JP2017137035A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit a change of output of an internal combustion engine from making a driver feel uncomfortable when an operation point of the internal combustion engine is changed in accordance with a nitrogen concentration of intake air of the internal combustion engine.SOLUTION: When an engine operation point is changed so as not to cause engine output to change on the basis of a determination result of a state of a nitrogen concentration of intake air of the engine, if the engine output changes before and after the change of the operation point of the engine depending on a predetermined restriction condition, the change amount of the engine output is compensated by M2 output, and thus a change of output on an axle is suppressed relative to the change of the engine output. Therefore, when the engine operation point is changed in accordance with the nitrogen concentration of the intake air of the engine, this configuration can inhibit the change of the engine output from making a driver feel uncomfortable.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle control device including a nitrogen concentration changing device that changes the nitrogen concentration of intake air of an internal combustion engine.

  An internal combustion engine, a transmission that forms part of a power transmission path between the internal combustion engine and drive wheels, a rotating machine that is coupled to the power transmission path so as to be able to transmit power, and nitrogen in the intake air of the internal combustion engine 2. Description of the Related Art A vehicle control device that controls an operation state of the internal combustion engine, an operation state of the rotating machine, and a transmission gear ratio of the transmission is well known in a vehicle including a nitrogen concentration changing device that changes the concentration. . For example, this is the vehicle described in Patent Document 1. As the nitrogen concentration changing device, as shown in Patent Document 1, exhaust gas that lowers the oxygen concentration of the intake air of the internal combustion engine (that is, increases the nitrogen concentration) by returning a part of the exhaust gas of the internal combustion engine to the intake pipe. There is a recirculation device (EGR system; hereinafter referred to as EGR). Alternatively, as the nitrogen concentration changing device, as shown in Patent Document 2, by passing air (intake or exhaust) through a gas separation membrane, a part of oxygen in the intake air, carbon dioxide in the exhaust, There is a nitrogen-enriched gas supply system that separates and removes water vapor and the like and supplies intake air with an increased nitrogen concentration to an internal combustion engine. By increasing the nitrogen concentration of the intake air of the internal combustion engine by the nitrogen concentration changing device, it is possible to reduce the combustion temperature in the cylinder and suppress the generation of NOx. On the other hand, as described in Patent Document 1 that the efficiency of the engine changes according to the amount of exhaust gas recirculated to the intake system, it is considered that the efficiency of the internal combustion engine changes depending on the nitrogen concentration of the intake air of the internal combustion engine. . In Patent Document 1, the operation line of the internal combustion engine is changed according to whether the EGR is on (execution) or off (non-execution) (that is, according to the nitrogen concentration of the intake air of the internal combustion engine), and the operation line and request It is disclosed that the internal combustion engine is operated efficiently by changing the operating point of the internal combustion engine (that is, the operating point represented by the rotational speed and torque of the internal combustion engine) based on the power.

JP 2010-76505 A JP 2011-12654 A

  By the way, when the operating point of the internal combustion engine is changed according to the nitrogen concentration of the intake air of the internal combustion engine, the output (power [W]) of the internal combustion engine may change. For example, when the operating point of the internal combustion engine is changed with equal power and the change in the rotational speed or torque of the internal combustion engine is restricted due to some limitation, the operating point of the internal combustion engine is changed with equal power. It may not be possible. If the output of the internal combustion engine changes when changing the operating point of the internal combustion engine, the output on the axle (the output on the drive wheels also agrees) will change, which may cause the driver to feel uncomfortable.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to change the output of the internal combustion engine when the operating point of the internal combustion engine is changed according to the nitrogen concentration of the intake air of the internal combustion engine. An object of the present invention is to provide a vehicle control device capable of suppressing the driver from feeling uncomfortable with the change.

  The gist of the first invention is that: (a) an internal combustion engine, a transmission that forms part of a power transmission path between the internal combustion engine and drive wheels, and power transmission to the power transmission path In a vehicle including a connected rotating machine and a nitrogen concentration changing device that changes a nitrogen concentration of intake air of the internal combustion engine, an operating state of the internal combustion engine, an operating state of the rotary machine, and a transmission gear ratio of the transmission (B) a nitrogen concentration determination unit that determines the state of the nitrogen concentration of the intake air of the internal combustion engine, and (c) the operation The state control unit changes the operating point of the internal combustion engine based on the determination result of the nitrogen concentration state by the nitrogen concentration determination unit so that the output of the internal combustion engine does not change, and (d) the operation When the state control unit changes the operating point of the internal combustion engine In addition, when the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to a predetermined restriction condition, the change in the output of the internal combustion engine is compensated by the output of the rotating machine.

  According to a second aspect of the invention, in the vehicle control apparatus according to the first aspect of the invention, the operating state control unit controls the operating state of the internal combustion engine so that the output of the internal combustion engine does not change. The operating point of the internal combustion engine is changed by changing the torque of the internal combustion engine by changing the rotational speed of the internal combustion engine by controlling the transmission ratio of the transmission. It is a limitation on the torque of the internal combustion engine or a limitation on the rotational speed of the internal combustion engine.

  According to a third aspect of the present invention, in the vehicle control apparatus according to the second aspect, the transmission is a stepped transmission, and the rotational speed limit of the internal combustion engine is limited to the stepped transmission. The rotational speed of the internal combustion engine is fixed with respect to the rotational speed of the drive wheel by the gear stage formed in this way.

  According to a fourth aspect of the present invention, in the vehicle control apparatus according to the second aspect, the transmission is a transmission that can be switched between a continuously variable transmission state and a stepped transmission state. The limitation on the rotational speed of the engine is that the rotational speed of the internal combustion engine is fixed with respect to the rotational speed of the drive wheels by the gear stage formed in the transmission when switched to the stepped speed change state. It is a limitation.

  According to a fifth aspect of the invention, in the vehicle control apparatus according to the second aspect of the invention, the transmission can transmit power to the differential mechanism and the differential mechanism in which the internal combustion engine is connected to transmit power. A differential rotating machine coupled to the electric rotating mechanism, wherein the differential state of the differential mechanism is controlled by controlling the operating state of the differential rotating machine, and the rotating machine Is a traveling rotating machine connected to an output rotating member of the electric transmission mechanism so as to be able to transmit power, and the limitation on the rotational speed of the internal combustion engine suppresses the high rotation of the differential rotating machine. Or by limiting the rotation of the rotating member included in the differential mechanism.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects of the present invention, the operating state control unit is a predetermined unit for changing the operating point of the internal combustion engine. The rotational speed of the internal combustion engine is changed at the changing speed.

  According to a seventh aspect of the present invention, in the vehicle control apparatus according to any one of the first to sixth aspects, the driving state based on a determination result of a state of nitrogen concentration by the nitrogen concentration determination unit. The change of the operating point of the internal combustion engine by the control unit is a change to the operating point of the internal combustion engine that reduces the fuel consumption of the internal combustion engine according to the state of the nitrogen concentration of the intake air of the internal combustion engine.

  According to the first aspect of the invention, since the operating point of the internal combustion engine is changed based on the determination result of the intake nitrogen concentration state of the internal combustion engine, the operation of the internal combustion engine appropriate for the intake air nitrogen concentration state is changed. You can use points. At this time, since the operating point of the internal combustion engine is changed so that the output of the internal combustion engine does not change, it is possible to prevent the driver from feeling uncomfortable. In addition, when changing the operating point of the internal combustion engine so that the output of the internal combustion engine does not change, if the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to a predetermined limit condition, Compensation by the rotating machine when the operating point change is limited, where the change in output is compensated by the output of the rotating machine, suppresses changes in the output on the axle with respect to changes in the output of the internal combustion engine. Therefore, when changing the operating point of the internal combustion engine according to the nitrogen concentration of the intake air of the internal combustion engine, it is possible to suppress giving the driver a sense of discomfort associated with the change in the output of the internal combustion engine. In particular, even when the operating point change of the internal combustion engine based on the change in the nitrogen concentration of the intake air of the internal combustion engine or the operating point change at the same power of the internal combustion engine is limited by compensation by the rotating machine when the operating point change is limited. Thus, an appropriate operating point change can be performed without giving a sense of incongruity.

  According to the second aspect of the invention, when the operating point of the internal combustion engine is changed by changing the torque and the rotational speed of the internal combustion engine so that the output of the internal combustion engine does not change, When the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to the limitation of the engine speed, the change in the output of the internal combustion engine is compensated by the output of the rotary machine, so the output of the internal combustion engine It is possible to suppress the change in the output on the axle with respect to the change of the vehicle and give the driver an uncomfortable feeling associated with the change in the output of the internal combustion engine.

  According to the third aspect of the invention, when the operating point of the internal combustion engine is changed so that the output of the internal combustion engine does not change, the rotational speed of the internal combustion engine is driven by the gear stage formed by the stepped transmission. When the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to the limitation due to being fixed with respect to the rotation speed of the wheel, the change in the output of the internal combustion engine is compensated by the output of the rotating machine. Therefore, the change in the output on the axle is suppressed with respect to the change in the output of the internal combustion engine.

  According to the fourth aspect of the present invention, when the operating point of the internal combustion engine is changed so that the output of the internal combustion engine does not change, the gear stage formed by the transmission when switched to the stepped speed change state. If the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to the restriction caused by the rotational speed of the internal combustion engine being fixed with respect to the rotational speed of the drive wheel by the Since it is compensated by the output of the rotating machine, the change in the output on the axle is suppressed with respect to the change in the output of the internal combustion engine.

  According to the fifth aspect of the invention, when the operating point of the internal combustion engine is changed so that the output of the internal combustion engine does not change, the height of the rotating member included in the differential mechanism to which the internal combustion engine is connected so as to be able to transmit power is increased. The output of the internal combustion engine before and after the change of the operating point of the internal combustion engine by the restriction by suppressing the rotation or the restriction by suppressing the high rotation of the differential rotating machine connected to the differential mechanism so as to be able to transmit power Changes in the output of the internal combustion engine because the change in the output of the internal combustion engine is compensated by the output of the traveling rotary machine connected to the output rotating member of the electric transmission mechanism so that power can be transmitted. In contrast, the change in output on the axle is suppressed.

  According to the sixth aspect of the invention, since the rotational speed of the internal combustion engine is changed at a predetermined change speed when the operating point of the internal combustion engine is changed, the internal combustion engine reacts sensitively to the nitrogen concentration in the intake air of the internal combustion engine. Fluctuations in the rotational speed of the are suppressed. Thereby, it can suppress giving a driver the uncomfortable feeling accompanying the change of the driving | running state of an internal combustion engine.

