JP2007118720A - Controller for drive unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a drive unit for a vehicle capable of enhancing power transmission efficiency without generating frequently a change for a power transmission state. <P>SOLUTION: This controller for the drive unit for the vehicle is provided with an electric speed change part for controlling an operation condition of a power source to a predetermined target operation condition, by conducting electric control to change a speed change ratio, in a power transmission route from the power source to wheels, and a mechanical rotation condition switching mechanism arranged in a wheel side of the electric speed change part, and for changing the power transmission state by changing a rotation condition. The controller is provided with a power source operation changing means (step S13-S19) for bringing the operation condition of the power source into the operation condition coming off the target operation condition, in response to a change mode of the power transmission state, when the power transmission state is changed by the mechanical rotation condition switching mechanism. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention includes an electric transmission unit capable of electrically and continuously controlling the rotational speed of a power source such as an internal combustion engine, and a mechanism capable of changing a transmission state of power such as a transmission. The present invention relates to a control device for a vehicle drive device.

  Conventionally, hybrid vehicles equipped with an internal combustion engine and a motor / generator as a plurality of power sources are known. In such a hybrid vehicle, it is possible to improve the fuel efficiency and reduce the exhaust gas while utilizing the characteristics of the engine and the motor / generator. An example of this type of hybrid vehicle is described in Patent Document 1.

  The hybrid vehicle described in Patent Document 1 has an engine and an assist motor (second motor / generator) as driving force sources, and a motor (first motor / generator) in addition to the assist motor. Is provided. First, the engine power is transmitted to the drive wheels via the drive shaft and the axle. A planetary gear is provided in a path from the engine to the drive shaft. The planetary gear has a sun gear and a ring gear, and a carrier holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements, the carrier is connected to the engine side, and the sun gear is connected to the rotor of the motor. . A ring gear shaft is connected to the ring gear of the planetary gear, and a rotor of the assist motor is connected to the ring gear shaft. Further, a speed change mechanism is provided on a path from the ring gear shaft to the drive shaft. The speed change mechanism includes a sun gear and a ring gear, and a carrier for holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements. The carrier of the speed change mechanism is connected to the ring gear shaft, and the ring gear of the speed change mechanism is driven by the drive. It is connected to the shaft. A clutch that selectively engages and disengages the carrier of the speed change mechanism and the ring gear of the speed change mechanism, and a brake that prevents rotation of the sun gear of the speed change mechanism are provided.

  The engine torque is input to the planetary gear carrier, and the motor is caused to function as a reaction force element, whereby the torque output from the ring gear is transmitted to the ring gear shaft. Here, regenerative control (power generation control) is performed by the motor that is the reaction force element, and the generated electric power is charged to the battery, and the rotational speed of the planetary gear is controlled by controlling the rotational speed of the motor. It is possible to control the gear ratio, which is a ratio with the rotational speed of the ring gear, in a stepless manner. In addition, the engine output is controlled according to the required driving force in the vehicle, but as the engine operating point is set on the optimum fuel consumption line, the shortage of the actual engine torque relative to the target engine torque is compensated. It is possible to drive the assist motor. In the speed change mechanism, the coupled state for transmitting engine power to the drive shaft includes the speed-up coupled state in which the clutch is turned off and the brake is turned on, and the brake is turned off by turning on the clutch. The direct connection state can be selectively switched.

In addition, the engine, the first motor / generator, and the second motor / generator are mounted as power sources, the low speed mode in which the gear ratio can be set to a relatively large value, and the gear ratio to a relatively small value. A hybrid provided with a mechanism (mode switching mechanism) for switching and setting three types of driving modes: a high-speed mode that can be set to 1 and a medium-speed mode that can set the gear ratio to an intermediate value between these low-speed mode and high-speed mode A car is described in US Pat.
JP 2000-346187 A JP 2005-1112019 A

  In the hybrid vehicle described in Patent Document 1 above, the planetary gear mechanism arranged on the output side of the engine is switched between the direct connection stage and the low speed stage according to the vehicle speed, so that the engine speed depends on the vehicle speed. Therefore, power transmission accompanied by power conversion, that is, power transmission by an electric path is suppressed, and as a result, overall power transmission efficiency is improved. Further, in the hybrid vehicle described in Patent Document 2, it is said that power transmission efficiency can be improved by appropriately switching each traveling mode according to the traveling state.

  The so-called shift by the planetary gear mechanism or the transmission is a control that mechanically changes the power transmission state, and involves a change in the engagement / release state of a friction engagement device such as a clutch. The switching is usually determined and executed based on the vehicle traveling state such as the vehicle speed and the required output, but the traveling state to be switched (for example, upshift) is opposite to this. If the driving state to be switched (for example, downshift) is the same or very close to the driving state, the switching frequently occurs due to a slight change in the driving state, giving the passenger a sense of incongruity.

  Therefore, hysteresis is set at a switching point for changing the transmission state of power such as gear shifting. It is conceivable to apply this to mode switching of a hybrid vehicle or gear shifting in a transmission described in each of the aforementioned patent documents. In such a configuration, power transmission efficiency (depending on the electric path) The driving frequency in a state where the theoretical transmission efficiency (with the power transmission being zero is 100%) is poor, and there is a possibility that it is disadvantageous in terms of improving fuel efficiency and increasing the temperature of the motor. This will be described with an example of shifting with a transmission. FIG. 5 is a diagram showing the relationship between the speed ratio i, which is the ratio between the engine speed and the output shaft speed, and the power transmission efficiency, using the speed ratio in the transmission as a parameter. FIG. 5 shows a hybrid vehicle drive device having a four-speed transmission, which has hysteresis between an upshift point b from the first speed to the second speed and a downshift point a from the second speed to the first speed. At the downshift point a, the theoretical transmission efficiency becomes low immediately before shifting to the first speed, and the fuel efficiency improvement effect as a hybrid vehicle is reduced, or the heat generation of the motor is increased. There is a possibility.

  The present invention has been made paying attention to the above technical problem, and provides a control device for a vehicle drive device capable of improving power transmission efficiency without frequently changing the power transmission state. It is intended to do.

