JP7063190B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device including an engine having a filter for capturing particulate matter contained in exhaust gas.

A vehicle comprising an engine and a stepped transmission that is arranged to form part of a power transmission path between the engine and drive wheels and is capable of establishing multiple gears with different gear ratios. It has been known. The device described in Patent Document 1 is an example thereof, and automatically switches the gear stage of the stepped speed change unit according to a shift request based on a shift map or the like. On the other hand, it is known that the exhaust system of the engine is provided with a filter for capturing particulate matter such as PM (Particulate Matter) contained in the exhaust gas. The apparatus described in Patent Documents 2 to 4 is an example thereof, and when the amount of particulate matter captured is large, the engine is controlled so that the captured particulate matter is easily burned from the filter. Various techniques have been proposed for removing and regenerating particulate matter. Further, in Cited Document 2, when the amount of particulate matter becomes too large, a warning display or the like indicating that maintenance is necessary is displayed at a maintenance shop or the like.

Japanese Unexamined Patent Publication No. 2017-194103 Japanese Unexamined Patent Publication No. 2016-183575 Japanese Unexamined Patent Publication No. 2017-141791 JP-A-2017-66992

By the way, although it is not yet known, the engine is controlled so that the particulate matter captured by the filter can be easily burned while the vehicle is running, based on the forced regeneration request by the technical staff at the maintenance shop or the like. When a forced regeneration mode for forced regeneration is provided, the engine is controlled in a special control mode different from the usual one in the forced regeneration mode. Therefore, the input torque to the stepped transmission unit may change, and a shift shock may occur at the time of shifting of the stepped transmission unit. That is, in the shift control of the stepped speed change unit, for example, the engagement release control of the friction engagement device, the engagement torque (hydraulic pressure, etc.), the engagement release timing, etc. are determined based on the input torque, so that the input torque. When is changed, a shift shock may occur.

The present invention has been made in the background of the above circumstances, and an object thereof is that when the filter is forcibly regenerated by running in the forced regeneration mode, regardless of the special engine control for forced regeneration. The purpose is to prevent the occurrence of shift shock.

In order to achieve such an object, the first invention constitutes (a) an engine having a filter for capturing particulate matter contained in exhaust gas, and a part of a power transmission path between the engine and a drive wheel. It is applied to a vehicle provided with a stepped speed change unit which is arranged so as to be able to establish a plurality of gear stages having different gear ratios, and (b) gears of the stepped speed change unit while the vehicle is running. In a vehicle control device having a shift control unit that automatically switches gears according to a shift request based on the operating state of the vehicle, (c) particulate matter captured by the filter based on an artificial forced regeneration request. It has a filter regeneration control unit that executes a forced regeneration mode for forcibly regenerating the filter while the vehicle is traveling by controlling the engine so as to facilitate combustion while the vehicle is traveling (d). ) The filter regeneration control unit prohibits the shift control unit from shifting the stepped gear while the forced regeneration mode is being executed, and maintains the gear stage at a predetermined fixed gear stage. It is characterized by.

According to the second invention, in the vehicle control device of the first invention, (a) the stepped transmission unit can establish a gear stage of three or more speeds having different gear ratios, and (b) the fixed gear stage. Is one or a plurality of intermediate gears excluding the lowest gear with the maximum gear ratio and the fastest gear with the smallest gear ratio.

According to the third aspect of the present invention, in the vehicle control device of the first invention or the second invention, the filter regeneration control unit stops the vehicle and selects a P range for parking even after the forced regeneration mode ends. It is characterized in that the fixed gear stage is maintained until the above.

A fourth aspect of the invention is a vehicle control device according to any one of the first to third inventions, wherein (a) the shift control unit learns a shift control value so that a shift is performed with a target shift characteristic. (B) The filter regeneration control unit is characterized in that it prohibits the shift learning unit from learning the shift control value while the forced regeneration mode is being executed.

The fifth invention is in the control device of the vehicle according to any one of the first invention to the fourth invention, (a) the vehicle continuously changes the rotation speed of the engine by torque control of a differential rotary machine. It is equipped with an electric stepless speed change unit that transmits to the stepped speed change unit, and (b) establishes a plurality of simulated gear stages in which the gear ratio of the rotation speed of the engine to the output rotation speed of the stepped speed change unit is different. (C) The simulated stepped control unit has one or a plurality of gears for each of the plurality of gears of the stepped speed change unit. A simulated gear is assigned, and the simulated gear is automatically switched according to a shift request based on the operating state of the vehicle. (D) The filter regeneration control unit has the simulated gear during execution of the forced regeneration mode. It is characterized in that the speed change of the simulated gear stage by the step control unit is limited to the range assigned to the fixed gear stage.

