state to the Lo gear state at the time of braking, and the timing is made based on the requested braking torque Tr * and the vehicle speed V. If it is determined that the transmission request for the transmission 60 is not made, based on the vehicle speed V, the motor MG2 at the required braking torque Tr * of the motor MG2 and the brakes 89a and 89b that can output the braking force to the ring gear shaft 32a. A motor share k for determining the share is set (step S108). Here, the motor sharing ratio k can be determined by the rated value of the motor MG2. In the embodiment, a motor capable of outputting a sufficient braking force to the ring gear shaft 32a is used as the motor MG2. Therefore, when the vehicle speed V is not near 0, the value 1 is set as the sharing rate k so that the sharing of the motor MG2 increases. An example of the relationship between the vehicle speed V and the sharing ratio k is shown in FIG.

  Then, it is determined whether or not the engine required power Pe * set in step S104 is larger than the threshold Peref (step S110). Here, the threshold value Peref is for determining whether or not power should be output from the engine 22 for efficiency, and is determined based on the engine 22 and the like. Since the braking is considered now, the required power Pr is a negative value. Therefore, “the engine required power Pe * is larger than the threshold Peref” means that the charge / discharge request amount Pch * is larger than the sum of the absolute value of the required power Pr and the threshold Peref, and the loss is reduced. This means that charging with relatively large electric power is required.

  When the engine required power Pe * is larger than the threshold value Peref, it is determined that power should be output from the engine 22, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the engine required power Pe *. The process which performs is performed (step S112). This process is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant target power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set, the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are used. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1), and the torque command Tm1 * of the motor MG1 is calculated by the following formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. (Step S114). FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the motor MG1 can be rotated at the target rotational speed Ne * by setting the target torque Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term.

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the required braking torque Tr *, the torque command Tm1 *, the motor share k, the gear ratio ρ of the power distribution and integration mechanism 30, and the current transmission 60 Based on the reduction ratio Gr, a temporary motor torque Tm2tmp is set as a torque to be output from the motor MG2 in order to output the required braking torque Tr * to the ring gear shaft 32a according to the following equation (3) (step S116). Based on the input limit Win of 50, the torque command Tm1 * of the motor MG1, the rotational speed Nm1, and the rotational speed Nm2, the torque limiting value Tmin as the lower limit of the torque that may be output from the motor MG2 is calculated by the following equation (4). (Step S118), the larger of the temporary motor torque Tm2tmp and the torque limit value Tmin is determined as the motor MG. Set as the torque command Tm2 * (step S120). Thus, the braking torque can be output from the motor MG2 within the range of the input limit Win of the battery 50.

  If it is determined in step S110 that the engine required power Pe * is not greater than the threshold Peref, that is, it is equal to or less than the threshold Peref, it is determined that power should not be output from the engine 22, and the engine 22 is set in an idling operation state. The value 0 is set as the target torque Te * so that the operation is stopped (step S122), and the value 0 is set as the torque command Tm1 * of the motor MG1 (step S124). Subsequently, the provisional motor torque Tm2tmp to be output from the motor MG2 is set by multiplying the required braking torque Tr * divided by the current reduction ratio Gr of the transmission 60 by the motor sharing ratio k (step S126), and the battery. The motor limit value Tmin as a lower limit value of the torque that may be output from the motor MG2 is set by dividing the 50 input limit Win by the rotation speed Nm2 of the motor MG2 (step S128), and the temporary motor torque Tm2tmp and the torque limit value The larger of Tmin is set as torque command Tm2 * for motor MG2 (step S120).

  When the torque command Tm2 * of the motor MG2 is set, the required braking torque Tr *, the torque commands Tm1 *, Tm2 *, the gear ratio ρ of the power distribution and integration mechanism 30, the current reduction ratio Gr of the transmission 60, and the conversion coefficient Gb Based on the above, the target brake torque Tb * to be output from the brakes 89a and 89b is set by the following equation (5) (step S130). Here, the conversion coefficient Gb is determined as a value for converting the braking torque to be output to the ring gear shaft 32a into the braking torque to be output to the drive wheels 39a and 39b. When the motor share k is a value 1, the target brake torque Tb * is a value 0.