  In order to achieve the above-mentioned target, the invention according to claim 1 predetermines the operating state of the power source by changing the gear ratio by being electrically controlled in the power transmission path from the power source to the wheels. An electrical transmission unit that controls the target operation state is provided, and a mechanical rotation state switching mechanism that is disposed on the wheel side from the electrical transmission unit and changes the transmission state of the power by changing the rotation state. In the control device for a vehicle drive device, when the power transmission state is changed by the mechanical rotation state switching mechanism, the operation state of the power source is set according to the change state of the power transmission state. A control device comprising power source operation changing means for changing the operating state from the operating state.

  A second aspect of the invention is a control device according to the first aspect of the invention, wherein the electric transmission unit functions as an electric continuously variable transmission unit that continuously changes a gear ratio.

  The invention according to claim 3 is the invention according to claim 1 or 2, wherein the power source includes an internal combustion engine, the target operating state includes an operating state at an operating point on an optimum fuel consumption line, and the power source operation change. The means includes a control device including means for setting operating states at operating points on a low rotation speed high torque side and a high rotation speed low torque side across the operating point on the optimum fuel consumption line.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the power source operation changing means changes the transmission state of the power by the mechanical rotation state switching mechanism in accordance with acceleration, A control device comprising means for setting the operating point of the power source to an operating point having a high rotational speed as compared with a case where the mechanical rotation state switching mechanism changes the transmission state of power along with deceleration. is there.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the power source operation changing means causes the mechanical rotation state switching mechanism to change a power transmission state in response to an output increase request of the power source. In the case of changing, the operating point of the power source is set to an operating point having a low rotational speed compared to the case where the mechanical rotation state switching mechanism changes the power transmission state in accordance with the output reduction request of the power source. The control device includes means for performing the operation.

  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the operating state of the hybrid vehicle that causes a change in the transmission state of power in the rotation state switching mechanism is equal to or longer than a predetermined time. Continuation time determining means for determining that the operation has continued, and the power source operation changing means, when the continuation time determining means determines that the operating state has continued for the predetermined time or longer, the mechanical rotation When the state switching mechanism changes the power transmission state, the state switching mechanism includes means for setting the operation state of the power source to an operation state deviating from the target operation state in accordance with the change state of the power transmission state. It is a control device.

  According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, the switching point at which the mechanical rotation state switching mechanism changes the transmission state of power is based on a vehicle speed and a required output of the hybrid vehicle. A switching point setting means for setting a hysteresis at a switching point according to the content of the change in the power transmission state, and the machine in a state where the operating point of the power source is changed by the power source operation changing means. Selectively changing the power transmission state by the mechanical rotation state switching mechanism and changing the power transmission state by the mechanical rotation state switching mechanism based on the switching point set with the hysteresis by the switching point setting means It is comprised so that it may carry out, It is a control apparatus characterized by the above-mentioned.

  According to the first and second aspects of the present invention, when the power transmission state is changed by the mechanical rotation state switching mechanism, the operation state of the power source is changed from the target operation state according to the change state of the power transmission state. Therefore, hysteresis is set at the switching point of the power transmission state by the mechanical rotation state switching mechanism, and as a result, frequent switching of the power transmission state can be prevented or suppressed, Also, since the operating state of the power source is not intentionally maintained at the predetermined target operating state, it is removed from the target operating state, so that the control amount by the electric transmission unit is reduced and the power transmission efficiency is maintained in a good state. it can.

  According to the invention of claim 3, since the internal combustion engine is operated on the optimum fuel consumption line during normal times, the fuel consumption is improved and the operating point when changing the power transmission state by the mechanical rotation state switching mechanism is optimum. Since it is removed from the operating point on the fuel consumption line and is shifted to both sides across the operating point on the optimal fuel consumption line, the hysteresis of the previous switching point can be set reliably even if the amount of deviation is small, and deterioration of fuel consumption is suppressed. can do.

  According to the invention of claim 4, when accelerating, switching of the power transmission state by the mechanical rotation state switching mechanism occurs at an operating point where the rotational speed of the power source is higher than when decelerating. When accelerating, a high rotational speed region of the power source is used. As a result, hysteresis can be set at the switching point and power performance is improved.

  According to the invention of claim 5, when the required output increases due to an accelerator operation or the like, the mechanical rotational state is switched at an operating point where the rotational speed of the power source is lower than when the required output decreases. Since the power transmission state is switched by the mechanism and the output of the power source does not change, the output torque becomes relatively large. As a result, hysteresis can be set at the switching point and the power performance is improved.

  According to the sixth aspect of the present invention, when the predetermined operation state continues for a predetermined time, the control for removing the operation state of the power source from the target operation state described above is executed. It is possible to prevent or suppress frequent occurrences and avoid a sense of incongruity of the passenger.

  According to the invention of claim 7, the hysteresis about the switching point of the power transmission state by the mechanical rotation state switching mechanism is set by the traveling state based on the vehicle speed and the required output, and is set by the operating point of the power source, Since the power transmission state is changed by selecting one of these, control that reduces the amount of operation of the electric transmission unit to suppress deterioration of power transmission efficiency and operation on the target operating state or optimum fuel consumption line It is possible to appropriately select and execute control that suppresses deterioration in fuel consumption by reducing the frequency of deviation from the point. As a result, the frequency of changing the power transmission state can be reduced, and at the same time, deterioration in fuel consumption can be suppressed. be able to.

  Next, the present invention will be specifically described with reference to the drawings. FIG. 7 shows a configuration example of a power train of a vehicle that can use the present invention. The vehicle Ve shown in FIG. 7 is a hybrid vehicle (hereinafter abbreviated as “vehicle”) of the FR type (front engine / rear drive; engine front and rear wheel drive). The vehicle Ve shown in FIG. 7 has two types of driving force sources. The two types of driving force sources have different motive power generation principles. In this embodiment, the engine 1 and the motor / generator (MG2) 2 are mounted as driving force sources and output from the engine 1 and the motor / generator 2. The power transmission path is configured so that the transmitted power is transmitted to the same wheel (rear wheel) 3 together. The engine 1 that is a driving force source of the vehicle Ve is a power device that burns fuel and converts the heat energy into kinetic energy. As the engine 1, an internal combustion engine or an external combustion engine can be used. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or the like is used as the engine 1 will be described. The engine 1 is configured to be able to electrically control output torque by controlling an electronic throttle valve (not shown).