A sixth aspect of the invention is the vehicle control device of the first to fifth inventions, in which the forced regeneration mode increases the fuel injection amount of the engine, enriches the air-fuel ratio, retards the ignition timing, and the engine rotation speed. It is characterized in that the lower limit value is increased, the engine output is limited, and one or more of the fuel cuts are used in combination.

In such a vehicle control device, the forced regeneration mode is executed while the vehicle is running based on an artificial forced regeneration request by a dealer or the like, so that the filter particles are controlled by a special engine control for forced regeneration. The substance is removed by combustion, and the filter can be easily regenerated simply by running the vehicle. Moreover, during the execution of the forced regeneration mode, the gear stage of the stepped transmission unit is maintained at a predetermined fixed gear stage, so that a shift shock may occur due to a change in input torque due to special engine control. There is no.

In the second invention, since the fixed gear stage is an intermediate gear stage, high-speed running is possible while ensuring a predetermined starting performance, and the filter is efficiently regenerated in a short time by performing continuous operation on a highway or the like. can do. In high-speed running in the intermediate gear stage, the engine rotation speed becomes relatively high and the temperature rises, which is also convenient for the forced regeneration process of the filter that burns and removes particulate matter.

In the third invention, even if the forced reproduction mode ends, the stepped transmission is maintained in the fixed gear until the vehicle stops and the P range for parking is selected. Therefore, the fixed gear is maintained while the vehicle is running. By releasing the maintenance of the gears and shifting gears, it is possible to prevent the driving force from suddenly changing to cause acceleration, deceleration, or the like.

The fourth invention is a case where the shift learning unit that learns the shift control value so that the shift is performed with the target shift characteristic is provided, and the shift control value is learned by the shift learning unit during the execution of the forced reproduction mode. Since it is prohibited, it is possible to prevent erroneous learning of the shift control value due to special engine control when the stepped shift unit is erroneously shifted when the forced reproduction mode is executed.

The fifth invention includes an electric continuously variable transmission unit that continuously changes the rotation speed of the engine and transmits the transmission to the stepped transmission unit, and the gear ratio of the engine rotation speed to the output rotation speed of the stepped transmission unit is A plurality of different simulated gears can be established, and one or a plurality of simulated gears are assigned to each of the plurality of gears of the stepped transmission, and are assigned to the fixed gears even during the execution of the forced regeneration mode. It is permissible to switch the simulated gear stage within the range. Therefore, the vehicle speed range in which the vehicle can travel at an appropriate engine rotation speed is widened, and driving in the forced regeneration mode becomes easy. Since the speed change of the electric continuously variable transmission changes the engine rotation speed by the torque control of the differential rotary machine, the simulated gear stage is switched while suppressing the shift shock regardless of the change of the input torque due to the special engine control. be able to.

The sixth invention is to increase the fuel injection amount of the engine, enrich the air-fuel ratio, retard the ignition timing, increase the lower limit of the engine rotation speed, limit the engine output, and use one or more of the fuel cuts in combination. Since the forced playback mode is executed, the filter can be played back properly.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the vehicle to which this invention is applied, and is also a figure explaining the main part of the control function and the control system for various control in a vehicle. It is an engagement operation table explaining a plurality of AT gear stages of the mechanical stepped transmission part exemplified in FIG. 1, and an engagement device for establishing them. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric type continuously variable transmission part and a mechanical type stepped speed change part. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. On the same collinear diagram as in FIG. 3, it is a figure exemplifying a simulated gear stage established by an AT gear stage of a mechanical stepped speed change section and an electric stepless speed change section. It is a figure explaining an example of the shift map used for the shift control of the AT gear stage and the simulated gear stage. It is a flowchart which specifically explains the GPF forced reproduction processing executed by the GPF forced reproduction control unit of FIG. This is an example of a time chart for explaining changes in the state of each part when the GPF forced reproduction process is performed according to the flowchart of FIG. 7.