  Thus, when the target engine speed Ne * and target torque Te * of the engine 22, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, and the target brake torque Tb * of the brakes 89a and 89b are set, the target engine speed Ne * and The target torque Te * is transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S132), and the brake is output so that the braking torque corresponding to the target brake torque Tb * is output from the brakes 89a and 89b. The actuators (not shown) of 89a and 89b are driven and controlled (step S134), and this routine is finished. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control and ignition control so that the engine 22 is operated at the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 output torques corresponding to the torque commands Tm1 * and Tm2 *, respectively. As described above, when the engine required power Pe * is equal to or less than the threshold value Peref, the engine 22 is controlled to be idled or stopped, and is controlled not to output torque from the motor MG1.

  If it is determined in step S106 that a shift request has been made, a shift-time process for changing the transmission 60 from the Hi gear state to the Lo gear state is executed (step S136). FIG. 8 is a flowchart illustrating an example of a shift time processing routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed whenever the braking time control routine of FIG. 3 is executed and an affirmative determination is made in step S106. That is, it is repeatedly executed every time the braking time control routine of FIG. 3 is executed.

  When the shift process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first checks the values of the flags F1, F2, and F3 (step S150). Here, the flags F1, F2, and F3 are for sequentially indicating the execution stage of the shift process of the transmission 60, and the value 0 is set as an initial value when a shift request is made. As a flag indicating the execution stage of the shift process, there is also a flag F4 indicating the completion of the shift process, and this is also set to 0 as an initial value when a shift request is made. Setting the value F1 to the flag F4 means the end of the shift request. In step S106, the determination is changed from a positive determination to a negative determination, that is, it is determined that no shift request is made.

  When the flags F1, F2, and F3 are all 0, the target torque Te * is set to 0 and the torque command Tm1 * is set to 0 (step S152), that is, the braking time control routine of FIG. Regardless of the engine required power Pe * set in step S104, the engine 22 is set to the idling operation state or the operation stop state. Therefore, this process is performed so that the power of the engine 22 is not output from the engine 22 without charging the battery 50 even when the battery 50 is requested to be charged and the engine required power Pe * becomes larger than the threshold value Peref. It becomes processing to restrict. Thereby, it is possible to prevent the drive torque from being transmitted from the engine 22 to the ring gear shaft 32a. Then, based on the vehicle speed V, the motor share k described above is set (step S154), the set motor share k is stored as a stored value kset at a predetermined address in the RAM 76 (step S156), and the required braking torque Tr is set. The torque command Tm2 * is set by multiplying the current transmission 60 divided by the reduction ratio Gr by the motor sharing ratio k (step S158), the flag F is set to a value 1 (step S160), and the shift process is performed. Exit.

  When the flag F1 is set to 1 and the flags F2 and F3 remain at 0, both the target torque Te * and the torque command Tm1 * are set to the value 0 (step S162) and set in the previous shift processing. A predetermined value Δk is subtracted from the set motor sharing rate (previous k) to set the motor sharing rate k (step S164), the lower limit of the set motor sharing rate k is limited to 0 (step S166), and the required braking A torque command Tm2 * is set by multiplying the torque Tr divided by the current reduction ratio Gr of the transmission 60 by the motor share k (step S168), and when the motor share k becomes 0, the flag F2 is set to a value 1 (steps S170 and S172), and the shift process is terminated. In step S130 of the braking time control routine of FIG. 3, the target brake torque Tb * is set based on the torque command Tm2 *. Therefore, the brake at the required braking torque Tr is set by reducing the motor share k by a predetermined value Δk. The share rate of 89a and 89b will increase sequentially. That is, this operation is an operation in which the braking torque of the motor MG2 is sequentially replaced with the braking torque of the brakes 89a and 89b. The operation of replacing the braking torque of the motor MG2 with the braking torque of the brakes 89a and 89b is performed by setting the target torque Te * to 0 in step S152 regardless of the charge / discharge request amount Pch * (charge request) of the battery 50. Since the driving torque is not output from the engine 22 to the ring gear shaft 32a, the power from the engine 22 is not wasted as heat by the brakes 89a and 89b. The predetermined value Δk is set as a ratio at which the torque of the motor MG2 and the brakes 89a and 89b can be changed smoothly at the execution interval of the braking time control routine of FIG. 3 (in this example, 8 msec). Yes, it can be determined by the performance of the motor MG2 and the brakes 89a and 89b.