  According to the seventh aspect of the invention, the change of the operating point of the internal combustion engine based on the determination result of the nitrogen concentration state reduces the fuel consumption of the internal combustion engine in accordance with the nitrogen concentration state of the intake air of the internal combustion engine. Since this is a change to the operating point of the internal combustion engine, the operating point of the internal combustion engine that is optimal for fuel efficiency can be used.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is a figure explaining the principal part of the control function and various control systems for various control in a vehicle. It is a figure explaining schematic structure of an engine intake system and an exhaust system. It is a figure explaining schematic structure of a transmission. It is an action | operation chart explaining the relationship between the speed change operation | movement of a transmission, and the combination of the action | operation of the engagement apparatus used for it. It is a collinear diagram showing the relative relationship of the rotational speed of each rotation element in a transmission provided with an electric continuously variable transmission and an automatic transmission. The figure which shows an example of the shift map used for the shift control of an automatic transmission, the shift state switching map used for switching control of the shift state of a transmission, and the driving force source switching map used for switching control of engine driving | running | working and motor driving | running | working. And it is also a figure which shows each relationship. It is a figure which shows an example of the optimal fuel consumption line of an engine. The control operation for suppressing the driver from feeling uncomfortable with the change in the engine output when the engine operating point is changed according to the nitrogen concentration of the intake air of the engine, that is, the control operation of the electronic control unit It is a flowchart to explain. It is an example of the time chart at the time of performing the control action shown to the flowchart of FIG. The control operation for suppressing the driver from feeling uncomfortable with the change in the engine output when the engine operating point is changed according to the nitrogen concentration of the intake air of the engine, that is, the control operation of the electronic control unit It is a flowchart to explain, and is an embodiment different from FIG. It is an example of the time chart at the time of performing the control action shown to the flowchart of FIG. It is a figure which shows an example of the optimal fuel consumption line of an engine, Comprising: It is an Example different from FIG. It is a figure explaining the schematic structure of the vehicle to which this invention is applied, Comprising: It is a figure explaining the vehicle different from FIG. It is a figure explaining schematic structure of an engine intake system and an exhaust system, and is a figure explaining an embodiment different from FIG.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for various controls in the vehicle 10. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12, a first rotating machine M1, and a second rotating machine M2. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14. The power transmission device 16 includes an electric continuously variable transmission 18 connected to the engine 12, an automatic transmission (AT) 20 connected to the electric continuously variable transmission 18, and an output rotating member AT of the automatic transmission 20. A differential gear 24 connected to the output shaft 22 and a pair of axles 26 connected to the differential gear 24 are provided. In the power transmission device 16, the power output from the engine 12 (the torque and the force are synonymous unless otherwise distinguished) is sequentially supplied to the electric continuously variable transmission 18, the automatic transmission 20, the differential gear 24, the axle 26, and the like. Is transmitted to the drive wheels 14. In the power transmission device 16, the power output from the second rotating machine M2 is transmitted to the drive wheels 14 via the automatic transmission 20, the differential gear 24, the axle 26, and the like in order.

  In the vehicle 10, the engine 12 is a known internal combustion engine that outputs power by burning predetermined fuel, such as a gasoline engine or a diesel engine. The electric continuously variable transmission 18 and the automatic transmission 20 are a transmission 17 constituting a part of a power transmission path between the engine 12 and the drive wheels 14, and the second rotating machine M2 transmits the power. It is a rotating machine connected to a path so that power can be transmitted.

  The first rotating machine M1 and the second rotating machine M2 have a function as a motor and a function as a generator, and are motor generators that are selectively operated as a motor or a generator. Each of the first rotating machine M1 and the second rotating machine M2 is connected to a battery 30 provided in the vehicle 10 via an inverter 28 provided in the vehicle 10, and the inverter 28 is connected by an electronic control device 100 described later. By being controlled, M1 torque Tm1 and M2 torque Tm2 that are output torques (power running torque or regenerative torque) of each of the first rotating machine M1 and the second rotating machine M2 are controlled. The battery 30 is a power storage device that transfers power to each of the first rotating machine M1 and the second rotating machine M2.

  FIG. 2 is a diagram illustrating a schematic configuration of the intake system and the exhaust system of the engine 12. In FIG. 2, an intake passage (an intake pipe is also agreed) 32 is connected to the intake system of the engine 12, and an exhaust passage (an exhaust pipe is also agreed) 34 is connected to the exhaust system of the engine 12. The engine 12 has a compressor wheel 36 provided in the intake passage 32 and a turbine wheel 38 provided in the exhaust passage 34, and is a turbocharger (hereinafter referred to as a supercharger) which is a known exhaust turbine type supercharger. 40). The turbine wheel 38 is rotationally driven by the flow of exhaust. The compressor wheel 36 is connected to the turbine wheel 38 and is rotationally driven by the turbine wheel 38 to compress (supercharge) intake air (intake) to the engine 12.

  The exhaust passage 34 is provided with a waste gate valve 42, and an exhaust bypass passage 44 that bypasses the turbine wheel 38 by flowing the exhaust upstream of the turbine wheel 38 downstream of the turbine wheel 38 is provided in parallel. The waste gate valve 42 has its valve opening continuously adjusted, for example, by controlling an actuator (not shown) by an electronic control device 100 described later. Thereby, the ratio of the exhaust gas passing through the turbine wheel 38 and the exhaust gas passing through the exhaust bypass passage 44 is continuously controlled. For example, the larger the valve opening of the waste gate valve 42, the easier the exhaust of the engine 12 is discharged through the exhaust bypass passage 44. Therefore, in the supercharging state of the engine 12 in which the supercharging action of the supercharger 40 is effective, the supercharging pressure Pchg of the supercharger 40 that is the downstream pressure of the compressor wheel 36 in the intake passage 32 is a waste gate valve. The larger the valve opening 42, the lower the value. A start converter 46 is provided in the exhaust passage 34 downstream of the portion to which the exhaust bypass passage 44 downstream of the waste gate valve 42 is connected. A post-processing device 48 is provided in the exhaust passage 34 downstream of the start converter 46.

  An electronic throttle valve 50 that is controlled to open and close by a throttle actuator (not shown) is provided in the intake passage 32 upstream of the compressor wheel 36. An air flow meter 52 that measures an intake air amount Qair of the engine 12 is provided in the intake passage 32 upstream of the electronic throttle valve 50.

  A nitrogen concentration changing device 54 for changing the nitrogen concentration Cn of the intake air of the engine 12 is provided in the intake passage 32 downstream of the compressor wheel 36. The nitrogen concentration changing device 54 increases the nitrogen concentration Cn of the intake air compressed by the supercharger 40 and causes the intake air upstream of the nitrogen enrichment module 56 to flow downstream of the nitrogen enrichment module 56. And an intake bypass passage 58 that bypasses the nitrogen-rich module 56 and a bypass valve 60 provided in the intake bypass passage 58. A nitrogen concentration sensor 62 that measures the nitrogen concentration Cn of the intake air that has passed through the nitrogen enrichment module 56 is provided in the intake passage 32 downstream of the nitrogen enrichment module 56. An intercooler 64 is provided in the intake passage 32 downstream of the portion to which the intake bypass passage 58 downstream of the bypass valve 60 is connected. The intercooler 64 is a heat exchanger that cools the intake air compressed by the supercharger 40 by performing heat exchange between the intake air and outside air or cooling water.

  The nitrogen enrichment module 56 includes a plurality of polymer hollow fiber membranes and a housing member that houses a bundle of the hollow fiber membranes. When the intake air compressed by the supercharger 40 is introduced, the nitrogen enrichment module 56 increases the nitrogen concentration Cn of the intake air due to the difference in membrane permeability of each component in the intake air. Supply to the downstream side. Specifically, since oxygen in the intake air is easier to permeate the hollow fiber membrane than nitrogen, a part of oxygen passes through the hollow fiber membrane and is discharged into the atmosphere outside the intake passage 32, while Is concentrated, so that the intake air having a high nitrogen concentration Cn is sent downstream of the nitrogen enrichment module 56. The performance of the nitrogen enrichment module 56 depends on the supercharging pressure Pchg and the like. The nitrogen enrichment module 56 increases the ability to increase the nitrogen concentration Cn of the intake air as the air pressure of the supplied intake air (that is, the supercharging pressure Pchg) increases. Therefore, the nitrogen concentration Cn increases as the supercharging pressure Pchg increases. The increased intake air is supplied to the engine 12.

  In this way, the engine 12 is supplied with intake air whose nitrogen concentration Cn has been increased by the nitrogen enrichment module 56. Thereby, for example, the occurrence of knocking in the engine 12 is reduced, or the generation of NOx is suppressed. On the other hand, when the hollow fiber membrane is clogged, or in order to ensure combustion stability, it is desirable not to increase the nitrogen concentration Cn of the intake air of the engine 12, and immediately after the engine 12 is started, the nitrogen enrichment module 56 is installed. It is desirable not to perform the intake air supply used. The intake bypass passage 58 and the bypass valve 60 provided in the nitrogen concentration changing device 54 function as a nitrogen concentration suppressing device that suppresses the nitrogen concentration Cn of the intake air of the engine 12. The bypass valve 60 is switched between opening and closing when an actuator (not shown) is controlled by, for example, an electronic control device 100 described later. By operating the bypass valve 60 to the open side by the electronic control unit 100, the amount of intake air passing through the intake bypass passage 58 is increased (that is, intake air introduced into the nitrogen enrichment module 56 is reduced), An increase in the nitrogen concentration Cn of the intake air of the engine 12 is suppressed. Therefore, when the bypass valve 60 is opened, the nitrogen concentration Cn in the intake air of the engine 12 is in a normal nitrogen state close to the nitrogen concentration Cn in the atmosphere. On the other hand, when the bypass valve 60 is closed, the nitrogen concentration Cn in the intake air of the engine 12 is made higher than the nitrogen concentration Cn in the atmosphere. In the engine 12 configured as described above, the engine torque Te is controlled by controlling the throttle valve opening θth or the operating state such as the intake air amount Qair, the fuel supply amount, and the ignition timing by the electronic control unit 100.

  FIG. 3 is a diagram illustrating a schematic configuration of the transmission 17. In FIG. 3, the transmission 17 includes an electric continuously variable transmission 18 and an automatic transmission 20. The electric continuously variable transmission 18 includes a power distribution mechanism 66 as a differential mechanism connected to the engine 12 so that power can be transmitted, and a first rotary machine as a differential rotating mechanism connected to the power distribution mechanism 66 so as to be able to transmit power. A one-rotor M1 is provided. The electric continuously variable transmission 18 is an electric transmission mechanism in which the differential state of the power distribution mechanism 66 is controlled by controlling the operation state of the first rotating machine M1. The electric continuously variable transmission 18 is operated as an electric continuously variable transmission that changes the gear ratio γ0 (= engine rotational speed Ne / M2 rotational speed Nm2). A transmission member 68, which is an output rotation member of the electric continuously variable transmission 18, is connected to a second rotating machine M2 as a traveling rotating machine so that power can be transmitted. Since the transmission 17 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The power distribution mechanism 66 includes three parts: a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier CA0 that supports the sun gear S0 and the pinion gear P0 meshing with the sun gear S0 and the ring gear R0 so as to rotate and revolve freely. This is a known single pinion type planetary gear device provided as a rotating element, and functions as a differential mechanism that generates a differential action. In the power distribution mechanism 66, the engine 12 is connected to the carrier CA0 via a damper (not shown) so that power can be transmitted, the first rotating machine M1 is connected to the sun gear S0 so that power can be transmitted, and a transmission member is connected to the ring gear R0. 68 and the second rotating machine M2 are connected so as to be able to transmit power. In the power distribution mechanism 66, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

  The electric continuously variable transmission 18 further includes a brake B0 and a clutch C0. The brake B0 is provided between the sun gear S0 and the case 70 as a non-rotating member, and the clutch C0 is provided between the sun gear S0 and the carrier CA0.

