JP2009107414A - Driving force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device of a vehicle equipped with an engine having a plurality of combustion systems for suppressing the deterioration of the fuel cost performance of the vehicle when the combustion system of the engine is switched. <P>SOLUTION: When the change of the combustion system of an engine 8 is predicted, a gear ratio changing means 74 changes a gear ratio γT of an automatic transmission 10 to a gear ratio γT corresponding to the changed combustion system prior to the change of the combustion system even before it is determined that the combustion system should be changed. Thus, it is possible to suppress any response delay due to the change of the combustion system from being generated in the change of the gear ratio γT. As a result, it is possible to suppress the fuel cost performance of the vehicle from being deteriorated. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a technology for suppressing a reduction in fuel consumption performance of a vehicle in a vehicle driving force control device including an internal combustion engine having a plurality of combustion methods.

2. Description of the Related Art Conventionally, a vehicle driving force control device including an internal combustion engine having a plurality of combustion methods (driving methods) and an automatic transmission is known. For example, the vehicle driving force control apparatus disclosed in Patent Document 1 is the same. In the vehicle driving force control apparatus disclosed in Patent Document 1, a target driving force to be output by the vehicle is calculated, and the combustion method of the internal combustion engine is switched based on the calculated target driving force. And when the combustion system is switched, the gear ratio of the actuator for controlling the output of the internal combustion engine and the automatic transmission is controlled according to the combustion system after the switching based on the calculated target driving force. .
JP 11-198684 A JP 2004-34816 A

  The vehicle driving force control apparatus of Patent Document 1 seems to be able to contribute to some extent to the improvement of fuel consumption performance because it controls the gear ratio of the automatic transmission in accordance with the combustion method after switching. However, while the combustion method of the internal combustion engine is switched instantaneously, the change of the gear ratio of the automatic transmission in accordance with the switching of the combustion method is due to a delay in the response of the hydraulic pressure to some extent. It takes time. Accordingly, since the change of the gear ratio of the automatic transmission is delayed with respect to the switching of the combustion method, there is a possibility that the operating point of the internal combustion engine is transiently deviated from the fuel efficiency optimum point and the fuel efficiency performance is lowered. Further, Patent Document 1 does not show a countermeasure for a response delay in changing the gear ratio of the automatic transmission with respect to switching of the combustion method.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is a vehicle driving force control apparatus including an internal combustion engine having a plurality of combustion systems (operation systems), and the combustion thereof. An object of the present invention is to provide a driving force control device that suppresses a decrease in fuel efficiency of a vehicle when a method is switched.

  In order to achieve this object, the invention according to claim 1 is a vehicle driving force control device including (a) an internal combustion engine having a plurality of combustion systems having different fuel consumption characteristics and a transmission, wherein (b) ) When the change of the combustion system of the internal combustion engine is predicted, it has a gear ratio changing means for changing the gear ratio of the transmission prior to the change of the combustion system.

  The invention according to claim 2 is characterized in that the gear ratio changing means changes the gear ratio of the transmission to a gear ratio according to the changed combustion method.

  The invention according to claim 3 is characterized in that a change in the combustion system of the internal combustion engine is predicted by a change in accelerator opening, which is an operation amount of an accelerator pedal.

  According to a fourth aspect of the present invention, there is provided a driving force control apparatus for a vehicle including (a) an internal combustion engine having a plurality of combustion systems having different fuel consumption characteristics and a transmission, and (b) a combustion system for the internal combustion engine. Combustion system change delay means for delaying the change timing is provided.

  In the invention according to claim 5, the combustion system change delay means delays the change timing of the combustion system of the internal combustion engine by a predetermined time from a change determination time point when it is determined that the combustion system should be changed. And

  In the invention according to claim 6, the combustion system change delay means is configured to change the combustion system in accordance with the degree of progress of the shift, which is a change in the transmission gear ratio associated with the change in the combustion system of the internal combustion engine. Is delayed.

  In the invention according to claim 7, the combustion method change delay means changes the combustion method so as to synchronize with the end of the shift which is a change in the transmission gear ratio of the transmission accompanying a change in the combustion method of the internal combustion engine. It is characterized by delaying the timing.

  The invention according to claim 8 includes (a) a second drive source connected to the power transmission path so as to be able to transmit power, and (b) changing the combustion system of the internal combustion engine or changing the transmission gear ratio of the transmission. It includes a second drive source control means for controlling the second drive source so as to suppress the accompanying torque fluctuation.

  According to the first aspect of the present invention, the driving force control device changes the speed ratio of the transmission before the change of the combustion method when the change of the combustion method of the internal combustion engine is predicted. Since the ratio changing means is provided, it is possible to suppress a delay in response to the change in the combustion method in the change in the gear ratio, and to suppress a reduction in fuel consumption performance of the vehicle.

  According to the second aspect of the present invention, since the speed ratio changing means changes the speed ratio of the transmission to a speed ratio according to the changed combustion method, after the change of the combustion method of the internal combustion engine, The internal combustion engine is driven at an appropriate rotational speed, and it is possible to suppress a decrease in the fuel consumption performance of the vehicle.

  According to the invention of claim 3, since the change of the combustion system of the internal combustion engine is predicted by the change of the accelerator opening, the change of the combustion system is easily predicted by detecting the accelerator opening. Is possible.

  According to the fourth aspect of the present invention, the driving force control device includes the combustion mode change delay means for delaying the timing for changing the combustion mode of the internal combustion engine. When the gear ratio of the machine is changed, the change of the gear ratio can be matched with the change timing of the combustion method of the internal combustion engine, and a response delay with respect to the change of the combustion method occurs in the change of the gear ratio. It is possible to suppress the deterioration of the fuel efficiency of the vehicle.

  According to the invention of claim 5, the combustion system change delay means delays the change timing of the combustion system of the internal combustion engine for a predetermined time from the change determination time point at which it is determined that the combustion system should be changed. The timing for changing the combustion method can be easily adjusted by appropriately setting the predetermined time.

  Preferably, (a) the driving force control device includes: a gear ratio changing unit that changes a gear ratio of the transmission to a gear ratio according to the changed combustion method; and the combustion method change delay unit. And (b) the combustion system change delay means delays the combustion system change timing of the internal combustion engine for a predetermined time from the time when the change of the speed ratio is started by the speed ratio change means. By doing so, it becomes possible to match the change ratio of the transmission to the change gear ratio according to the changed combustion method and the timing of changing the combustion method of the internal combustion engine. It is possible to suppress a delay in response to the change of the combustion method in the change, and to suppress a decrease in fuel consumption performance of the vehicle.

  According to a sixth aspect of the present invention, the combustion mode change delay means is adapted to adjust the degree of progress of the shift, which is a change in the transmission ratio of the transmission accompanying a change in the combustion mode of the internal combustion engine. Since the change timing is delayed, it is possible to execute the change of the combustion method at an appropriate degree of progress of the shift from the viewpoint of suppressing a decrease in fuel consumption performance of the vehicle.

  According to a seventh aspect of the invention, the combustion mode change delay means delays the change timing of the combustion mode so as to synchronize with the end of the shift of the transmission accompanying the change of the combustion mode of the internal combustion engine. Therefore, if the shift requires time, the change timing of the combustion method is delayed by that amount, and the combustion method is changed at an appropriate timing according to the time required for the shift.

