JP4893586B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device that properly performs a control of the power transmission device while suppressing a hunting or the like of a control amount, in a driving device for vehicle provided with an internal combustion engine and a power transmission device capable of using types of fuel. <P>SOLUTION: If a fuel type K<SB>F</SB>is changed, a driving state control means 124 changes an operating point, if a control compatibility of an engine 8 associated with the change of the fuel type K<SB>F</SB>is completed, depending on the result of the control compatibility. Accordingly, an engine torque T<SB>E</SB>or the like is not changed by the control compatibility of the engine 8 during changing process of the engine operating point or after change of the engine operating point. Further, from the relationship with the control compatibility of the engine 8, an occurrence of hunting in a control where the engine operating point is changed, and the need to change the engine operating point again after the change of the engine operating point is avoided. Therefore, the control of a power transmission device 10 for changing the engine operating point can be properly performed. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a control device for a vehicle drive device, and relates to a technique for obtaining good fuel consumption performance according to the type of fuel when the type of fuel supplied to an internal combustion engine is changed.

2. Description of the Related Art Conventionally, there is a control device for a vehicle drive device that includes an internal combustion engine such as an engine that can use a plurality of types of fuel, and a power transmission device that includes a transmission that transmits the output of the internal combustion engine to drive wheels. Are known. For example, this is the control device for a vehicle drive device disclosed in Patent Document 1. The control device for a vehicle drive device disclosed in Patent Document 1 includes a control for switching a fuel type used in the internal combustion engine and a control for changing a power transmission state such as a shift control of the power transmission device. After starting the control for changing the power transmission state, the control for switching the fuel type was started. Alternatively, the control for switching the fuel type is started after the control for changing the power transmission state is completed.
Japanese Patent Laid-Open No. 2003-39987 JP 2005-264762 A

  In the control device for a vehicle drive device disclosed in Patent Document 1, the control for switching the fuel type and the control for changing the power transmission state may proceed in parallel. In such a case, for example, the fuel When control for switching seeds is performed, the output torque of the internal combustion engine changes, which affects control for changing the power transmission state, for example, shift control. Hunting may occur. Further, even if the control for switching the fuel type is started after the control for changing the power transmission state is completed, the control for switching the fuel type after the control for changing the power transmission state is performed, for example, the output of the internal combustion engine. There is a possibility that the torque is changed and the control for changing the power transmission state again, specifically, the shift control of the power transmission device is executed.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to provide a vehicle drive device including an internal combustion engine that can use a plurality of types of fuel and a power transmission device. An object of the present invention is to provide a control device that appropriately controls the power transmission device while suppressing hunting and the like.

In order to achieve this object, the invention according to claim 1 is a control device for a vehicle drive device comprising: (a) an internal combustion engine capable of using a plurality of types of fuel; and a power transmission device. (B) The operating point of the internal combustion engine is changed by changing the speed ratio of the power transmission device after completion of control adaptation of the internal combustion engine accompanying the change of the fuel type used in the internal combustion engine. .

In the invention according to claim 2 , the control adaptation of the internal combustion engine is that the air-fuel ratio of the internal combustion engine is adjusted so that the component in the exhaust gas of the internal combustion engine becomes a preset target value. It is characterized by.

The invention according to claim 3 is characterized in that the control adaptation of the internal combustion engine is that the ignition timing of the internal combustion engine is adjusted so that a preset target value for knocking of the internal combustion engine is obtained. To do.

According to the first aspect of the present invention, after the completion of control adaptation of the internal combustion engine accompanying the change of the fuel type used in the internal combustion engine, the operating point of the internal combustion engine is changed by changing the speed ratio of the power transmission device. Therefore, the output torque or the like of the internal combustion engine does not change due to control adaptation of the internal combustion engine during the change of the operating point of the internal combustion engine or after the change of the operating point of the internal combustion engine. Therefore, it is possible to avoid the occurrence of hunting in the control in which the operating point of the internal combustion engine is changed or the necessity of changing the operating point again after the operating point is changed. Therefore, the power transmission device can be appropriately controlled to change the operating point of the internal combustion engine.

  Preferably, the operating point of the internal combustion engine is changed according to the result of the control adaptation after completion of the control adaptation of the internal combustion engine accompanying the change of the fuel type used in the internal combustion engine. In this way, the output torque of the internal combustion engine does not change due to the control adaptation of the internal combustion engine during the change of the operating point of the internal combustion engine or after the change of the operating point of the internal combustion engine. The power transmission device can be appropriately controlled to change the operating point of the engine.

Also preferably, the power transmitting state of the power transmission device in accordance with the result of the control adapted after completion of control adaptation of the internal combustion engine due to a change of fuel type used in an internal combustion engine is changed. By doing so, the output torque of the internal combustion engine may change during the change of the power transmission state of the power transmission device or after the change of the power transmission state of the power transmission device due to the control adaptation of the internal combustion engine. Instead, the control for changing the power transmission state of the power transmission device can be appropriately performed.

  Further preferably, the control adaptation of the internal combustion engine is to adjust the air-fuel ratio and / or ignition timing of the internal combustion engine to adapt the internal combustion engine to the changed fuel type.

  Preferably, the completion of the control adaptation of the internal combustion engine means that the control value adjusted by the control adaptation of the internal combustion engine is stable. That is, the adjustment range of the control value is equal to or less than a predetermined determination value that can be regarded as stable. Further, if the control adaptation of the internal combustion engine is to adjust the air-fuel ratio of the internal combustion engine, the air-fuel ratio adjustment range is set to a predetermined air-fuel ratio stability that can be regarded as stable. That is, it is below the judgment value. Further, when the control adaptation of the internal combustion engine is to adjust the ignition timing of the internal combustion engine, a predetermined ignition timing stability determination value that allows the ignition timing adjustment range to be regarded as stable. It became the following.

