Power transmission device, power output device, automobile loaded with this and method for controlling power output device

The present invention relates to a power transmission device and a power output device, and a method for controlling a vehicle and a power output device on which the power transmission device is mounted. The present invention relates to a power output device including a device, an automobile equipped with the power output device and traveling with a drive shaft connected to an axle, and a control method of the power output device.

Conventionally, as this type of power transmission device, the output shaft of the engine, the rotation shaft of the generator, and the drive shaft are connected to each rotating element of the planetary gear mechanism, and the rotation shaft of the electric motor is connected to the drive shaft via a transmission. Those mounted on connected automobiles have been proposed (see Patent Document 1). In this device, the power from the electric motor is converted into the power according to the vehicle speed and output to the drive shaft by changing the speed change stage of the transmission according to the vehicle speed.<patcit num="1"><text>JP-A-2002-225578</text></patcit>

<p> In the above-mentioned power transmission device, the driving force output to the drive shaft may drop or a shift shock may occur when the shift stage is changed. When the speed change is changed while the drive force is being output from the electric motor to the drive shaft via the transmission, part of the drive force transmitted to the drive shaft is consumed by the clutch and brake required to change the speed change. Therefore, the driving force output to the drive shaft fluctuates, causing a sense of discomfort to the occupants.</p><p> The control method of the power transmission device and the power output device of the present invention and the automobile and the power output device on which the power transmission device is mounted is the driving force when changing the gear ratio of the transmission that transmits the power between the drive shaft and the electric motor. One of the purposes is to suppress the depression and shift shock. Further, the control method of the power transmission device and the power output device of the present invention and the automobile and the power output device on which the power transmission device is mounted is used when changing the gear ratio of the transmission that transmits power between the drive shaft and the electric motor. One of the purposes is to prevent charging or overcharging of the power storage device due to excessive power. Further, the control method of the power transmission device and the power output device of the present invention and the automobile and the power output device on which the power transmission device is mounted performs power shifting such as changing the gear ratio of the transmission while maintaining the power output from the electric motor. One of the purposes is to suppress a drop in driving force and a shift shock.</p>