The engine is an internal combustion engine that generates power by burning fuel, and is a gasoline engine, a diesel engine, or the like. A GPF (Gasoline Particulate Filter) or a DPF (Diesel Particulate Filter) is provided in an exhaust pipe or the like as a filter. The present invention is applied to an engine-driven vehicle having only an engine as a power source, but can also be applied to a hybrid vehicle having a traveling electric motor in addition to the engine. As the stepped transmission unit, for example, a planetary gear type or parallel shaft type transmission in which a plurality of gear stages are established depending on the engagement release state of the plurality of friction engaging devices is preferably used. The shift control unit that switches the gear stage of the stepped speed change unit is configured to automatically switch the gear stage according to a predetermined shift condition based on, for example, the driving state of the vehicle. In addition to the shift control, manual shift control for switching gears according to the shift instruction of the driver may be performed. The shift condition of the automatic shift control is a shift map defined by using the driving state such as the accelerator operation amount and the vehicle speed representing the driver's acceleration request as parameters.

For example, an artificial forced regeneration request is made using a forced regeneration request tool prepared separately from the vehicle, but even if a switch or the like provided on the vehicle can be operated to make a forced regeneration request. good. The forced regeneration request tool is, for example, a tool such as a personal computer installed in a maintenance shop of a dealer (dealer), and can request forced regeneration of a filter by wire or wirelessly from the filter regeneration control unit of a vehicle control device. Is. By mechanically operating the forced regeneration request unit provided in the vehicle using a tool that is a forced regeneration request tool, various modes such as requesting the filter regeneration control unit to perform forced regeneration of the filter are possible. Is. The forced regeneration mode is a particulate matter captured by the filter, such as increasing the fuel injection amount of the engine, enriching the air-fuel ratio, retarding the ignition timing, increasing the lower limit of the engine speed, limiting the engine output, and fuel cutting. Various engine controls can be adopted to facilitate combustion while the vehicle is running.

The filter regeneration control unit is configured to, for example, determine whether or not forced regeneration of the filter is necessary, and when it is determined that forced regeneration is necessary, a warning device warns the user to prompt for forced regeneration. The warning device is a warning display, a warning sound generator, or the like, and gives a warning by lighting or blinking a warning lamp or the like, or by generating a warning sound. Whether or not forced regeneration is necessary can be determined, for example, by whether or not the pressure difference between the front and rear of the filter is equal to or greater than a predetermined determination value, but it can also be determined based on the vehicle condition such as the mileage of the vehicle and the engine operating time. .. It is also possible to check whether forced regeneration is necessary at the time of periodic inspection of the vehicle without giving a warning, and to execute the forced regeneration mode if necessary.

When the stepped transmission has a gear stage of 3rd speed or higher, it is desirable that the intermediate gear stage is a fixed gear stage, but it is also possible to use the lowest speed gear stage or the highest speed gear stage as a fixed gear stage. It is also possible to use a stepped speed change unit with two speeds. When the forced regeneration mode ends, for example, it is desirable to maintain the fixed gear stage until the vehicle stops and the P range for parking is selected, but when the vehicle stops, the maintenance of the fixed gear stage is released. Is also good. Further, in the case of manual shift control, even if the vehicle is running, the maintenance of the fixed gear stage may be canceled immediately when the forced reproduction mode ends. Even in the automatic transmission control, the maintenance of the fixed gear stage may be canceled immediately when the forced regeneration mode ends even if the vehicle is running, for example, when the operating state of the vehicle is suitable for the fixed gear stage. .. It is also possible to unconditionally release the maintenance of the fixed gear stage when the forced regeneration mode ends.

When the shift control unit that controls the shift of the stepped shift unit includes a shift learning unit that learns the shift control value so that the shift is performed with the target shift characteristic, the shift learning unit determines the shift control unit during the execution of the forced reproduction mode. Although shift learning may be prohibited, it is not always necessary to prohibit shift learning by the shift learning unit because the stepped shift unit is basically prohibited from shifting while the forced reproduction mode is being executed. The target shift characteristic is a target value of the shift characteristic such as the required shift time and the rate of change of the input rotation speed due to the shift, and the shift learning unit is involved in the shift according to the deviation from the target value, for example. It is configured to learn the shift control value such as the engagement pressure command value of the coupling device and the change timing of the engagement pressure.

