公开(公告)号：JP2010070008A

公开(公告)日：2010-04-02

申请号：JP2008238409

申请日：2008-09-17

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  SUYAMA DAISUKE ,  FURUTA HIDEKI

IPC: B60W10/08 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/10 ,  B60W20/00 ,  F02D29/02 ,  F16H63/40 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/646 ,  Y02T10/648 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To prevent excessive rotation of a first motor while starting an engine and down-shifting a transmission part simultaneously in a vehicle driving device having an electric differential part and the transmission part. SOLUTION: When the automatic transmission part 20 is down-shifted, and the engine 8 is started simultaneously, cranking torque TC M1 generated by the first motor M1 is increased and reaction force cancellation torque TCC M2 generated by the second motor M2 is decreased compared with torque output when only the engine 8 is started independently without downshifting the automatic transmission part 20 so as to prevent first motor rotational speed N M1 from reaching a negative side of a first motor excessive rotational speed N M1LIM . Thus, an increase in speed of the second motor rotational speed N M2 is suppressed, and accordingly the engine 8 is started promptly by surely increasing the first motor rotational speed N M1 . COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：为了防止在启动发动机时第一电动机的过度旋转并且在具有电差动部分和变速器部分的车辆驱动装置中同时向下移动变速部分。 解决方案：当自动变速器部件20向下移动并且发动机8同时起动时，由第一电动机M1产生的起动转矩TC M1 增加，反作用力抵消转矩TCC < 当仅仅发动机8独立起动而不降档自动变速部分20以便防止第一电动机转速N M1 M2 减小 >到达第一电动机过度转速N M1LIM 的负侧。 因此，抑制了第二电动机转速N M2 的速度的增加，因此通过可靠地提高第一电动机转速N M1 迅速地起动发动机8。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009274627A

公开(公告)日：2009-11-26

申请号：JP2008128777

申请日：2008-05-15

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  ONISHI KENJI

IPC: B60W10/08 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60K6/54 ,  B60L11/14 ,  B60W10/06 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To suppress occurrence of a shock resulting from a twist of a torsional damper when stopping the operation of an engine of a hybrid vehicle. SOLUTION: In the hybrid vehicle 20, when stopping the operation of the engine 22, a torque instruction Tm1* is set so that the torque in the direction which stops rotation of a crankshaft 26 is given to a crankshaft 26 from a motor MG1 (steps S150 and S160) until the number of rotation Ne of crankshaft 26 becomes not more than the threshold Nref without decreasing at least in the direction concerned. Also the torque instruction Tm1* is set (steps S220-S250) so that when the number of rotation Ne becomes not more than the threshold Nref, the degree of torque change becomes more moderate in the time period containing timing when the twist of the damper 28 is lost, while the torque in the direction to stop the rotation of the crankshaft 26 decreases in the direction concerned. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：为了抑制在停止混合动力车辆的发动机的操作时由扭转阻尼器的扭转引起的冲击的发生。 解决方案：在混合动力车辆20中，当停止发动机22的运转时，设定转矩指令Tm1 *，使得将曲轴26的旋转停止方向的转矩从电动机给予曲轴26 MG1（步骤S150和S160），直到曲轴26的旋转数Ne至少不超过阈值Nref，至少在相关方向上不减小。 此外，转矩指令Tm1 *被设定（步骤S220〜S250），使得当旋转数Ne变得不大于阈值Nref时，在包含阻尼器的扭转的时刻的时间段中，转矩变化程度变得更加适中 而在停止曲轴26的旋转的方向上的扭矩在相关方向上减小。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009255667A

公开(公告)日：2009-11-05

申请号：JP2008105490

申请日：2008-04-15

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  SUYAMA DAISUKE ,  KAIBUKI MASAKAZU