<p> The power transmission device and the power output device of the present invention, and the automobile and the power output device on which the power output device is mounted, have adopted the following means in order to achieve at least a part of the above-mentioned object.</p><p> The power transmission device of the present invention is a power transmission device capable of transmitting power from an internal combustion engine to a drive shaft, and is connected to the output shaft of the internal combustion engine and the drive shaft, and at least the power from the internal combustion engine is at least. Between the electric motor and the drive shaft with a power conversion power transmission means capable of converting a part of the power into electric power and transmitting the remaining power to the drive shaft, an electric power capable of inputting / outputting power, and a variable gear ratio. Output from the internal combustion engine based on the speed change transmission means for transmitting the power of the above, the power conversion power transmission means, the power storage means capable of exchanging power with the electric motor, and the required driving force required for the drive shaft. The operating point of the internal combustion engine is set based on the target power setting means for setting the target power to be power, the set target power, and the conditions applied to the internal combustion engine, and the internal combustion engine operates at the set operating point. A drive control means that drives and controls the internal combustion engine, the power conversion power transmission means, and the electric motor so that the drive force corresponding to the required drive force is output to the drive shaft while being operated. When the shift ratio switching in the shift transmission means is instructed, the drive control means is set in place of the drive control means within the range of the input limit of the power storage means based on the set target power. An operating point different from the operating point is set, and the internal combustion engine and the power conversion are performed so that the internal combustion engine is operated at the set operating point and the driving force corresponding to the required driving force is output to the driving shaft. Drive control at the time of shift switching, in which the power transmission means and the electric motor are driven and controlled, and the internal combustion engine is operated at the set operating point, and then the shift transmission means is driven and controlled so that the shift ratio in the shift transmission means is switched. The gist is to provide means.</p><p> In the power transmission device of the present invention, the operating point is set based on the target power to be output from the internal combustion engine set based on the required driving force required for the drive shaft and the conditions applied to the internal combustion engine. The internal combustion engine is operated at the operating point, and the internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so that the driving force corresponding to the required driving force is output to the drive shaft, and between the electric motor and the drive shaft. When the speed change transmission means for transmitting the power of the above is instructed to switch the gear ratio, the operation point different from the operation point set by the above-mentioned drive control within the range of the input limit of the power storage means based on the target power is set. The internal combustion engine is operated at the set operating point, and the internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so that the driving force corresponding to the required driving force is output to the drive shaft, and the set operation is performed. After the internal combustion engine is operated at the point, the shift transmission means is driven and controlled so that the gear ratio in the shift transmission means can be switched. As a different operating point, if the operating point where the ratio of the driving force transmitted from the internal combustion engine to the drive shaft in the required driving force within the input limit of the power storage means is set as large as possible, the operating point from the electric motor to the drive shaft The ratio of the driving force output to the engine can be reduced. As a result, it is possible to suppress a drop in the driving force on the drive shaft and a shift shock when the gear ratio is changed. Of course, since it is performed within the range of the input limitation of the power storage means, it is possible to prevent charging or overcharging of the power storage means due to excessive electric power.</p><p> In such a power transmission device of the present invention, the shift switching drive control means is a means for setting an operating point having a torque higher than the torque at the operating point of the internal combustion engine set by the drive control means. You can also.</p><p> Further, in the power transmission device of the present invention, in the shift switching drive control means, the driving force transmitted from the internal combustion engine to the drive shaft via the power conversion power transmission means is driven corresponding to the required driving force. It is a means for driving and controlling the internal combustion engine and the power conversion power transmission means so as to be a force, and driving and controlling the shift transmission means so that the shift ratio in the shift transmission means is switched after the drive control. You can also do it. In this way, the gear ratio in the shift transmission means can be changed after the driving force output from the electric motor is set to approximately 0, so that the drive force drops to the drive shaft or the shift shock occurs when the gear ratio is changed. Can be further reduced.</p><p> Further, in the power transmission device of the present invention, the shift switching drive control means maintains the motor output power output from the motor based on the state of the motor and the output limit of the motor, and the shift transmission means. When the power shift such as switching the gear ratio in the motor can be performed, the motor and the shift transmission means are driven and controlled so that the equal power shift is performed by the output power of the motor, and the state of the motor and the output limit of the motor are determined. When the equal power shift cannot be performed based on the above, the motor and the shift transmission means are adjusted so that the motor output power is adjusted to a power capable of equal power shift and the equal power shift is performed by the adjusted motor output power. Can also be used as a means for driving and controlling the motor. In this way, it is possible to further reduce the drop in the driving force to the drive shaft and the shift shock when performing equal power shifting. In this case, when the shift switching drive control means cannot perform equal power shift based on the state of the motor and the output limit of the motor, the motor shifts when the gear ratio in the shift transmission means is switched. It is also possible to use the means for adjusting the maximum power that can be output from the motor as the output power of the motor. In this way, the motor output power can be adjusted more easily. In this case, when the shift switching drive control means cannot perform equal power shift based on the state of the motor and the output limit of the motor, the adjusted motor output power without changing the rotation speed. It may be a means for driving and controlling the electric motor and the shift transmission means so that the uniform power shift is performed by the adjusted electric motor output power after the electric motor is controlled so as to output.</p><p> In the power transmission device of the present invention, the conditions applied to the internal combustion engine may be the conditions under which the internal combustion engine can be operated efficiently.</p><p> In the power transmission device of 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 the third rotation shaft, and is connected to any two of the three shafts. A three-axis power input / output means in which the power input / output to the remaining one axis is determined when the power input / output is determined, and a generator capable of inputting / outputting power to the third rotation axis. The power conversion power transmission means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. It can also be an anti-rotor electric motor capable of generating power by converting at least a part of the power from the internal combustion engine into electric power by an electromagnetic action and transmitting the remaining power to the drive shaft.</p><p> In the present invention, in addition to the aspect of the power transmission device, the aspect of the power output device including the internal combustion engine and the power transmission device of the present invention in any of the above-described aspects can also be used.</p><p> The automobile of the present invention The power output device of the present invention, that is, the internal combustion engine and the power transmission device of the present invention in any of the above-described embodiments, that is, basically, a power transmission device capable of transmitting power from the internal combustion engine to the drive shaft. A power conversion power transmission means that is connected to the output shaft of the internal combustion engine and the drive shaft, can convert at least a part of the power from the internal combustion engine into electric power, and can transmit the remaining power to the drive shaft. And an electric power capable of inputting and outputting power, a speed change transmission means for transmitting power between the electric motor and the drive shaft with a changeable gear ratio, the power conversion power transmission means, and the exchange of power with the electric motor. Applicable to the power storage means capable of setting the power storage means, the target power setting means for setting the target power to be output from the internal combustion engine based on the required driving force required for the drive shaft, the set target power, and the internal combustion engine. The operating point of the internal combustion engine is set based on the above-mentioned conditions, the internal combustion engine is operated at the set operating point, and the driving force corresponding to the required driving force is output to the driving shaft. Based on the drive control means for driving and controlling the power conversion power transmission means and the electric motor, and the set target power instead of the drive control means when the shift ratio switching in the shift transmission means is instructed. An operating point different from the operating point set by the drive control means is set within the range of the input limit of the power storage means, and the internal combustion engine is operated at the set operating point and the drive corresponding to the required driving force is performed. After driving and controlling the internal combustion engine, the power conversion power transmission means, and the electric motor so that the force is output to the drive shaft and operating the internal combustion engine at the set operating point, the gear ratio in the shift transmission means is changed. The gist is that it is equipped with a power transmission device including a shift switching drive control means that drives and controls the shift transmission means so that the shift can be switched, and the drive shaft is connected to the axle to travel.</p><p> According to the automobile of the present invention, since the power transmission device of the present invention of any of the above-described aspects is mounted, the same effect as that of the power transmission device of the present invention, for example, the gear ratio in the shift transmission means can be obtained. It can have the effect of suppressing the drop in the driving force to the drive shaft and the shift shock when changing, and the effect of preventing charging and overcharging due to excessive power of the power storage means when changing the gear ratio. it can.</p><p> The control method of the power output device of the present invention is Power conversion power transmission means that is connected to the output shaft and drive shaft of the internal combustion engine and can convert at least a part of the power from the internal combustion engine into electric power and transmit the remaining power to the drive shaft, and input / output the power. A possible electric motor, a shift transmission means for transmitting power between the electric motor and the drive shaft with a changeable gear ratio, the power conversion power transmission means, and a power storage means capable of exchanging power with the electric motor. It is a control method of a power output device comprising, (a) sets a target power to be output from the internal combustion engine based on the required driving force required for the drive shaft, and (b) sets the set target. The operating point of the internal combustion engine is set based on the power and the conditions applied to the internal combustion engine, the internal combustion engine is operated at the set operating point, and the driving force corresponding to the required driving force is the driving shaft. The internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so as to be output to (c), and when a shift ratio switching in the shift transmission means is instructed, instead of the step (b). , The operating point different from the operating point set in the step (b) is set within the range of the input limit of the power storage means based on the set target power, and the internal combustion engine operates at the set operating point. The internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so that the driving force corresponding to the required driving force is output to the driving shaft while being operated, and the internal combustion engine is operated at the set operating point. The gist is to drive and control the shift transmission means so that the shift ratio in the shift transmission means can be switched after the shift transmission means is operated.</p><p> According to the control method of the power output device of the present invention, the operating point is based on the target power to be output from the internal combustion engine set based on the required driving force required for the drive shaft and the conditions applied to the internal combustion engine. The internal combustion engine is operated at the set operating point, and the internal combustion engine, the power conversion power transmission means, and the electric motor are driven and controlled so that the driving force corresponding to the required driving force is output to the drive shaft. When the speed change transmission means for transmitting power to and from the drive shaft is instructed to switch the gear ratio, the operating point set by the above-mentioned drive control within the range of the input limit of the power storage means based on the target power. Sets different operating points and controls the internal combustion engine, power conversion power transmission means, and electric motor so that the internal combustion engine is operated at the set operating points and the driving force corresponding to the required driving force is output to the drive shaft. Then, after the internal combustion engine is operated at the set operating point, the shift transmission means is driven and controlled so that the gear ratio in the shift transmission means can be switched. As a different operating point, if the operating point where the ratio of the driving force transmitted from the internal combustion engine to the drive shaft in the required driving force within the input limit of the power storage means is set as large as possible, the operating point from the electric motor to the drive shaft The ratio of the driving force output to the engine can be reduced. As a result, it is possible to suppress a drop in the driving force on the drive shaft and a shift shock when the gear ratio is changed. Of course, since it is performed within the range of the input limitation of the power storage means, it is possible to prevent charging or overcharging of the power storage means due to excessive electric power.</p>