  When both the flags F1 and F2 are set to 1 and the flag F3 remains at 0, the torque command Tm2 * of the motor MG2 is set to 0 and the required braking torque Tr * is output by the brakes 89a and 89b. In the state, the transmission 60 is switched from the Hi gear state to the Lo gear state, that is, from the state where the brake B1 is turned on and the brake B2 is turned off to the state where the brake B1 is turned off and the brake B2 is turned on. Switching (step S174), a value 1 is set in the flag F3 (step S176), and the shift process is terminated. Here, the gear state is switched through a state where both the brake B1 and the brake B2 are off, that is, a state where the motor MG2 is disconnected. Thereby, the shift can be performed smoothly. Further, since the value 0 is set in the torque command Tm2 * of the motor MG2, no shift shock is generated.

  If all of the flags F1, F2, and F3 are set to the value 1, both the target torque Te * and the torque command Tm1 * are set to the value 0 (step S178), and the motor set in the previous shift process is set. The motor sharing rate k is set by adding a predetermined value Δk to the sharing rate (previous k) (step S180), and the upper limit of the set motor sharing rate k is limited by the stored value kset stored in step S156 (step S182). The torque command Tm2 * of the motor MG2 is set by multiplying the required braking torque Tr by the current reduction ratio Gr of the transmission 60, that is, the reduction ratio Gr after the shift, and the motor sharing ratio k (step S184). When the motor sharing ratio k becomes the stored value kset, the flag F4 is set to a value 1 (steps S186 and S188), and the shift process is terminated. Here, as described above, in step S130 of the braking time control routine of FIG. 3, since the target brake torque Tb * is set based on the torque command Tm2 *, the motor share k is set by adding a predetermined value Δk. As a result, the sharing ratio of the brakes 89a and 89b at the required braking torque Tr * is sequentially reduced. That is, this operation is an operation of sequentially replacing the braking torque of the brakes 89a and 89b with the braking torque of the motor MG2. Further, since the value 1 is set in the flag F4 as described above, it is determined that the shift request is not made in step S106 when the braking time control routine of FIG. 3 is executed next time.

  According to the hybrid vehicle 20 of the embodiment described above, when the gear position of the transmission 60 is switched while the braking torque is being output from the motor MG2, the engine required power Pe *, that is, the charge of the battery 50 is charged. Regardless of the required discharge amount Pch * (charge request), the braking power output from the motor MG2 is applied to the brake 89a after limiting the power output from the engine 22 to place the engine 22 in the idling operation state or the operation stop state. , 89b is replaced with the braking torque, and after the switching of the shifting stage is finished, the braking torque output from the brakes 89a, 89b is replaced with the braking torque generated by the motor MG2 to limit the power output from the engine 22. To release. Accordingly, since the gear stage is switched after the braking torque is not output from the motor MG2, the shift shock can be suppressed. Also, since the driving torque is not transmitted from the engine 22 to the ring gear shaft 32a, the braking torque output from the motor MG2 is replaced with the braking torque by the brakes 89a and 89b, so the power from the engine 22 is wasted by the brakes 89a and 89b. The increase in energy loss at the time of shifting can be suppressed. Of course, since the braking force is output from the brakes 89a and 89b when the transmission 60 is shifted, the shifting can be performed while outputting the braking force requested by the driver.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 has two shift stages for switching between the Lo gear state and the Hi gear state, but may have three or more shift stages. It is not limited to such a stepped transmission, and may be a continuously variable transmission.