  According to an eighth aspect of the present invention, the driving force control device controls the second driving source so as to suppress torque fluctuation associated with a change in the combustion system of the internal combustion engine or a change in the transmission gear ratio of the transmission. Since the second drive source control means is included, fluctuations in torque transmitted to the drive wheels of the vehicle are suppressed, and it is possible to avoid impairing passenger comfort.

  Here, preferably, the transmission is a continuously variable automatic transmission that can automatically change the transmission gear ratio continuously.

  Preferably, the transmission includes a differential unit that functions as an electric continuously variable transmission that can continuously change a transmission gear ratio by controlling a differential motor, and a stepwise transmission gear ratio. And an automatic transmission that functions as a stepped transmission that can be changed to

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  The automatic transmission 10 corresponds to the transmission of the present invention. FIG. 1 is a skeleton diagram illustrating an automatic transmission 10 that constitutes a part of a hybrid vehicle to which a driving force control apparatus of the present invention is applied. In FIG. 1, an automatic transmission 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotation member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in the power transmission path between and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 in series. I have. The automatic transmission 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a connected first driving source (first driving force source) for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of driving wheels 38 (see FIG. 6) are provided. Then, the power from the engine 8 is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles which constitute a part of the power transmission path.

  Thus, in the automatic transmission 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the automatic transmission 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The differential unit 11 mechanically outputs the output of the engine 8 input to the input shaft 14 and the first motor M1 functioning as a differential motor that controls the differential state of the differential unit 11 (power distribution mechanism 16). And a power distribution mechanism 16 serving as a differential mechanism that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and to rotate integrally with the transmission member 18. And a second electric motor M2. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 At least a motor (electric motor) function for outputting a driving force is provided as a second driving source (second driving force source) for traveling.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 16 is in the differential state in this way, the operating state of the first electric motor M1, the second electric motor M2, and the engine 8 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power. Is controlled, the differential state of the power distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled. The differential unit 11 is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible. one Functions as selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage.

Automatic transmission portion 20 functions as a speed ratio (= the rotational speed N _{18 /} output shaft 22 rotation speed N _OUT of the transmission member ₁₈₎ stepped type transmission capable of gradually and automatically changing the The transmission unit includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

In the automatic transmission 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially is proportional to each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the automatic transmission 10 operates as a stepped transmission with the differential portion 11 and the automatic transmission portion 20 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the automatic transmission 10 is switched to the stepped shift state by engaging any one of the switching clutch C0 and the switching brake B0, and neither the switching clutch C0 nor the switching brake B0 is engaged. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the automatic transmission 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first gear that is approximately “3.357” is established, and the gear ratio γ2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is about "2.180" is established, and the gear ratio γ3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1. The third speed gear stage which is about “1.424” is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example. The fourth speed gear stage that is about 1.000 "is established, and the gear ratio γ5 is smaller than the fourth speed gear stage by engagement of the first clutch C1, the second clutch C2, and the switching brake B0, for example. A fifth gear that is about "0.705" is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

  However, when the automatic transmission 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously variable continuously, and the total gear ratio (total gear ratio) γT of the automatic transmission 10 as a whole can be obtained continuously.

FIG. 3 shows a gear stage in an automatic transmission 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3, the automatic transmission 10 according to the present embodiment is configured so that the power distribution mechanism 16 (differential portion 11) has the first rotating element RE 1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

  Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, for the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft 22. The eighth rotary element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

  FIG. 4 exemplifies signals input to the electronic control device 40 having a function as a driving force control device for controlling the automatic transmission 10 according to the present invention and signals output from the electronic control device 40. Yes. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a rotation speed sensor such as a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , and a rotation speed sensor such as a resolver from each sensor and switch shown in FIG. A speed N _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”), a signal indicating the rotation direction thereof, a rotation speed N _M2 (second motor M2 detected by a rotation speed sensor 44 (FIG. 1) such as a resolver ( hereinafter, a signal representing the called "second-motor rotation speed N _M2") and its rotating direction, signals indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal indicating the set value of gear ratio row, M mode (manual A speed change mode), an air conditioner signal indicating the operation of the air conditioner, and the rotational speed of the output rotating member 22 detected by the vehicle speed sensor 46 (FIG. 1). A vehicle speed V and the signal representing the traveling direction of the vehicle corresponding to N _OUT, the oil temperature signal indicative of a working oil temperature of the automatic transmission portion 20, the signal indicating the parking brake operation, a signal indicative of a foot brake operation, the catalyst temperature that indicates the catalyst temperature Signal, accelerator opening signal from the accelerator opening sensor 94 indicating the operation amount (accelerator opening) Acc of the accelerator pedal 92 corresponding to the driver's output request amount, a cam angle signal, and a snow mode setting signal indicating the snow mode setting , An acceleration signal indicating the longitudinal acceleration of the vehicle, an auto cruise signal indicating the auto cruise traveling, a vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each wheel, and a signal indicating the air-fuel ratio A / F of the engine 8 Etc. are supplied respectively. The rotation speed sensor 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotation speed but also the rotation direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 advances the vehicle. Direction is detected.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.

FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 48 includes, for example, a shift lever 49 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 49 is in a neutral position where the power transmission path in the automatic transmission 10, that is, in the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P (” for locking the output shaft 22 of the automatic transmission 20. Parking) ", reverse travel position" R (reverse) "for reverse travel, neutral position" N (neutral) "for achieving a neutral state in which the power transmission path in the automatic transmission 10 is interrupted, automatic transmission In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total gear ratios γT or a manual shift travel mode (manual mode) is established. To the forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the high-speed gear stage It is provided so as to be dynamic operation.

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 is electrically switched so that is established.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 in which both the first clutch C1 and the second clutch C2 are released is interrupted. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the second clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "D" position to the "N" position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 is an automatic transmission section corresponding to the vehicle speed V and the accelerator opening Acc based on the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the required output torque T1 _OUT of 20, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determination Shifting of the automatic transmission unit 20 is executed so that the shifted gear stage is obtained. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the automatic transmission 10, that is, the differential state of the differential unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. To calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output can be obtained. so that the resulting engine speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate system defined by control parameters and output torque (engine torque) T _E of example the engine rotational speed N _E and the engine 8 In this way, the optimal fuel consumption rate curves LF _LN and LF _RH (refer to FIG. 8) of the engine 8 determined experimentally in advance are stored in advance, and the engine along the optimal fuel consumption rate curves LF _LN and LF _RH is stored. as 8 is operated, for example, the target output (total target output, required driving force) the engine torque T _E and the engine speed N _E to become like transmission mechanism for generating the engine output necessary to meet the The target value of the total gear ratio γT of 10 is determined, the gear ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total gear ratio γT is set to Controlled within a range within the shiftable change range for example between 13 and 0.5 of.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

The hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally. For example, the hybrid controller 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

The solid line A in FIG. 7 indicates that the driving force source (driving source) for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, the engine 8 is switched. Engine running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a driving power source for running and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. It is a boundary line between the area and the motor travel area. The relationship stored in advance having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is vehicle speed V and accelerator opening Acc (required output torque T1 _OUT of automatic transmission unit 20). 2 is an example of a driving force source switching diagram (driving force source map) composed of two-dimensional coordinates using as a parameter. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, for example, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc from the driving force source switching diagram of FIG. Then, motor running or engine running is executed. In this way, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low accelerator opening Acc, that is, when the engine efficiency is poor compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

The hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. the speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero by the differential action of the differential portion 11.