Next, the best mode for carrying out the present invention will be described with reference to Examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a 3-axis 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. It includes a motor MG1 capable of generating power connected to the mechanism 30, a motor MG2 connected to the power distribution integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 that controls the entire vehicle.

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

The power distribution integrated mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear arranged concentrically with the sun gear 31, and a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32. It is provided with a carrier 34 that rotates and revolves a plurality of pinion gears 33, and is configured as a planetary gear mechanism that performs a differential action with the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution integrated mechanism 30, the crank shaft 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, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, 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 a well-known synchronous motor generator that can be driven as a generator and also as an electric motor, and exchanges electric power with the battery 50 via the inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is used by the other motors. It can be consumed at. Therefore, the battery 50 is charged and discharged by the electric power generated from the motors MG1 and MG2 and the insufficient electric power. If the power balance is balanced by the motor MG1 and the motor MG2, the battery 50 will not be charged or discharged. Both the motors MG1 and MG2 are driven and controlled by an electronic control unit for a motor (hereinafter referred to as a motor ECU) 40. The motor ECU 40 is detected by signals required for driving and controlling the motors MG1 and MG2, for example, signals from rotation position detection sensors 43 and 44 that detect the rotation position of the rotors of the motors MG1 and MG2, and a current sensor (not shown). The phase current applied to the motors MG1 and MG2 is input, and the switching control signal to the inverters 41 and 42 is output from the motor ECU40. The motor ECU40 calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotation speeds Nr of the ring gear shaft 32a by a rotation speed calculation routine (not shown) based on the signals input from the rotation position detection sensors 43 and 44. There is. The motor ECU 40 communicates with the hybrid electronic control unit 70, drives and controls the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and data on the operating state of the motors MG1 and MG2 as needed. 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 connection between the two shafts to the ring gear shaft 32a by reducing the rotation speed of the rotating shaft 48 of the motor MG2 in two stages. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 is composed of a double pinion planetary gear mechanism 60a, a single pinion planetary gear mechanism 60b, and two brakes B1 and B2. The double pinion planetary gear mechanism 60a includes a sun gear 61 of an external gear, a ring gear 62 of an internal gear 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 one pinion gear 63a and mesh with a ring gear 62, and a carrier 64 that connects a plurality of first pinion gears 63a and a plurality of second pinion gears 63b to rotate and revolve freely are provided. The sun gear 61 can rotate freely or stop by turning the brake B1 on and off. The single pinion planetary gear mechanism 60b includes the sun gear 65 of the external gear, the ring gear 66 of the internal gear arranged 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 in a rotating and revolving manner. 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 a brake. The rotation can be freely or stopped by turning B2 on and off. 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 has brakes B1, By turning off both B2, the rotating shaft 48 of the motor MG2 can be separated from the ring gear shaft 32a, and the rotation of the rotating shaft 48 of the motor MG2 is reduced to a relatively large reduction ratio by turning off the brake B1 and turning on the brake B2. (Hereinafter, this state is referred to as the Lo gear state), and the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2 with a relatively small reduction ratio. It decelerates and is transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Hi gear state). When both the brakes B1 and B2 are turned on, the rotation of the rotating 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 an electronic control unit for the battery (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has signals required to manage the battery 50, for example, the voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and the power line 54 connected to the output terminal of the battery 50. The charge / discharge current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, etc. are input, and if necessary, the data related to the state of the battery 50 is communicated to the hybrid electronics. Output to 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 a CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and communication (not shown). It has a port. The hybrid electronic control unit 70 is equipped with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operating position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. Accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, brake pedal position BP from the brake pedal position sensor 86 to detect the amount of depression of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Has been done. Further, the hybrid electronic control unit 70 outputs a drive signal or the like to an actuator (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, 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 configured in this way 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 amount of depression of the accelerator pedal 83 by the driver. Then, the engine 22, the motor MG1 and the motor MG2 are operated and controlled so that the required power corresponding to this required torque is output to the ring gear shaft 32a. As for the operation control of the engine 22, the motor MG1 and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is the power distribution integrated mechanism 30. To the sum of the torque conversion operation mode and required power required to drive and control the motor MG1 and motor MG2 so that they are torque-converted by the motor MG1 and motor MG2 and output to the ring gear shaft 32a, and the power required to charge and discharge the battery 50. The operation of the engine 22 is controlled so that the corresponding power is output from the engine 22, and all or part of the power output from the engine 22 with the charging and discharging of the battery 50 is the power distribution integrated mechanism 30, the motor MG1, and the motor. Charge / discharge operation mode that drives and controls the motor MG1 and motor MG2 so that the required power is output to the ring gear shaft 32a with torque conversion by MG2, and the power that matches the required power from the motor MG2 by stopping the operation of the engine 22. There is a motor operation mode that controls the operation so as to output to the ring gear shaft 32a.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec).