  On the other hand, the motor / generator 2 which is another driving force source is housed in the casing 4, and the motor / generator 2 converts a power running function for converting electric energy into kinetic energy, and converts kinetic energy into electric energy. Combined with regeneration function. The motor / generator 2 includes a rotor 5 and a stator 6, and the stator 6 is fixed to the casing 4. A transmission 7 is provided in the power transmission path from the engine 1 and the motor / generator 2 to the wheels 3, and a power distribution device 8 is provided in the power transmission path from the engine 1 to the transmission 7. ing. The power distribution device 8 shown in FIG. 7 is mainly composed of a single pinion type planetary gear mechanism. That is, the power distribution device 8 rotates a sun gear 10 coaxially arranged with the input shaft 9, a ring gear 11 coaxially arranged with the sun gear 10, and a plurality of pinion gears 12 meshing with the sun gear 10 and the ring gear 11. And a carrier 13 held so as to be freely revolved. The carrier 13 and the input shaft 9 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally. Further, the input shaft 9 and the crankshaft 1A of the engine 1 are coaxially arranged, and the crankshaft 1A and the input shaft 9 can transmit power via a damper mechanism, specifically, a torsional damper 1B. It is connected to. The torsional damper 1B is a shock absorber that absorbs torque fluctuations and attenuates vibrations.

  A motor generator (MG1) 14 is disposed between the engine 1 and the power distribution device 8 in the axial direction of the input shaft 9. The motor / generator 14 has both a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. That is, the principle of power generation differs between the engine 1 and the motor generators 2 and 14. The motor / generator 14 includes a rotor 15 and a stator 16, and the stator 16 is fixed to the casing 4. The rotor 15 and the sun gear 10 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally.

  The transmission 7 is configured to be capable of changing a gear ratio that is a value obtained by dividing the input rotational speed by the output rotational speed. The transmission 7 includes two sets of single pinion type planets arranged coaxially. Gear mechanisms 17 and 18 are provided. First, the planetary gear mechanism 17 includes a sun gear 19 and a ring gear 20 that are arranged on the same axis, and a carrier 22 that holds a pinion gear 21 meshed with the sun gear 19 and the ring gear 20 so as to rotate and revolve. On the other hand, the planetary gear mechanism 18 includes a sun gear 23 and a ring gear 24 that are arranged on the same axis, and a carrier 26 that holds a pinion gear 25 meshed with the sun gear 23 and the ring gear 24 so that the pinion gear 25 can rotate and revolve. Then, the carrier 22 of the planetary gear mechanism 17 and the ring gear 24 of the planetary gear mechanism 18 are connected so as to rotate integrally, and the carrier 26 of the planetary gear mechanism 18 and the ring gear 20 of the planetary gear mechanism 17 rotate integrally. It is connected to. In other words, the transmission 7 is a so-called CR / CR combination transmission. Further, the rotor 5 of the motor / generator 2 is connected to the ring gear 11 and the sun gear 23, more specifically, connected so as to rotate integrally. An output rotating member 27 is connected to the carrier 26, specifically, connected to rotate integrally, and a differential 28 is provided in a power transmission path from the output rotating member 27 to the wheel 3.

  A power storage device 29 capable of transferring power to and from the motor / generator 2 is provided, and an inverter 30 is provided in a circuit between the motor / generator 2 and the power storage device 29. In addition, a power storage device 31 capable of transferring power to and from the motor / generator 14 is provided, and an inverter 32 is provided in a circuit between the motor / generator 14 and the power storage device 31. Yes. As these power storage devices 29 and 31, secondary batteries, specifically, batteries, capacitors, and the like can be used. In addition, an electric circuit is configured so that power can be directly transferred between the motor / generator 2 and the motor / generator 14 without passing through the power storage devices 29 and 31.

  In the vehicle Ve shown in FIG. 7, when the engine 1 is operated and the engine torque is transmitted to the carrier 13 of the power distribution device 8, the reaction torque is received by the motor / generator 14, and the engine torque is changed to the ring gear 11. Is transmitted to. The torque transmitted to the ring gear 11 is transmitted to the wheel 3 via the transmission 7 and the differential 28, and a driving force is generated. In the power distribution device 8, the gear ratio between the carrier 13 as an input element and the ring gear 11 as an output element can be controlled by the differential action of the sun gear 10, the carrier 13 and the ring gear 11. is there. Specifically, the engine speed can be controlled steplessly (continuously) by controlling the output of the motor / generator 14 responsible for the reaction force torque. The rotation direction of the motor / generator 14 can be switched between forward and reverse, and the motor / generator 14 is subjected to power running control or regenerative control. It is also possible to control (stop) the rotation speed of the motor / generator 14 to zero.

  Further, the concept of controlling the speed ratio of the power distribution device 8 will be described. In order to improve the fuel consumption of the engine 1, the operating state of the engine 1 and the speed ratio of the power distribution device 8 are cooperatively controlled. is there. For example, the required driving force in the vehicle Ve is obtained based on the acceleration request (accelerator opening) and the vehicle speed. This is obtained from a map prepared in advance, for example. The required output of the engine 1 is calculated from the required driving force and the vehicle speed, and the target engine speed that outputs the required output with the minimum fuel consumption is obtained using the map. Then, the output (torque × rotational speed) of the motor / generator 14 is controlled so that the actual engine rotational speed approaches the target engine rotational speed. In parallel with this control, the opening degree of the electronic throttle valve of the engine 1 is controlled so that the actual engine output approaches the target engine output.

  As described above, the motor / generator 14 and the power distribution device 8 control the output of the motor / generator 14 to continuously change the speed ratio between the input element and the output element, thereby rotating the engine 1. By controlling the number steplessly and approaching the target engine speed, in other words, by electrically changing the gear ratio between the input element and the output element continuously, the operating state of the engine 1 is changed. It functions as a so-called electric transmission unit that controls to a predetermined target operation state.

  Further, it is possible to execute control for supplying the electric power of the power storage device 29 to the motor / generator 2 to drive the motor / generator 2 as an electric motor and to transmit the torque of the motor / generator 2 to the wheels 3 via the transmission 7. It is. Therefore, the vehicle Ve travels by transmitting only the torque of the engine 1 to the wheels 3, so-called “engine travel”, or travels by transmitting the torques of both the engine 1 and the motor / generator 2 to the wheels 3. It is possible to perform “hybrid traveling”, so-called “motor traveling” (or “EV traveling”) in which only the torque of the motor / generator 2 is transmitted to the wheels 3 to travel.