  In the electric continuously variable transmission 18, when both the clutch C0 and the brake B0 are released, the sun gear S0, the carrier CA0, and the ring gear R0, which are the three elements of the power distribution mechanism 66, can rotate relative to each other. A differential state (differential state) in which the action is operable (that is, the differential action works) is set. In the differential state of the electric continuously variable transmission 18, the output of the engine 12 is distributed to the first rotating machine M 1 and the transmission member 68, and the first rotating machine is used with a part of the distributed output of the engine 12. The battery 30 is charged with the electric energy generated from M1, and the second rotating machine M2 is rotationally driven. Accordingly, when the electric continuously variable transmission 18 is in the differential state, it is caused to function as an electric differential device, and the rotation of the transmission member 68 is continuously changed regardless of the predetermined rotation of the engine 12. Can be. That is, when the electric continuously variable transmission 18 is in a differential state, the continuously variable transmission functions as an electrical continuously variable transmission in which the speed ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. State (electrical CVT state). In the differential state of the electric continuously variable transmission 18, the differential state of the power distribution mechanism 66 is controlled by controlling the operating state of the first rotating machine M1.

  On the other hand, in the electric continuously variable transmission 18, when the clutch C0 or the brake B0 is engaged, the differential limit state (non-differential state) in which the differential action is impossible is set. Specifically, when clutch C0 is engaged and sun gear S0 and carrier CA0 are integrally connected, power distribution mechanism 66 causes sun gear S0, carrier CA0, and ring gear R0 to rotate (ie, rotate integrally). Therefore, the electric continuously variable transmission 18 is also set to the non-differential state. In the non-differential state in which the clutch C0 is engaged, the rotation of the engine 12 and the rotation speed of the transmission member 68 coincide with each other, and therefore the electric continuously variable transmission 18 has the gear ratio γ0 fixed to “1”. Thus, a constant speed change state (that is, a stepped speed change state) that functions as the transmission that has been made is set. Further, when the brake B0 is engaged instead of the clutch C0 and the sun gear S0 is connected to the case 70, the power distribution mechanism 66 is locked so that the sun gear S0 is not rotated, so that the differential action is impossible. Therefore, the electric continuously variable transmission 18 is also in the non-differential state. In the non-differential state in which the brake B0 is engaged, the ring gear R0 is rotated at a higher speed than the carrier CA0. Therefore, the power distribution mechanism 66 functions as a speed increasing mechanism, and the electric continuously variable transmission 18 is A stepped speed change state is set in which the speed ratio γ0 functions as a speed-up transmission in which the speed ratio γ0 is fixed to a value smaller than “1” (for example, about 0.7).

  As described above, the clutch C0 and the brake B0 change the shift state of the electric continuously variable transmission 18 between the differential state (that is, non-locked state) and the non-differential state (that is, locked state), that is, the continuously variable transmission. Differential state switching device that selectively switches between a continuously variable transmission state that can be operated as an electric continuously variable transmission and a stepped gear state that is not operated as a continuously variable transmission and cannot be operated as an electrical continuously variable transmission Function as. Therefore, the electric continuously variable transmission 18 is a transmission that can be switched between a continuously variable transmission state and a stepped transmission state.

  The automatic transmission 20 is a mechanical transmission mechanism that constitutes a part of a power transmission path between the transmission member 68 and the drive wheel 14. An AT input shaft 72 that is an input rotation member of the automatic transmission 20 is integrally connected to the transmission member 68. The automatic transmission 20 includes, for example, a plurality of sets of planetary gear devices (first planetary gear device 74, second planetary gear device 76, third planetary gear device 78) and a plurality of engagement devices (clutch C1, clutch C2, brake B1). , Brake B2, brake B3), and so-called clutch-to-clutch shift in which a shift is executed by re-holding any of the plurality of engagement devices (ie, by switching between engagement and release of the engagement devices) It is a known planetary gear type automatic transmission that performs the above. In other words, the automatic transmission 20 performs a shift by engaging and disengaging the engagement device, and a plurality of shifts having different gear ratios (gear ratios) γat (= AT input rotation speed Ni / AT output rotation speed No). This is a mechanical transmission mechanism in which a stage (gear stage) is selectively formed.

  The automatic transmission 20 includes rotating elements (sun gears S1, S2, S3, carriers CA1, CA2, CA3, ring gears R1, R2) of the first planetary gear device 74, the second planetary gear device 76, and the third planetary gear device 78. , R3) may be partly connected to each other directly or indirectly (or selectively) via an engagement device (clutch C1, C2, brakes B1, B2, B3), AT input shaft 72, It is connected to the case 70 or the AT output shaft 22. The automatic transmission 20 and the electric continuously variable transmission 18 are selectively coupled via a clutch C1 or a clutch C2 that is used to establish a gear stage of the automatic transmission 20.

  The clutch C0, the clutch C1, the clutch C2, the brake B0, the brake B1, the brake B2, and the brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are known in a stepped automatic transmission for a vehicle. A commonly used engagement device, that is, a hydraulic friction engagement device, which is wound around a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator or an outer peripheral surface of a rotating drum. In addition, one or two bands are configured by a band brake or the like in which one end of the band is tightened by a hydraulic actuator, and the members on both sides in which the band brake is inserted are selectively connected. The clutch C and the brake B have their torque capacities (clutch torques) changed by adjusting the engagement hydraulic pressure (clutch hydraulic pressure) by a solenoid valve or the like in the hydraulic control circuit 80 provided in the vehicle 10. Engagement and release are controlled respectively.

  In the transmission 17 configured as described above, an electric continuously variable transmission 18 that is brought into a constant transmission state by engaging either the clutch C0 or the brake B0 and a stepped automatic transmission 20 are provided. A stepped transmission state that operates as a stepped transmission is configured, and a plurality of gear stages having different transmission ratios γT (= engine rotational speed Ne / AT output rotational speed No) of the entire transmission 17 are obtained. Further, in the transmission 17, the electric continuously variable transmission 18 and the stepped automatic transmission 20 are electrically stepped by making neither the clutch C 0 nor the brake B 0 engaged. A continuously variable transmission state operating as a transmission is configured. That is, the transmission 17 is switched to the stepped shift state by engaging either the clutch C0 or the brake B0, and is switched to the continuously variable shift state by not engaging either the clutch C0 or the brake B0. Thus, in the transmission 17, the automatic transmission 20 that functions as a stepped transmission is connected in series to the subsequent stage of the electric continuously variable transmission 18 that can be switched between the continuously variable transmission state and the stepped transmission state. As a whole, the electric continuously variable transmission 18 and the automatic transmission 20 constitute a stepped transmission by engaging either the clutch C0 or the brake B0, and the clutch C0 and the brake B0 A continuously variable transmission is configured by disengaging any of them.

  When the transmission 17 functions as a stepped transmission, as shown in the engagement operation table of FIG. 1st gear stage “1st” −5th gear stage “5th”), reverse gear stage “R”, or neutral “N” state is established. On the other hand, when the transmission 17 functions as a continuously variable transmission, both the clutch C0 and the brake B0 are released as shown in the engagement operation table of FIG. As a result, the electric continuously variable transmission 18 functions as a continuously variable transmission, and the automatic transmission 20 in series with the electric continuously variable transmission 18 functions as a stepped transmission, whereby each gear stage (first speed − The gear ratio γ0 of the electric continuously variable transmission 18 is continuously changed with respect to the fourth speed), and each gear stage of the automatic transmission 20 has a continuously variable gear ratio width. Therefore, the gear ratio between the gears of the automatic transmission 20 can be continuously changed continuously and the gear ratio γT of the transmission 17 can be obtained steplessly.

  FIG. 5 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the transmission 17 including the electric continuously variable transmission 18 and the automatic transmission 20. In FIG. 5, three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the power distribution mechanism 66 constituting the electric continuously variable transmission 18 are sun gears corresponding to the second rotating element RE2 in order from the left side. This is an axis representing the rotation speed of S0, the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the rotation speed of the AT input shaft 72). The five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission 20 indicate the rotational speeds of the sun gear S1 and the sun gear S2 connected to each other corresponding to the fourth rotation element RE4 in order from the left. The rotation speed of the carrier CA1 corresponding to the fifth rotation element RE5, the rotation speed of the ring gear R3 corresponding to the sixth rotation element RE6, the ring gear R1, the carrier CA2 and the carrier CA3 connected to each other corresponding to the seventh rotation element RE7. This is an axis representing the rotational speed (that is, the rotational speed of the AT output shaft 22) and the rotational speeds of the ring gear R2 and the sun gear S3 connected to each other corresponding to the eighth rotational element RE8. The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio (gear ratio) ρ0 of the power distribution mechanism 66. Further, the interval between the vertical lines Y4, Y5, Y6, Y7, and Y8 is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 74, 76, and 78. Yes. In the relationship between the vertical axes of the nomograph, if the distance between the sun gear and the carrier is an interval corresponding to “1”, the gear ratio ρ of the planetary gear unit between the carrier and the ring gear (= the number of teeth of the sun gear Zs / The interval corresponds to the number of teeth Zr) of the ring gear. The horizontal line X1 indicates zero rotational speed, and the horizontal line X2 indicates rotational speed “1.0”, that is, the rotational speed of the CVT input shaft 82 (that is, the input rotational member of the electric continuously variable transmission 18 connected to the carrier CA0 (that is, The rotational speed Ne of the engine 12 connected to the CVT input shaft 82 is shown, and the horizontal line XG shows the rotational speed of the transmission member 68 (that is, the rotational speed of the AT input shaft 72).

  In the collinear diagram of FIG. 5, in the electric continuously variable transmission 18 (power distribution mechanism 66), the first rotating element RE1 is connected to the engine 12 and the second rotating element is connected via the clutch C0. The second rotating element RE2 is connected to the first rotating machine M1 and selectively connected to the case 70 via the brake B0, and the third rotating element RE3 is connected to the transmission member 68 and the second rotating element RE1. It is connected to the rotating machine M2 and configured to transmit the rotation of the engine 12 to the automatic transmission 20 via the transmission member 68. In the electric continuously variable transmission 18, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by a straight line L0 passing through the intersection of Y2 and X2.