When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first receives the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation speeds of the motors MG1 and MG2. Execute the process of inputting data such as Nm2, remaining capacity SOC of battery 50, input limit of battery 50 Win, reduction ratio Gr of transmission 60 (step S100). Here, the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotation position of the rotor of the motors MG1 and MG2 detected by the rotation position detection sensors 43 and 44, and are input from the motor ECU40 by communication. I decided to do it. 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. Input limit Win is set based on the remaining capacity SOC, battery temperature, etc. The input limit Win is set with a sign (minus) so that it becomes smaller as the power that can be input to the battery 50 increases. The reduction ratio Gr is set based on the current gear condition of the transmission 60.

When data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And set the required power Pr * (step S102). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc and the vehicle speed V and the required torque Tr *, and the accelerator opening Acc and the vehicle speed V are used. Is given, the corresponding required torque Tr * is derived and set from the memorized map. Figure 4 shows an example of a map for setting the required torque. The required power Pr * is set by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. Here, the rotation speed Nr of the ring gear shaft 32a can be calculated by dividing the reduction ratio Gr of the transmission 60 by the rotation speed Nm2 of the motor MG2.

Subsequently, the engine required power Pe * is set by the sum of the set required power Pr * and the charge / discharge required amount Pb * to be charged / discharged by the battery 50 (step S104). Here, the charge / discharge request amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening degree Acc, and the like. The engine required power Pe * was calculated assuming that there is no loss for ease of explanation, but in reality, it is calculated in consideration of the loss.

When the engine required power Pe * is set, the process of setting the temporary engine speed Netmp of the engine 22 and the temporary engine torque Tetmp is performed based on the set engine required power Pe * and the operation line for efficiently operating the engine 22. (Step S106). Figure 5 shows an example of the operation line of the engine 22 and how to set the temporary engine speed Netmp and the temporary engine torque Tetmp. As shown in the figure, the temporary engine speed Ne * and the temporary engine torque Te * can be obtained from the intersection of the operation line and the curve where the target power Pe * (Ne * × Te *) is constant.

Next, it is determined whether or not the shift request of the transmission 60 is satisfied (step S108). The shift request is made as a request for switching from the Lo gear state to the Hi gear state or a request for switching from the Hi gear state to the Lo gear state based on the required torque Tr * and the vehicle speed V. When it is determined that the shift request of the transmission 60 has not been made, the temporary engine speed Netmp is set as the target speed Ne *, the temporary engine torque Tetmp is set as the target torque Te * (step S110), and the set target rotation is set. Using the number Ne *, the rotation speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution integration mechanism 30, the target rotation speed Nm1 * of the motor MG1 is calculated and calculated by the following equation (1). The torque command Tm1 * of the motor MG1 is calculated by the following equation (2) based on the target rotation speed Nm1 * and the current rotation speed Nm1 (step S112). Fig. 6 shows a collinear diagram showing the mechanical relationship between the rotation speed and torque of each rotating element of the power distribution integrated mechanism 30. In the figure, the left S-axis shows the rotation speed of the sun gear 31, the C-axis shows the rotation speed of the carrier 34, and the R-axis shows the rotation 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. It can be calculated by Eq. (1) based on Nr, the target rotation speed Ne * of the engine 22, and the gear ratio ρ of the power distribution integration mechanism 30. Therefore, by setting the target torque Tm1 * so that the motor MG1 rotates at the target rotation speed Nm1 * and driving and controlling the motor MG1, the engine 22 can be rotated at the target rotation speed Ne *. Here, Eq. (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *, and in Eq. (2), "KP" in the second term on the right side is the gain of the proportional term. Yes, the third term "KI" on the right side is the gain of the integral term.