According to the second aspect of the present invention, the control adaptation of the internal combustion engine means that the air-fuel ratio of the internal combustion engine is adjusted so that the component in the exhaust gas of the internal combustion engine becomes a preset target value. Therefore, the air-fuel ratio is appropriately adjusted according to the fuel type of the internal combustion engine, and the fuel efficiency of the vehicle according to the fuel type of the internal combustion engine can be sufficiently obtained.

According to the invention of claim 3 , the control adaptation of the internal combustion engine is to adjust the ignition timing of the internal combustion engine so that a preset target value of knocking of the internal combustion engine is obtained. The ignition timing of the internal combustion engine is appropriately advanced according to the fuel type of the internal combustion engine, and the output torque of the internal combustion engine is generated according to the fuel type, and the fuel consumption of the vehicle according to the fuel type of the internal combustion engine A sufficient performance can be obtained.

  Preferably, the fuel type is determined when the fuel in the fuel tank provided in the vehicle increases, and the control adaptation of the internal combustion engine is performed. In such a case, the determination is not always performed but is performed as necessary, and the load on the control device can be reduced.

  Preferably, the fuel type is determined when it is detected that a lid for closing a fuel inlet of a fuel tank provided in the vehicle is opened, and control adaptation of the internal combustion engine is performed. In such a case, the determination is not always performed but is performed as necessary, and the load on the control device can be reduced.

  Preferably, the power transmission device is a continuously variable transmission capable of continuously changing the gear ratio.

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

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

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

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

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

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

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

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) can be made differential, that is, non-locked and non-differential, that is, locked. In other words, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that operates as a continuously variable transmission whose gear ratio can be continuously changed. A continuously variable transmission state that can be operated, and a shift state that does not operate an electrical continuously variable transmission, for example, a locked state that locks a change in the gear ratio constant without operating as a continuously variable transmission and without a continuously variable transmission operation. A constant speed change state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed shift operation is not possible. The ratio is functioning as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission having a single stage or multiple stages.

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

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

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

In the power transmission device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially is proportional to each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the power transmission device 10, the differential unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging any of the switching clutch C 0 and the switching brake B 0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the step-shifted state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

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

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

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

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

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

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

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

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

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

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

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

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

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

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

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

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

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

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential enabling state of the differential unit 11, while the engine 8 and the second electric motor M2 The gear ratio γ0 of the differential unit 11 as an electrical continuously variable transmission is controlled by changing the distribution of the driving force and the reaction force generated by the power generation of the first electric motor M1 so as to be optimized. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator pedal operation amount Acc as the driver's required output amount and the vehicle speed V, and the required total target is calculated from the vehicle target output and the charge request value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so that N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate system defined by control parameters and output torque (engine torque) T _E of example the engine rotational speed N _E and the engine 8 Thus, an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance and, for example, a target output ( total target output, determines the target value of the overall speed ratio γT of the power transmission device 10 so that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the required driving force) The gear ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total gear ratio γT is within a changeable range of the gear, for example, 13 to 0.5. Control within the range.

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

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

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque T _OUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

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

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

For example, the engine start / stop control means 66, as indicated by the point a → b of the solid line B in FIG. 7, the accelerator pedal is depressed to increase the required output torque T _OUT and the vehicle state changes from the motor travel region to the engine travel. when the changes to the region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E, a predetermined the engine rotational speed N _{E 'for} example by performing starting of the engine 8 so as to ignite by the ignition device 99 autonomously rotatable engine rotational speed N _E, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal is returned to reduce the required output torque T _OUT and the vehicle state changes from the engine travel region to the motor travel region. In the case of changing to, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine running by the hybrid control means 52 is switched to the motor running. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

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

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

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

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

The switching means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. In other words, the differential state of the power distribution mechanism 16 is selectively switched between the differential enable state (non-locked state) and the non-differential state (locked state). For example, the switching means 50 is indicated by the vehicle speed V and the required output torque T _OUT from the relationship (differential state switching diagram, switching map) indicated by the broken line and the two-dot chain line in FIG. Based on the vehicle state, it is determined whether or not the shift state of the power transmission device 10 (differential unit 11) should be switched, that is, whether the power transmission device 10 is in a continuously variable control region where the power transmission device 10 is in a continuously variable transmission state. Alternatively, it is determined whether the power transmission device 10 is in the stepped control region where the power transmission device 10 is in the stepped speed change state, thereby determining the speed change state of the power transmission device 10 to be switched. The shift state is selectively switched to any one of the stepped shift states.

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

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

  However, when the switching means 50 determines that the power transmission device 10 is in the continuously variable transmission control region for switching the power transmission device 10 to the continuously variable transmission state, the power transmission device 10 as a whole can obtain the continuously variable transmission state. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so that the stepless speed change can be performed by setting the step No. 11 to the stepless speed change state. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series functions as a stepped transmission. At the same time as the driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first, second, third and fourth gears of the automatic transmission unit 20, that is, the transmission member The rotational speed of 18 is changed steplessly, so that each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gears is continuously variable and the power transmission device 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching means 50. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, area determining which of the step-variable control region and the continuously variable control region by the switching means 50 and a vehicle speed V and the output torque T _OUT as a parameter FIG. 3 is a differential state switching diagram (differential state switching map, relationship) stored in advance. In addition, you may memorize | store beforehand in the memory | storage means 56 as a shift map including this differential state switching diagram. The differential state switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. It may be a switching line.

The shift diagram, the differential state switching diagram, the driving force source switching diagram, or the like is not a map, but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, an output torque T _OUT and a judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching means 50 sets the power transmission device 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching means 50 places the power transmission device 10 in the stepped gear shift state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the determination output torque T1.

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

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and is not only the driving torque or driving force at the driving wheels 38, but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T _{OUT of} the automatic transmission unit 20, the required driving force, etc. May be an estimated value. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the power transmission device 10 is in the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the power transmission device 10 is in the stepless speed change state at the high speed travel. Is set to be. The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with a reduced maximum energy output.