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F02D29/02 ,  F16H59/70 ,  F16H61/02 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a controller reducing possibility that comfort in time of traveling is impaired, in a power transmission device suitably used in a hybrid vehicle. SOLUTION: In feedback control of a first electric motor M1, though responsiveness of first electric motor feedback torque TF M1 becomes lower, and an its fluctuation becomes gentler as a feedback gain KP of the feedback control of the first electric motor M1 becomes smaller, a feedback gain change means 74 reduces the feedback gain KP in the feedback control as a gear change ratio γ AT of an automatic transmission part 20 becomes larger, during no gear change of the automatic transmission part 20. Accordingly, the fluctuation of the first electric motor feedback torque TF M1 becomes gentle in the feedback control as the gear change ratio γ AT of the automatic transmission part 20 becomes large, and the fluctuation of the first electric motor feedback TF M1 is more largely amplified and becomes easy to be transmitted to driving wheels 38. As a result, the possibility that the comfort at time of the vehicle traveling is impaired can be reduced. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：在混合动力车辆中适当使用的动力传递装置中，提供减少行驶时间舒适的可能性的控制器。 解决方案：在第一电动机M1的反馈控制中，尽管第一电动机反馈转矩TF M1 的响应性变低，并且其波动变得更平缓，因为反馈控制的反馈增益KP 第一电动机M1变小时，反馈增益改变装置74在自动变速部分20的变速比γ AT 变大时，减小反馈控制中的反馈增益KP 因此，作为变速比γ AT ，反馈控制中的第一电动机反馈转矩TF M1 的变动变得平缓 自动变速部20变大，第一电动机反馈TF M1 的波动被更大程度地放大，变得容易被传递到驱动轮38.结果， 可以减少车辆行驶时间。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009248914A

公开(公告)日：2009-10-29

申请号：JP2008102627

申请日：2008-04-10

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  FURUTA HIDEKI ,  SUYAMA DAISUKE

IPC: B60W10/08 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/06 ,  B60W10/10 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To provide a vehicle with a stepped variable transmission for shifting and transmitting power accompanied by a change in gear stages between an input shaft and a drive shaft connected to a vehicle shaft capable of more quickly increasing power output from an internal combustion engine when a gear stage is downshifted by increasing a requested drive power. SOLUTION: When a transmission is downshifted by stepping down an accelerator pedal in the middle of traveling accompanied by an engine drive, the transmission is controlled to be downshifted (S100), and the engine is controlled so that the number of revolutions Ne of an engine increases to the target number of revolutions Ne* based on request torque Td* (S120 to S140), and, considering torque by inertia upon shifting, a first and a second motors are controlled (S150 to S190) to output torque corresponding to the request torque Td* to the drive shaft to a power shaft by adjusting torque not to be output from the first motor, the torque canceling torque by the inertia as compared with torque to be output from the first and the second motors. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：为了提供一种具有阶梯式可变变速器的车辆，用于在输入轴和连接到车轴的驱动轴之间齿轮级的变化伴随变速和传递能力，能够更快地增加从 当齿轮级通过增加所请求的驱动力而降档时的内燃机。

解决方案：当发动机在伴随着发动机驱动的行驶中下降加速踏板而变速器被降档时，变速器被控制为降档（S100），并且发动机被控制成使得转数Ne 根据请求扭矩Td *（S120〜S140），发动机的转速增加到目标转速Ne *，考虑到变速时的惯性转矩，控制第一和第二电动机（S150〜S190），输出对应的转矩 通过调节不从第一电动机输出的转矩，将驱动轴的驱动轴与驱动轴相对应地转换成与从第一和第二电动机输出的转矩相比的惯性转矩。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009227097A

公开(公告)日：2009-10-08

申请号：JP2008074656

申请日：2008-03-21

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  SUYAMA DAISUKE

IPC: B60W10/08 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/06 ,  B60W10/10 ,  B60W10/26 ,  B60W20/00 ,  F02D29/02