<maths num="1"><img file="JP2005297948A_D0001.tif" /></maths>

When the target rotation speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, it is based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution integration mechanism 30, and the current gear ratio Gr of the transmission 60. Then, the temporary motor torque Tm2tmp is set as the torque to be output from the motor MG2 in order to output the required torque Tr * to the ring gear shaft 32a by the following equation (3) (step S114), and the input limit Win of the battery 50 and the motor. Based on the torque command Tm1 * of MG1 and the number of rotations Nm1 and the number of rotations Nm2, the torque limit 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 S116). The larger of the motor torque Tm2tmp and the torque limit value Tmin is set as the torque command Tm2 * of the motor MG2 (step S118).

<maths num="2"><img file="JP2005297948A_D0002.tif" /></maths>

When the target rotation speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotation speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU40 (step S120), respectively, and the drive control routine is terminated. The engine ECU 24 that has received the target rotation speed Ne * and the target torque Te * has fuel injection control and ignition control in the engine 22 so that the engine 22 is operated at the operating point at the target rotation speed Ne * and the target torque Te *. And so on. In addition, the motor ECU40 that 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.

When it is determined in step S108 that a shift request for the transmission 60 has been made, the target rotation speed Ne * and the target torque Te * of the engine 22 are set by executing the shift processing routine illustrated in FIG. (Step S122), the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, and the process of transmitting to the engine ECU24 and the motor ECU40 is performed (steps S112 to S120), and this routine is terminated. Hereinafter, the details of the shift processing routine of FIG. 7 will be described. In the shift processing routine, the value of flag F is first checked (step S150). Here, the flag F is a flag indicating the execution stage of switching of the shift stage in the transmission 60, and a value 0 is set as an initial value. That is, for the flag F, "value 0" means the stage of preprocessing before switching the shift stage, and "value 1" means the stage at the time of switching the shift stage.

When the flag F has a value of 0, it is determined whether or not the shift request of the transmission 60 is a request from the Lo gear state to the Hi gear state (step S152). When the shift request is not a request for switching from the Lo gear state to the Hi gear state, that is, when the request is for switching from the Hi gear state to the Lo gear state, it was set in step S106 of the drive control routine of FIG. The temporary engine speed Netmp is set as the target speed Ne *, the temporary engine torque Tetmp is set as the target torque Te * (step S154), the flag F is set to the value 1 (step S156), and the process ends. Therefore, when the shift request is a request from the Hi gear state to the Lo gear state, the same process as the process of step S110 of the drive control routine of FIG. 3 is performed. The reason for this will be described later.

When the shift request of the transmission 60 is a request to switch from the Lo gear state to the Hi gear state, the torque distributed from the engine 22 to the ring gear 32 side and directly transmitted to the ring gear shaft 32a matches the required torque Tr *. The target torque Te * of the engine 22 is set by the following equation (5) (step S158), and the set target torque Te * multiplied by the temporary engine speed Netmp (= Te * × Netmp) is the required power Pr. It is determined whether or not it is larger than the value obtained by subtracting the input limit Win of the battery 50 from * (= Pr * -Win) (step S160). This judgment is made within the range of the input limit Win of the battery 50 while the power output from the engine 22 when controlled using the temporary engine speed Netmp and the target torque Te * covers all of the required power Pr *. This is done to check whether the maximum value of the power that can be output from the engine 22 is exceeded. If a negative judgment is made in step S160, it is determined that the battery 50 is within the input limit Win range, and the temporary engine speed Netmp is set as the target speed Ne * of the engine 22 (step S162). Then, it is determined whether or not the target torque Te * is larger than the torque upper limit value Temax as the upper limit of the torque that can be output from the engine 22 at the temporary engine speed Netmp (step S164), and the target torque Te * is the torque upper limit value. If it is determined that it is not greater than Temax, the flag F is set to the value 1 as it is (step S156), the processing is terminated, and if it is determined that the target torque Te * is larger than the torque upper limit value Temax, the step The target torque Te * set in S158 is limited by the torque upper limit value Temax (step S166), the flag F is set to the value 1 (step S156), and the process ends.