As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle velocity region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

As a result, for example, when the vehicle is traveling at low to medium speed and at low to medium power, the power transmission device 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the actual vehicle speed V is equal to the determination vehicle speed V1. In high-speed running exceeding this, the power transmission device 10 is in a stepped speed change state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the power transmission device 10 is set to a stepped transmission state in which it operates as a stepped transmission, and mechanical power transmission is exclusively performed. The region in which the output of the engine 8 is transmitted to the drive wheels 38 through the route to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle, and the first motor M1 should generate electricity. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or the vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E accompanying the upshift in the stepped automatic transmission cars can enjoy.

  As described above, the differential portion 11 (power transmission device 10) of the present embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state). The shift state to be switched by the differential unit 11 is determined based on the state, and the differential unit 11 is selectively switched between the continuously variable transmission state and the stepped transmission state. In this embodiment, the hybrid control means 52 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop control means 66 controls the engine 8. Starts or stops.

Here, when the engine 8 is an internal combustion engine which can use plural kinds of fuels, the engine 8 is basically has a gasoline as fuel, in which the fuel type K _F is changed, for example, gasoline fuel In some cases, ethanol is mixed in a certain ratio. The characteristics of the engine 8 is changed in such a case, the operating point indicating the operating state of the engine 8 in a two-dimensional coordinate whose coordinate axes and the engine rotational speed N _E and engine torque T _E (engine operating point) needs to be selected in consideration of the transmission efficiency characteristics and power transmission device 10 of the fuel type K _F after the change the engine 8 and the like for the improvement of fuel economy.

Therefore, if the fuel type K _F used in the engine 8 is changed, if in particular ethanol is mixed with the fuel of the engine 8, optimize the fuel efficiency of the hybrid vehicle on the fuel type K _F Control is executed. Hereinafter, the control operation will be described.

Returning to FIG. 6, the fuel supply determination unit 110 determines whether or not the fuel in the fuel tank 70 of the hybrid vehicle has increased. If increased fuel in the fuel tank 70, the fuel type K _F used in the engine 8 is changed, specifically because never mixing ratio of ethanol is changed. Specifically, whether or not the fuel in the fuel tank 70 has increased is determined, for example, by a signal from the fuel gauge 72 that detects the amount of oil in the fuel tank 70. Further, when the fuel is supplied to the fuel tank 70, the fuel inlet cover 74 for closing the fuel inlet of the fuel tank 70 is opened. If it is detected that the fuel tank 70 is opened, it may be determined that the fuel in the fuel tank 70 has increased.

Since the transmission member 18, the first electric motor M1, and the engine 8 are connected via the differential planetary gear device 24, the power transmission device 10 that is running on the engine is in a continuously variable transmission state (differentiable state). to the rotating transmission member 18 at a predetermined rotational speed in some cases, the reaction force torque opposing the engine torque T _E is outputted from the first electric motor M1. Therefore, it is possible to determine the engine torque T _E when the reaction torque Motomare. Accordingly, the torque detection means 112 detects the engine torque T _E by the reaction torque of the first electric motor M1. More specifically, the torque detection means 112 outputs the output torque T _M1 (the first reaction motor M1) that is the reaction torque based on the current value supplied to the first electric motor M1 obtained from the control amount given to the inverter 58. Hereinafter, “first motor torque T _M1 ” is detected, and engine torque T _E is calculated based on the first motor torque T _M1 , gear ratio ρ0, and the like. For example, when the engine torque T _E and the first electric motor torque T _M1 are not 0 but balanced, that is, in a steady running state, the engine torque T _E is calculated by the following equation (1). Incidentally, the right-hand there is a minus sign in equation (1) whereas the engine torque T _E is the direction of the first electric motor torque T _M1 is because reverse.
T _E = −T _M1 × (1 + ρ0) / ρ0 (1)

Fuel type change determination unit 114 determines whether the fuel type K _F on the basis of a change in the relationship between the engine torque T _E and the accelerator opening Acc detected by the torque detection means 112 is changed. For example when the fuel type K _F of the engine 8 is changed to ethanol mixed fuel and gasoline and ethanol are mixed gasoline will be described with reference to FIG. Figure 8 is a graph showing the relationship between the engine torque T _E and the accelerator opening Acc in the case of using the gasoline fuel, in FIG. 8 relative to the basic characteristics indicated by a thick solid line in FIG. 8 it has been considered in the power transmission device 10 in the permissible dispersion range relationship between the engine torque T _E and the accelerator opening Acc may vary. When the fuel type K _F is changed, specifically, when the fuel type K _F supplied to the engine 8 is changed from gasoline to the ethanol mixed fuel, the engine torque T _E is calculated from the basic characteristics. And the accelerator opening degree Acc are deviated. Fuel type change determination unit 114, the basic properties such as gasoline only prestores a characteristic in the case of the fuel, the engine torque T _E and the accelerator opening Acc detected by the torque detection means 112 of FIG. 8 The fuel type K _F is determined to be changed from gasoline to the above ethanol mixed fuel, when the relationship is deviated beyond a predetermined range that takes into account variations in gasoline properties and the like with respect to the above basic characteristics, a determination affirming that the fuel type K _F is changed.

A quantity relationship deviates from the actual engine torque T _E and the accelerator opening Acc to said basic characteristic, the relationship between the fuel types K _F i.e. the mixing ratio of ethanol is obtained in advance by experiment or the like, fuel type determination It means 116 stores in advance the relationship between the fuel type K _F and the engine torque T _E obtained by the experiment or the like. The fuel type determining means when the fuel type change determination unit 114 makes a determination affirming that the fuel type K _F is changed 116, fuel type on the basis of the engine torque T _E that is detected by the torque detection means 112 K _F , specifically, the mixing ratio of ethanol is estimated and determined. Detail say the fuel type determining unit 116, fuel type K _F based on the amount of the relationship between the engine torque T _E and the accelerator opening Acc is shifted with respect to the basic _{characteristics,} the specifically mixing ratio of ethanol Guess and discriminate. In the description of this embodiment, the mixing ratio of ethanol is the ratio of the mass of ethanol to the total mass of fuel unless otherwise specified.