  The hybrid control means 52 switches an engine start / stop control means 66 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 66 starts or stops the engine 8 when the hybrid control means 52 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source switching diagram of FIG. Execute.

For example, in the engine start / stop control means 66, as indicated by the point a → b of the solid line B in FIG. 7, the accelerator pedal 92 is depressed to increase the required output torque T1 _OUT (accelerator opening Acc) and the vehicle state Is changed from the motor travel region to the engine travel region, the first motor M1 is energized to increase the first motor rotation speed N _M1 , that is, the first motor M1 functions as a starter. pulling speed N _E, performs starting of the engine 8 so as to ignite by the ignition device 99 at a predetermined engine rotational speed N _{E 'for} example autonomous rotatable engine rotational speed N _E, the engine from the motor running by the hybrid control means 52 Switch to driving. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed. In normal operation, the second motor M2 rotates only in one direction and the first motor M1 can rotate in both forward and reverse directions. Therefore, the rotation direction of the first motor M1 is the same as the rotation direction of the second motor M2. The forward rotation direction of the electric motor M1 is assumed. Accordingly, since the rotation speed N _M1 in a case where the first electric motor M1 is rotating in the reverse rotation direction is brought close to zero and its value increases if considering the rotational direction (positive or negative sign), first That is, the motor rotation speed _NM1 is increased.

Further, the engine start / stop control means 66 returns the accelerator pedal 92 to reduce the required output torque T1 _OUT (accelerator opening Acc) as shown by the point b → point a of the solid line B in FIG. When the engine traveling region changes to the motor traveling region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine traveling by the hybrid control means 52 is changed to the motor traveling. Switch. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

  The speed-increasing gear stage determining means 62 stores, for example, based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the automatic transmission 10 is in the stepped shift state. In accordance with the shift diagram shown in FIG. 7 stored in advance in the means 56, it is determined whether or not the gear position to be shifted of the automatic transmission 10 is the speed increasing side gear stage, for example, the fifth speed gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 determines the shift state of the automatic transmission 10 (differential unit 11) from the viewpoint of improving fuel efficiency based on the vehicle state indicated by the vehicle speed V and the required output torque T1 _OUT (accelerator opening Acc). The automatic transmission 10 is selectively switched between the continuously variable transmission state and the stepped transmission state, and the shift state is switched.

  Specifically, when the switching control means 50 determines that the automatic transmission 10 should be in the stepped shift state, the hybrid control means 52 is a signal for disallowing or prohibiting the hybrid control or continuously variable shift control. Is output to the stepped shift control means 54, and a shift at a preset stepped shift is permitted. At this time, the stepped shift control means 54 executes the automatic shift of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the shifting at this time. That is, the entire automatic transmission 10, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear position is achieved according to the engagement table shown in FIG. 2.

  For example, when the fifth gear stage is determined by the acceleration-side gear stage determination means 62, a so-called overdrive gear stage in which the gear ratio is smaller than 1.0 is obtained for the automatic transmission 10 as a whole. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth gear stage, the switching control is performed because a reduction gear stage having a gear ratio of 1.0 or more is obtained as the automatic transmission 10 as a whole. The means 50 instructs the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. As described above, the automatic transmission 10 is switched to the stepped shift state by the switching control means 50 and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire automatic transmission 10 is made to function as a so-called stepped automatic transmission.

  However, when the switching control means 50 determines that the automatic transmission 10 should be in a continuously variable transmission state, the differential unit 11 is in a continuously variable transmission state in order to obtain a continuously variable transmission state as a whole. As a result, a command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission is possible. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gears can be continuously changed continuously and the automatic transmission 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

  7 will be described in detail. FIG. 7 shows a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is a basis for the shift determination of the automatic transmission unit 20, and the vehicle speed V and the accelerator opening. It is an example of the shift map comprised by the two-dimensional coordinate which uses Acc as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature has occurred, the switching control means 50 may preferentially place the automatic transmission 10 in the stepped transmission state in order to ensure vehicle travel.

Here, the engine 8 of the present embodiment has a plurality of combustion systems having different fuel consumption characteristics, specifically, a lean combustion system in which fuel is burned with an air-fuel mixture having a smaller fuel ratio than the stoichiometric air-fuel ratio, and a fuel that is fueled more than the stoichiometric air-fuel ratio. An internal combustion engine having a rich combustion system that burns with an air-fuel mixture with a large ratio of Then, the total gear ratio of the automatic transmission 10 is set such that the engine 8 is operated at or near the operating point along the optimum fuel efficiency curve LF _LN , LF _RH shown in FIG. γT is controlled. For example, as indicated by an arrow in FIG. 8, the engine is driven on the optimal fuel consumption rate curve LF _{LN of the} engine 8 driven by the lean combustion method from the operating point A on the optimal fuel consumption rate curve LF _{RH of the} engine 8 driven by the rich combustion method. When the operating point is changed along the equal power curve by changing the combustion method of the engine 8 (burning method switching) to the operating point B, or conversely, the operating point of the engine 8 is changed from the operating point B to the operating point A. When changed, the engine torque _TE and the engine speed _NE also change with the change of the operating point. Accordingly, in the automatic transmission 10 that constitutes a part of the power transmission path between the engine 8 and the drive wheels 38, the total speed ratio γT (hereinafter simply referred to as “speed ratio γT”) is changed in accordance with the change in the combustion method of the engine 8. May be changed). Hereinafter, the control operation will be described. In each combustion method having different fuel consumption characteristics, there are different optimum fuel efficiency rate curves as shown in FIG. 8, and the fuel efficiency characteristics are different. Further, since the control operation described below based on FIG. 6 relates to the engine 8 control, it is preferably executed while the engine is running.

Returning to FIG. 6, the internal combustion engine switching prediction means 70 predicts a change in the combustion system of the engine 8. Specifically, the internal combustion engine switching prediction means 70 predicts a change in the combustion system of the engine 8 based on a change in the accelerator opening Acc. More specifically, when the engine 8 is driven by the lean combustion method, the internal combustion engine switching prediction means 70 has an accelerator opening change rate RAcc, which is a change width per unit time of the accelerator opening Acc, in an experiment or the like. determining whether a predetermined prediction determination change rate XF _RA or more based on the internal combustion engine switched prediction means 70 when the accelerator opening change rate RAcc is predicted determined change rate XF _RA above the engine 8 It is predicted that the combustion method will be changed from the lean combustion method to the rich combustion method. Note that the predicted determination change rate XF _RA is calculated when the change timing of the combustion method of the engine 8 is changed when the gear ratio γT of the automatic transmission 10 is changed by the gear ratio changing means 74 described later from the viewpoint of improving the fuel efficiency. It is desirable that the time be determined to be an intermediate time between the change start time and the change end time.