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a control device for reducing shift shock in a power transmission device for a vehicle. SOLUTION: When an automatic shift part 20 is under shift, a first motor output suppression means 112 sets a first motor revolving speed Ng for the purpose of suppressing the rotation of a first motor M1 within a preliminarily decided revolving speed range Rng including zero so that even when first motor torque Tg fluctuates under the shift of the automatic shift part 20, it is possible to suppress a first motor output Pg expressed with the product of first motor torque Tg, a first motor revolving speed Ng, and a proportional constant. Therefore, it is possible to reduce any influence to be given to the second motor torque upper limit value Tm_max and second motor torque lower limit value Tm_min of the fluctuation of the first motor torque Tg, and to suppress the large fluctuation of the second motor torque Tm. As a result, it is possible to reduce shift shock, and to prevent comfortability in traveling from being damaged. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于减少用于车辆的动力传递装置中的换档冲击的控制装置。 解决方案：当自动变速部20发生变速时，第一电动机输出抑制装置112设定第一电动机转速Ng，以便在预先确定的转速范围Rng内抑制第一电动机M1的旋转，包括 使得即使当第一电动机转矩Tg在自动变速部分20的移动下波动时，也可以抑制由第一电动机转矩Tg，第一电动机转速Ng和比例的乘积产生的第一电动机输出Pg 不变。 因此，可以减少对第一电动机转矩Tg的波动的第二电动机转矩上限值Tm_max和第二电动机转矩下限值Tm_min的影响，并且抑制第二电动机转矩的大的波动 Tm。 结果，可以减少换挡冲击，并且防止行驶中的舒适性受损。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009073268A

公开(公告)日：2009-04-09

申请号：JP2007242695

申请日：2007-09-19

Applicant: Aisin Aw Co Ltd ,  Toyota Motor Corp ,  アイシン・エィ・ダブリュ株式会社 ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  TSUTSUMI HIROKI ,  AOKI TSUYOSHI ,  TAJIMA YOICHI

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/448 ,  B60K6/547 ,  B60L11/14 ,  B60L15/20 ,  B60W10/04 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W20/00 ,  B60W30/00 ,  B60W30/19 ,  B60W50/06 ,  F02D29/00 ,  F02D29/02

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To properly facilitate countermeasures to the change of a request driving force requested to a driving shaft connected to an axle during gear shift. SOLUTION: When a damping inhibition flag Fv is a value 1, and damping control by a motor MG2 is inhibited, damping torque Tv is set to a value 0 so that damping control can be prevented from being performed (step S230), and rate processing using a torque rate R2 as a rate which is smaller than a torque rate R1 is operated, and request torque Tr* is set so as to made close from the previous request torque Tr* to temporary request torque Trtmp (step S240), and an engine 22 or motors MG1 and MG2 are controlled so that torque based on the set request torque Tr* can be output (steps S150 to S220). Thus, it is possible to suppress the generation of shock due to the rapid change of a request driving force requested for traveling, and to properly facilitate countermeasures to the change of the request driving force. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：适当地促进在换挡过程中，要求驱动轴连接到轴上的驱动轴的改变的对策。 解决方案：当阻尼抑制标志Fv为值1，并且电动机MG2的阻尼控制被禁止时，阻尼转矩Tv被设定为0，从而可以防止执行阻尼控制（步骤S230） 并且使用转矩比R2作为小于转矩比R1的速率的速率处理，并且将请求转矩Tr *设定为使得从先前的请求转矩Tr *接近到临时请求转矩Trtmp（步骤S240） ，并且控制发动机22或电动机MG1，MG2，使得能够输出基于设定请求转矩Tr *的转矩（步骤S150〜S220）。 因此，可以抑制由于要求行驶的请求驱动力的急剧变化引起的冲击的产生，并且适当地促进对请求驱动力的改变的对策。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009068615A

公开(公告)日：2009-04-02

申请号：JP2007238513

申请日：2007-09-13

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  NOMURA MASAKAZU ,  SUYAMA DAISUKE