The internal combustion engine control adapting means 118 includes an air-fuel ratio adjusting means 120 for adjusting the air-fuel ratio A / F of the engine 8 and an ignition timing adjusting means 122 for adjusting the ignition timing _TIG of the engine 8, and a fuel type change determining means. 114 If an affirmative determination, like components in the exhaust gas of the engine 8 is preset target value a _AF, also the target value a _IG of knocking of the engine 8 which is set in advance The fuel type K used for combustion of the engine 8 determined by the fuel type determination means 116 is adjusted by adjusting control values (physical values) such as the air-fuel ratio A / F of the engine 8 and the ignition timing _{TIG so} as to be obtained. The control adaptation of the engine 8 is performed to adapt the engine 8 to _F.

More specifically, when the fuel type change determination means 114 makes a positive determination, the air-fuel ratio adjustment means 120 determines the components in the exhaust gas of the engine 8 as the control adaptation of the engine 8. For example, the air-fuel ratio A / F of the engine 8 is adjusted so that oxygen becomes a preset target value _AAF, for example, zero. Here, the fact that the component in the exhaust gas of the engine 8 becomes the preset target value _AAF means, for example, that there is no excess or deficiency of fuel in the combustion of the engine 8. Therefore, specifically, the air-fuel ratio adjusting means 120 is based on a signal from an oxygen sensor that detects the concentration of oxygen as a component in the exhaust gas (mass ratio in the exhaust gas; hereinafter referred to as “oxygen concentration”). Then, the fuel injection amount or the fuel injection time is changed so that the oxygen concentration becomes zero, which is the target value A _AF , without remaining fuel so that the oxygen concentration approaches the target value A _AF by feedback control. To adjust the air-fuel ratio A / F. Further, when the fuel type change determination unit 114 makes a positive determination, the ignition timing adjustment unit 122 obtains a preset target value A _IG for knocking of the engine 8 as the control adaptation of the engine 8. The ignition timing _TIG of the engine 8 is adjusted. Specifically, the ignition timing adjusting means 122 advances the ignition timing T _IG of the engine 8 to the limit within a range where knocking of the engine 8 does not occur by feedback control based on a signal from a knock sensor that detects knocking of the engine 8. The ignition timing _TIG is adjusted so as to make the angle. For example, when a predetermined amount of ethanol is mixed with gasoline, the octane number of the fuel tends to increase. When the octane number increases, knocking is less likely to occur, so that the ignition timing _{TIG of the} engine 8 is advanced (advanced). is adjusted, the engine torque T _E will be shifted in a direction becomes large when the accelerator opening Acc is constant.

Then, when the control adaptation of the engine 8 due to the change of the fuel type K _F used in the engine 8 is completed, the internal combustion engine control adaptation means 118 outputs to the drive state control means 124 described later that the control adaptation is completed. To do. For example, adjusting the width of the air-fuel ratio A / F in the feedback control the air-fuel ratio adjusting means 120 adjusts the air-fuel ratio A / F, the air-fuel ratio A / F after the change of fuel type K _F is predetermined regarded as stable air-fuel ratio becomes less stable determination value, and adjusting the width of the ignition timing T _IG in feedback control ignition timing adjusting means 122 adjusts the ignition timing T _IG is, the ignition timing T _IG after the change of fuel type K _F is if it becomes less stable ignition timing stability determining value predetermined to be regarded as a, the internal combustion engine control adaptation means 118 determines that the control adaptation of the engine 8 due to a change of fuel type K _F is completed.

The drive state control unit 124 includes an operation condition determination unit 126 that determines the operation conditions of the engine 8 and the power transmission device 10. When the fuel type change determination unit 114 makes a positive determination, the internal combustion engine control adaptation unit 118. from when the control adaptation of the engine 8 due to a change of fuel type K _F receives an output indicative of the completion, it changes the power transmitting state of the power transmission device 10 according to the result of the control adaptation of the engine 8 Change the operating point (hereinafter referred to as “engine operating point”).

To explain the execution contents of the drive state control means 124 described above in detail, fuel type change determination unit 114 is control of the engine 8 due to a change of fuel type K _F from the internal combustion engine control adaptation means 118 in the case of an affirmative determination first, when receiving an output indicating a match is completed, the operating condition determining means 126, the optimum fuel consumption curve depending on the mixing ratio of ethanol to the determined fuel type K _F specifically by the fuel type determining unit 116 Change (determine) and update (fuel economy map). For example, the above optimum fuel consumption curve is a solid line L _G and the broken line L _ET depicted in the graph of FIG. Here, the solid line L _G in FIG. 9 (A) exemplifies the optimum fuel consumption curve in the case where only gasoline as fuel, the broken line L _ET of FIG. 9 (B) ethanol is mixed predetermined amounts to gasoline FIG. 9A shows an optimum fuel consumption rate curve, and the broken line in FIG. 9A is an optimum fuel consumption rate curve in which the broken line _LET in FIG. As can be seen from FIGS. 9 (A) and 9 (B), when gasoline is mixed with ethanol, the octane number of the fuel tends to increase. The engine efficiency is improved and the optimum fuel efficiency curve is shifted in the direction in which the engine speed _NE is lowered. The optimum fuel consumption rate curve is changed by, for example, obtaining the optimum fuel consumption rate curve corresponding to the mixing rate of ethanol in advance through experiments or the like, and according to the response, the driving condition determining means 126 performs control according to the mixing rate of ethanol. The optimum fuel consumption rate curve (fuel consumption map) of the engine 8 after the completion of the adaptation is selected and performed.