  In the hybrid vehicle 20 of the embodiment, the brake torque of the motor MG2 is replaced by the brakes 39a and 39b that output the braking force to the drive wheels 39a and 39b when the transmission 60 is shifted, but the driven wheels (drive wheels 39a and 39b) are replaced. The braking torque of the motor MG2 may be replaced by a brake that outputs braking force to a driving wheel if a motor that can output power to wheels different from that is provided, and braking force is output to the driving wheels 39a and 39b. The braking torque of the motor MG2 may be replaced by both the brakes 89a and 89b that perform and the brake that outputs the braking force to the driven wheel. If the braking torque from the motor MG2 can be replaced, a brake that directly outputs a braking force may be attached to the ring gear shaft 32a, and the braking torque of the motor MG2 may be replaced by this brake.

  The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 9, the drive from which the power from the engine 22 is output to the inner rotor 132 and the drive wheels 39 a and 39 b connected to the crankshaft 26 of the engine 22. An outer rotor 134 connected to the shaft, which transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 39a and 39b via the counter-rotor motor 130 which converts the remaining power into electric power It is good also as what applies to. In this case, when shifting the transmission 60 during braking, the braking torque output from the motor MG2 may be replaced by the brakes 89a and 89b that output the braking force to the drive wheels 39a and 39b, or the driven wheels 39c, It may be replaced by brakes 89c and 89d that output braking force to 39d, or may be replaced by both brakes 89a and 89b and brakes 89c and 89d.

  In the hybrid vehicle 20 of the embodiment, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60, but the hybrid vehicle 220 of the modification of FIG. As illustrated, the rotation shaft of the motor MG2 may be connected via a transmission 60 to a drive shaft connected to drive wheels 39e and 39f different from the drive wheels 39a and 39b. In this case, when shifting the transmission 60 during braking, the braking torque output from the motor MG2 may be replaced by the brakes 89a and 89b, or the brakes 89e and 89f that output braking force to the drive wheels 39e and 39f. Or may be replaced by both the brakes 89a and 89b and the brakes 89e and 89f.

  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.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the control routine at the time of the braking performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is explanatory drawing which shows the relationship between the vehicle speed V and the motor share k. It is explanatory drawing explaining a mode that the target rotation speed Ne * and the target torque Te * are set from engine request | requirement power Pe *. 4 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of the process routine at the time of the shift performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b, 39e, 39f driving wheel, 39c, 39d driven wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 Rotating shaft, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear, 63b second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift Lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89a, 89b, 89c, 89d, 89e, 89f brake, 130 pair rotor motor, 132 Inner rotor, 134 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (9)