The internal combustion engine switching determination means 72 determines whether or not the combustion system of the engine 8 should be changed. If the combustion system should be changed (switched), the combustion system change determination (combustion system) is a determination to that effect. Switch decision). Whether to change the combustion system of the engine 8 is determined based on the load on the engine 8. That is, when the engine 8 is in a high load region that is equal to or greater than a predetermined load threshold, the internal combustion engine switching determination unit 72 employs a rich combustion method. For example, the engine 8 enters the uphill road during the engine running by lean combustion system is and when it becomes a high load above the load threshold, the prediction determination change rate XF _RA greater than the predetermined switching determination change rate X _RA more When the accelerator opening degree Acc changes at the accelerator opening change rate RAcc, the internal combustion engine switching determination means 72 determines whether to change the combustion system of the engine 8 from the lean combustion system to the rich combustion system ( (Combustion method switching judgment).

The gear ratio changing means 74 changes the gear ratio γT of the automatic transmission 10 to the gear ratio γT according to the changed combustion method in accordance with the change (switching) of the combustion method of the engine 8. Specifically, the gear ratio changing means 74 normally changes the speed ratio γT of the automatic transmission 10 from the time point (change judgment time point) when the internal combustion engine switching judgment means 72 makes the combustion mode change judgment (change judgment time point). Shift of the automatic transmission 10) is started. However, when the change of the combustion method of the engine 8 is predicted by the internal combustion engine switching predicting means 70, even before the combustion method change determination is made, the speed change is performed prior to the change (switching) of the combustion method. The ratio changing means 74 changes the speed ratio γT of the automatic transmission 10 to the speed ratio γT corresponding to the changed (after switching) combustion method. In other words, in the above case, the gear ratio changing means 74 starts changing the gear ratio γT of the automatic transmission 10 before the moment of change of the combustion method that is instantaneously performed. Here, when the transmission gear ratio changing means 74 changes the transmission gear ratio γT, the transmission gear ratio γT is changed. However, the change of the combustion method is prevented from being transmitted to the drive wheels 38, and the engine torque is reduced. since T _E is prevented feel to the occupant that the abrupt change, be varied as speed ratio γT is increased if the combustion mode is changed to the lean combustion mode from the rich combustion mode, the combustion system Is changed from the lean combustion system to the rich combustion system, the gear ratio γT is changed to be small. When the gear ratio changing means 74 changes the gear ratio γT of the automatic transmission 10, it is desirable that the automatic transmission 10 functions as a continuously variable transmission.

  The combustion mode change delay means 76 sets the timing of changing the combustion mode of the engine 8 from the change determination time (when the combustion mode change is determined), which is the determination time when the internal combustion engine change determination means 72 makes the combustion mode change determination. Delay for a predetermined time. Specifically, a change delay instruction which is an instruction for delaying the change timing of the combustion method for the predetermined time is issued to the internal combustion engine control means 80 described later. The execution contents of the combustion mode change delay means 76 will be described in relation to the change of the speed ratio γT by the speed ratio change means 74. The speed ratio change means 74 determines the speed ratio γT of the automatic transmission 10 from the change determination time. Since the change is started, it can be said that the combustion method change delay means 76 delays the change timing of the combustion method of the engine 8 for the predetermined time from the time when the change of the speed ratio γT is started by the speed ratio changing means 74.

  However, the combustion method change delay means 76 delays the change timing of the combustion method so that the change of the gear ratio γT of the automatic transmission 10 is started from the change determination time prior to the change timing. Therefore, when the change of the gear ratio γT of the automatic transmission 10 has already progressed at the time of the change determination, that is, when the change of the combustion method of the engine 8 is predicted by the internal combustion engine switching prediction means 70. The combustion system change delay means 76 does not issue the change delay instruction. Note that the predetermined time when the combustion system change timing is delayed is, for example, improved fuel efficiency so that the combustion system change timing is an intermediate time between the change start time and the end time of the gear ratio γT. From this point of view, the delay time is determined in advance by experiments or the like.

The internal combustion engine control means 80 changes the combustion system of the engine 8 when the internal combustion engine switching judgment means 72 makes the combustion system change judgment, and the internal combustion engine switching judgment means 72 does not make the combustion system change judgment. The current combustion method of the engine 8 is continued. The internal combustion engine control means 80 then hybridizes the engine 8 so that the engine 8 is operated at or near the operating point along the optimum fuel consumption rate curves LF _LN and LF _RH (FIG. 8) corresponding to each combustion method of the engine 8. An instruction is issued to the control means 52. For example, if the internal combustion engine switching determination means 72 makes a combustion mode change determination indicating that the combustion mode of the engine 8 should be changed from the lean combustion mode to the rich combustion mode while the engine is running by the lean combustion mode, The engine control means 80 applies the rich combustion method as the combustion method of the engine 8, and changes the combustion method from the lean combustion method to the rich combustion method. However, when the change delay instruction is issued from the combustion method change delay means 76, the internal combustion engine control means 80 changes the combustion method of the engine 8 after the predetermined time (delay time) in the change delay instruction has elapsed.

  Even when the internal combustion engine switching predicting means 70 predicts a change in the combustion system of the engine 8, the internal combustion engine control means 80 is present when the internal combustion engine switching determining means 72 does not make the combustion system change determination. The combustion method of the engine 8 is continued. At this time, the change of the combustion method is predicted, but if the determination of the change of the combustion method is not made after all, the gear ratio changing means 74 changes the change due to the prediction of the change of the combustion method. The gear ratio γT of the started automatic transmission 10 is returned to the gear ratio γT according to the current combustion method. For example, when the accelerator pedal 92 is returned after the prediction of the change of the combustion method and before the combustion method change judgment to change to the rich combustion method is made during engine running by the lean combustion method, The combustion system change determination may not be performed. Here, when the combustion method change determination is not performed within a predetermined grace period after the combustion method change prediction, the combustion method change determination is not performed contrary to the combustion method change prediction. The gear ratio changing means 74 may make the determination. The same applies when the internal combustion engine control means 80 delays the combustion system change timing of the engine 8 in accordance with the change delay instruction from the combustion system change delay means 76. That is, the internal combustion engine switching determination means due to the change in the accelerator opening Acc before the predetermined time elapses from when the combustion system change determination is made and before the combustion system change timing is delayed. When 72 adopts the combustion method before the change of the combustion method again, the internal combustion engine switching determination means 72 cancels the combustion method change determination, and the internal combustion engine control means 80 continues the current combustion method of the engine 8. .

Compared with the time required for the gear ratio changing means 74 to change the gear ratio γT of the automatic transmission 10, that is, the time required from the start to the end of the change of the gear ratio γT, the combustion system of the engine 8 is switched instantaneously. . Then, the torque T _OUT of the output shaft 22 (referred to as “output shaft torque T _OUT ”), which is the output torque of the automatic transmission 10, varies due to the time difference. Therefore, the second drive source control means 82 is a second drive source so as to suppress the fluctuation of the output shaft torque T _OUT due to the change of the combustion method of the engine 8 or the change of the gear ratio γT of the automatic transmission 10. A certain second motor M2 is controlled. Specifically, suppressing the fluctuation of the output shaft torque T _OUT means that if the output shaft torque T _OUT is constant immediately before the change of the gear ratio γT by the gear ratio changing means 74 is started. The output shaft torque T _OUT is kept constant even after the change of the gear ratio γT is started, and the output shaft torque T _OUT changes (increases or decreases) at a certain change rate immediately before the change of the gear ratio γT starts. In other words, the output shaft torque T _OUT is maintained to change at the change rate even after the change of the speed ratio γT is started.

  FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation when the combustion method of the engine 8 is changed. Executed. In order to make the description of FIG. 9 concrete, it is assumed that the engine is being driven by the lean combustion method at the start of the flowchart.

First, step (hereinafter abbreviated to "step") corresponding to the internal combustion engine switched predicting means 70 in SA1 is whether or not the accelerator opening change rate RAcc prediction determination change rate XF _RA or not. If the determination is affirmative, i.e., when the accelerator opening change rate RAcc is predicted determined change rate XF _RA above, that the combustion system of the engine 8 is changed to the rich combustion mode from the lean combustion system Since it is predicted, the process proceeds to SA8. On the other hand, if this determination is negative, the process proceeds to SA2. The accelerator opening change rate RAcc is detected based on the accelerator opening signal from the accelerator opening sensor 94.

In SA2 corresponding to the internal combustion engine switching determination means 72, it is determined whether or not the combustion method of the engine 8 should be changed from the lean combustion method to the rich combustion method. When the engine 8 enters a high load region that is equal to or greater than a predetermined load threshold value, a combustion method change determination is made to change the combustion method from the lean combustion method to the rich combustion method. For example, the engine 8 enters the uphill road during the engine running by lean combustion system is and when it becomes a high load above the load threshold, the accelerator opening Acc in switching determination change rate X _RA or more accelerator opening change rate RAcc When it has changed, the combustion method change determination is performed. If this determination is affirmative, that is, if a combustion mode change determination is made that the combustion mode of the engine 8 should be changed from the lean combustion mode to the rich combustion mode, the process proceeds to SA5. On the other hand, if this determination is negative, the operation proceeds to SA3.

In SA3, the lean combustion method which is the current combustion method is continued. Then, in SA4 following SA3, the gear ratio γT of the automatic transmission 10 is controlled so that the engine 8 is driven at or near the operating point along the optimum fuel efficiency curve LF _LN of the lean combustion method in FIG. Is done.

  In SA5, the change of the gear ratio γT of the automatic transmission 10 is started toward the gear ratio γT according to the rich combustion method that is the combustion method of the engine 8 after the change (after switching). And it moves to SA6.

In SA6, the output torque T _M2 (hereinafter, referred to as the output torque T _M2) of the second electric motor M2 is controlled so as to suppress the fluctuation of the output shaft torque T _OUT due to the change of the combustion method of the engine 8 or the change of the gear ratio γT of the automatic transmission 10. “Second electric motor torque T _M2 ”) is controlled. Specifically, during the change (change) of the gear ratio γT of the automatic transmission 10, the output shaft torque T _OUT is increased when the combustion mode of the engine 8 is changed and the engine 8 is in the lean combustion mode. the second electric motor torque T _M2 are controlled so, when the engine 8 is rich combustion method second-motor torque T _M2 are controlled in a direction to decrease the output shaft torque T _OUT. After SA6, the process proceeds to SA7.

In SA7 corresponding to the combustion method change delay means 76, the change timing of the combustion method of the engine 8 is delayed by a predetermined time from the change determination time. However, when the change timing of the combustion method of the engine 8 is delayed for a predetermined time in SA7, for example, the accelerator pedal 92 that has been depressed is returned before the predetermined time elapses, and the lean combustion method is selected again (adopted) ), The combustion method of the engine 8 is not changed from the lean combustion method to the rich combustion method in SA11 to be described later, the lean combustion method is continued, and the optimum fuel efficiency rate curve LF of the lean combustion method is maintained. The speed ratio γT of the automatic transmission 10 is controlled so that the engine 8 is driven at an operating point on the _LN .

  In SA8, prior to the change of the combustion method of the engine 8, even before the determination of the change of the combustion method is made, toward the gear ratio γT according to the rich combustion method that is the combustion method of the engine 8 after the change. Thus, the change of the gear ratio γT of the automatic transmission 10 is started. In other words, the change of the gear ratio γT of the automatic transmission 10 (the shift of the automatic transmission 10) is quickened in response to the combustion method change determination. And it moves to SA9. SA5 and SA8 correspond to the gear ratio changing means 74.

In SA9, as in SA6, the second electric motor torque T _M2 is set so as to suppress fluctuations in the output shaft torque T _OUT due to a change in the combustion method of the engine 8 or a change in the gear ratio γT of the automatic transmission 10. Be controlled. And it moves to SA10. SA6 and SA9 correspond to the second drive source control means 82.

  In SA10, the rich combustion method that is the combustion method of the engine 8 after the change is selected. And it moves to SA11.

  In SA11, the rich combustion method is applied as the combustion method of the engine 8 when it is determined that the combustion method of the engine 8 should be changed from the lean combustion method to the rich combustion method. The combustion system of the engine 8 is changed to the rich combustion system. However, when the change timing of the combustion method of the engine 8 is delayed for a predetermined time in SA7, the combustion method of the engine 8 is changed after the predetermined time has elapsed. Therefore, even when the change timing of the combustion method of the engine 8 is delayed at SA7 and when the change of the gear ratio γT of the automatic transmission 10 is issued early at SA8, the speed ratio γT of the automatic transmission 10 is changed. The combustion system of the engine 8 is changed during the change (change) of the speed ratio γT with a certain delay from the start of the change. Note that SA3, SA4, SA10, and SA11 correspond to the internal combustion engine control means 80.

FIG. 10 is a first time chart for explaining the control operation shown in the flowchart of FIG. 9, and the engine 8 combustion system is changed from the lean combustion system to the rich combustion system during engine running by the lean combustion system. This is an example in which the combustion system change determination to be changed is made and the change timing of the combustion system of the engine 8 is delayed for a predetermined time. FIG. 10 is a time chart of the accelerator opening Acc, the output shaft torque T _OUT , the combustion mode switching, the second motor torque T _M2 , and the gear ratio γT of the automatic transmission 10 in order from the top.

The time point t _{A1 in} FIG. 10 indicates that the accelerator pedal 92 was depressed at an accelerator opening change rate RAcc that is less than the predicted determination change rate XF _RA . Then, a negative determination is made in SA1 of FIG. The output shaft torque _{T OUT} from _{t A1} point has begun to rise by depression of the accelerator pedal 92.

At time t _A2, when the engine 8 enters a high load region that is equal to or greater than a predetermined load threshold, the combustion method change determination (combustion method) that the combustion method of the engine 8 should be changed from the lean combustion method to the rich combustion method. (Switching judgment) is performed. Then, an affirmative determination is made at SA2 in FIG. 9, and change of the gear ratio γT of the automatic transmission 10 (shift of the automatic transmission 10) is started toward the gear ratio γT according to the rich combustion system at SA5. Is done. Therefore, the gear ratio γT starts to decrease from the time point t _A2 in FIG.