Further, when ethanol is mixed with gasoline fuel, the ignition timing of the engine 8 is controlled to be advanced, and the engine rotational speed _NE and engine torque T under certain operating conditions are controlled as shown by the arrows in FIG. The relationship with _E moves to higher horsepower as the mixing ratio of ethanol to gasoline increases. Therefore, even if the fuel type change determination unit 114 receives an output indicating that the control match is completed engine 8 due to a change of fuel type K _F from the internal combustion engine control adaptation means 118 in the case of an affirmative determination The operating condition determining means 126 is a fuel type K _F discriminated by the fuel type discriminating means 116, specifically, the driving power source switching diagram (driving power source map) as shown in FIG. 7 according to the mixing ratio of ethanol. ) And the differential state switching diagram (differential state switching map) for switching the differential state of the power distribution mechanism 16 between the differential state and the non-differential state is changed (determined) and updated. For example, the driving force source switching diagram and the differential state switching diagram corresponding to the mixing ratio of ethanol have been obtained in advance by experiments or the like. According to the correspondence, the operating condition determining means 126 selects and executes the driving force source switching diagram and the differential state switching diagram of the engine 8 after the completion of the control adaptation according to the mixing ratio of ethanol. Here, the driving force source switching diagram and the differential state switching diagram selected by the operating condition determining means 126 in relation to the mixing ratio of ethanol will be described with reference to FIG. Figure 11 (A) is the same as that in FIG. 7, FIG. 11 (B) is shifted in the direction shown 11 the determining vehicle speed V1 and the upper output-torque limit T1 of the (A) the arrows AR ₁ and arrow AR _2, and a motor the drive area is a diagram obtained by reducing in the direction indicated by the arrow AR ₃ or arrow AR _5. Operating condition determining means 126 when fuel type K _F is only gasoline selects the driving force source switching diagram and a differential state switching diagram shown in FIG. 11 (A), fuel type K _F ethanol mixture If it is fuel, as the mixing ratio of ethanol to gasoline increases, determining vehicle speed V1 as shown by the arrow AR ₁ is determined output torque T1 as shown by an arrow AR ₂ shifted to the low speed side is shifted to the low torque side differential state switching diagram, and the boundary line (solid line a) is a lower vehicle speed between the motor drive region and the engine drive region as shown by the arrow AR ₃ or arrow AR _5, the drive that was shifted to the low-torque direction Select the power source switching diagram. The driving force source switching diagram and the differential state switching diagram as shown by the arrows AR _{1 to} AR ₅ may be shifted continuously or stepwise.

Operation of the optimum fuel consumption curve (fuel economy map), the driving force source switching diagram and the engine 8 and the power transmission device 10 such as a differential-state switching diagram of the operating condition determining means 126 fuel type K _F after the change the engine 8 after updating the condition, drive state control means 124, system efficiency optimum point to be operated at the highest efficiency the whole drive system vehicle according to and the vehicle running state fuel type K _F including the engine 8 and the power transmission device 10 Is calculated. Here, _(power unit fuel consumption per: kWh / g) fuel consumption efficiency eta _E of the engine 8 if you want to the maximum engine operating point along the optimum fuel consumption curve of fuel type K _F after the change the engine 8 for sufficient if the engine 8 is driven, but that with the change of fuel type K _F, changing the engine operating point along with the optimum fuel consumption curve of fuel type K _F after the change the engine 8 as, for example, Assuming that the differential state of the power distribution mechanism 16 is controlled and the total gear ratio γT is changed from γ _A1 to γ _A2 as shown in the transmission efficiency diagram of FIG. 12, the transmission efficiency (power transmission efficiency) of the power transmission device 10 is changed. ) Η _TR may decrease. That is, in order for the entire vehicle drive system to be operated at the highest efficiency, the engine operating point is set so that the system efficiency η _SYS, which is the product of the fuel consumption efficiency η _E and the transmission efficiency η _TR , is maximized. Need to be selected. Therefore, specific driving state control means 124, the fuel consumption map and the prestored power as shown in FIG. 12 as in FIG. 9, which is determined according to a control adapted result of fuel type K _F after the change the engine 8 from the transfer efficiency diagram showing the relationship between the total speed ratio γT of the transmission device 10 and the transmission efficiency eta _TR, determine system efficiency optimum point of the overall vehicle drive device system efficiency eta _SYS is maximum. Further, the fuel type K _F specifically allowed to previously obtained and stored in the drive state control means 124 as a map or the like based on the relationship between the mixing ratio and the system efficiency optimum point of ethanol, for example, experiments, the driving state control means 124 it may be obtained system efficiency optimum point based on the fuel type K _F after the change and the map or the like.

Then, the drive state control means 124 after obtaining the system efficiency optimum point, so that the entire vehicle drive device in the system efficiency optimum point is operated, i.e., control of the engine 8 which was completed after fuel type K _F Change In accordance with the result of the adaptation, the total transmission ratio γT, which is one of the power transmission states of the power transmission device 10, is changed to change the engine operating point. The change of the total gear ratio γT of the power transmission device 10 is basically performed by controlling the first electric motor M1 when the power distribution mechanism 16 (differential unit 11) is in a differential state and controlling the differential unit 11. The transmission ratio γ0 is changed. When the automatic transmission unit 20 is changed, the transmission efficiency curve moves in parallel as shown by the two-dot chain line in FIG. 12, so that the changed total transmission ratio γT is the same. also the speed ratio the ratio of the differential portion 11 and automatic transmission portion 20 with the shifting of the automatic shifting portion 20 may be different in order to improve the transmission efficiency eta _TR.

Further, since after fuel type K _F changes the operating condition determining means 126 updates the driving force source switching diagram and a differential state switching diagram as shown in FIG. 11 (A) (B), the drive state control means 124 , according to the driving force source switching diagram and a differential state switching diagram after the update, i.e. in accordance with the result of the control adaptation of the engine 8 is completed after fuel type K _F changes, the first power transmitting state of the power transmission device 10 The switching state 50 is switched (changed) by the switching means 50 or the driving force source is switched so that the traveling state of the hybrid vehicle is motor traveling or engine traveling.