  When both the clutch C0 and the brake B0 are released in the electric continuously variable transmission 18 and switched to the continuously variable transmission state, the power distribution mechanism 6 causes the first rotation element RE1 to the third rotation element RE3 to rotate relative to each other. The differential state is made possible. In the power distribution mechanism 66 in a differential state, when a reaction force torque, which is a negative torque by the first rotating machine M1, is input to the sun gear S0 in a positive rotation with respect to the engine torque Te input to the carrier CA0. In the ring gear R0, an engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tm1) that becomes a positive torque in the forward rotation appears. Then, according to the required driving force, the combined torque of the engine direct torque Td and the M2 torque Tm2 is transmitted to the driving wheel 14 via the automatic transmission 20 as the driving torque in the vehicle forward direction. At this time, the first rotating machine M1 functions as a generator that generates a negative torque in the positive rotation. The generated power Wg of the first rotating machine M1 is charged in the battery 30 or consumed by the second rotating machine M2. In the continuously variable transmission state of the electric continuously variable transmission 18, the rotational speed of the ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is the rotational speed of the drive wheels 14 by the gear stage formed by the automatic transmission 20. When the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the first rotating machine M1, the straight line L0 and the vertical line Y2 are The rotational speed of the carrier CA0 indicated by the intersection (namely, the engine rotational speed Ne) is increased or decreased. Therefore, in the continuously variable transmission state of the electric continuously variable transmission 18, the engine 12 can be operated at an efficient operating point. The operating point of the engine 12 is an operating point of the engine 12 (hereinafter referred to as an engine operating point Peng) represented by the engine speed Ne and the engine torque Te.

  On the other hand, when the sun gear S0 and the carrier CA0 are connected by engagement of the clutch C0 in the electric continuously variable transmission 18, the power distribution mechanism 66 is configured so that the first rotating element RE1 to the third rotating element RE3 rotate integrally. Since the differential state is established, the straight line L0 is made to coincide with the horizontal line X2, and the transmission member 68 is rotated at the same rotation as the engine rotation speed Ne. Alternatively, when the rotation of the sun gear S0 is stopped by the engagement of the brake B0, the power distribution mechanism 66 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 becomes the state shown in FIG. The ring gear R0 (that is, the rotational speed of the transmission member 68) indicated by the intersection between the vertical line Y3 and the vertical line Y3 is rotated at a speed higher than the engine rotational speed Ne.

  In the automatic transmission 20, the fourth rotating element RE4 is selectively connected to the transmission member 68 via the clutch C2 and is selectively connected to the case 70 via the brake B1, and the fifth rotating element RE5 is The sixth rotating element RE6 is selectively connected to the case 70 via the brake B3, the seventh rotating element RE7 is connected to the AT output shaft 22, and the eighth rotating element RE6 is selectively connected to the case 70 via the brake B2. The rotating element RE8 is selectively connected to the transmission member 68 via the first clutch C1. In the automatic transmission 20, each gear stage (first speed-fourth speed, reverse gear stage) of the automatic transmission 20 is formed by the engagement release control of the engagement device, and the straight lines L1, L2 crossing the vertical line Y7. , L3, L4, and LR indicate the rotational speeds of “1st”, “2nd”, “3rd”, “4th”, and “Rev” on the AT output shaft 22.

  When the clutch C0 is engaged with each gear stage (first speed-fourth speed) of the automatic transmission 20, the eighth rotating element RE8 is rotated at the same rotational speed as the engine rotational speed Ne. 5, the straight lines L1, L2, L3, L4 correspond to the first speed gear stage “1st” to the fourth speed gear stage “4th” (see FIG. 4) of the transmission 17, respectively. The rotational speeds “1st”, “2nd”, “3rd”, and “4th” on the output shaft 22 are shown. When the brake B0 is engaged with the fourth gear of the automatic transmission 20 instead of the clutch C0, the eighth rotating element RE8 is rotated at a rotational speed higher than the engine rotational speed Ne, As shown in FIG. 5, the rotation speed of “5th” in the AT output shaft 22 corresponding to the fifth speed gear stage “5th” (see FIG. 4) of the transmission 17 is indicated by the straight line L <b> 5.

  Further, in the motor traveling where the engine 12 is stopped and the second rotating machine M2 is used as a driving source, the carrier CA0 is set to zero rotation in the power distribution mechanism 66, and the ring gear R0 is positively rotated to have a positive torque M2. Torque Tm2 is input. At this time, the 1st rotary machine M1 connected with the sun gear S0 is made into a no-load state, and is idled by negative rotation. That is, in the motor running, the engine 12 is not driven, the engine rotational speed Ne is set to zero, and the M2 torque Tm2 (here, the positive running power running torque) is driven via the automatic transmission 20 as the driving torque in the vehicle forward direction. It is transmitted to the wheel 14.

  Returning to FIG. 1, the vehicle 10 includes an electronic control device 100 including a control device that controls the operation (operation) of each unit. Therefore, FIG. 1 is a diagram illustrating an input / output system of the electronic control device 100, and is a functional block diagram illustrating a main part of a control function by the electronic control device 100. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 100 executes output control of the engine 12, output control including regeneration control of the first rotating machine M1 and the second rotating machine M2, shift control of the automatic transmission 20, and the like. These are configured separately for engine control, for rotating machine control, for hydraulic control (for shift control), etc. as required.

  The electronic control unit 100 includes various sensors provided on the vehicle 10 (for example, an engine rotational speed sensor 84, an output rotational speed sensor 86, an M1 rotational speed sensor 88 such as a resolver, an M2 rotational speed sensor 90 such as a resolver, an accelerator opening). Corresponding to various signals (for example, engine rotational speed Ne, vehicle speed V) based on values detected by a degree sensor 92, a throttle valve opening sensor 94, an air flow meter 52, a nitrogen concentration sensor 62, a supercharging pressure sensor 96, a battery sensor 98, and the like. AT output rotational speed No, which is the rotational speed of the AT output shaft 22, M1 rotational speed Nm1, AT input rotational speed Ni, which is the rotational speed of the AT input shaft 72, that is, M2 rotational speed Nm2, accelerator opening θacc, electronic throttle valve 50 The throttle valve opening θth, which is the opening, the intake air amount Qair of the engine 12, and the downstream side of the nitrogen enrichment module 56 The intake air nitrogen concentration Cn, the supercharging pressure Pchg, which is the air pressure of the intake air supplied to the nitrogen enrichment module 56, the state of charge (charge capacity) SOC of the battery 30, and the like are supplied. The electronic control unit 100 also outputs an engine control command signal Se for controlling the output of the engine 12, and a rotating machine control command signal Sm for operating the inverter 28 for controlling the first rotating machine M1 and the second rotating machine M2. The hydraulic control command signal Sp for controlling the clutch C and the brake B related to the shift of the transmission 17 is output. The hydraulic control command signal Sp is a command signal (hydraulic command value) for driving each solenoid valve that regulates each clutch hydraulic pressure supplied to each hydraulic actuator of the clutch C and the brake B, for example. 80 is output.

  The electronic control unit 100 controls the operating state of the engine 12, the operating states of the first and second rotating machines M1 and M2, and the speed ratio γT of the transmission 17, respectively. 102.

  The driving state control unit 102 executes shift control of the automatic transmission 20. Specifically, the driving state control unit 102 applies the accelerator opening θacc and the vehicle speed V to a relationship (for example, a driving force map) that has been obtained and stored experimentally or design in advance (that is, a predetermined driving force map, for example). Thus, the required output torque Todem of the automatic transmission 20 (here, the transmission 17 is also agreed) is calculated. The driving state control unit 102 has, for example, a predetermined upshift line (solid line) and downshift line (dashed line) with the vehicle speed V and the output torque To of the automatic transmission 20 as variables as shown in FIG. The gear speed formed by the automatic transmission 20 is determined by applying the vehicle speed V and the required output torque Todem to the (shift map). Then, the operating state control unit 102 engages with the shift of the automatic transmission 20 excluding the clutch C0 and the brake B0 so as to form the determined gear according to the engagement operation table shown in FIG. 4, for example. The hydraulic control command signal Sp for engaging and / or releasing is output to the hydraulic control circuit 80, and the shift control of the automatic transmission 20 is executed.

  The operation state control unit 102 performs hybrid drive control by the engine 12, the first rotating machine M1, and the second rotating machine M2. Specifically, the operating state control unit 102 operates the engine 12 in an efficient operating range in the continuously variable transmission state of the transmission 17, while distributing the driving force between the engine 12 and the second rotating machine M2. The transmission ratio γ0 of the electric continuously variable transmission 18 as an electric continuously variable transmission is controlled by changing the reaction force generated by the power generation of the first rotating machine M1 to be optimum. For example, the driving state control unit 102 calculates a required output Pdem for the vehicle 10 based on the accelerator opening θacc and the vehicle speed V at the current vehicle speed V, and a required total target output from the required output Pdem and the required charging value. Ptgt is calculated, and the target engine output Pet is calculated in consideration of transmission loss, auxiliary load, assist torque of the second rotating machine M2, etc. so that the total target output Ptgt is obtained, and the target engine output Pet is obtained. The engine 12 is controlled so that the engine rotational speed Ne and the engine torque Te are obtained, and the outputs (powering or regeneration) of the rotating machines M1 and M2 are controlled.

  The transmission gear ratio γT of the transmission 17 is determined by the transmission gear ratio γat of the automatic transmission 20 and the transmission gear ratio γ0 of the electric continuously variable transmission 18. Therefore, the driving state control unit 102 controls the speed ratio γT of the transmission 17. Specifically, the driving state control unit 102 controls the engine 12 and each of the rotating machines M1 and M2 in consideration of the gear stage of the automatic transmission 20 in order to improve power performance and fuel consumption. In this control, in order to match the engine rotational speed Ne determined for operating the engine 12 in an efficient operating range with the rotational speed of the transmission member 68 determined by the vehicle speed V and the gear stage of the automatic transmission 20, The type continuously variable transmission 18 is caused to function as a continuously variable transmission. That is, the operating state control unit 102 operates the engine 12 at the engine rotational speed Ne and the engine torque Te that become the engine operating point Peng that satisfies the target engine output Pet on the optimum fuel consumption line Leng of the engine 12. Thus, the target value of the transmission gear ratio γT of the transmission 17 is determined, and the gear ratio γ0 of the electric continuously variable transmission 18 is controlled in consideration of the gear stage of the automatic transmission 20 so that the target value is obtained. Then, the engine torque Te is controlled by controlling the throttle valve opening θth and the like. The optimal fuel consumption line Leng of the engine 12 is such that both drivability and fuel efficiency are achieved at the time of continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed Ne and the engine torque Te as shown in FIG. This is a kind of operation line of the engine 12 that is determined in advance. The engine operating point Peng is an operating point indicating the operating state of the engine 12 in two-dimensional coordinates with the state quantity indicating the operating state of the engine 12 exemplified by the engine rotational speed Ne, the engine torque Te, etc. as coordinate axes. In this embodiment, the fuel efficiency is, for example, a travel distance per unit fuel consumption, a fuel consumption rate (= fuel consumption / drive wheel output) of the entire vehicle, or the like. Further, the improvement in fuel consumption means that the travel distance per unit fuel consumption increases, or the fuel consumption decreases and the fuel consumption rate decreases.

  In the continuously variable transmission state of the transmission 17, the operating state control unit 102 supplies, for example, the electric energy generated by the first rotating machine M1 to the battery 30 and the second rotating machine M2 through the inverter 28. Therefore, the main part of the power of the engine 12 is mechanically transmitted to the transmission member 68, but a part of the power of the engine 12 is consumed for power generation of the first rotating machine M1 and converted there to electric energy, The electric energy is supplied to the second rotating machine M2 through the inverter 28, and the drive torque output from the second rotating machine M2 is transmitted to the transmission member 68 by the electric energy. A part of the motive power of the engine 12 is converted into electric energy by equipment related from generation of electric energy by the first rotating machine M1 related to power generation to consumption by the second rotating machine M2 related to driving. An electrical path is constructed until energy is converted to mechanical energy.