At time t _A3 , SA11 in FIG. 9 is executed, indicating that the change (switching) of the combustion method of the engine 8 from the lean combustion method to the rich combustion method has started. However, even if the change of the combustion method is started, the change of the combustion method of the engine 8 is instantaneously completed, and therefore the change of the combustion method is completed at time t _{A3 in} the time chart of FIG. Here, the start of the change of the combustion method of the engine 8 is delayed until the time point t _A3 even though the determination of the combustion method change is made at the time point t _A2 , because the execution of SA7 in FIG. This is because the method change timing is delayed for a predetermined time. Therefore, the predetermined time corresponds to the time from time t _{A2 to} time t _{A3 in} FIG.

At time t _A4 , the gear ratio γT that has started to decrease from time t _A2 reaches the gear ratio γT according to the rich combustion method, which is the combustion method after change (switching), and the gear ratio γT associated with the change in the combustion method. Indicates that the change (shift of the automatic transmission 10) has been completed.

Dashed L _T in FIG. 10, when the speed ratio γT is the torque control of the second electric motor M2 between the time t _A2 are varied from t _A4 point was not performed, that is, the second electric motor torque T _M2 The time chart of the output shaft torque _TOUT when not changing is shown. The output shaft torque T _OUT as the broken line L _T is likely to impair the passenger comfort of the variation, SA6 in FIG. 9 is performed, a period in which speed ratio γT is changed in the automatic transmission 10, That is, in order to suppress the fluctuation of the output shaft torque T _OUT in the period from the time t _{A2 to the} time t _{A4 in} FIG. 10, specifically, the change of the output shaft torque T _OUT that linearly changes until the time t _A2. Torque control of the second electric motor _M2 for controlling the second electric motor torque TM2 is performed so as to maintain the rate as it is. Specifically, the torque control will be described. In the period [1] shown in FIG. 10 where the engine 8 is driven by the lean combustion method and the speed ratio γT is decreasing, the second motor torque decreases as the speed ratio γT decreases. T _M2 are controlled to increase as the assist torque. Next, since the engine torque _TE is instantaneously increased by the combustion mode switching at the time point t _{A3 in} synchronization with the combustion mode switching of the engine 8 from the lean combustion mode to the rich combustion mode, the second motor torque T _M2 is turned in a direction to decrease the output shaft torque T _OUT as a rotational load from the direction of increasing the output shaft torque T _OUT as the assist torque. Next, in the period [2] shown in FIG. 10 in which the engine 8 is driven in the rich combustion system and the transmission gear ratio γT is decreasing, the second electric motor torque T _M2 is applied to the output shaft 22 as the transmission gear ratio γT decreases. The rotational load is controlled to be small.

FIG. 11 is a second time chart for explaining the control operation shown in the flowchart of FIG. 9, and the engine 8 combustion system is changed from the lean combustion system to the rich combustion system during engine running by the lean combustion system. This is an example where the change is predicted and the change of the gear ratio γT of the automatic transmission 10 is started prior to the change of the combustion method of the engine 8. FIG. 11 is a time chart of the accelerator opening Acc, the output shaft torque T _OUT , the combustion system switching, the second motor torque T _M2 , and the gear ratio γT of the automatic transmission 10 in order from the top.

The time point t _{B1 in} FIG. 11 indicates that the accelerator pedal 92 is depressed at an accelerator opening change rate RAcc that is equal to or higher than the predicted determination change rate XF _RA . Then, a positive determination is made in SA1 of FIG. Further, the output shaft torque T _OUT starts to increase from the time point t _B1 due to the depression operation of the accelerator pedal 92.

t _B2 point, SA8 because affirmative determination is made in SA1 of FIG. 9 is executed,
Prior to the change of the combustion method of the engine 8, the change of the gear ratio γT of the automatic transmission 10 toward the gear ratio γT corresponding to the rich combustion method which is the combustion method of the engine 8 after the change (the automatic transmission 10 This indicates that (shift) has started. Therefore, the gear ratio γT starts to decrease from the time point t _B2 in FIG.

At time t _B3, when the engine 8 enters a high load region that is equal to or greater than a predetermined load threshold, the combustion method change determination that the combustion method of the engine 8 should be changed from the lean combustion method to the rich combustion method (combustion method) (Switching judgment) is performed. By the combustion mode change decision is made, changing the combustion mode between the engine 8 to the rich combustion mode from the lean combustion system at SA11 of FIG. 9 is started at t _B3 point, it has been completed.

At time t _B4 , the speed ratio γT that has started to decrease from time t _B2 reaches the speed ratio γT according to the rich combustion system that is the combustion system after the change (switching), and the speed ratio γT associated with the change in the combustion system Indicates that the change (shift of the automatic transmission 10) has been completed.

Like the broken line L _T is 10 in FIG. 11, if the speed ratio γT is the torque control of the second electric motor M2 between the t _B2 time of changing up to t _B4 point was not performed, i.e. the second A time chart of the output shaft torque T _OUT when the electric motor torque T _M2 is not changed is shown. The output shaft torque T _OUT as the broken line L _T is likely to impair the comfort of the occupant when varying, SA9 of FIG. 9 is executed, the torque control of the second electric motor M2 is performed similarly to FIG. 10 The

10 and FIG. 11, when the time chart of switching (changing) the combustion method and the time chart of the gear ratio γT of the automatic transmission 10 are compared, the change start point of the gear ratio γT ( t _A2 time point, t _B2 time point) and the change end time point (t _A4 time point, t _B4 time point), and a certain time delay from the change gear ratio γT change start time point (t _A2 time point, t _B2 time point) It is common that the combustion system of the engine 8 is changed at the time (t _A3 time, t _B3 time). Therefore, even when the change delay instruction is issued (FIG. 10), the gear ratio changing means 74 starts changing the speed ratio γT prior to the change of the combustion method (FIG. 11). Even so, if the combustion method switching and the time chart of the gear ratio γT are relatively viewed, in short, the internal combustion engine control means 80 can change the gear ratio γT during the change (change) of the gear ratio γT of the automatic transmission 10. Since it can be said that the combustion method of the engine 8 is changed after a certain time from the start of the change of the engine, prior to the invention relating to the driving force control and the change of the combustion method when the change delay instruction is issued (FIG. 10). Thus, the invention relating to the driving force control in the case of starting the change of the gear ratio γT (FIG. 11) is within the scope of a single general invention concept.

  The effect of the present embodiment will be described below.

FIG. 12 is a diagram for explaining the influence of the relationship between the change timing of the combustion method of the engine 8 and the change of the gear ratio γT on the fuel efficiency performance. From the viewpoint of improving fuel consumption, it is desirable that the start and end of change of the gear ratio γT coincide with the start and end of change of the combustion method. When the change of the gear ratio γT is started from the moment when the combustion method is changed instantaneously, the end point of the change of the gear ratio γT is delayed. It will be the engine 8 along the broken line in FIG. 12 is operated, the operating point of the engine 8 to remain along the dashed line between the P _A1 point of P _A2 point largely from the optimum fuel consumption curve LF _RH rich combustion system It can be considered that the fuel consumption performance of the vehicle is lowered due to separation. In this regard, according to the present embodiment, when a change in the combustion method of the engine 8 is predicted, even before the combustion method change determination is made, prior to the change (switching) of the combustion method, Since the gear ratio changing means 74 changes the gear ratio γT of the automatic transmission 10 to the gear ratio γT corresponding to the combustion method after the change (switching), a response delay with respect to the change of the combustion method is present in the change of the gear ratio γT. Occurrence is suppressed. Engine Consequently, Figure 12 is actuated engine 8 along the solid line closer to the one-dot chain line had been chosen operating point of an ideal engine 8, transitions along the solid line between the P _A1 point of P _A2 time the operating point of 8 is close to the optimum fuel consumption curve LF _RH, the fuel consumption performance of the vehicle can be suppressed from being lowered.