  That is, when torque is transmitted to the wheel 3 to generate a driving force, the torque of at least one of the engine 1 or the motor / generator 2 can be transmitted to the wheel 3, and the torque of either power source or both power sources can be transmitted. Whether torque is transmitted is determined based on signals and data input to the electronic control unit 34. On the other hand, when the vehicle Ve travels coastingly, the kinetic energy of the vehicle Ve is transmitted to the engine 1 via the transmission 7 and the power distribution device 8, and an engine braking force is generated. Further, part of the kinetic energy generated when the vehicle Ve is repulsive is transmitted to the motor / generator 2, the regenerative braking force is generated by the motor / generator 2, and the generated electric power is charged in the power storage device 29. Is possible.

  Next, a mechanism for controlling the transmission ratio of the transmission 7 will be described. A clutch for selectively connecting / disconnecting the carrier 22 to / from the rotor 5 of the motor / generator 2, the ring gear 11 and the sun gear 23. C1 is provided. A brake B1 for controlling the rotation / stop of the carrier 22 and the ring gear 24 is provided, and a brake B2 for controlling the rotation / stop of the sun gear 19 is provided. As the engagement devices such as the clutch C1 and the brakes B1 and B2, any of a frictional engagement device, an electromagnetic engagement device, and a meshing engagement device may be used. It is assumed that a type engaging device is used. Further, a hydraulic control device 33 is provided as an actuator for controlling the clutch C1 and the brakes B1 and B2. The hydraulic control device 33 has a known structure including a hydraulic circuit and a solenoid valve.

  On the other hand, an electronic control unit (ECU) 34 is provided as a controller for controlling the entire vehicle Ve. The electronic control unit 34 includes a shift position sensor signal, a vehicle speed sensor signal, an acceleration request detection sensor signal, braking. A request detection sensor signal, an engine speed sensor signal, a sensor signal for detecting the charge amount of the power storage devices 29 and 31, a sensor signal for detecting the rotation speed of the motor / generators 2 and 14, and an input rotation of the transmission 7 A signal of a sensor for detecting the number and the output rotation number is input. On the other hand, from the electronic control unit 34, a signal for controlling the engine 1, a signal for controlling the motor generators 2, 14 via the inverters 30, 32, a clutch C 1 and a brake B 1, via the hydraulic pressure control unit 33. A signal for controlling B2 is output.

  Further, the gear ratio of the transmission 7 can be switched by a manual shift operation or automatic shift control, and in the transmission 7, the first speed to the third speed can be selectively switched. The switching of the gear ratio in the transmission 7 will be described with reference to FIG. In FIG. 8, “◯” indicates that the engaging device is engaged, and “X” indicates that the engaging device is released. First, when the first speed (1st) is selected, the brake B1 is engaged, and the brake B2 and the clutch C1 are released. Then, the torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the sun gear 23, the ring gear 24 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the first speed is selected, the rotation speed of the carrier 26 is lower than the rotation speed of the sun gear 23, and the transmission 7 functions as a so-called reduction gear, and the transmission gear ratio is “1”. Also grows.

  When the second speed (2nd) is selected, the brake B2 is engaged, and the brake B1 and the clutch C1 are released. Then, torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the sun gear 23, the sun gear 19 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the second speed is selected, the rotation speed of the carrier 26 is lower than the rotation speed of the sun gear 23, and the transmission 7 functions as a so-called reduction gear, and the transmission gear ratio is “1”. Also grows. The gear ratio when the first speed is selected is larger than the gear ratio when the second speed is selected.

  When the third speed (3rd) is selected, the clutch C1 is engaged and the brakes B1 and B2 are released. Then, the torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the transmission 7, and the rotating elements constituting the planetary gear mechanisms 17 and 18 rotate integrally, and the input rotational speed of the transmission 7. And the output rotational speed is “1”. That is, the input rotating member and the output rotating member of the transmission 7 are directly connected.

  FIG. 9 shows an alignment chart for the power distribution device 8 and an alignment chart for the transmission 7. In the example shown here, the transmission 7 is constituted by a planetary gear mechanism or a compound planetary gear mechanism having four rotating elements, and the first speed is set by engaging the brake B1, and the brake B2 is operated. The second speed is set by engaging. Further, in FIG. 9, the power distribution device 8 is described as an electric CVT unit, and the transmission 7 is described as an AT unit.

  When the first speed is set by the transmission 7 by engaging the brake B1, the input rotational speed of the transmission 7 is increased, and the second speed is applied by engaging the brake B2. When the speed is set, the rotational speed of the input side member of the transmission 7 decreases. In the power distribution device 8, in order to change the output rotational speed in accordance with the rotational speed of the input side member of the transmission 7 without changing the engine rotational speed, the rotational speed of the motor / generator 14 is changed from the negative rotational speed. It is changed to a positive rotation speed. That is, in a state where the motor / generator 14 functions as a motor and is rotated in the reverse direction, the number of rotations is gradually reduced, and the motor / generator 14 is further rotated forward to function as a generator.

  As described above, the transmission 7 has a plurality of engagement devices such as the clutch C1 and the brakes B1 and B2, and controls the engagement / release state of the plurality of engagement devices, so that each rotation of the transmission 7 is performed. It functions as a so-called mechanical rotation state switching mechanism that changes the power transmission state between the input member and the output member by changing the rotation state of the element.

  Next, another configuration example of the hybrid vehicle capable of using the present invention will be described with reference to FIG. In the configuration shown in FIG. 10, the same reference numerals as those in FIG. 7 are assigned to the same configurations as those shown in FIG. In the vehicle Ve shown in FIG. 10, a transmission 35 is provided on a power transmission path from the engine 1 to the wheels 3. The transmission 35 has a double-pinion type planetary gear mechanism 36 and a single-pinion type planetary gear mechanism 37 arranged on the same axis. The planetary gear mechanism 36 holds the sun gear 38 and the ring gear 39, the pinion gear 40 meshed with the sun gear 38, the pinion gear 41 meshed with the ring gear 39 and the pinion gear 40, and the pinion gears 40 and 41 so that they can rotate and revolve. And a carrier 42. On the other hand, the planetary gear mechanism 37 includes a sun gear 43 and a ring gear 44, and a carrier 42 that holds the pinion gear 45 meshed with the sun gear 43 and the ring gear 44 so as to rotate and revolve. That is, the carrier 42 is shared by the planetary gear mechanisms 37 and 38. The ring gear 44 is connected to the output rotating member 27, specifically, connected to rotate integrally.