IPC: F16H61/04 ,  B60K6/445 ,  B60K6/547 ,  B60L15/20 ,  B60W10/02 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F16H59/08 ,  F16H59/42 ,  F16H59/46 ,  F16H61/68 ,  F16H61/684 ,  F16H61/686 ,  F16H63/40 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/644 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To enhance fuel economy more by reducing energy consumption by a rotation synchronous control while properly maintaining control property on switching to a power transmission state by connecting a power interrupting mechanism by means of the rotation synchronous control of an input side rotation speed. SOLUTION: In the case that a second motor rotation speed Nmg2 (input side rotation speed) is out of a predetermined allowable range (nmtag_D±MRG), as the rotation synchronous control is conducted at a S5, the second motor rotation speed Nmg2 becomes closer to a target rotation speed nmtag_D within the allowable range and shock generation and response deterioration due to aggravation of the controlability is suppressed when a predetermined gear step is established according to an N→D shift. In the case that the second motor rotation speed Nmg2 is within the allowable range, as the rotation synchronous control at the S5 is not conducted and a transmission member 18 is rotated depending on how things develops, energy consumption according to execution of the rotation synchronous control is saved and the fuel economy is enhanced correspondingly. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：通过旋转同步控制的能量消耗来提高燃料经济性，同时通过通过输入的旋转同步控制连接动力中断机构来适当地保持切换到动力传递状态时的控制性能 侧转速。

解决方案：在第二电动机转速Nmg2（输入侧转速）不在预定容许范围（nmtag_D±MRG）的情况下，由于在S5进行旋转同步控制，所以第二电动机转速 Nmg2在允许范围内变得更接近目标转速nmtag_D，并且当根据N→D移位建立预定的齿轮步时，抑制了由于可控制性恶化引起的冲击产生和响应劣化。 在第二电动机转速Nmg2在允许范围内的情况下，由于不进行S5的转动同步控制，传动部件18随着发生变化而旋转，因此，根据旋转同期控制 节省燃油经济性。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008239074A

公开(公告)日：2008-10-09

申请号：JP2007085270

申请日：2007-03-28

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KIMURA AKIHIRO ,  KAMIOKA KIYOSHIRO ,  HASHIMOTO TOSHIYA ,  YAMAMOTO MASAYA ,  TAJIMA YOICHI ,  AOKI TSUYOSHI ,  IKEMOTO NOBUAKI

IPC: B60W10/08 ,  B60K6/44 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60L15/20 ,  B60W10/06 ,  B60W10/26 ,  B60W20/00 ,  F02N11/04

CPC classification number: Y02T10/623 ,  Y02T10/6239 ,  Y02T10/6243 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/646 ,  Y02T10/648 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To exhibit performance of a battery to improve performance of a vehicle. SOLUTION: In the vehicle, a power generator, an engine, and a driving axle are connected to a sun gear of a planetary gear mechanism, a carrier, and a ring gear, and an electric motor is connected to the driving axle. The vehicle has a battery exchanging power with the power generator and the electronic motor. In the vehicle, when stopping the engine or staring the engine by the power generator, input limit Win of the battery is changed by an excess tolerance Wset (S360-S420). It is controlled such that a required torque is output to the driving axle by a torque input/output from the electric motor and a torque applied to the driving axle from the power generator through the sun gear including a torque based on a change of a rotation speed of an inertial system including the power generator within a range of the input limit Win. Thereby, the engine can be started or stopped by the power generator, and the required torque can be satisfied. As a result, the performance of the battery is exhibited to improve the performance of the vehicle. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：展示电池的性能以改善车辆的性能。 解决方案：在车辆中，发电机，发动机和驱动轴连接到行星齿轮机构，行星架和齿圈的太阳齿轮，电动机连接到驱动轴 。 车辆具有与发电机和电子电动机的电池交换电力。 在车辆中，当停止发动机或用发电机盯着发动机时，电池的输入限制Win由过大的公差Wset（S360-S420）改变。 被控制为使得通过来自电动机的扭矩输入/输出将驱动轴输出所需的扭矩，并且通过太阳齿轮从发电机施加到驱动轴上的转矩包括基于旋转变化的转矩 包括功率发生器在内的惯性系统的速度在输入限制Win的范围内。 由此，能够通过发电机起动或停止发动机，能够满足要求的转矩。 结果，显示出电池的性能，以提高车辆的性能。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008222068A