The present invention is suitably applied to a vehicle provided with an electric continuously variable transmission unit and a simulated continuously variable transmission unit, but is also applied to a vehicle not provided with an electric continuously variable transmission unit and a simulated continuously variable transmission unit. obtain. A vehicle having an electric continuously variable transmission or a mechanical continuously variable transmission that continuously changes gears without establishing a simulated gear stage, and a power transmission path in which the continuously variable transmission is between the continuously variable transmission and the wheels. It can be applied to various vehicles such as vehicles arranged in. It is equipped with an electric stepless speed change unit and a simulated stepped control unit, and when one or more simulated gear stages are assigned to each of a plurality of gear stages of the stepped speed change unit, it is fixed even during execution of the forced reproduction mode. It is desirable to be able to switch the simulated gear in the range assigned to the gear, but it is also possible to switch the simulated gear in a wider shift range than usual, and the simulated gear is also constant. Various aspects are possible, such as being maintained in a fixed simulated gear stage.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram for explaining a schematic configuration of a vehicle drive device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. Is. In FIG. 1, the vehicle drive device 12 is electrically arranged in series on a common axis in an engine 14 that functions as a power source for traveling and a transmission case 16 as a non-rotating member attached to a vehicle body. It is provided with a continuously variable transmission unit 18 and a mechanical stepped speed change unit 20 and the like. The electric continuously variable transmission 18 is directly or indirectly connected to the engine 14 via a damper or the like (not shown). The mechanical stepped speed change unit 20 is connected to the output side of the electric type stepless speed change unit 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. I have. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2, which will be described later, is transmitted to the mechanical stepped speed change unit 20, and the mechanical stepped speed change unit 20 sends the differential gear device 24 and the like. It is transmitted to the left and right drive wheels 28 included in the vehicle 10 via the vehicle 10. The vehicle drive device 12 is suitably used for, for example, an FR (= front engine / rear drive) type vehicle that is vertically installed in a vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission unit 18 is referred to as a continuously variable transmission unit 18, and the mechanical stepped transmission unit 20 is referred to as a stepped transmission unit 20. Further, as for power, torque and force are also the same unless otherwise specified. Further, the stepless speed change unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crank shaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is an internal combustion engine that is a power source for traveling of the vehicle 10 and generates power by burning fuel. In this embodiment, a gasoline engine that uses gasoline as fuel is used. The engine 14 is an engine having an output torque of the engine 14 by controlling an engine control device 50 such as an electronic throttle valve, a fuel injection device, and an ignition device provided in the vehicle 10 by an electronic control device 90 described later. The torque Te is controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission unit 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The continuously variable transmission unit 18 is a power splitting mechanism that mechanically divides the power of the first rotary machine MG1 and the engine 14 into the first rotary machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission unit 18. The differential mechanism 32 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state (torque and the like) of the first rotary machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotary machine, and the second rotary machine MG2 is a driving force for traveling. It is a rotating machine that functions as a source, and corresponds to an electric motor for traveling. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a power source for traveling.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. Each of the first rotary machine MG1 and the second rotary machine MG2 is connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and is an electronic control device described later. By controlling the inverter 52 by the 90, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transfers electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotary machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the intermediate transmission member 30 can be connected to the ring gear R0 so that power can be transmitted. It is connected. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that constitutes a part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotation member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally and the engine 14 is connected to the input side of the continuously variable transmission unit 18, the stepped speed change unit 20 is powered. It is a transmission that constitutes a part of a power transmission path between the second rotary machine MG2 and the engine 14 and the drive wheel 28, which are the sources. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped speed change unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is provided by each engaging hydraulic pressure PRcb as each engaging pressure of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched. The engagement torque Tcb (or transmission torque) and the engagement hydraulic pressure PRcb are in a substantially proportional relationship except, for example, a region for supplying the engagement hydraulic pressure PRcb required for packing the engagement device CB.

In the stepped transmission unit 20, each rotating element of the first planetary gear device 36 and the second planetary gear device 38 is partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 is among a plurality of gear stages having different gear ratios γat (= AT input rotation speed Ni / output rotation speed No) due to the engagement of a predetermined engagement device among the plurality of engagement devices CB. It is a stepped transmission in which any one of the gears is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any one of the plurality of engaging devices CB. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and has the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a compound transmission which is an entire transmission in which the continuously variable transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that constitutes a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices CB. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and the engagement device CB that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT1 speed gear stage, it is not necessary to engage the brake B2 at the time of starting or accelerating. When all of the plurality of engaging devices CB are released, the stepped speed change unit 20 is put into a neutral state in which power transmission is cut off.