  Further, the operating state control unit 102 controls the M1 rotation speed Nm1 and / or the M2 rotation speed Nm2 by the electric CVT function of the electric continuously variable transmission 18 to maintain the engine rotation speed Ne substantially constant or arbitrarily. The rotation can be controlled to the rotation speed. For example, the M2 rotational speed Nm2 is constrained to the vehicle speed V (that is, fixed to the rotational speed of the drive wheels 14) during traveling of the vehicle in which the gear stage of the automatic transmission 20 is formed. When the engine speed Ne is increased, the operating state control unit 102 increases the M1 rotation speed Nm1, as can be seen from the alignment chart of FIG. Further, when the engine speed Ne is maintained substantially constant during the shift of the automatic transmission 20, the operation state control unit 102 keeps the engine speed Ne substantially constant while M2 accompanying the shift of the automatic transmission 20 is maintained. The M1 rotational speed Nm1 is changed in the opposite direction to the change in the rotational speed Nm2.

  Moreover, the driving | running state control part 102 can perform the motor driving | running | working which drive | works only the 2nd rotary machine M2 as a driving force source. A thick solid line A in FIG. 6 is used to switch the driving force source for traveling of the vehicle 10 between the engine 12 and the second rotating machine M2 (that is, the vehicle 10 is caused to travel using at least the engine 12 as a driving force source for traveling). This is a boundary line between the engine travel area and the motor travel area for switching between so-called engine travel and so-called motor travel that causes the vehicle 10 to travel using only the second rotating machine M2 as a driving force source for travel. A predetermined relationship having a boundary line as shown by a thick solid line A in FIG. 6 is a driving force source switching map constituted by two-dimensional coordinates using the vehicle speed V and the output torque To of the automatic transmission 20 as variables. It is an example. This driving force source switching map is determined in advance together with a shift map indicated by, for example, the solid line and the alternate long and short dash line in FIG.

  Then, for example, the driving state control unit 102 applies the vehicle speed V and the required output torque Todem of the automatic transmission 20 to the driving force source switching map of FIG. Judgment is made and motor running or engine running is executed. As is apparent from FIG. 6, the motor running is a relatively low output torque To region where the engine efficiency is generally poor compared to the high torque region, that is, a low engine torque Te region, or a relatively low vehicle speed of the vehicle speed V. It is executed at the time of low load.

  The driving state control unit 102 switches the engagement / disengagement of the differential state switching device (clutch C0, brake B0) based on the vehicle state, thereby changing the transmission state of the transmission 17 from the continuously variable transmission state to the stepped transmission state. Selectively switch to either the shift state. Specifically, the driving state control unit 102 applies the vehicle speed V and the required output torque Todem to a predetermined relationship (shift state switching map) as shown by, for example, a broken line and a two-dot chain line in FIG. The shift of the transmission 17 to be switched is determined by determining whether the transmission 17 is in a continuously variable control region in which the continuously variable transmission state is set, or whether the transmission 17 is in a stepped control region in which the transmission 17 is in a continuously variable transmission state. The state is judged, and the transmission 17 is selectively switched between a continuously variable transmission state and a stepped transmission state.

  When the driving state control unit 102 determines that the transmission 17 is in the stepped control region for switching to the stepped shift state, the driving state control unit 102 prohibits the stepless shift control and, for example, the automatic transmission according to the shift map shown in FIG. 20 automatic shifts are executed, and the gear stage at the time of stepped shift is formed according to the engagement operation table shown in FIG. On the other hand, when the driving state control unit 102 determines that it is within the continuously variable control region, the electric continuously variable transmission 18 is set to the continuously variable transmission state in order to obtain the continuously variable transmission state as the entire transmission 17. The clutch C0 and the brake B0 are released so that the continuously variable transmission is possible. In addition, the driving state control unit 102 performs automatic shift of the automatic transmission 20 according to, for example, the shift map shown in FIG. That is, the driving state control unit 102 performs automatic shift by an operation excluding the engagement of the clutch C0 and the engagement of the brake B0 in the engagement operation table shown in FIG.

  The broken lines in FIG. 6 indicate the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the driving state control unit 102. That is, the broken line in FIG. 6 indicates that the high vehicle speed determination line that is a series of the determination vehicle speed V1 that is a predetermined high-speed traveling determination value for determining high-speed traveling of the vehicle 10 and the output torque To of the automatic transmission 20 are high. A high output travel determination line that is a series of determination output torques T1 that are predetermined high output travel determination values for determining high output travel as an output is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, the shift state switching map of FIG. 6 is based on the predetermined high vehicle speed determination line and the high speed that are the basis for determining whether the driving state control unit 102 is the stepped control region or the stepless control region. It is an example of the relationship comprised by the two-dimensional coordinate which has the vehicle speed V and the output torque To which have an output travel determination line.

  The determination vehicle speed V1 is set so that, for example, the transmission 17 is set to a stepped transmission state at a high speed to prevent the fuel consumption from deteriorating when the transmission 17 is set to a continuously variable transmission state at a high speed. Is set. The determination torque T1 is, for example, the first rotation in order to reduce the size of the first rotating machine M1 without causing the reaction torque of the first rotating machine M1 to correspond to the high output range of the engine 12 when the vehicle 10 is traveling at a high output. It is set according to the characteristics of the first rotating machine M1 that can be arranged with the maximum output of electric energy from the machine M1 being reduced.

  As shown in the relationship of FIG. 6, a high torque region where the output torque To is greater than or equal to the determination output torque T1, or a high vehicle speed region where the vehicle speed V is greater than or equal to the determination vehicle speed V1 is set as the stepped control region. The variable speed travel is executed at the time of a high driving torque at which the engine 12 is a relatively high torque, or at a relatively high vehicle speed of the vehicle speed V, and the continuously variable speed traveling is at a low driving torque at which the engine 12 is a relatively low torque, or It is executed at a relatively low vehicle speed, that is, in the normal output range of the engine 12. As a result, for example, when the vehicle 10 travels at low to medium speeds and travels at low to medium power, the transmission 17 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle 10, but the vehicle speed V exceeds the determination vehicle speed V1. The power generated when the transmission 17 is in a step-variable shifting state during high-speed traveling, and the output of the engine 12 is transmitted to the drive wheels 14 exclusively through a mechanical power transmission path to operate as an electric continuously variable transmission. The conversion loss between the electric energy and the electric energy is suppressed, and the fuel efficiency is improved. When the output torque To exceeds the determination torque T1, the transmission 17 is in a stepped shift state, and the output of the engine 12 is transmitted to the drive wheels 14 through a mechanical power transmission path exclusively. The region to be operated as a continuously variable transmission is low / medium speed traveling and low / medium power traveling of the vehicle 10, and in other words, the electrical energy to be generated by the first rotating machine M1, in other words, the electric power transmitted by the first rotating machine M1. The maximum value of energy can be reduced, and the first rotating machine M1 or the power transmission device 16 of the vehicle 10 including the same can be further downsized. As another concept, in this high output traveling, the demand for the driving force of the driver is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state. Accordingly, the driver can enjoy, for example, a change in the engine rotational speed Ne accompanying an upshift in stepped automatic transmission, that is, a rhythmic change in the engine rotational speed Ne accompanying a shift.

  Further, the operation state control unit 102 is continuously variable when a malfunction or deterioration in the function of an electrical control device such as the rotating machines M1 and M2 for operating the electric continuously variable transmission 18 as an electrical continuously variable transmission is achieved. Even in the control region, the transmission 17 may be preferentially set in the stepped speed change state in order to ensure vehicle travel.

  Here, as described above, the vehicle 10 is provided with the nitrogen concentration changing device 54, and the nitrogen concentration Cn of the intake air of the engine 12 is changed. Specifically, when the bypass valve 60 is closed, the intake air of the engine 12 passes through the nitrogen enrichment module 56 and the nitrogen concentration Cn is increased. However, when the hollow fiber membrane is clogged or immediately after the engine 12 is started. In such a case, the bypass valve 60 is opened, and the intake air of the engine 12 is passed through the intake bypass passage 58 (that is, the nitrogen enrichment module 56 is bypassed), so that the nitrogen concentration Cn cannot be raised.

  Since the efficiency of the engine 12 changes depending on the nitrogen concentration Cn of the intake air of the engine 12, when the nitrogen concentration Cn is changed, the optimum fuel consumption line Leng of the engine 12 is changed. For example, as shown in FIG. 7, the optimum fuel consumption line Leng at the time of nitrogen enrichment indicated by a broken line is higher than the optimum fuel consumption line Leng at the normal nitrogen time indicated by a solid line, and the engine torque is higher. It has been changed to the low torque side of Te. Therefore, in the continuously variable transmission state of the transmission 17, as shown in FIG. 7, the engine operating point Peng is set to a point a that satisfies the target engine output Pet on the optimum fuel consumption line Leng of the solid line in the normal nitrogen state. At the time of enrichment, the target engine output Pet is satisfied on the broken optimal fuel consumption line Leng. Thus, the engine operating point Peng is changed with equal power that satisfies the target engine output Pet between normal nitrogen and nitrogen enrichment.

  By the way, when the engine operating point Peng is changed with equal power and the change of the engine rotational speed Ne or the change of the engine torque Te is restricted due to some limitation, the engine operating point Peng cannot be changed with equal power. there is a possibility. For example, when the transmission 17 is in the stepped speed change state, the engine rotation speed Ne is fixed with respect to the rotation speed of the drive wheels 14 by the gear stage formed by the transmission 17. When the engine rotational speed Ne is fixed to the rotational speed indicated by the alternate long and short dash line in FIG. 7, if priority is given to satisfying the target engine output Pet, the engine operating point Peng is set to the point c on the alternate long and short dashed line in FIG. However, in consideration of improvement in fuel consumption during nitrogen enrichment, it is desirable to set the engine operating point Peng to the point d in FIG. As described above, when the transmission 17 is in the step-variable shifting state, the engine operating point Peng may not be changed with equal power. If the engine operating point Peng cannot be changed with equal power, the output on the axle 26 (the output of the drive wheels 14 agrees) also changes, which may give the driver a sense of discomfort.

  Therefore, when the output (engine output, engine power) Pe of the engine 12 changes before and after the change of the engine operating point Peng, the electronic control unit 100 uses the change in the engine output Pe as the output of the second rotating machine M2. Compensate at (M2 output, M2 power) Pm2.

  In order to execute the control for compensating the change in the engine output Pe with the M2 output Pm2, the electronic control device 100 includes a vehicle state determination unit, that is, a vehicle state determination unit 104, and a nitrogen concentration determination unit, that is, a nitrogen concentration determination unit. 106 is further provided.

  The vehicle state determination unit 104 outputs a command for controlling an actuator (not shown) to open the bypass valve 60, for example, whether or not the intake air of the engine 12 is bypassing (bypassing) the nitrogen-rich module 56. Judgment based on whether or not.