<maths num="3"><img file="JP2005297948A_D0003.tif" /></maths>

If a positive judgment is made in step S160, it is determined that power exceeding the input limit Win is input to the battery 50, and the required power Pr * minus the input limit Win (= Pr * -Win) is used. The value obtained by dividing by the target torque Te * is set as the target rotation speed Ne * of the engine 22 (step S168). FIG. 8 shows how the target rotation speed Ne * of the engine 22 is set. As mentioned above, the value Pr * -Win is the maximum value of the power that can be output from the engine 22 within the range of the input limit Win of the battery 50 while covering all of the required power Pr *, so the temporary engine speed Netmp and the target When the power of the engine 22 at the torque Te * exceeds the value Pr * -Win, set the rotation speed at which the value Pr * -Win can output the target torque Te * on a constant curve as the target rotation speed Ne * of the engine 22. (See Fig. 8), the output of the target torque Te * can be secured. When the target rotation speed Ne * is set, it is determined whether or not the target torque Te * set in step S168 is larger than the torque upper limit value Temax as the upper limit of the torque that can be output from the engine 22 at the set target rotation speed Ne *. Then (step S170), if the target torque Te * is not larger than the torque upper limit value Temax, set the flag F to the value 1 as it is (step S156), end the process, and the target torque Te * is the torque upper limit value Temax. When it is larger than, the target rotation speed Ne * and target torque Te * set in step S158 and step S170 are reset to the rotation speed and torque at the intersection of the value Pr * -Win and the constant curve and the maximum torque line ( Step S174), set the flag F to a value of 1 (step S156), and end the process. As a result, the engine 22 can be controlled so that the torque directly transmitted from the engine 22 to the ring gear shaft 32a within the input limit Win of the battery 50 becomes the required torque Tr *, and the torque to be output from the motor MG2. Can be an approximate value of 0.

When the flag F is set to a value 1, the shift stage of the transmission 60 is switched, that is, when changing from the Lo gear state to the Hi gear state, the brake B1 is off and the brake B2 is on and the brake B1 is on. When the brake B2 is switched to the off state and the Hi gear state is changed to the Lo gear state, the brake B1 is on and the brake B2 is off to the brake B1 is off and the brake B2 is on (step S174). , Set the flag F to a value of 0 (step S176) and end the process. FIG. 9 is an explanatory diagram showing how the transmission gear 60 is switched. FIG. 9A shows how the transmission 60 is switched from the Hi gear state to the Lo gear state, and FIG. 9B shows how the transmission 60 is switched from the Lo gear state to the Hi gear state. Further, FIG. 10 illustrates the time change of the share of the engine 22 and the share of the motor MG2 of the required torque Tr * when switching the shift stage of the transmission 60 from the Lo gear state to the Hi gear state. It is explanatory drawing. As shown in FIG. 9, in the embodiment, switching from the Hi gear state of the transmission 60 to the Lo gear state is performed by setting the brake B1 in the slip state or off while loading the drive shaft (ring gear shaft 32a) and the motor MG2. The torque output from the ring gear 62, It is performed by turning on the brake B2 when the rotation speed of 66 drops to zero, and switching from the Lo gear state of the transmission 60 to the Hi gear state is performed by turning the brake B2 from on to off and the drive shaft. The torque that opposes the torque acting on the sun gear 61 due to the load of the motor MG2 and the torque output from the motor MG2 is output by the friction engagement of the brake B1 while the rotation speed of the sun gear 61 is increased to reach zero. Since it is performed by turning it on, the loss due to the brake B1 becomes larger when switching from the Lo gear state to the Hi gear state, and the torque drop to the ring gear shaft 32a and the shift shock become larger when the shift gear is switched. Therefore, as shown in FIG. 10, when a shift request is made from the Lo gear state to the Hi gear state (time t1), the required torque Tr * is applied from the engine 22 to the ring gear shaft as much as possible within the range of the input limit Win. The engine 22 and the motors MG1 and MG2 are controlled so as to be covered by the torque directly transmitted to 32a (time t2), and then the gears are switched (time t3). As a result, a drop in torque to the ring gear shaft 32a and a shift shock when the shift stage is switched from the Lo gear state to the Hi gear state are suppressed.

According to the hybrid vehicle 20 of the embodiment described above, when the shift request of the transmission 60 is a request for switching from the Lo gear state to the Hi gear state, the ring gear shaft 32a as the drive shaft is required. The target rotation speed Ne * and target torque Te * of the engine 22 are set and controlled so that all of the required torque Tr * is covered by the torque directly transmitted from the engine 22 to the ring gear shaft 32a with the power generation of the motor MG1. Therefore, the shift stage can be switched with the torque to be output from the motor MG2 to which the transmission 60 is attached set to approximately 0. As a result, it is possible to suppress a drop in torque and a shift shock when switching gears. Of course, since it is performed within the range of the input limit Win, it is possible to prevent charging or overcharging due to excessive power of the battery 50.

In the hybrid vehicle 20 of the embodiment, the target rotation speed Ne * and the target torque Te * are set so that all of the required torque Tr * is covered by the torque transmitted from the engine 22 to the ring gear shaft 32a within the range of the input limit Win. Although it was set, if the share of the engine 22 can be made larger than the normal time and the share of the motor MG2 can be made smaller, it is not always necessary to cover all of the required torque Tr * by the torque transmitted from the engine 22 to the ring gear shaft 32a. .. In this case, any operating point can be used as long as it can output a torque higher than the torque at the intersection of the engine required power Pe * and the operating line that can efficiently operate the engine 22 within the input limit Win of the battery 50. It may be set as a target rotation speed Ne * and a target torque Te *. For example, the rotation speed at the intersection of the engine required power Pe * and the operation line may be set as the target rotation speed Ne *, and the torque at the intersection plus a predetermined value may be set as the target torque Te *.