The stepped speed change unit 20 is engaged on the release side of the predetermined engagement device CB that forms the AT gear stage before shifting according to the accelerator operation of the driver, the vehicle speed V, or the like by the electronic control device 90 described later. By controlling the release of the device and the engagement of the engaging side engaging device in the predetermined engaging device CB forming the AT gear stage after shifting, the formed AT gear stage is switched. That is, a plurality of AT gear stages are selectively formed. That is, in the shift control of the stepped speed change unit 20, the shift is executed by gripping any two of the engaging devices CB, that is, by releasing one and engaging the other, so-called clutch-to-clutch shift is executed. Will be done. The 2 → 1 downshift that shifts from the AT 2nd gear to the AT 1st gear can also be executed by automatically engaging the one-way clutch F1 by releasing the brake B1 which is the release side engaging device.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements in the stepless speed change unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the input rotation speed of the stepped speed change unit 20). Is the m-axis representing. Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. It is a shaft which represents the rotation speed of the sun gear S1 to be carried. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ0 of the differential mechanism 32. Further, the distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. That is, assuming that the distance between the sun gear and the carrier is 1, the distance between the carrier and the ring gear is the gear ratio. The gear ratios ρ0, ρ1 and ρ2 are (the number of teeth of the sun gear Zs / the number of teeth of the ring gear Zr).

Expressed using the collinear diagram of FIG. 3, in the differential mechanism 32 of the continuously variable transmission unit 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotary machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotary machine MG2 (see "MG2" in the figure) is connected to the third rotary element RE3 that rotates integrally with the intermediate transmission member 30. The rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 30.

Further, in the stepped speed change unit 20, the fourth rotation element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is. It is selectively coupled to the intermediate transmission member 30 via the clutch C2 and selectively coupled to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively coupled to the case 16 via the brake B1. ing. In the stepped speed change unit 20, the straight lines L1, L2, L3, L4, and LR crossing the vertical line Y5 by the engagement release control of the engagement device CB cause "1st", "2nd", and "3rd" on the output shaft 22. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. 3 indicate the relative rotation speeds of each rotating element in the forward traveling in the hybrid traveling mode in which the engine 14 is used as a power source. In this hybrid traveling mode, in the differential mechanism 32, the reaction force torque (regenerative torque), which is a negative torque by the first rotary machine MG1, is changed to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. When input, an engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and the AT gear stage is one of the AT 1st gear stage and the AT 4th gear stage. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor running mode in which the motor running mode in which the engine 14 is stopped and the motor running using the second rotary machine MG2 as a power source is possible, the carrier CA0 is used in the differential mechanism 32. Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and is idled by negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to substantially zero, and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10 among the AT 1st gear stage and the AT 4th gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which any AT gear stage is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative rotation speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor drive mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT1 speed gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 90, which will be described later, is used to form a forward AT gear stage, for example, an AT 1st gear stage, which is a low-side AT gear stage for forward movement among a plurality of AT gear stages. The reverse MG2 torque Tm, whose positive and negative directions are opposite to those of the MG2 torque Tm, is output from the second rotary machine MG2, so that the reverse traveling can be performed. Here, the forward MG2 torque Tm is the power running torque that is the positive torque of the forward rotation, and the MG2 torque Tm for the backward rotation is the power running torque that is the negative torque of the negative rotation. As described above, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear stage is to use the same AT gear stage as when traveling forward. The clutch C1 and the brake B2 are engaged in the AT 1st gear in the reverse direction. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that it is possible to perform reverse travel in the same manner as in the motor travel mode.

In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power, and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power. And the ring gear R0 as the third rotating element RE3 to which the intermediate transmission member 30 is connected, and the differential mechanism 32 having the three rotating elements, and the operating state of the first rotating machine MG1 is controlled. A stepless speed change unit 18 as an electric speed change mechanism in which the differential state of the differential mechanism 32 is controlled is configured. The continuously variable transmission unit 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid travel mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid driving, the engine 14 can be operated at an efficient operating point. That is, the stepped speed change unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a stepless transmission are combined, and the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as a whole of the transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped speed change is performed so that a plurality of gears having different gear ratios γt (= Ne / No), which represent the value of the ratio of the engine rotation speed Ne to the output rotation speed No, are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped speed change unit 20 and a gear ratio γ0 of one or a plurality of types of stepless speed change units 18 for each AT gear stage of the stepped speed change unit 20. Assigned to establish one or more types. FIG. 4 is an example of a gear stage allocation table. In FIG. 4, a simulated 1st gear stage-a simulated 3rd gear stage is established for the AT 1st gear stage, and a simulated 4th gear stage-a simulated 6th gear stage is established for the AT 2nd speed gear stage. It is predetermined that a simulated 7th gear-simulated 9th gear is established for the AT 3rd gear, and a simulated 10th gear is established for the AT 4th gear.