  Further, the ring gear 11 of the power distribution device 8 and the sun gear 43 are connected to rotate integrally, and the ring gear 39 and the ring gear 44 are connected to rotate integrally. In addition, an engagement device is provided for controlling the connection relationship between the rotating elements and the rotation / stopping of the rotating elements. As this engagement device, the clutch C1 for selectively engaging and releasing the carrier 13 and the input shaft 9 of the power distribution device 8 with respect to the carrier 42, and the ring gear 11 and the sun gear 43 are selectively selected with respect to the sun gear 38. A clutch C2 to be engaged / released is provided, a brake B1 for controlling the rotation / stop of the sun gear 38, and a reverse brake BR for controlling the rotation / stop of the carrier 42. Any of a frictional engagement device, an electromagnetic engagement device, and a meshing engagement device may be used as these engagement devices. In this embodiment, a case where a frictional engagement device is used will be described. Further, these engaging devices are configured such that the torque capacity is controlled by the hydraulic control device 33.

  The relationship between the power distribution device 8 configured as described above and the transmission 35 will be described. In the transmission 35, the forward position and the reverse position (Rev) can be selectively switched in order to control the power transmission state, and in the forward position, the low speed mode (Lo), the medium speed mode (Mid), It is possible to selectively switch between three speeds of the high speed mode (Hi). Here, the state of the engagement device when the low speed mode, the medium speed mode, and the high speed mode are selected and when the reverse position is selected will be described with reference to FIG. In FIG. 11, “◯” indicates that the engaging device is engaged, and “X” indicates that the engaging device is released. As shown in FIG. 11, when the low speed mode is selected, the brake B1 is engaged and all other engagement devices are released. When the low speed mode is selected and the engine torque is transmitted to the sun gear 43 of the transmission 35 via the power distribution device 8, the stopped sun gear 38 becomes a reaction force element, and the ring gear 44 becomes an output element. Become. Thus, when the low speed mode is selected, the rotational speed of the ring gear 44 is reduced with respect to the rotational speed of the sun gear 43. That is, the transmission ratio of the transmission 35 is greater than “1”.

  When the medium speed mode is selected, the clutch C1 is engaged and all other engagement devices are released. The engine torque is input to the carrier 42 of the transmission 35 via the clutch C1, the sun gear 43 is a reaction force element, and the ring gear 44 is an output element. In this case, the sun gear 43 is connected to the ring gear 11 of the power distribution device 8 and the engine 1 is also connected to the carrier 13 of the power distribution device 8. Power circulates.

  Thus, when the medium speed mode is selected, power is transmitted to the transmission 35 via the two systems of the sun gear 43 and the clutch C1. When the low speed mode is selected, the transmission ratio of the transmission 35 is determined according to the rotation speed of the motor / generator 2. When the medium speed mode is selected, the gear ratio of the transmission 35 is determined based on the rotational speeds of the motor generators 2 and 14 and the engine rotational speed. When the medium speed mode is selected, the gear ratio of the transmission 35 can be arbitrarily adjusted, such as a value larger than “1” or a value smaller than “1”.

  Further, when the high speed mode is selected, the clutch C2 is engaged, all other engagement devices are released, and the rotating elements constituting the transmission 35 are rotated integrally. That is, the transmission ratio of the transmission 35 is fixed to “1”. On the other hand, when the reverse drive position is selected, the reverse brake BR is engaged and all other engagement devices are released. When engine torque is input to the sun gear 43 of the transmission 35 via the power distribution device 8, the carrier 42 becomes a reaction force element, and the ring gear 48 rotates in the direction opposite to the forward position.

  As described above, the transmission 35 has a plurality of engagement devices such as the clutches C1 and C2 and the brakes B1 and BR similarly to the transmission 7 described above, and the engagement and release states of the plurality of engagement devices. Is controlled to change the rotational state of each rotary element of the transmission 7, thereby functioning as a so-called mechanical rotational state switching mechanism that changes the power transmission state between the input member and the output member.

  The rotation state switching mechanism (transmission 7 and each engagement device) described with reference to FIG. 7 and the mode switching mechanism (transmission 35 and each engagement device) as the rotation state switching mechanism shown in FIG. 7, in the example shown in FIG. 7, when the engine torque is transmitted to the transmission 7, the power always passes directly through the input element and the output element of the power distribution device 8. In this example, it is possible to select the medium speed mode in which the engine torque can be transmitted through the power circulation by combining the transmission 35 and the power distribution device 8 without directly passing the engine torque through the input element and the output element of the power distribution device 8. In the power distribution device 8 and the transmission 7 shown in FIG. 7, the rotation element of the transmission 7 is not located between the rotation elements of the power distribution device 8, and the rotation element of the power distribution device 8 is It is not located between the rotating elements of the transmission 7. On the other hand, in the case of the power distribution device 8 and the transmission 35 shown in FIG. 10, the rotation element of the transmission 35 is located between the rotation elements of the power distribution device 8 in the medium speed mode. Is different.

  As described above, at the time of shifting by the transmission 7 or mode switching by the transmission 35, hysteresis is set at these shifting or switching points. In this case, as shown in FIG. 5 described above, the traveling frequency in a state where the power transmission efficiency is not good becomes high, and the power transmission efficiency may be lowered. Therefore, the control device of the present invention is configured to execute the following control in order to prevent or suppress such a situation.

(First control example)
FIG. 1 is a flow chart for explaining a first control example by the control device of the present invention. The vehicle Ve relates to the hysteresis of the speed change operation set at the time of speed change (mode change) in the transmissions 7 and 35. This is a control example in which the hysteresis is set in consideration of the engine operating points at the time of acceleration and deceleration. In the flowchart of FIG. 1, first, input signal processing such as reading of necessary data is performed (step S11). Next, the acceleration, deceleration, and elapsed time of the vehicle Ve are detected or calculated (step S12).