An internal combustion engine;
Power conversion power transmission means connected to the output shaft and the drive shaft of the internal combustion engine for converting at least part of the power from the internal combustion engine into electric power and transmitting the remaining power to the drive shaft;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the electric motor and the drive shaft with a changeable gear ratio;
Power storage means capable of exchanging power with the power conversion power transmission means and the electric motor;
Braking force output means capable of outputting braking force to the drive shaft;
When a change in gear ratio is instructed by the transmission transmission means while a braking force is required for the drive shaft and a braking force is being output by the electric motor, the power output from the internal combustion engine is limited while limiting the power output from the internal combustion engine. After driving and controlling the internal combustion engine, the power conversion power transmission means and the electric motor so that a braking force corresponding to the requested braking force is output to the drive shaft, the power output from the internal combustion engine is limited. The motor and the braking force output means are driven and controlled so that the braking force output from the electric motor is replaced with the braking force output from the braking force output means, and after the output of the braking force is replaced, the gear ratio of the shift transmission means Before the transmission of the braking force by the braking force output means is replaced with the output of the braking force by the motor after the transmission ratio is changed. Driving control of the braking force output means and the electric motor is performed, and after the replacement of the output of the braking force, the restriction on the power output from the internal combustion engine is released, and the braking force corresponding to the requested braking force is applied to the drive shaft. A power output apparatus for a hybrid vehicle, comprising: a braking-time shift switching control unit that drives and controls the internal combustion engine, the power conversion power transmission unit, and the electric motor.   The braking time shift switching control means maintains the braking force output to the drive shaft, and replaces the motor and the braking force so that the output of the braking force by the motor and the output of the braking force by the braking force output means are replaced. 2. The power output apparatus for a hybrid vehicle according to claim 1, wherein the power output means is means for driving and controlling the power output means.   3. The braking speed change control means is means for replacing the output of the braking force by changing a ratio of the braking force by the electric motor and the braking force by the braking force output means by a predetermined ratio. Power output device for hybrid vehicles.   4. The power output apparatus for a hybrid vehicle according to claim 1, wherein the limitation on the power output from the internal combustion engine is a limitation performed on the power to be output from the internal combustion engine in response to a charge request for the power storage means.   The power output device for a hybrid vehicle according to any one of claims 1 to 4, wherein the braking force output means is a brake that outputs braking force directly or indirectly to the drive shaft.   The power conversion power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power input / output to / from any two of the three shafts is determined. 3. A means comprising: a three-axis power input / output means for determining the power input / output to / from the remaining one shaft; and a generator capable of inputting / outputting power to the third rotating shaft. 5. The power output apparatus for a hybrid vehicle according to any one of 5 above.   The power conversion power transmission means includes 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 is electromagnetically actuated. The power output apparatus for a hybrid vehicle according to any one of claims 1 to 5, wherein the power output apparatus is a counter-rotor motor capable of generating electric power that relatively rotates the rotor and the second rotor.   A hybrid vehicle equipped with the power output device for a hybrid vehicle according to any one of claims 1 to 7, wherein the drive shaft is connected to an axle. An internal combustion engine, and power conversion power transmission means connected to the output shaft and drive shaft of the internal combustion engine for converting at least part of the power from the internal combustion engine into electric power and transmitting the remaining power to the drive shaft; A motor capable of inputting / outputting power; a transmission means for transmitting power between the motor and the drive shaft with a changeable gear ratio; a power conversion power transmission means; and a power storage means capable of exchanging power with the motor. A braking force output means capable of outputting a braking force to the drive shaft, and a control method of a power output device for a hybrid vehicle,
When a change in gear ratio is instructed by the transmission transmission means while a braking force is required for the drive shaft and a braking force is being output by the electric motor,
(A) Driving the internal combustion engine, the power conversion power transmission means, and the electric motor so that a braking force corresponding to the requested braking force is output to the drive shaft while limiting the power output from the internal combustion engine. Control
(B) driving and controlling the motor and the braking force output means so that the output of the braking force by the electric motor is replaced with the output of the braking force by the braking force output means after limiting the power output from the internal combustion engine;
(C) drive-controlling the speed change transmission means so as to change the speed ratio of the speed change transmission means after replacing the output of the braking force;
(D) driving and controlling the braking force output means and the electric motor so that the braking force output by the braking force output means is replaced with the braking force output by the electric motor after changing the gear ratio;
(E) the internal combustion engine and the internal combustion engine so that the braking force corresponding to the requested braking force is output to the drive shaft by releasing the restriction on the power output from the internal combustion engine after replacing the output of the braking force. A method for controlling a power output device of a hybrid vehicle, wherein drive control of power conversion power transmission means and the electric motor is performed.

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