In detail the execution contents of the drive state control means 124 for changing the operating point of change the power transmission state of the power transmission device 10 the engine 8 according to the result of the control adaptation of the engine 8 is completed after fuel type K _F Change As above. When the fuel type change determination unit 114 makes a negative determination, the driving condition determination unit 126 updates the driving conditions of the engine 8 and the power transmission device 10 such as the optimum fuel consumption rate curve (fuel consumption map). without drive state control means 124, not possible to change the engine operating point by fuel type K _F.

  The torque detection means 112, fuel type change determination means 114, fuel type determination means 116, internal combustion engine control adaptation means 118, air-fuel ratio adjustment means 120, ignition timing adjustment means 122, drive state control means 124, and operating condition determination means 126 May be executed regardless of the determination of the fuel supply determination means 110, but is executed only when the fuel supply determination means 110 makes a positive determination in order to reduce the control load of the electronic control unit 40.

Figure 13 is a flowchart for explaining the control operation essential part i.e. with the change of fuel type K _F engine operating point of the control operation of the electronic control device 40 is changed, for example, of very few msec to several tens msec It is executed repeatedly with a short cycle time.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the fuel supply determination unit 110, it is determined whether or not the fuel in the fuel tank 70 of the hybrid vehicle has increased, and the determination is affirmative. In this case, that is, when the fuel in the fuel tank 70 increases, the process proceeds to SA2, and when the determination is negative, the control operation of this flowchart ends. Specifically, whether or not the fuel in the fuel tank 70 has increased is determined, for example, by a signal from the fuel gauge 72 that detects the amount of oil in the fuel tank. Further, when the fuel is supplied to the fuel tank 70, the fuel inlet lid 74 of the fuel tank 70 is opened. Therefore, when it is detected that the fuel inlet lid 74 is opened, the fuel tank 70 is opened. It may be determined that the amount of fuel has increased.

In SA2 corresponding to the torque detection means 112, the first motor torque T _M1 which is the reaction torque is detected based on the current value supplied to the first motor M1 obtained from the control amount given to the inverter 58, the first electric motor torque T _M1, the engine torque T _E is calculated based on the gear ratio ρ0 like. Specifically, when the engine torque T _E and the first electric motor torque T _M1 are not 0 but balanced, that is, in a steady running state, the engine torque T _E is calculated by the above equation (1).

In SA3 corresponding to the fuel type change determination unit 114 and the fuel type determining unit 116, a relationship between the engine torque T _E and the accelerator opening Acc is calculated in SA2, the positive determination at SA1 is made and the relationship between the front of the engine torque T _E and the accelerator opening Acc is compared, whether fuel type K _F on the basis of the difference has been changed is determined. For example, in the case where the fuel type K _F before the positive determination is made in SA1 is gasoline, the basic characteristic in FIG. 8 is stored in advance as a characteristic when only gasoline is used as fuel, and is stored in SA2. If the relationship between the calculated engine torque T _E and the accelerator opening Acc is shifted beyond a predetermined range in consideration of variations in characteristics such as gasoline with respect to the basic characteristics of FIG. 8 Te is ethanol mixed is determined to be, fuel type K _F a determination is made affirming that it has been changed. Then, when the determination is affirmative, the amount of the relationship between the engine torque T _E and the accelerator opening Acc is calculated in SA2 is shifted with respect to the basic characteristics, fuel type K _F i.e. The mixing ratio of ethanol is estimated and determined. For example, the amount that the relationship is deviated from the actual engine torque T _E and the accelerator opening Acc to said basic characteristic, the relationship between the mixing ratio of ethanol is obtained by the experiment or the like is obtained in advance by experiment or the like If the relationship is stored in advance, the mixing ratio of ethanol can be estimated based on the relationship.

If a negative determination is made in SA3, i.e., in SA4 if fuel type K _F has not been changed, not the engine operating point is changed by fuel type K _F.

If a positive determination is made at SA3, i.e., in SA5 corresponding to the air-fuel ratio adjusting means 120 when the fuel type K _F is changed, the signal from the oxygen sensor for detecting oxygen concentration in the exhaust gas The fuel injection amount or the fuel injection time is preferably set so that the oxygen concentration is close to the target value _AAF by feedback control, and preferably the fuel does not remain and the oxygen concentration becomes zero, which is the target value _AAF. The air-fuel ratio A / F is adjusted by changing. Then, the process proceeds from SA5 to SA6.

In SA6 corresponding to the ignition timing adjusting means 122, based on a signal from a knock sensor for detecting knocking of the engine 8, advances the ignition timing T _IG of the engine 8 to the limit in the range where knocking of the engine 8 is not generated by a feedback control The ignition timing _TIG is adjusted so as to make an angle. Then, the process moves from SA6 to SA7.

In SA7, the optimum fuel consumption curve of fuel type K _F after the change the engine 8 (fuel economy map), the operating conditions of the engine 8 and the power transmission device 10 such as a driving power source switching diagram and a differential state switching diagram is It is determined updated according to the result of the control adaptation of the engine 8 is completed after fuel type K _F changes. Then, the fuel type K _F after the change the engine 8 controlled adaptation results of the overall speed ratio γT of the power transmission device 10 which is stored in advance as determined fuel efficiency map and Figure 12 and the transmission efficiency eta _TR in accordance with the Based on the transmission efficiency diagram showing the relationship, the system efficiency optimum point of the entire vehicle drive device that maximizes the system efficiency η _SYS is calculated and determined. Then, the process proceeds from SA7 to SA8.