  Subsequently, the current engine operating point position is determined (step S13). The engine operating point is a map based on the engine speed and the output torque in consideration of the equal fuel consumption line, the optimum fuel consumption line and the equal power line of the engine 1, and the engine operating point Ne and the output torque Te. The points on the isopower line shown on the map represent the operating state of the engine 1 at that time. Specifically, as shown in FIG. 3, when the current engine operating point E0 is represented as a point E0 (Ne, Te) on the equal power line Lpow, the optimum fuel consumption line Lopt of the engine operating point E0 is shown. The position relative to is determined. Therefore, in other words, in step S13, it is determined whether or not the current engine operating point is on the lower rotation side and the higher torque side than the optimum fuel consumption line.

  If the current engine operating point is on the low rotation side and the high torque side with respect to the optimum fuel consumption line, and if a positive determination is made in step S13, the process proceeds to step S14, and whether the vehicle Ve is running at an accelerated speed. It is determined whether or not. The determination as to whether or not the vehicle is accelerating can be made based on the acceleration of the vehicle Ve detected in step S12 described above. If the vehicle Ve is not accelerating, that is, the acceleration of the vehicle Ve is equal to or less than zero, that is, the vehicle Ve is traveling at a constant speed or decelerating, a negative determination is made in this step S14, the subsequent control is This routine is temporarily terminated without performing it.

  On the other hand, if a positive determination is made in step S14 because the vehicle Ve is accelerating, the process proceeds to step S15 to determine whether or not the predetermined traveling state satisfies a predetermined condition. Then, it is determined whether or not the acceleration running at a predetermined acceleration or higher continues for a predetermined time or longer. If it is negatively determined in step S15 that acceleration running at a predetermined acceleration or higher does not continue for a predetermined time or longer, the subsequent control is not performed and this routine is temporarily terminated.

  On the other hand, if the acceleration running at a predetermined acceleration or higher continues for a predetermined time or longer, and if a positive determination is made in step S15, the routine proceeds to step S16, where the engine operating point is set to a higher speed side than the optimum fuel consumption line. And the engine operating point change control which changes to the low torque side (for example, point E1 in FIG. 3) is performed. Thereafter, this routine is once terminated.

  On the other hand, if the current engine operating point is on the higher speed side and the lower torque side than the optimum fuel consumption line, and if a negative determination is made in step S13, the process proceeds to step S17 and the vehicle Ve. It is determined whether or not the vehicle is decelerating. The determination as to whether or not the vehicle is decelerating can be made based on the deceleration of the vehicle Ve detected in step S12 described above. If the vehicle Ve is not traveling at a reduced speed, that is, if the vehicle Ve is traveling at a constant speed or an acceleration, a negative determination is made in this step S17, the subsequent control is not performed and this routine is temporarily terminated. .

  On the other hand, if the vehicle Ve is traveling at a reduced speed, and if a positive determination is made in step S17, the process proceeds to step S18, specifically whether or not a predetermined deceleration traveling state satisfies a predetermined condition. Is determined whether or not the deceleration traveling at a predetermined deceleration or higher continues for a predetermined time or more. If it is negatively determined in this step S18 that deceleration running at a predetermined deceleration or higher has not continued for a predetermined time or longer, the subsequent control is not performed and this routine is temporarily terminated.

  On the other hand, if a negative determination is made in step S18 because deceleration traveling at a predetermined deceleration or higher continues for a predetermined time or longer, the process proceeds to step S19, where the engine operating point is rotated at a lower speed than the optimum fuel consumption line. The engine operating point changing control for changing to the high torque side (for example, point E2 in FIG. 3) is executed. Thereafter, this routine is once terminated.

  The engine operating point changed by the first control example will be described with reference to FIG. FIG. 4 is a shift diagram in the transmission 7, where the vertical axis indicates the number of revolutions of the engine 1 and the horizontal axis indicates the vehicle speed. “1-2” indicates a shift line between the first speed and the second speed, “2-3” indicates a shift line between the second speed and the third speed, and “3-4” indicates A shift line between the third speed and the fourth speed is shown. In FIG. 4, the shift pattern corresponding to the engine operating point E1 (that is, during acceleration traveling) shown in FIG. 3 is indicated by a two-dot chain line, and the shift pattern corresponding to the engine operating point E2 (that is, decelerating traveling). Hour) is indicated by a dashed line. For example, as shown on the shift line “3-4”, the shift at “3-4” during acceleration, that is, the upshift from the third speed to the fourth speed, and “3-4” during deceleration. Hysteresis is provided between the speed change at, that is, the downshift from the fourth speed to the third speed.

  Thus, in the first control example described above, the engine operating point when shifting by the transmission 7 is from the operating point on the optimal fuel consumption line Lopt to both sides sandwiching the engine operating point on the optimal fuel consumption line Lopt. That is, with respect to the optimum fuel consumption line Lopt, the engine operating point on the high revolution side and the low torque side is shifted to the engine operating point on the low revolution side and the high torque side, so that the hysteresis at the shift switching point is reliably set. be able to

  Here, the relationship between the first control example shown in FIG. 1 and the present invention will be briefly described. The functional means of steps S13 to S19 described above correspond to the power source operation changing means of the present invention. The functional means of steps S15 and S18 correspond to the duration determination means of claim 5 of the present invention.

(Second control example)
FIG. 2 is a flowchart for explaining a second control example by the control device of the present invention. In the first control example shown in FIG. 1, the engine operation during acceleration and deceleration of the vehicle Ve is shown. In consideration of this point, the hysteresis of the shift operation of the transmissions in the transmissions 7 and 35 is set. On the other hand, the second control example shown in FIG. This is a control example in the case where the hysteresis of the shift operation of the shift in the transmissions 7 and 35 is set in consideration of the engine operating point when the output reduction is requested. In the flowchart of FIG. 2, first, input signal processing such as reading of necessary data is performed (step S21). Next, for example, the rate of change of the accelerator opening due to depression of the accelerator pedal, or the rate of change of the throttle opening corresponding to the accelerator opening, and the elapsed time are detected or calculated (step S22).

  Subsequently, the current engine operating point position is determined (step S23). Here, it is determined whether or not the current engine operating point is on the higher rotation side and the lower torque side than the optimum fuel consumption line. Therefore, if the current engine operating point is on the higher speed side and the lower torque side than the optimum fuel consumption line and a positive determination is made in step S23, the process proceeds to step S24, where the engine 1 and the motor generator ( It is determined whether or not an output increase request is made for the driving force source of the vehicle Ve consisting of MG2) 2. The determination of the output increase request for the driving force source can be made based on, for example, the change rate of the accelerator opening detected in step S22 described above or the change rate of the throttle opening that opens and closes based on the accelerator opening. it can. When the output increase request for the driving force source is not made, specifically, for example, when the accelerator pedal is not depressed, and the determination is negative in step S24, the subsequent control is performed. First, this routine is terminated.