Further, since the gear ratio changing means 74 changes the gear ratio γT of the automatic transmission 10 to the gear ratio γT according to the combustion method after the change (switching), the engine 8 is appropriate after the combustion method of the engine 8 is changed. driven by Do rotational speed N _E, the fuel consumption performance of the vehicle can be suppressed from being lowered.

FIG. 13 is also a diagram for explaining the influence of the relationship between the change timing of the combustion system of the engine 8 and the change of the speed ratio γT on the fuel efficiency, as in FIG. 12. When the change of the gear ratio γT is started since the change of the combustion method of the engine 8, the end point of the change of the gear ratio γT is delayed, and the engine 8 operates along the solid line in FIG. Like the description of FIG. 12 that the fuel economy of the vehicle will be the operating point of the engine 8 to remain along the solid line between the P _B1 point of P _B2 point far from the optimum fuel consumption curve LF _RH rich combustion system It is conceivable that the performance decreases. In this regard, according to the present embodiment, the combustion mode change delay means 76, when the internal combustion engine switching determination means 72 makes the combustion mode change determination, the change determination time, that is, the speed ratio, is the determination time. A change delay instruction, which is an instruction to delay the change timing of the combustion method of the engine 8 for a predetermined time from the start of the change of γT, is issued to the internal combustion engine control means 80, and the change delay instruction is sent from the combustion method change delay means 76. Is issued, the internal combustion engine control means 80 changes the combustion method of the engine 8 after the predetermined time (delay time) in the change delay instruction has elapsed. The change timing of the combustion method of the engine 8 can be adjusted to an intermediate time point between the start and end of the change of the ratio γT, and the change of the speed ratio γT can be made. It is possible to suppress a response delay with respect to the change timing of the combustion system is generated. As a result, the engine 8 is operated along a solid line that is close to the broken line connecting the ideal operating points of the engine 8 in FIG. 13, and the fuel efficiency of the vehicle is reduced as in the description of FIG. 12 described above. Can be suppressed. In short, even when the change delay instruction is issued from the combustion mode change delay means 76 (FIG. 13), the speed ratio change means 74 starts changing the speed ratio γT prior to the change of the combustion mode ( Even in FIG. 12), the internal combustion engine control means 80 causes the combustion of the engine 8 after a certain time delay from the start of the change of the speed ratio γT during the change (change) of the speed ratio γT of the automatic transmission 10. There is no change in changing the method. Therefore, the relative relationship between the transition of the actual operating point of the engine 8 (solid line in FIGS. 12 and 13) and the curve connecting the ideal operating point of the engine 8 (the dashed line in FIG. 12, the broken line in FIG. 13) is The same applies to FIG. 12 and FIG. 13, and it is possible to suppress a decrease in the fuel efficiency of the vehicle in any case as described above with reference to FIGS. 12 and 13.

  Further, according to the present embodiment, the combustion mode change delay means 76 is operated when the internal combustion engine switching determination means 72 makes the combustion mode change determination from the change determination time (when the combustion mode switching is determined), which is the determination time. Since the change timing of the combustion method of 8 is delayed by a predetermined time, the change timing of the combustion method of the engine 8 can be easily adjusted by appropriately setting the predetermined time.

  Further, according to the present embodiment, since the change of the combustion method of the engine 8 is predicted by the change of the accelerator opening Acc, the change of the combustion method can be easily predicted by detecting the accelerator opening Acc. Is possible.

Further, according to the present embodiment, the second drive source control means 82 suppresses fluctuations in the output shaft torque T _OUT accompanying changes in the combustion method of the engine 8 or changes in the gear ratio γT of the automatic transmission 10. In addition, since the second electric motor M2 is controlled, fluctuations in the output shaft torque T _OUT are suppressed, and it is possible to avoid impairing passenger comfort.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the internal combustion engine switching prediction means 70 predicts a change in the combustion method of the engine 8 based on the accelerator opening change rate RAcc, but based on the absolute value of the accelerator opening Acc instead of such a change rate. A change in the combustion method of the engine 8 may be predicted. That is, the internal combustion engine switching prediction means 70 may predict that the combustion method of the engine 8 will be changed when the accelerator opening Acc is equal to or greater than a predetermined predicted determination opening. The same applies to the case where the internal combustion engine switching determination means 72 makes a combustion mode change determination (combustion mode switching determination). That is, when the accelerator opening Acc is equal to or greater than a predetermined switching determination opening larger than the predicted determination opening, the internal combustion engine switching determination means 72 may make a combustion system change determination.

  In the above-described embodiment, the timing of changing the combustion method of the engine 8 may be delayed, or the change of the gear ratio γT of the automatic transmission 10 may be accelerated, that is, prior to the change of the combustion method. Although the change of the gear ratio γT may be started, the electronic control unit 40 may lack any one of the functions.

  In the above-described embodiment, the automatic transmission 10 can function as a continuously variable transmission, but it may be a stepped automatic transmission.

  In the above-described embodiment, the automatic transmission 10 is an automatic transmission for a hybrid vehicle. However, the present invention is not limited to a hybrid vehicle, and the automatic transmission 10 does not include an electric motor. It can be a machine. Therefore, a configuration without the first electric motor M1 and the second electric motor M2 can be considered.

  In the above-described embodiment, the case where the combustion method of the engine 8 is changed has been described. However, not only when the combustion method of the engine 8, which is the operation method of the engine 8, is changed, but other operation methods are changed. In this case, the same control operation can be used. For example, the engine 8 having a variable cylinder operation system in which the engine 8 is driven by four cylinders at a light load and is driven by an eight cylinder at a high load can be similarly handled by the above control operation.

  In the above-described embodiment, the case where the combustion system of the engine 8 is mainly changed from the lean combustion system to the rich combustion system has been described, but the reverse case, that is, the rich combustion system is changed to the lean combustion system. Even in this case, the control operation in the functional block diagram of FIG. 6 is effective.

  In the above-described embodiment, the combustion method of the engine 8 is the two methods of the lean combustion method and the rich combustion method, but may be three or more methods.

  In the above-described embodiment, the second drive source control means 82 performs torque control of the second electric motor M2, which is the second drive source. If the second drive source is a drive source different from the engine 8, It is not limited to electric motors.

Also it had contact in the illustrated embodiments, the increase in the engine torque T _E is delayed by the delay when the combustion system of the engine 8 is delayed timing is changed to the rich combustion mode from the lean combustion system. Therefore, when the above timing is delayed, torque assist may be performed by the second electric motor M2 so that the driver does not feel a delay in the rise of the output shaft torque _TOUT .

  In the above-described embodiment, the automatic transmission 10 is described as corresponding to the transmission of the present invention. However, the differential unit 11 functioning as an electric differential unit corresponds to the transmission of the present invention. Alternatively, the automatic transmission unit 20 may correspond to the transmission of the present invention.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped transmission that can automatically change its transmission ratio, but may be a continuously variable CVT. A transmission unit that functions as a manual transmission may be used.