In SA8, so that the entire vehicle drive device in system efficiency optimum point obtained above SA7 are operated, i.e. in accordance with the result of the control adaptation of the engine 8 is completed after fuel type K _F changes, the power transmission apparatus The total gear ratio γT, which is one of the ten power transmission states, is changed, and the engine operating point is changed. Further, since the driving force source switching diagram and the differential state switching diagram are updated in SA7, according to the updated driving force source switching diagram and the differential state switching diagram, that is, the fuel type K _{F is} changed. The differential state of the power distribution mechanism 16 that is one of the power transmission states of the power transmission device 10 is switched according to the result of the control adaptation of the engine 8 that is completed later, or the traveling state of the hybrid vehicle is the motor traveling state or The driving force source is switched so that the engine runs. SA4, SA7, and SA8 correspond to the drive state control means 124. The SA7 corresponds to the operating condition determining means 126.

According to this embodiment, the engine 8 with the case where the fuel species change determination unit 114 has a positive determination, that is, from the internal combustion engine control adaptation means 118 when the fuel type K _F is changed to change the fuel type K _F The driving state control means 124 changes the engine operating point according to the result of the control adaptation when receiving the output indicating that the control adaptation is completed, so that the engine operating point is being changed or after the engine operating point is changed. The engine torque _TE or the like does not change due to the control adaptation of the engine 8, and hunting occurs in the control in which the engine operating point is changed in relation to the control adaptation of the engine 8, or the engine operating point The need to change the engine operating point again after the change is avoided. Therefore, the control of the power transmission device 10 for changing the engine operating point can be appropriately performed.

According to the embodiment, after the control adaptation of the engine 8 due to a change of fuel type K _F used in the engine 8 is completed, the drive state control means 124 obtains the system efficiency optimum point, in that system efficiency optimum point in correspondence, i.e. according to the result of the control adaptation of the engine 8 is completed after fuel type K _F change, to change the overall speed ratio γT of the power transmission device 10, so changing the engine operating point, fuel type after the change The entire vehicle drive device is operated at a high system efficiency η _SYS according to K _F , and fuel efficiency can be improved.

According to the embodiment, if the fuel type change determination unit 114 has a positive determination, with the change of fuel type K _F from the internal combustion engine control adaptation means 118 when namely fuel type K _F is changed engine The drive state control means 124 changes the power transmission state such as the total gear ratio γT of the power transmission device 10 according to the result of the control adaptation when receiving the output indicating that the control adaptation of 8 is completed. without engine torque T _E and the like is changed by controlling adaptation of the engine 8 after the power transmission state change of the power transmission state change in or the power transmission device 10 of the transmission device 10, the relationship between the control adaptation of the engine 8 Thus, hunting occurs in the control in which the power transmission state of the power transmission device 10 is changed, or the power transmission state needs to be changed again after the power transmission state is changed. It is avoided that or cause. Therefore, the control for changing the power transmission state of the power transmission device 10 can be appropriately performed.

According to the embodiment, if the fuel type change determination unit 114 has a positive determination, the overall speed of the power transmitting apparatus 10 after the completion of the control adaptation of the engine 8 due to a change of fuel type K _F used in the engine 8 Since the ratio γT is changed, the engine 8 is adapted to control the engine 8 while the total transmission ratio γT of the power transmission device 10 is being changed (during shift control) or after the total transmission ratio γT of the power transmission device 10 is changed (after the shift). The torque _TE or the like does not change, and hunting occurs in the control (shift control) in which the total transmission ratio γT of the power transmission device 10 is changed in relation to the control adaptation of the engine 8, or the total shift described above. It is possible to avoid the necessity of changing (changing) the total transmission ratio γT again after changing the ratio γT (after shifting). Therefore, control for changing the total speed ratio γT of the power transmission device 10, in other words, speed change control can be appropriately performed.

According to the embodiment, if the fuel type change determination unit 114 has a positive determination, the differential of the power distribution mechanism 16 after the completion of the control adaptation of the engine 8 due to a change of fuel type K _F used in the engine 8 since the state is switched, without the engine torque T _E and the like is changed by controlling adaptation of the engine 8 to after switching of the differential state of the power distributing mechanism 16 of the differential state of being switched or power distributing mechanism 16, the engine Therefore, it is possible to avoid the occurrence of hunting in the control in which the differential state of the power distribution mechanism 16 is switched or the necessity of switching the differential state again after switching the differential state. Is done. Therefore, control for switching the differential state of the power distribution mechanism 16 can be appropriately performed.

Further, according to the present embodiment, when the fuel type change determination means 114 makes a positive determination, the air-fuel ratio adjustment means 120 is preset with components in the exhaust gas of the engine 8 as the control adaptation of the engine 8. The air-fuel ratio A / F of the engine 8 is adjusted so that the target value A _AF is obtained. More specifically, the air-fuel ratio adjusting means 120 preferably retains fuel so that the oxygen concentration approaches the target value _AAF by feedback control based on a signal from an oxygen sensor that detects the oxygen concentration in the exhaust gas. Without changing the fuel injection amount or the fuel injection time, the air-fuel ratio A / F is adjusted so that the oxygen concentration becomes zero, which is the target value _AAF . Thus, depending on the fuel type K _F of the engine 8 is properly adjusted air-fuel ratio A / F of the engine 8, it is possible to obtain a fuel species K _F fuel efficiency of the hybrid vehicle in accordance with the engine 8 sufficiently.

Further, according to the present embodiment, when the fuel type change determination unit 114 makes a positive determination, the ignition timing adjustment unit 122 sets the target value A for knocking the engine 8 that is set in advance as the control adaptation of the engine 8. The ignition timing _TIG of the engine 8 is adjusted so that _IG is obtained. Specifically, the ignition timing adjusting means 122 advances the ignition timing T _IG of the engine 8 to the limit within a range where knocking of the engine 8 does not occur by feedback control based on a signal from a knock sensor that detects knocking of the engine 8. The ignition timing _TIG is adjusted so as to make the angle. Therefore, the engine torque T _E corresponding to the fuel type K _F is generated properly angular ignition timing T _IG advances of the engine 8 according to the fuel type K _F of the engine 8, the fuel type K _F of the engine 8 The fuel efficiency of the corresponding hybrid vehicle can be sufficiently obtained.