  On the other hand, if an output increase request for the driving force source is made, specifically, for example, when the accelerator pedal is being stepped on and the determination is affirmative in step S24, the process proceeds to step S25. Whether or not a predetermined traveling state satisfies a predetermined condition, specifically, whether or not traveling under a predetermined output increase request has continued for a predetermined time or more, more specifically, for example, a predetermined It is determined whether or not traveling at the accelerator opening change rate (in this case, the positive direction) continues for a predetermined time or more. If the travel under the predetermined output increase request has not been continued for a predetermined time or more, and a negative determination is made in this step S25, the subsequent control is not performed and this routine is temporarily terminated.

  On the other hand, if it is determined affirmative in step S25 that the traveling under the predetermined output increase request has continued for a predetermined time or longer, the process proceeds to step S26, and the engine operating point is set lower than the optimum fuel consumption line. Engine operating point change control for changing to the rotation side and the high torque side is executed. Thereafter, this routine is once terminated.

  On the other hand, if the current engine operating point is on the low rotation side and the high torque side with respect to the optimum fuel consumption line, and a negative determination is made in step S23 described above, the process proceeds to step S27 and the vehicle Ve. It is determined whether or not an output reduction request for the driving force source is made. If the output reduction request for the driving force source is not made, specifically, for example, if the accelerator pedal is not stepped back, and the determination is negative in step S27, the subsequent control is performed. First, this routine is terminated.

  On the other hand, if an affirmative determination is made in step S27 because the output reduction request for the driving force source has been made, the process proceeds to step S28 to determine whether or not the predetermined traveling state satisfies a predetermined condition. Specifically, whether or not traveling under a predetermined output reduction request continues for a predetermined time or more, more specifically, for example, traveling at a predetermined accelerator opening change rate (in this case, in the negative direction) It is determined whether or not has continued for a predetermined time or more. If the travel under the predetermined output reduction request has not been continued for a predetermined time or more, and if a negative determination is made in this step S28, the subsequent control is not performed and this routine is temporarily terminated.

  On the other hand, if the traveling under the predetermined output reduction request has continued for a predetermined time or more, and if a positive determination is made in step S28, the process proceeds to step S29, where the engine operating point is set higher than the optimum fuel consumption line. Engine operating point change control for changing to the rotation side and the low torque side is executed. Thereafter, this routine is once terminated.

  Here, the relationship between the second control example shown in FIG. 2 and the present invention will be briefly described. The functional means of steps S23 to S29 described above correspond to the power source operation changing means of the present invention. The functional means of steps S25 and S28 correspond to duration determination means of claim 5 of the present invention.

  As described above, according to the control device of the present invention, when shifting is performed by the transmissions 7 and 35, that is, when the power transmission state is changed, the engine 1 is changed according to the change state of the power transmission state. The engine operating point can be removed from the target operating state on the optimal fuel consumption line, so that hysteresis is set at the shift point by the transmissions 7 and 35, that is, the switching point of the power transmission state. The frequent switching of the state can be prevented or suppressed, and the engine operating point of the engine 1 is removed from the target engine operating point without intentionally maintaining the predetermined target engine operating point. As a result, the amount of control by the power supply can be reduced and the power transmission efficiency can be maintained in a good state. That is, when the hysteresis is set at the switching point of the power transmission state by the control device of the present invention, as shown in FIG. 6, as compared with the conventional example in which the hysteresis is set in the transmission line of the transmission shown in FIG. Since the theoretical transmission efficiency does not decrease, the power transmission efficiency can be improved or well maintained without frequently changing the power transmission state.

  In addition, during normal times when no shift is performed by the transmissions 7 and 35, the engine 1 is operated on the optimum fuel consumption line, so that the fuel consumption is improved and the engine operating point when shifting by the transmissions 7 and 35 is improved. Since it is deviated from the operating point on the optimal fuel consumption line and is shifted to both sides of the engine operating point on the optimal fuel consumption line, the hysteresis of the shift switching point can be set reliably even if the amount of deviation is small, and the fuel consumption deteriorates Can be suppressed.

  Furthermore, when accelerating, a shift is caused by the transmissions 7 and 35 at an engine operating point at which the engine 1 has a higher rotational speed than when decelerating. This uses the high engine speed range during acceleration. As a result, hysteresis can be set at the shift switching point and power performance is improved.

  Furthermore, when an output increase request is made due to an accelerator operation or the like, a shift by the transmissions 7 and 35 is performed at an engine operating point where the engine 1 has a lower rotational speed than when an output reduction request is made. When the output of the engine 1 does not change, the output torque becomes relatively large. As a result, hysteresis can be set at the shift switching point and the power performance is improved.

  Furthermore, a predetermined driving state such as the fact that the acceleration traveling at a predetermined acceleration or more has continued for a predetermined time or the traveling under a predetermined output increase request has continued for a predetermined time or longer. When the operation is continued, the control for removing the engine operating point of the engine 1 from the target engine operating point described above is executed, so that frequent changes in the engine operating point of the engine 1 are prevented or suppressed, A sense of incongruity can be avoided.

  And the hysteresis about the switching point of the shift by the transmissions 7 and 35 is set according to the running state based on the vehicle speed and the required output, and is set according to the engine operating point of the engine 1. Since the transmission state of the engine is changed, the control amount of the motor / generator 14 is reduced to suppress the reduction in power transmission efficiency, and the frequency of deviation from the target engine operating point or the operating point on the optimum fuel consumption line is reduced. Control for suppressing deterioration of fuel consumption can be appropriately selected and executed. As a result, the frequency of changing the power transmission state can be reduced, and at the same time, deterioration of fuel consumption can be suppressed.

  The present invention is not limited to the specific examples described above, and in each configuration example, an example in which the power distribution device is mainly composed of a single pinion type planetary gear mechanism is shown. The apparatus may be configured mainly with a double pinion type planetary gear mechanism.