公开(公告)日：2008-09-25

申请号：JP2007063969

申请日：2007-03-13

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KIMURA AKIHIRO ,  KAMIOKA KIYOSHIRO ,  HASHIMOTO TOSHIYA ,  OYAMA SHUNSUKE ,  YAMAMOTO MASAYA ,  IKEMOTO NOBUAKI ,  NOMURA MASAKI

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  F02D29/02

CPC classification number: B60W20/10 ,  B60K1/02 ,  B60K6/365 ,  B60K6/40 ,  B60K6/445 ,  B60K6/448 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  B60W40/105 ,  B60W2520/10 ,  B60W2710/065 ,  Y02T10/6239 ,  Y02T10/6243 ,  Y02T10/6286 ,  Y10S903/903 ,  Y10S903/93 ,  Y10S903/96 ,  Y10T477/23 ,  Y10T477/30

Abstract: PROBLEM TO BE SOLVED: To improve fuel economy of a vehicle and to secure a chance to learn an idle controlled variable as a controlled variable during idling of an internal combustion engine. SOLUTION: The engine is controlled by setting a predetermined number of revolutions N3 smaller than a predetermined number of revolutions N2 during a travel at a low vehicle speed as a lower-limit number of revolutions Nemin during stop (S410), and setting the lower-limit number of revolutions Nemin as a target number of revolutions Ne* and setting a value 0 as target torque Te* (S500) when idling is requested (S490). Consequently, the fuel economy of the vehicle can be made better during idling of the engine during stop than idling of the engine at the lower-limit number of revolutions Nemin which is set as the predetermined engine number N2 irrelevantly to whether the engine is at stop. COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：为了提高车辆的燃油经济性，并确保在内燃机怠速期间学习作为受控变量的怠速控制变量的机会。 解决方案：通过在停车期间作为下限转数Nemin设定在低车速行驶期间小于预定转数N2的预定转数N3（S410）来控制发动机，并且设定 作为目标转数Ne *的下限旋转数Nemin，并且在请求空转时将值0设定为目标转矩Te *（S500）（S490）。 因此，在停止期间发动机空转时的燃料经济性可以比在发动机处于停止状态时设定为预定发动机数N2的下限转速Nemin处于发动机空转之前更好 。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2008221934A

公开(公告)日：2008-09-25

申请号：JP2007060282

申请日：2007-03-09

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： KAMIOKA KIYOSHIRO ,  TAJIMA KEIJI

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/448 ,  B60K6/547 ,  B60L11/14 ,  B60W10/08 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To properly prevent the occurrence of shock likely to occur when changing power for running from a negative side to a positive side in accordance with driver's operation for demanding driving force. SOLUTION: In this hybrid car 20, target torque Tr* is set based on demand torque T* so that the target torque Tr* is changed more gently when compared with a case other than a case where an absolute value of a previous value of the target torque Tr* is below a predetermined threshold value Tref and it is regarded that the torque for running outputted into a ring gear shaft 32a is included within a predetermined scope including a value of zero, and target engine power Pe* is set based on demand engine power P* so that the target engine power Pe* is changed more gently when compared with a case other than a case where predetermined conditions related to rotating speed Ne of an engine 22 are satisfied (step S164) at the shift time when the torque for running is changed from the negative side to the positive side in accordance with the shift from an accelerator off condition to an accelerator on condition (steps S166, S169). COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：为了根据驱动器的驱动力的操作来正确地防止在从负侧向正侧改变动力时可能发生的冲击的发生。 解决方案：在该混合动力汽车20中，基于需求转矩T *设定目标转矩Tr *，与目前的转矩T *的绝对值相比，与目标转矩Tr *的绝对值相比， 目标转矩Tr *的值低于预定阈值Tref，并且认为输出到齿圈轴32a的行驶转矩被包括在包括零值的预定范围内，并且设定目标发动机功率Pe * 基于需求发动机功率P *，使得与满足发动机22的转速Ne相关的规定条件的情况以外的情况（步骤S164）相比，目标发动机功率Pe *更顺利地变更（步骤S164） 根据从加速器关闭状态向加速器开启状态的转移，当运行转矩从负侧变化到正侧时（步骤S166，S169）。 版权所有（C）2008，JPO＆INPIT