According to the embodiment, determination of fuel type K _F of the engine 8 when the fuel in the fuel tank 70 has increased is made, control adaptation of the engine 8 is implemented. Further, when it is detected that the fuel inlet lid 74 is opened, it may be determined that the fuel in the fuel tank 70 has increased. Therefore, the determination is not always performed but is performed as necessary, and the load on the control device can be reduced.

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

For example, in the above embodiment, as a specific example of a change of fuel type K _F, although scene fuel type K _F is changed to the ethanol mixed fuel from gasoline is mainly used, changing the fuel type K _F is The fuel type K _F may be changed from the ethanol mixed fuel to gasoline, or the ethanol mixing ratio of the ethanol mixed fuel may be changed. More, fuel type K _F used in the engine 8 is not limited to the gasoline and the ethanol blended fuel, for example fuel type K _F is may be composed mainly of light oil, a hydrogen May be. Also, the fuel consumption map of the engine 8, the direction in which the operating conditions of the engine 8 and the power transmission device 10 such as a driving power source switching diagram and a differential state switching diagram is changed by changing the fuel type K _F is before and after the change fuel different from each other depending on the species _{K F.}

  In the above-described embodiment, the control of the hybrid vehicle is described. However, the present invention is also applied to a normal vehicle using only the engine 8 as a driving force source. Therefore, a configuration without the first electric motor M1 and / or the second electric motor M2 can be considered.

In the above-described embodiment, it is specifically described that the air-fuel ratio A / F of the engine 8 and the ignition timing _TIG are adjusted as the control adaptation of the engine 8, but the control adaptation of the engine 8 is these. The control values (air-fuel ratio A / F, ignition timing T _IG ) related to the engine 8 are not limited to adjustment.

  In the above-described embodiment, the power transmission state of the power transmission device 10 is exemplified by the total gear ratio γT of the engine 8 and the differential state of the power distribution mechanism 16, but what is the power transmission state of the power transmission device 10? It is not necessarily limited to those illustrated.

  In the above-described embodiment, the power transmission device 10 includes the differential unit as the first transmission unit and the automatic transmission unit 20 as the second transmission unit. However, only one of the configurations can be considered.

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

  In the above-described embodiment, in the power transmission device 10, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. M1 may be connected to the second rotation element RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotation element RE3 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 38, but the differential unit 11 is connected next to the automatic transmission unit 20. The order of connection may be used. In short, the automatic transmission unit 20 may be provided so as to constitute a part of a power transmission path from the engine 8 to the drive wheels 38.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT or a transmission unit that functions as a manual transmission. Good.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected through, for example, a gear, a belt, or the like, and does not need to be disposed on a common axis. .

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the vehicle drive device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle drive device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle drive device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, and power transmission An example of a differential state switching diagram stored in advance as a basis for determining whether to change the gear shift state of the device, and a pre-stored boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of the made driving force source switching diagram, Comprising: It is also a figure which shows each relationship. Is a graph showing the relationship between the engine torque T _E and the accelerator opening Acc in the case of using gasoline as a fuel supplied to the engine provided in the vehicle drive device of FIG. FIG. 2 is a graph illustrating an optimal fuel consumption rate curve expressed in an orthogonal coordinate system with engine rotation speed and engine torque as coordinate axes in the vehicle drive device of FIG. 1, and the upper stage (A) uses only gasoline as fuel. The lower part (B) shows a case where a predetermined amount of ethanol is mixed with gasoline. In the vehicle drive device of FIG. 1, it is a figure for demonstrating the change of an engine torque when the fuel kind used with an engine is changed from gasoline to ethanol mixed fuel. In the vehicle drive device of FIG. 1, how the driving force source switching diagram and the differential state switching diagram of FIG. 7 are changed when the fuel type used in the engine is changed from gasoline to ethanol mixed fuel. a diagram for explaining how, FIG 11 (a) is the same as that in FIG. 7, FIG. 11 (B) Fig. 11 (a) of the determining vehicle speed V1 and the upper output-torque limit T1 arrows AR ₁ and arrow FIG. 6 is a diagram in which the motor travel region is shifted in the direction indicated by arrows AR _{3 to} AR ₅ while being shifted in the direction indicated by AR ₂ . FIG. 2 is a transmission efficiency diagram showing an example of a relationship between transmission efficiency and a gear ratio in the vehicle drive device of FIG. 1. It is a flowchart explaining the control operation | movement in which an engine operating point is changed with the change of the principal part of the control action of an electronic controller, ie, a fuel kind.

Explanation of symbols

8: Engine (internal combustion engine) 10: Power transmission device 11: Differential part (electrical differential part) 16: Power distribution mechanism (differential mechanism)
40: Electronic control device (control device) 50: Switching means M1: First motor (differential motor)
γT: Total gear ratio (speed ratio) K _F : Fuel type A / F: Air-fuel ratio T _IG : Ignition timing

Claims (3)

A control device for a vehicle drive device comprising an internal combustion engine capable of using a plurality of types of fuel and a power transmission device,
After the completion of control adaptation of the internal combustion engine accompanying the change of the fuel type used in the internal combustion engine, the operating point of the internal combustion engine is changed by changing the speed ratio of the power transmission device. Control device for the device. 2. The vehicle drive according to claim 1, wherein the control adaptation of the internal combustion engine is adjusting an air-fuel ratio of the internal combustion engine so that a component in exhaust gas of the internal combustion engine becomes a preset target value. Control device for the device. The control of the vehicle drive device according to claim 1, wherein the control adaptation of the internal combustion engine is adjusting an ignition timing of the internal combustion engine so that a preset target value of knocking of the internal combustion engine is obtained. apparatus.

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