In the hybrid vehicle 20 of the embodiment, when the shift request of the transmission 60 is a change request from the Hi gear state to the Lo gear state in step S152 of the shift processing routine of FIG. 7, there is no shift request of the transmission 60. As in the case, set the point of intersection (temporary engine speed Netmp and temporary engine torque Tetmp) between the engine required power Pe * and the operation line that efficiently operates the engine 22 as the target speed Ne * and target torque Te *. However, even when switching from the Hi gear state to the Lo gear state, a slight torque drop and shift shock occur, so in this case as well, the shift request of the transmission 60 switches from the Lo gear state to the Hi gear state. As in the case of the request, the target rotation speed Ne * and the target torque Te * may be set by the processing of steps S158 to S172, or the target rotation speed Ne * and the target torque Te * may be set by different methods. It may be the one to do.

In the hybrid vehicle 20 of the embodiment, when switching the gear state of the transmission 60, is it possible to perform power shifting such as switching the gear state of the transmission 60 while maintaining the power output from the motor MG2? Whether or not it is not considered, but this may be taken into consideration. Hereinafter, a drive control routine for performing equal power shifting will be described.

FIG. 11 shows a part of an example of the shift processing routine of the modified example. This shift processing routine is the same as the shift processing routine of FIG. 7 except that the processes of steps S200 to S210 are executed instead of the process of step S158 of the shift processing routine of FIG. In this shift processing routine, when the flag F is a value 0 and the shift request of the transmission 60 is a request to switch from the Lo gear state to the Hi gear state (steps S150 and S152), the rotation of the current motor MG2 Gear ratio Ghi, when the number Nm2 and the transmission 60 are in the Hi, Lo gear state Using Glo, the rotation speed Nm2hi of the motor MG2 after switching gears is calculated by the following equation (6) (step S200), and the torque command of the current motor MG2 (previous Tm2 *) is applied to the current motor MG2. Calculate the torque Tm2hi of the motor MG2 after switching when equal power shifting is performed by dividing the power consumption (previous Tm2 * Nm2) of the motor MG2 obtained by multiplying the rotation speed Nm2 by the rotation speed Nm2hi after switching. Then, the maximum rated torque at the rotation speed Nm2hi of the motor MG2 after switching is set to the torque limit Tm2max of the motor MG2 (step S204). Here, in the embodiment, the torque limit Tm2max is stored in the ROM 74 as a torque limit setting map by predetermining the relationship between the rotation speed Nm2 of the motor MG2 and the torque limit Tm2max, and the rotation speed of the motor MG2 after switching. When Nm2hi is given, the corresponding torque limit Tm2max is derived from the map and set. Figure 12 shows an example of the torque limit setting map. Subsequently, the torque Tm2hi of the motor MG2 after switching and the torque limit Tm2max when performing equal power shifting are compared (step S206), and when the torque Tm2hi of the motor MG2 after switching is equal to or less than the torque limit Tm2max, the motor MG2 It is determined that equal power shifting can be performed while maintaining the power output from, and the processes after step S154 are executed. On the other hand, when the torque Tm2hi of the motor MG2 after switching is larger than the torque limit Tm2max, it is judged that the equal power shift cannot be performed as it is, and the equal power shift obtained by multiplying the changed rotation speed Nm2hi by the torque limit Tm2max. The torque command Tm2 * of the motor MG2 is set by dividing the maximum power (Tm2max · Nm2hi) that can be output from the motor MG2 by the current rotation speed Nm2 of the motor MG2 (step S208), and the required torque Tr. *, The torque command Tm2 * of the motor MG2, and the gear ratio ρ of the power distribution integration mechanism 30 are used to determine the target torque of the engine 22. Calculate the torque Te * by the equation (7) (step S210), execute the processing after step S160, return to the drive control routine of FIG. 3, and limit the input of the battery 50 by the processing of steps S114 to S118. Reset the torque command Tm2 * of the motor MG2 within the specified range. Then, the next time the shift processing routine is executed, the equal power shift is performed (step S174). In this way, after adjusting the torque command Tm2 * of the motor MG2 so that the equal power shift can be performed as it is when the equal power shift can be performed, and the equal power shift can be performed when the equal power shift cannot be performed. By performing equal power shifting, it is possible to suppress a drop in torque output to the ring gear shaft 32a as a drive shaft and a shift shock when performing equal power shifting.