  In the above-described embodiment, a configuration without the automatic transmission unit 20 is also conceivable.

  Further, in the above-described embodiment, the combustion system change delay means 76 is the engine 8 from the change determination time (when the combustion system switch is determined), which is the determination time when the internal combustion engine switch determination means 72 performs the combustion system change determination. The combustion system change timing is delayed by a predetermined time, and various criteria may be used to delay the combustion system change timing. For example, the combustion method change delay means 76 may delay the change timing of the combustion method in accordance with the progress of the shift, which is a change in the gear ratio γT of the automatic transmission 10 accompanying the change in the combustion method of the engine 8. Good. If it does in this way, it is possible to perform the change of the combustion system of the engine 8 in the appropriate progression degree of the gear shift of the automatic transmission 10 from a viewpoint of suppression of the fall of the fuel consumption performance of the said vehicle. Note that delaying the timing for changing the combustion method in accordance with the degree of progress of the shift is, for example, a predetermined value for the time required for the shift (shift required time) assumed at the start of the shift. The timing for changing the combustion method is delayed until a time corresponding to the above ratio has elapsed from the start of the shift. Further, if the execution content of the combustion system change delay means 76 changes, the content of the change delay instruction issued to the internal combustion engine control means 80 also changes accordingly, and the internal combustion engine control means 80 based on the change delay instruction changes. Execution contents also change.

  Alternatively, the combustion mode change delay means 76 may delay the timing of changing the combustion mode so as to synchronize with the end of the shift (shift end) of the automatic transmission 10 accompanying the change of the combustion mode of the engine 8. . In this way, if the shift requires more time, the combustion system change timing is delayed by that amount, and the combustion system of the engine 8 is changed at an appropriate timing according to the time required for the shift. Here, the fact that the change timing of the combustion method is synchronized with the end of the shift means that there is a predetermined temporal relationship between the end of the shift and the change timing of the combustion method. Even if the timing of completion and the change timing of the combustion method are the same, or the change of the combustion method is performed a predetermined time before the end of the shift assumed at the start of the shift Good.

  In the automatic transmission 10 according to the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

  In the automatic transmission 10, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected, but the first electric motor M1 is in the second rotation. The second motor M2 may be connected to the element RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotation element RE3 via an engagement element such as a clutch.

  In addition, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and is directly in the power transmission path between the engine 8 or the transmission member 18 and the drive wheels 38. Or indirectly connected via a transmission, a planetary gear device, an engagement device or the like.

  Further, although the engine 8 is directly connected to the input shaft 14, it only needs to be operatively connected through, for example, a gear, a belt, or the like, and does not need to be disposed on a common shaft center.

  In addition, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18, The first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is connected to the transmission member 18, for example, via a gear, a belt, a speed reducer, or the like. It may be.

1 is a skeleton diagram illustrating a configuration of an automatic transmission to which a driving force control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the automatic transmission of FIG. 1 is operated continuously or stepwise. FIG. 2 is a collinear diagram for explaining relative rotational speeds of gear stages when the automatic transmission of FIG. It is a figure explaining the input-output signal of the electronic controller which has a function as a driving force control apparatus for controlling the automatic transmission of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever for operating the automatic transmission of FIG. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the automatic transmission of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the accelerator opening as parameters and is a base for determining a shift of the automatic transmission unit, It is a figure which shows an example of the driving force source switching diagram memorize | stored in advance which has the boundary line of the engine running area | region for switching and motor running, and a motor running area | region, It is also a figure which shows each relationship. FIG. 2 is a diagram showing an optimum fuel consumption rate curve corresponding to each combustion method of an engine in a vehicle equipped with the automatic transmission of FIG. FIG. 5 is a flowchart for explaining a control operation in a case where a main part of the control operation of the electronic control device of FIG. FIG. 10 is a first time chart for explaining the control operation shown in the flowchart of FIG. 9, in which the engine combustion method should be changed from the lean combustion method to the rich combustion method while the engine is running by the lean combustion method. This is an example in the case where the combustion system change determination is made and the engine combustion system change timing is delayed by a predetermined time. FIG. 10 is a second time chart for explaining the control operation shown in the flowchart of FIG. 9, wherein the engine combustion system is changed from the lean combustion system to the rich combustion system during engine running by the lean combustion system. This is an example in which the change of the gear ratio of the automatic transmission is started prior to the change of the combustion method of the engine. FIG. 2 is a diagram for explaining the influence of the relationship between the change timing of the engine combustion method and the change of the gear ratio of the automatic transmission on the fuel efficiency in a vehicle equipped with the automatic transmission of FIG. It is a figure for demonstrating the effect when the change start of the gear ratio of an automatic transmission is started early based on the prediction of a system change. FIG. 2 is a diagram for explaining the influence of the relationship between the change timing of the engine combustion method and the change of the gear ratio of the automatic transmission on the fuel efficiency in a vehicle equipped with the automatic transmission of FIG. It is a figure for demonstrating the effect when a system change is delayed.

Explanation of symbols

8: Engine (internal combustion engine)
10: Automatic transmission (transmission)
40: Electronic control device (driving force control device)
74: Gear ratio change means 76: Combustion system change delay means 92: Accelerator pedal M2: Second electric motor (second drive source)

Claims (8)

A driving force control device for a vehicle including an internal combustion engine having a plurality of combustion methods having different fuel consumption characteristics and a transmission,
A vehicle driving force control device, comprising: gear ratio changing means for changing a gear ratio of the transmission prior to the change of the combustion method when a change of the combustion method of the internal combustion engine is predicted. The vehicle driving force control apparatus according to claim 1, wherein the transmission ratio changing means changes the transmission ratio of the transmission to a transmission ratio according to the changed combustion method. The vehicle driving force control apparatus according to claim 1 or 2, wherein a change in a combustion method of the internal combustion engine is predicted by a change in an accelerator opening that is an operation amount of an accelerator pedal. A driving force control device for a vehicle including an internal combustion engine having a plurality of combustion methods having different fuel consumption characteristics and a transmission,
Combustion system change delay means for delaying a change timing of the combustion system of the internal combustion engine. The said combustion system change delay means delays the change timing of the combustion system of the said internal combustion engine for a predetermined time from the change judgment time when it is judged that this combustion system should be changed. Vehicle driving force control device. The combustion mode change delay means delays the timing of changing the combustion mode in accordance with the degree of progress of a shift that is a change in the transmission gear ratio associated with the change in the combustion mode of the internal combustion engine. The driving force control apparatus for a vehicle according to claim 4. The combustion system change delay means delays the timing of changing the combustion system so as to synchronize with the end of a shift that is a change in the transmission gear ratio of the transmission accompanying a change in the combustion system of the internal combustion engine. The vehicle driving force control device according to claim 4. A second drive source coupled to the power transmission path so that the power can be transmitted;
2. A second drive source control means for controlling the second drive source so as to suppress a torque fluctuation associated with a change in a combustion method of the internal combustion engine or a change in a transmission gear ratio of the transmission. The driving force control device for a vehicle according to any one of claims 1 to 7.

Images