FIG. 5 is a diagram illustrating an AT gear stage of the stepped transmission unit 20 and a simulated gear stage of the compound transmission 40 on the same collinear diagram as that of FIG. In FIG. 5, the solid line illustrates the case where the simulated 4-speed gear stage-simulated 6-speed gear is established when the stepped transmission unit 20 is the AT 2nd speed gear stage. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, the broken line exemplifies the case where the simulated 7th gear is established when the stepped transmission 20 is the AT 3rd gear. In the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes a shift lever 58. The shift lever 58 is a shift operation member operated by the driver to any operation position among the plurality of operation positions POSsh. The operation position POSsh is an operation position of the shift lever 58, and includes, for example, four operation positions of P, R, N, and D. The P position is an operation position for selecting a parking P (parking) range in which the compound transmission 40 is set to the neutral state and the rotation of the output shaft 22 is mechanically blocked. The neutral state of the compound transmission 40 is a state in which the continuously variable transmission 18 cannot transmit the engine torque Te because, for example, the first rotary machine MG1 is idled in a no-load state and does not take a reaction torque with respect to the engine torque Te. And, the second rotary machine MG2 is put into a no-load state, and the power transmission in the compound transmission 40 is cut off. The engaging device CB of the mechanical stepped speed change unit 20 may be released in a neutral state. The state in which the rotation of the output shaft 22 is blocked is a state in which the output shaft 22 is fixed in a non-rotatable state, and is fixed in a non-rotatable state by, for example, a parking lock mechanism (not shown).

The R position is an operation position for selecting the R (reverse) range that enables the vehicle 10 to travel backward by the MG2 torque Tm for reverse in the state where the AT1 speed gear stage of the stepped transmission unit 20 is formed. The N position is an operation position for selecting the N (neutral) range in which the compound transmission 40 is in the neutral state. The D position is, for example, an operation position for selecting a D (drive) range that enables forward driving by executing automatic shift control using all simulated gear stages of simulated 1st gear stage-simulated 10th gear stage. be. When the operating position POSsh is in the D position, an automatic transmission mode for automatically shifting the compound transmission 40 according to a shift map such as a simulated gear shift map described later is established.

Further, the exhaust pipe 42 of the engine 14 is provided with a catalyst 44 and a GPF (Gasoline Particulate Filter) 46. The catalyst 44 purifies by removing hydrocarbons, carbon monoxide, nitrogen oxide and the like in the exhaust gas by oxidation, reduction and the like, and GPF 46 is provided on the downstream side of the catalyst 44. The GPF 46 is a filter for capturing and removing particulate matter such as PM in the exhaust gas, and the exhaust gas can be further purified by providing the GPF 46 in addition to the catalyst 44.

On the other hand, the vehicle 10 includes an electronic control device 90 as a controller related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. FIG. 1 is a diagram showing an input / output system of the electronic control device 90, and is a functional block diagram illustrating a main part of a control function by the electronic control device 90. The electronic control device 90 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, various controls of the vehicle 10 are executed. The electronic control device 90 is separately configured for engine control, shift control, and the like, if necessary. The control device of the vehicle 10 is mainly composed of the electronic control device 90.

The electronic control device 90 includes an engine rotation speed sensor 60, an MG1 rotation speed sensor 62, an MG2 rotation speed sensor 64, an output rotation speed sensor 66, an accelerator operation amount sensor 68, and a throttle valve opening sensor 70 provided in the vehicle 10. From the first pressure sensor 72, the second pressure sensor 74, the shift position sensor 76, the battery sensor 78, etc., the engine rotation speed Ne, the MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, and the AT input rotation speed Ni. MG2 rotation speed Nm, output rotation speed No corresponding to vehicle speed V, accelerator operation amount (also called accelerator opening) θacc, which is the operation amount of the accelerator operation member such as the accelerator pedal, throttle valve which is the opening of the electronic throttle valve. Various controls such as opening degree θth, upstream pressure P1 of GPF46, downstream pressure P2 of GPF46, operation position POSsh of shift lever 58, battery temperature THbat of battery 54, battery charge / discharge current Ibat, and signal indicating battery voltage Vbat. Various information necessary for the sensor is supplied. The accelerator operation amount θacc corresponds to the magnitude of the acceleration request and the output request amount of the driver. Further, the charge state value SOC [%] is calculated as a value indicating the charge state (charge remaining amount) of the battery 54 based on the battery charge / discharge current Ibat, the battery voltage Vbat, and the like.