<maths num="4"><img file="JP2005297948A_D0004.tif" /></maths>

FIG. 13 shows a state when the transmission stage of the transmission 60 is switched from the Lo gear state to the Hi gear state. As shown in the figure, when a shift request is made for the transmission 60 while the motor MG2 is being driven and controlled at point A, the torque Tm2hi at the rotation speed Nm2hi of the motor MG2 after switching is calculated and (see point B). ), Set the torque limit Tm2max (see point D). Then, when the torque Tm2hi at the rotation speed Nm2hi after switching is larger than the torque limit Tm2max, it is determined that equal power shifting cannot be performed, and the torque Tm2hi at the rotation speed Nm2 after switching becomes the torque limit Tm2max, that is, the electric motor. The torque is reduced without changing the current rotation speed Nm2 so that the power output from the motor becomes the maximum power (Tm2max · Nm2hi) that can be output from the motor MG2 when a constant power shift is performed, and the motor MG2 at point C. Is driven and controlled, and then equal power shifting is performed from point C to point D. As a result, it is possible to suppress a drop in torque output to the ring gear shaft 32a as a drive shaft and a shift shock during constant power shifting.

As described above, in the shift processing routine illustrated in FIG. 11 of the modified example, when the shift request of the transmission 60 is a request for switching from the Lo gear state to the Hi gear state, equal power shifting can be performed. When it is possible, the equal power shift is performed as it is, and when the equal power shift cannot be performed, the equal power shift is performed after adjusting the torque command Tm2 * of the motor MG2 so that the equal power shift can be performed. It is possible to suppress a drop in torque output to the ring gear shaft 32a as a drive shaft and a shift shock. Moreover, when the equal power shift cannot be performed, the torque command Tm2 * of the motor MG2 is adjusted so that the power output from the motor MG2 becomes the maximum power that can be output from the motor MG2 when the equal power shift is performed. , The torque command Tm2 * of the motor MG2 can be adjusted more easily.

In the hybrid vehicle 20 of the modified example, it is determined whether or not equal power shifting can be performed only when the transmission stage of the transmission 60 is switched from the Lo gear state to the Hi gear state. It may be determined whether or not equal power shifting can be performed even when switching from the state of 1 to the state of Lo gear.

In the modified hybrid vehicle 20, when equal power shifting cannot be performed, the torque command Tm2 * of the motor MG2 is adjusted so that the power output from the motor MG2 becomes the maximum power capable of performing equal power shifting. However, the power is not limited to the maximum power, and any power output from the motor MG2 may be adjusted so as to be capable of performing equal power shifting.

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

In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is applied to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via a power distribution integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 14, the drive that outputs the power from the engine 22 to the inner rotor 132 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22. It has an outer rotor 134 connected to the shaft and outputs 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 rotor electric motor 130 which converts the remaining power into electric power. It may be applied to.

Further, in the hybrid vehicle 20 of the embodiment, the rotating shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60. As illustrated in 220, the rotating shaft of the motor MG2 may be connected to a drive shaft connected to drive wheels 39c, 39d different from the drive wheels 39a, 39b via a transmission 60. In addition to this, the motor may be connected to the drive shaft connected to the drive wheels 39a and 39b.

Although the best mode for carrying out the present invention has been described above with reference to examples, the present invention is not limited to these examples, and various examples are used without departing from the gist of the present invention. Of course, it can be carried out in the form.

<figref num="1">It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as one Embodiment of this invention.</figref><figref num="2">It is a block diagram which shows the outline of the structure of the transmission 60.</figref><figref num="3">It is a flowchart which shows an example of the drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example.</figref><figref num="4">It is explanatory drawing which shows an example of the required torque setting map.</figref><figref num="5">It is explanatory drawing explaining the mode of setting the temporary engine speed Netmp and the temporary engine torque Tetmp from the engine required power Pe *.</figref><figref num="6">It is a collinear diagram which shows the mechanical relationship of the rotation speed and torque in each rotation element of a power distribution integration mechanism 30.</figref><figref num="7">It is a flowchart which shows an example of the shift processing routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example.</figref><figref num="8">It is explanatory drawing explaining the mode of setting the target rotation speed Ne * and the target torque Te * of the engine 22.</figref><figref num="9">It is explanatory drawing explaining the state of switching the shift stage of a transmission 60.</figref><figref num="10">It is explanatory drawing explaining the time change state of the share of the engine 22 of the required torque Tr * and the share of a motor MG2 when switching the shift stage of a transmission 60.</figref><figref num="11">It is a flowchart which shows a part of an example of the shift processing routine of a modification.</figref><figref num="12">It is explanatory drawing which shows an example of the torque limit setting map.</figref><figref num="13">It is explanatory drawing which shows the state at the time of switching the shift stage of a transmission 60.</figref><figref num="14">It is a block diagram which shows the outline of the structure of the hybrid vehicle 120 of a modification.</figref><figref num="15">It is a block diagram which shows the outline of the structure of the hybrid vehicle 220 of a modification.</figref>

Code description

20,120,220 Hybrid car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crank shaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 36 belt, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit for motor (motor ECU), 41,42 inverter, 43,44 rotation position detection sensor, 48 rotation shaft, 50 battery, 52 electronic control for battery Unit (battery ECU), 54 power line, 60 transmission, 60a double pinion planetary gear mechanism, 60b single pinion planetary gear mechanism, 61 sun gear, 62 ring gear, 63a 1st pinion gear, 63b 2nd pinion gear, 64 carrier, 65 Sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 130 anti-rotor motor, 132 inner rotor, 134 outer rotor, MG1 , MG2 motor, B1, B2 brake.