  The nitrogen concentration determination unit 106 determines the state of the nitrogen concentration Cn in the intake air of the engine 12. Specifically, the nitrogen concentration determination unit 106 acquires the nitrogen concentration Cn of the intake air downstream of the nitrogen enrichment module 56 detected by the nitrogen concentration sensor 62, and whether or not the nitrogen concentration Cn exceeds a predetermined concentration. By determining whether or not, the state of the nitrogen concentration Cn of the intake air of the engine 12 is determined. This predetermined concentration is, for example, a predetermined threshold value for determining that the nitrogen concentration Cn is in a nitrogen enriched state.

  When the vehicle state determination unit 104 determines that the intake air of the engine 12 is bypassing the nitrogen enrichment module 56, the driving state control unit 102 uses the optimum fuel consumption line Leng during normal nitrogen operation to operate the engine. The point Peng is determined, and the engine torque Te and the engine speed Ne are controlled so as to be the engine operating point Peng.

  The operating state control unit 102 changes the engine operating point Peng based on the determination result of the nitrogen concentration Cn state by the nitrogen concentration determination unit 106 so that the engine output Pe does not change. Specifically, the driving state control unit 102 determines that the intake air of the engine 12 is not bypassed the nitrogen enrichment module 56 by the vehicle state determination unit 104 and the nitrogen concentration Cn is predetermined by the nitrogen concentration determination unit 106. When it is determined that the concentration does not exceed, the engine operating point Peng is determined using the optimum fuel consumption line Leng in the normal nitrogen state, and the engine torque Te and the shift of the transmission 17 are set to be the engine operating point Peng. The ratio γT is controlled. On the other hand, the driving state control unit 102 determines that the intake air of the engine 12 is not bypassing the nitrogen enrichment module 56 by the vehicle state determination unit 104 and the nitrogen concentration Cn has a predetermined concentration by the nitrogen concentration determination unit 106. When it is determined that the engine is exceeded, the engine operating point Peng is determined using the optimum fuel consumption line Leng during nitrogen enrichment instead of the optimum fuel consumption line Leng during nitrogen normal. The driving state control unit 102 operates the engine between the engine operating point Peng when using the optimal fuel consumption line Leng during normal nitrogen and the engine operating point Peng when using the optimal fuel consumption line Leng during nitrogen enrichment. When changing the point Peng, the engine operating point Peng is changed so that the engine output Pe does not change (that is, the engine output Pe that becomes the target engine output Pet is maintained). The driving state control unit 102 changes the engine torque Te by controlling the driving state of the engine 12 and changes the engine speed Ne by controlling the gear ratio γT of the transmission 17 so that the engine output Pe does not change. To change the engine operating point Peng. As described above, the change of the engine operating point Peng by the operating state control unit 102 based on the determination result of the state of the nitrogen concentration Cn by the nitrogen concentration determination unit 106 changes the engine 12 according to the state of the nitrogen concentration Cn of the intake air of the engine 12. This is a change to the engine operating point Peng that reduces the amount of fuel consumed.

  The driving state control unit changes the engine rotation speed Ne at a predetermined changing speed in order to prevent the driver from feeling uncomfortable with the change in the driving state of the engine 12 when the engine operating point Peng is changed. . The predetermined change speed is a threshold value that is set in advance as an upper limit value of the change speed of the engine speed that is difficult to give the driver a sense of incongruity due to, for example, a change in the operating state of the engine 12.

  When changing the engine operating point Peng, when the engine output Pe changes before and after the change of the engine operating point Peng due to a predetermined restriction condition, the operating state control unit 102 changes the engine output Pe (= the engine after the change). The output Pe—the engine output Pe before change) is compensated by the M2 output Pm2. When the change amount of the engine output Pe is a negative value, the M2 output Pm2 is increased, and when the change amount of the engine output Pe is a positive value, the M2 output Pm2 is decreased. For example, referring to FIG. 7, when the engine operating speed Peng is set to the point d in FIG. 7 because the engine speed Ne is fixed at the rotational speed indicated by the one-dot chain line in FIG. Since the change is a negative value, the M2 output Pm2 is increased.

  The predetermined restriction condition is a restriction on the engine torque Te or a restriction on the engine rotational speed Ne. The engine rotational speed Ne is limited by, for example, the engine rotational speed Ne fixed with respect to the rotational speed of the drive wheels 14 by the gear stage formed by the transmission 17 when the transmission 17 is switched to the stepped transmission state. It is a limitation by doing. Further, the limitation on the engine torque Te is a limitation for suppressing the generation of a humming noise, for example, using the engine 12 as a vibration source.

  FIG. 8 gives the driver an uncomfortable feeling associated with a change in the engine output Pe when changing the engine operating point Peng in accordance with the main part of the control operation of the electronic control unit 100, that is, the nitrogen concentration Cn of the intake air of the engine 12. FIG. 6 is a flowchart for explaining a control operation for suppressing this, and is repeatedly executed while the engine 12 is in operation. FIG. 9 is an example of a time chart when the control operation shown in the flowchart of FIG. 8 is executed.

  In FIG. 8, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the vehicle state determination unit 104, it is determined whether or not the intake air of the engine 12 bypasses the nitrogen enrichment module 56. Determined. If the determination in S10 is negative, the nitrogen concentration Cn of the intake air downstream of the nitrogen enrichment module 56 detected by the nitrogen concentration sensor 62 is acquired in S20 corresponding to the function of the nitrogen concentration determination unit 106. Next, in S30 corresponding to the function of the nitrogen concentration determination unit 106, it is determined whether or not the nitrogen concentration Cn exceeds a predetermined concentration (threshold value). If the determination in S10 is affirmative or the determination in S30 is negative, in S40 corresponding to the function of the driving state control unit 102, the engine operating point Peng is determined using the optimum fuel consumption line Leng during normal nitrogen. The engine torque Te and the engine speed Ne are controlled so that the engine operating point Peng is determined. That is, when the optimal fuel efficiency line Leng at the normal time of nitrogen is used because it is immediately after the engine 12 is started, the optimal fuel efficiency line Leng at the normal time of nitrogen is not changed, and the engine operating point Peng is not changed as it is. On the other hand, if the determination in S30 is affirmative, in S50 corresponding to the function of the driving state control unit 102, the engine is replaced with the optimum fuel consumption line Leng during nitrogen enrichment instead of the optimum fuel consumption line Leng during nitrogen normal. The operating point Peng is determined, and the engine torque Te and the engine speed Ne are controlled so as to be the engine operating point Peng. When the engine output Pe changes before and after the change in the engine operating point Peng here, the change in the engine output Pe is compensated by the M2 output Pm2.

  In FIG. 9, the traveling state in which the second rotating machine M2 is traveling by the motor is shown before time t1. At this time t1, the bypass valve 60 is open, the intake air of the engine 12 is in a state of bypassing the nitrogen enrichment module 56, and the nitrogen concentration Cn is not increased. The automatic transmission 20 is formed with any gear, but the electric continuously variable transmission 18 is in a continuously variable transmission state, and the entire transmission state of the transmission 17 is a continuously variable transmission state. It is a non-fixed state. In motor running, the engine rotation speed Ne is set to zero rotation speed. When the vehicle speed V increases, the M1 rotation speed Nm1 increases in the negative direction, and the M2 rotation speed Nm2 increases in the positive direction. At this time t1, it is determined that the engine 12 is started, and the engine speed Ne is increased by the M1 torque Tm1 (see time t1−time t2). At that time, the rotating shaft (the transmission member 68 also agrees) of the second rotating machine M2 becomes a reaction force element, and torque is transmitted to the rotating shaft in the negative direction. Therefore, M2 torque Tm2 is added to cancel the torque. The The fuel is ignited at time t2, and then the engine torque Te increases to the positive side (see time t2−time t3). In order to suppress the increase in the engine rotational speed Ne here, the first rotating machine M1 generates a negative torque. On the other hand, the second rotating machine M2 generates negative torque to compensate for transmission of positive torque to the axle 26. During this time, since combustion is not yet stable, the bypass valve 60 is kept open and nitrogen enrichment is not performed. At time t3, the engine 12 is completely started, and the engine 12 is controlled so as to reach a predetermined engine operating point Peng without nitrogen enrichment (normal nitrogen state) (see time t3−time t4). Since the engine rotational speed Ne is constant, the M1 rotational speed Nm1 decreases as the M2 rotational speed Nm2 increases as the vehicle speed V increases. The power generated by the first rotating machine M1 is discharged by the second rotating machine M2. At time t4, it is determined that the combustion of the engine 12 is stable, the bypass valve 60 is closed, and nitrogen enrichment is started. Thereafter, the nitrogen concentration Cn is increased (see time t4-time t5). When the nitrogen concentration Cn exceeds a predetermined concentration at time t5, the engine operating point Peng is changed to increase the engine speed Ne and the engine. The torque Te is reduced, and the engine operating point Peng (in a nitrogen-enriched state) is changed to the nitrogen concentration Cn (see time t5 to time t6). Here, the engine operating point Peng is changed while the engine output Pe remains constant. At time t6, for example, because the vehicle speed V is equal to or higher than the determination vehicle speed V1 or the output torque To is equal to or higher than the determination output torque T1, the transition of the electric continuously variable transmission 18 to the stepped transmission state is started. It is shown that. In the transition to the stepped shift state due to the engagement of the brake B0, the M1 torque Tm1 is increased in the negative direction, and the M1 rotation speed Nm1 is changed to the zero rotation speed (see the time point t6 to the time point t7). Along with this, the engine speed Ne decreases. Since the engine output Pe is made equal power, the engine torque Te increases. Further, the inertia torque is transmitted onto the rotating shaft of the second rotating machine M2 as the rotational speed decreases, so that the M2 torque Tm2 is compensated so that it is not transmitted to the axle 26. The time point t7 indicates that the transition of the electric continuously variable transmission 18 to the stepped transmission state is completed and the transmission state of the entire transmission 17 is set to a fixed state that is a stepped transmission state. Since the transmission 17 is fixed and the engine rotational speed Ne is fixed with respect to the rotational speed of the drive wheels 14, the engine operating point Peng is nitrogen-enriched while the engine output Pe is maintained at an equal power. Deviates from the optimum fuel consumption line Leng in the state. Therefore, at the time point t7, the engine operating point Peng is changed so that the engine torque Te is decreased to be on the optimum fuel consumption line Leng in the nitrogen enriched state. The decrease in the engine output Pe due to the decrease in the engine torque Te with respect to the engine output Pe for maintaining the equal power is compensated by taking the electric power from the battery 30 and discharging it in the second rotating machine M2. ing.

  As described above, according to this embodiment, the engine operating point Peng is changed based on the determination result of the state of the intake nitrogen concentration Cn of the engine 12, so that an appropriate value according to the state of the intake nitrogen concentration Cn is obtained. The engine operating point Peng can be used. At this time, since the engine operating point Peng is changed so that the engine output Pe does not change, it is possible to prevent the driver from feeling uncomfortable. In addition, when the engine operating point Peng is changed so that the engine output Pe does not change, if the engine output Pe changes before and after the change of the engine operating point Peng due to a predetermined restriction condition, the change in the engine output Pe is Since it is compensated by the M2 output Pm2, the change in the output on the axle 26 is suppressed with respect to the change in the engine output Pe. Therefore, when changing the engine operating point Peng according to the nitrogen concentration Cn of the intake air of the engine 12, it is possible to suppress the driver from feeling uncomfortable with the change in the engine output Pe.