  This embodiment can also be applied to a vehicle having a power distribution device provided with four or more rotating elements. In other words, in the present invention, the first element to the third element are configured to connect the first element to the third element among the plurality of rotating elements to the prime mover and the two motor generators. It may be a power distribution device that can change the connection relationship between the four rotating elements, the prime mover, and the two motor / generators. In the present invention, the rotating elements constituting the power distribution device include gears, carriers, rotating members, rotating shafts, connecting drums, hubs, and the like.

  The control example of the present invention can also be executed in a hybrid vehicle having a transmission capable of setting the fourth speed or higher. The control example of the present invention can also be executed in a hybrid vehicle having a transmission that can set four or more modes at the forward position.

  Further, as the stepped transmission, a selective gear transmission can be used. In this embodiment, when a continuously variable transmission is used as the transmission, either a toroidal continuously variable transmission or a belt type continuously variable transmission may be used. In this case, the gear ratio, which is the ratio between the input rotation speed and the output rotation speed, can be controlled and changed steplessly. Further, the stepped transmission or the continuously variable transmission may be either a transmission whose gear ratio is automatically switched or a transmission which is switched by manual operation.

  Furthermore, the control of the present invention can be executed even in a vehicle using a fuel cell instead of the battery 33. Furthermore, it is also possible to execute the control example of the present invention in a vehicle having both a power storage device and a fuel cell.

  Furthermore, in addition to the vehicle configured to transmit the power of the engine and the motor / generator as the power source to the rear wheels (wheels), that is, the rear wheel drive vehicle, the engine and the motor / generator as the power source. This embodiment can also be applied to a front-wheel drive vehicle that is configured such that the motive power is transmitted to the front wheels (wheels). Furthermore, the power of the engine and the motor / generator as a power source is also applied to a four-wheel drive vehicle configured to be distributed to front wheels (wheels) and rear wheels (wheels) via a transfer (not shown). This embodiment can be applied.

It is a flowchart for demonstrating the control in the 1st control example of the control apparatus which concerns on this invention. It is a flowchart for demonstrating the control in the 2nd control example of the control apparatus which concerns on this invention. It is a figure which shows the relationship between the engine torque used in order to demonstrate control in the 1st control example of FIG. 1, and an engine speed. FIG. 2 is a shift diagram showing a relationship between an engine speed and a vehicle speed used for explaining control in the first control example of FIG. 1. It is a figure which shows the relationship between the theoretical transmission efficiency of the electrical energy used in order to demonstrate the speed change control in a prior art example, and ratio i (engine speed / output speed) of rotation speed. It is a figure which shows the relationship between the theoretical transmission efficiency of the electrical energy used in order to demonstrate the speed change control in this invention, and the ratio i (engine speed / output speed) of rotation speed. It is a skeleton figure which shows typically the example of the drive device concerning this invention. FIG. 8 is a chart showing a relationship between a gear position of the transmission shown in FIG. 7 and engagement / release control of the engagement device. It is a collinear diagram for demonstrating the behavior at the time of the speed change in the drive device which concerns on this invention. It is a skeleton figure which shows typically the other example of the drive device which concerns on this invention. 11 is a chart showing a relationship between a transmission mode of the transmission shown in FIG. 10 and engagement / release control of the engagement device.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2,14 ... Motor generator, 3 ... Wheel, 7, 7A, 35 ... Transmission, 8 ... Power distribution device, 10 ... Sun gear, 11 ... Ring gear, 13 ... Carrier, 29, 31 ... Power storage device ( Battery), 30, 32 ... inverter, 33 ... hydraulic control device, 34 ... electronic control device (ECU), Ve ... vehicle.

Claims (7)

An electric transmission unit that controls the operation state of the power source to a predetermined target operation state by changing the gear ratio by being electrically controlled in a power transmission path from the power source to the wheels, In the control device for a vehicle drive device provided with a mechanical rotation state switching mechanism that is disposed on the wheel side from the automatic transmission unit and changes the transmission state of the power by changing the rotation state,
When changing the power transmission state by the mechanical rotation state switching mechanism, the power source changes the operation state of the power source from the target operation state according to the change of the power transmission state. A control device for a vehicle drive device, comprising operation changing means.   2. The control device for a vehicle drive device according to claim 1, wherein the electric transmission unit functions as an electric continuously variable transmission unit that continuously changes a gear ratio. The power source includes an internal combustion engine,
The target operating state includes an operating state at an operating point on the optimum fuel consumption line,
The power source operation changing means includes means for setting operating states at operating points on a low rotation speed high torque side and a high rotation speed low torque side across an operating point on the optimum fuel consumption line. Item 3. The control device for a vehicle drive device according to Item 1 or 2.   When the mechanical rotation state switching mechanism changes the power transmission state with acceleration, the power source operation changing means changes the power transmission state with deceleration. 4. The control device for a vehicle drive device according to claim 1, further comprising means for setting the operating point of the power source to an operating point having a higher rotational speed than the case.   When the mechanical rotation state switching mechanism changes the power transmission state in response to a request to increase the output of the power source, the power source operation changing means is configured to respond to the request to reduce the output of the power source. 5. The device according to claim 1, further comprising means for setting an operating point of the power source to an operating point having a low rotational speed as compared with a case where the rotational state switching mechanism changes a power transmission state. Control device for vehicle drive apparatus. Continuation time determining means for determining that the driving state of the vehicle drive device, which is a factor for changing the power transmission state in the rotation state switching mechanism, has continued for a predetermined time or more,
When the mechanical rotation state switching mechanism changes the power transmission state when the continuation time determination unit determines that the driving state has continued for the predetermined time or longer, the power source operation changing unit changes the power transmission state. 6. The vehicle according to claim 1, further comprising means for setting the operating state of the power source to an operating state deviating from the target operating state in accordance with a change in the power transmission state. Drive device controller. The switching point at which the mechanical rotation state switching mechanism changes the power transmission state is set based on the vehicle speed and the required output, and hysteresis is set at the switching point according to the content of the change in the power transmission state. A switching point setting means;
Based on the change of the power transmission state by the mechanical rotation state switching mechanism with the operating point of the power source changed by the power source operation changing means, and the switching point set with the hysteresis by the switching point setting means The control device for a vehicle drive device according to any one of claims 1 to 6, wherein the control device selectively executes a change of a power transmission state by a mechanical rotation state switching mechanism.

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