  Further, according to this embodiment, when the engine operating point Peng is changed by changing the engine torque Te and the engine speed Ne so that the engine output Pe does not change, the engine torque Te is limited or the engine speed Ne is changed. When the engine output Pe changes before and after the change of the engine operating point Peng due to the restriction, the change in the engine output Pe is compensated by the M2 output Pm2, so that the output on the axle 26 with respect to the change in the engine output Pe. It is possible to suppress the driver from feeling uncomfortable with the change in the engine output Pe.

  Further, according to the present embodiment, when the engine operating point Peng is changed so that the engine output Pe does not change, the engine speed is changed by the gear stage formed in the transmission 17 when switched to the stepped speed change state. When the engine output Pe changes before and after the change of the engine operating point Peng due to the restriction due to the speed Ne being fixed with respect to the rotational speed of the drive wheel 14, the change in the engine output Pe is compensated by the M2 output Pm2. Therefore, the change in the output on the axle 26 is suppressed with respect to the change in the engine output Pe.

  Further, according to this embodiment, since the engine speed Ne is changed at a predetermined change speed when the engine operating point Peng is changed, the engine speed Ne is sensitively reacted to the nitrogen concentration Cn of the intake air of the engine 12. Fluctuation is suppressed. Thereby, it can suppress giving a driver the uncomfortable feeling accompanying the change of the driving | running state of the engine 12. FIG.

  Further, according to the present embodiment, the change of the engine operating point Peng based on the determination result of the state of the nitrogen concentration Cn reduces the fuel consumption of the engine 12 according to the state of the intake air nitrogen concentration Cn. Since this is a change to the engine operating point Peng, the engine operating point Peng optimum for fuel efficiency can be used.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the first embodiment, the engine speed Ne is limited to the rotational speed of the drive wheel 14 in the stepped speed change state of the transmission 17 as a restriction on the engine speed Ne under a predetermined restriction condition when changing the engine operating point Peng. The limitation due to being fixed is illustrated. In the present embodiment, as a limitation of the engine rotation speed Ne, a limitation when the transmission 17 is in a continuously variable transmission state is exemplified.

  For example, when the engine rotational speed Ne is increased by changing the engine operating point Peng during traveling of the vehicle in which the gear stage of the automatic transmission 20 is formed, the M2 rotational speed Nm2 is fixed with respect to the rotational speed of the drive wheels 14. Therefore, the M1 rotation speed Nm1 is increased (see the collinear diagram in FIG. 5). At this time, the higher the engine speed Ne after the change or the lower the vehicle speed, the lower the M2 rotational speed Nm2, so that the M1 rotational speed Nm1 is made higher than the engine rotational speed Ne. Higher rotation of the first rotating machine M1 is not preferable in consideration of NV (noise / vibration), durability, and the like. Therefore, the limitation on the engine rotation speed Ne is a limitation caused by suppressing the high rotation of the first rotating machine M1. Here, the upper limit of the engine rotational speed Ne is set so that the M1 rotational speed Nm1 does not increase.

  Further, when the engine speed Ne is decreased by changing the engine operating point Peng during traveling of the vehicle in which the gear stage of the automatic transmission 20 is formed, the M2 rotational speed Nm2 is fixed with respect to the rotational speed of the drive wheels 14. Therefore, the M1 rotation speed Nm1 is reduced (see the collinear diagram in FIG. 5). At this time, the lower the engine speed Ne after the change or the higher the M2 rotational speed Nm2 due to the higher vehicle speed, the higher the rotational speed of the pinion gear P0, which is one of the rotating members of the power distribution mechanism 66, is M2 rotations. It is made higher than the speed Nm2. Increasing the rotation of the pinion gear P0 leads to an increase in the differential rotation speed between the rotation speed of the pinion gear P0 and the rotation speed of the carrier CA0 (that is, the engine rotation speed Ne), and considering NV (noise / vibration), durability, etc. It is not preferable. Therefore, the limitation on the engine rotational speed Ne is a limitation by suppressing the high rotation of the pinion gear P0. Here, the lower limit of the engine rotational speed Ne is set so that the rotational speed of the pinion gear P0 does not increase.

  When the operating state control unit 102 changes the engine operating point Peng so that the engine output Pe does not change, before the engine operating point Peng is changed, the engine speed is set as a limit of the engine speed Ne under a predetermined limiting condition. The upper limit of Ne and the lower limit of the engine speed Ne are calculated. The operating state control unit 102 sets the upper limit of the engine rotational speed Ne to be lower as the M2 rotational speed Nm2 is lower so as to suppress the higher rotation of the first rotating machine M1. Further, the operation state control unit 102 sets the lower limit of the engine rotation speed Ne higher as the M2 rotation speed Nm2 is higher so as to suppress the high rotation of the pinion gear P0. When the upper limit of the engine rotation speed Ne and the lower limit of the engine rotation speed Ne are set, only the engine rotation speed Ne is limited when the engine operating point Peng is changed, so the engine rotation speed Ne is a value of the upper limit. Alternatively, the engine operating point Peng is a lower limit value and the engine torque Te is a value on the optimum fuel consumption line Leng. Therefore, when the engine operating point Peng is changed, the operating state control unit 102 determines whether the engine output Pe is changed before and after the engine operating point Peng is changed according to predetermined limiting conditions (the upper limit of the engine speed Ne and the lower limit of the engine speed Ne). In the case of a change, the change in the engine output Pe is compensated by the M2 output Pm2.

  FIG. 10 gives the driver an uncomfortable feeling associated with a change in the engine output Pe when changing the engine operating point Peng according to the main part of the control operation of the electronic control unit 100, that is, the nitrogen concentration Cn of the intake air of the engine 12. FIG. 6 is a flowchart for explaining a control operation for suppressing this, and is repeatedly executed while the engine 12 is in operation. FIG. 10 shows an embodiment different from FIG. FIG. 11 is an example of a time chart when the control operation shown in the flowchart of FIG. 10 is executed.

  The flowchart of FIG. 10 is mainly different from the flowchart of FIG. 8 in that step S45 is provided. This difference will be mainly described. In FIG. 10, first, S10 is executed. If the determination in S10 is negative, S20 is executed, and then S30 is executed. When the determination at S10 is affirmed or when the determination at S30 is negative, S40 is executed. On the other hand, if the determination in S30 is affirmative, in S45 corresponding to the function of the operation state control unit 102, the upper limit of the engine rotation speed Ne and the engine rotation speed Ne are set as the limitation of the engine rotation speed Ne in the predetermined restriction condition. A lower limit is calculated. Next, S50 is executed.

  The time chart of FIG. 11 is different from the time chart of FIG. 9 in that the transition of the electric continuously variable transmission 18 to the stepped transmission state is not started at time t6, and the electric continuously variable transmission 18 is also after time t6. The stepless speed change state is continued, and the increase in the engine rotation speed Ne is restricted by the upper limit of the engine rotation speed Ne set by the NV (noise / vibration) requirement at time t6. Mainly different. In FIG. 11, after the time t6, the engine operating point Peng is changed to be on the optimum fuel consumption line Leng while the upper limit of the engine rotational speed Ne is applied, so the engine torque Te is reduced. Accordingly, the M1 torque Tm1 is also reduced. In this change of the engine operating point Peng, the engine output Pe is insufficient due to the decrease in the engine torque Te, and the shortage is compensated by the second rotating machine M2.

  As described above, according to the present embodiment, when the engine operating point Peng is changed so that the engine output Pe does not change, the limitation by suppressing the high rotation of the pinion gear P0 included in the power distribution mechanism 66, or When the engine output Pe changes before and after the change of the engine operating point Peng due to the restriction by suppressing the high rotation of the first rotating machine M1, the change in the engine output Pe is compensated by the M2 output Pm2. The change in the output on the axle 26 is suppressed with respect to the change in the engine output Pe. Further, the deterioration of NV (noise / vibration) is suppressed, the deterioration of the durability of the pinion gear P0 is suppressed, or the deterioration of the durability of the first rotating machine M1 is suppressed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the case where the engine output Pe is changed in the change of the engine operating point Peng when the optimum fuel consumption line Leng at the time of normal nitrogen is changed to the optimum fuel consumption line Leng at the time of nitrogen enrichment is illustrated. Although the invention has been described, even if the engine output Pe is changed in changing the engine operating point Peng when the optimum fuel consumption line Leng at the time of nitrogen enrichment is changed to the optimum fuel consumption line Leng at the time of nitrogen normality, Can be applied.

  In the above-described embodiment, the nitrogen concentration determination unit 106 acquires the nitrogen concentration Cn of the intake air of the engine 12 based on the detection value of the nitrogen concentration sensor 62. However, the present invention is not limited to this mode. For example, since the nitrogen concentration Cn of the intake air varies depending on the supercharging pressure Pchg or the opening degree of the bypass valve 60, the nitrogen concentration determination unit 106 determines whether the supercharging pressure Pchg, the open / close state of the bypass valve 60, and / or the bypass valve 60. The nitrogen concentration Cn of the intake air of the engine 12 may be acquired based on the actual value or the command value of the opening. Further, the nitrogen concentration determination unit 106 determines whether or not the nitrogen concentration Cn exceeds the predetermined concentration to determine the state of the nitrogen concentration Cn in the intake air of the engine 12, but the present invention is not limited to this mode. For example, a plurality of predetermined concentrations having different numerical values may be provided in stages, and the state of the nitrogen concentration Cn in the state of nitrogen enrichment may be divided into a plurality. In this case, different optimal fuel consumption lines Leng at the time of nitrogen enrichment, which are determined in advance, are used for each of the plurality of nitrogen concentration Cn states. Further, the state of the nitrogen concentration Cn may not be divided stepwise according to the predetermined concentration, but the value of the nitrogen concentration Cn itself may be set to the state of the nitrogen concentration Cn. In this case, the optimum fuel consumption line Leng at the time of nitrogen enrichment is changed according to the value of the nitrogen concentration Cn, and the engine operating point Peng is changed accordingly.

  Further, in the above-described embodiment, the predetermined restriction condition when changing the engine operating point Peng may be a restriction on the engine rotation speed Ne for removing the engine rotation speed Ne from a resonance region that increases a booming noise or the like. .

  In the above-described embodiment, the operating state control unit 102 compensates for the change in the engine output Pe with the M2 output Pm2, but does not compensate for all the change, but compensates for a part of the change. It may be.

  Further, in the above-described embodiment, as shown in FIG. 7, the engine speed Ne is changed to the high rotation side and the engine torque Te is set to the low torque side with respect to the optimum fuel consumption line Leng (see the solid line) at the time of normal nitrogen. Although the optimum fuel consumption line Leng (refer to the broken line) at the time of nitrogen enrichment is illustrated, it is not limited to this mode. For example, as shown in FIG. 12, the optimal fuel consumption line Leng at the time of nitrogen enrichment indicated by a broken line is lower than the optimal fuel consumption line Leng at the normal time of nitrogen indicated by a solid line, and the engine torque is low. In some cases, Te is changed to the high torque side. In this case, in the continuously variable transmission state of the transmission 17, as shown in FIG. 12, the engine operating point Peng is a point a that satisfies the target engine output Pet on the optimum fuel consumption line Leng of the solid line at the normal time of nitrogen, When the nitrogen is enriched, the target engine output Pet is satisfied on the broken optimal fuel consumption line Leng, and the engine operating point Peng is changed with equal power that satisfies the target engine output Pet. Further, when the engine operating point Peng is to be changed with equal power, for example, the engine rotational speed Ne is fixed to the rotational speed indicated by the one-dot chain line in FIG. If the lower limit value of the engine rotational speed Ne is set to the rotational speed indicated by the alternate long and short dash line, if priority is given to satisfying the target engine output Pet, the engine operating point Peng may be set to the point c. However, considering the improvement in fuel efficiency when nitrogen is enriched, it is desirable to set the engine operating point Peng to the point d. When the engine operating point Peng is set to the point d in FIG. 12, the change amount of the engine output Pe becomes a positive value, so the M2 output Pm2 is decreased. Further, the rotational speed when the engine rotational speed Ne is fixed as a result of the transmission 17 being in the stepped speed change state is not necessarily the rotational speed between the points a and b in FIG. For example, the rotational speed indicated by the two-dot chain line in FIG. Such an embodiment is the same as in FIG.

  In S45 of the flowchart of FIG. 10 in the above-described embodiment, the upper limit of the engine rotational speed Ne and the lower limit of the engine rotational speed Ne are calculated as the predetermined limiting conditions. In addition to or instead of this, NV (noise / noise The upper limit of the engine torque Te based on the requirement of (vibration) may be calculated.

  In the above-described embodiment, the transmission 17 is exemplified as a transmission that constitutes a part of the power transmission path between the engine 12 and the drive wheel 14, but the present invention is not limited to this. For example, the transmission 17 includes the electric continuously variable transmission 18 and the automatic transmission 20 in series, but it is sufficient that at least the electric continuously variable transmission 18 is included. If the embodiment of the first embodiment is executed, the electric continuously variable transmission 18 only needs to include at least one of the brake B0 and the clutch C0. If the embodiment of the above-described second embodiment is executed, the electric continuously variable transmission 18 does not include the brake B0 and the clutch C0, and may not be able to be switched to the stepped transmission state. Moreover, the transmission 112 with which the vehicle 110 as shown in FIG. 13 was equipped may be sufficient. In FIG. 13, a vehicle 110 is a hybrid vehicle including an engine 12 and a rotating machine M. The vehicle 110 includes a power transmission device 114 provided in a power transmission path between the engine 12 and the drive wheels 14. In the case 116, the power transmission device 114 includes a clutch K0, a torque converter 118, a transmission 112 as a mechanical transmission mechanism, and the like in order from the engine 12 side. The pump impeller 118a of the torque converter 118 is connected to the engine 12 via the clutch K0 and is directly connected to the rotating machine M. The turbine impeller 118b of the torque converter 118 is directly connected to the transmission 112. In the power transmission device 114, the power of the engine 12 and / or the power of the rotating machine M is supplied to the clutch K0 (when the power of the engine 12 is transmitted), the torque converter 118, the automatic transmission 112, the differential gear 24, the axle 26, and the like. The signals are transmitted to the drive wheels 14 sequentially. The transmission 112 is a stepped transmission such as a planetary gear automatic transmission. In such a vehicle 110, the limitation on the engine rotation speed Ne is a limitation due to the engine rotation speed Ne being fixed with respect to the rotation speed of the drive wheels 14 by the gear stage formed by the transmission 112. By applying the present invention to such a vehicle 110, when changing the engine operating point Peng so that the engine output Pe does not change, the engine speed Ne is driven by the gear stage formed by the transmission 112. When the engine output Pe changes before and after the change of the engine operating point Peng due to the limitation due to being fixed to the rotational speed of 14, the change in the engine output Pe is compensated by the output Pm of the rotating machine M Therefore, the change in the output on the axle 26 is suppressed with respect to the change in the engine output Pe. If the embodiment of the second embodiment is executed, the transmission 112 may be a known continuously variable transmission (CVT), for example. As described above, the transmission that forms part of the power transmission path between the engine 12 and the drive wheels 14 may be any transmission that can change the engine rotational speed Ne. In short, the engine 12, the transmission that forms part of the power transmission path between the engine 12 and the drive wheels 14, the rotating machine that is coupled to the power transmission path so as to be able to transmit power, and the intake air of the engine 12 The present invention can be applied to any vehicle provided with a nitrogen concentration changing device 54 that changes the nitrogen concentration Cn. In the vehicle 110, the torque converter 118 is used as the fluid transmission device, but other fluid transmission devices such as a fluid coupling having no torque amplification action may be used. Further, the torque converter 118 may not necessarily be provided, or may be replaced with a simple clutch. Further, the clutch K0 is not necessarily provided.

  In the above-described embodiment, the nitrogen concentration changing device 54 is exemplified as the nitrogen concentration changing device that changes the nitrogen concentration Cn of the intake air of the engine 12, but the present invention is not limited thereto. For example, the nitrogen concentration changing device may be an EGR device 120 as shown in FIG. In FIG. 14, the engine 12 includes an EGR device 120 that recirculates a part of the exhaust gas flowing through the exhaust passage 34 to the intake passage 32 at a low pressure instead of the nitrogen concentration changing device 54 shown in FIG. 2. The EGR device 120 includes an EGR passage 122, an EGR cooler 124, and an EGR valve 126. The EGR passage 122 connects the exhaust passage 34 downstream of the start converter 46 and upstream of the aftertreatment device 48 and the intake passage 32 upstream of the compressor wheel 36 and downstream of the electronic throttle valve 50. Through this EGR passage 122, the exhaust gas is recirculated at a low pressure. The amount of exhaust gas recirculated is adjusted by the opening amount of the EGR valve 126. The engine 12 is supplied with intake air whose oxygen concentration is lowered by the EGR device 120 (that is, the nitrogen concentration Cn is increased). Thereby, for example, the occurrence of knocking in the engine 12 is reduced, or the generation of NOx is suppressed. Thus, the EGR device 120 functions as a nitrogen concentration changing device that changes the nitrogen concentration Cn of the intake air of the engine 12.

  In the above-described embodiment, the power distribution mechanism 66 is a single planetary, but may be a double planetary. Further, the power distribution mechanism 66 includes a difference in which a pinion rotated by the engine and a pair of bevel gears meshing with the pinion are operatively connected to the first rotating machine M1 and the transmission member 68 (second rotating machine M2). A dynamic gear device may be used. Further, the power distribution mechanism 66 has a configuration in which two or more planetary gear units are connected to each other by a part of rotating elements constituting the power distribution mechanism 66, and an engine, a rotating machine, and a driving wheel are respectively connected to the rotating elements of the planetary gear unit. It may be a mechanism coupled so that power can be transmitted.

  In the above-described embodiment, the engine 12 includes the known exhaust turbine supercharger 40. However, the present invention is not limited to this mode. For example, the engine 12 may be an engine with a mechanical supercharger or an engine without a supercharger.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine (internal combustion engine)
14: Drive wheel 17: Transmission 18: Electric continuously variable transmission (electric transmission mechanism)
54: Nitrogen concentration changing device 66: Power distribution mechanism (differential mechanism)
68: Transmission member (output rotating member of electric transmission mechanism)
100: Electronic control device (control device)
102: Driving state control unit 106: Nitrogen concentration determination unit 110: Vehicle 112: Transmission 120: EGR device (nitrogen concentration changing device)
M: rotating machine M1: first rotating machine (differential rotating machine)
M2: Second rotating machine (rotating machine, traveling rotating machine)
P0: Pinion gear (rotary member of the differential mechanism)

Claims (7)

An internal combustion engine, a transmission that forms part of a power transmission path between the internal combustion engine and drive wheels, a rotating machine that is coupled to the power transmission path so as to be able to transmit power, and nitrogen in the intake air of the internal combustion engine In a vehicle provided with a nitrogen concentration changing device for changing the concentration, control of the vehicle comprising an operating state control unit for controlling an operating state of the internal combustion engine, an operating state of the rotating machine, and a transmission gear ratio of the transmission A device,
A nitrogen concentration determination unit for determining a state of nitrogen concentration in the intake air of the internal combustion engine;
The operating state control unit changes the operating point of the internal combustion engine based on the determination result of the nitrogen concentration state by the nitrogen concentration determination unit so that the output of the internal combustion engine does not change,
The operating state control unit, when changing the operating point of the internal combustion engine, if the output of the internal combustion engine changes before and after the change of the operating point of the internal combustion engine due to a predetermined limit condition, The vehicle control device is characterized in that the amount of change is compensated by the output of the rotating machine. The operating state control unit controls the change in torque of the internal combustion engine and the transmission gear ratio by controlling the operating state of the internal combustion engine so that the output of the internal combustion engine does not change. The operating point of the internal combustion engine is changed by changing the rotational speed of the engine,
The vehicle control apparatus according to claim 1, wherein the predetermined restriction condition is a restriction on a torque of the internal combustion engine or a restriction on a rotational speed of the internal combustion engine. The transmission is a stepped transmission,
The limitation on the rotational speed of the internal combustion engine is a limitation caused by the rotational speed of the internal combustion engine being fixed with respect to the rotational speed of the drive wheel by a gear stage formed by the stepped transmission. The vehicle control device according to claim 2. The transmission is a transmission capable of switching between a continuously variable transmission state and a stepped transmission state,
The limitation on the rotational speed of the internal combustion engine is that the rotational speed of the internal combustion engine is fixed with respect to the rotational speed of the drive wheels by a gear stage formed by the transmission when the speed is switched to the stepped speed change state. The vehicle control device according to claim 2, wherein the vehicle control device is a limitation due to the above. The transmission includes a differential mechanism in which the internal combustion engine is connected to transmit power and a differential rotating machine connected to the differential mechanism so as to transmit power. Is an electric transmission mechanism in which the differential state of the differential mechanism is controlled by controlling
The rotating machine is a traveling rotating machine connected to an output rotating member of the electric transmission mechanism so as to be capable of transmitting power,
The limitation on the rotational speed of the internal combustion engine is a limitation by suppressing an increase in the rotation speed of the differential rotating machine, or a limitation by suppressing an increase in the rotation speed of a rotating member included in the differential mechanism. The vehicle control device according to claim 2, wherein the vehicle control device is a vehicle.   The vehicle according to any one of claims 1 to 5, wherein the operating state control unit changes the rotation speed of the internal combustion engine at a predetermined change speed when the operating point of the internal combustion engine is changed. Control device.   The change of the operating point of the internal combustion engine by the operating state control unit based on the determination result of the nitrogen concentration state by the nitrogen concentration determination unit is the fuel of the internal combustion engine according to the state of the nitrogen concentration of the intake air of the internal combustion engine The vehicle control device according to any one of claims 1 to 6, wherein the control point is a change to an operating point of the internal combustion engine that reduces consumption.

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