The electronic control device 90 is also provided with a GPF forced regeneration request signal Spf from a GPF forced regeneration request tool 82 prepared in advance at a dealer's maintenance shop or the like separately from the vehicle 10. That is, if the particulate matter is trapped in the GPF 46 and deposited in a large amount, the performance may be deteriorated due to clogging or the exhaust gas may be hindered. Therefore, the particulate matter captured in the GPF 46 is burned while the vehicle is running. It is possible to set a forced reproduction mode in which the GPF 46 is forcibly reproduced by removing the particles. The GPF forced reproduction request tool 82 is a personal computer or the like capable of transmitting a GPF forced reproduction request signal Spf to the electronic control device 90 by wire or wirelessly.

From the electronic control device 90, an engine control command signal Se for controlling the engine 14 to the engine control device 50, the inverter 52, the hydraulic control circuit 56, the warning device 80, etc. provided in the vehicle 10 and the first rotation Rotating machine control command signal Smg for controlling the machine MG1 and the second rotating machine MG2, hydraulic control command signal Sat for controlling the operating state of the engaging device CB, forced regeneration warning signal Sds for prompting forced regeneration of GPF46, etc. Various command signals are output. The hydraulic pressure control command signal Sat is also a hydraulic pressure control command signal for controlling the shift of the stepped speed change unit 20, for example, each solenoid that regulates each engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB. This is a command signal for driving valves SL1-SL4 and the like. The electronic control device 90 sets a hydraulic pressure instruction value corresponding to the value of each engagement hydraulic pressure PRcb supplied to each hydraulic actuator in order to obtain the target engagement torque Tcb of the engagement device CB, and the hydraulic pressure instruction value thereof. The drive current or drive voltage according to the above is output to the hydraulic control circuit 56. The warning device 80 is a warning indicator such as a warning lamp or a warning sound generator provided near the driver's seat, and the warning lamp or the like lights or blinks and a warning sound is generated to indicate that the forced reproduction process of the GPF 46 is necessary. Notify the driver by such means.

The electronic control device 90 is related to the control of the AT shift control means, that is, the AT shift control unit 92, the engine 14, the first rotary machine MG1, and the second rotary machine MG2 in relation to the shift control of the mechanical stepped shift unit 20. The hybrid control means, that is, the hybrid control unit 94, and the GPF forced regeneration control means, that is, the GPF forced regeneration control unit 98 are provided in connection with the forced regeneration process of the GPF 46.

The AT shift control unit 92 determines the shift of the stepped shift unit 20 by using, for example, an AT gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. If necessary, shift control of the stepped speed change unit 20 is executed. In the shift control of the stepped speed change unit 20, the AT shift control unit 92 uses the solenoid valves SL1-SL4 to release the engagement of the engagement device CB so as to automatically switch the AT gear stage of the stepped speed change unit 20. The hydraulic pressure control command signal Sat for switching is output to the hydraulic pressure control circuit 56. The AT gear shift map has, for example, a predetermined relationship having a shift line for determining the shift of the stepped shift unit 20 on two-dimensional coordinates with the output rotation speed No and the accelerator operation amount θacc as variables. .. The vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem or the like may be used instead of the accelerator operation amount θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. For each shift line, whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator operation amount θacc, or whether or not the accelerator operation amount θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is the value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points. Specifically, the larger the accelerator operation amount θacc or the lower the output rotation speed No, the larger the gear ratio γat is determined so that the AT gear stage on the low speed side is selected. The AT gear shift map is a shift condition determined based on the operating state of the vehicle 10, and the accelerator operation amount θacc and the output rotation speed No correspond to the operating state.

The AT shift control unit 92 functionally includes a shift learning means, that is, a shift learning unit 93 in connection with shift control. The shift learning unit 93 sets the shift characteristics such as the required shift time and the rate of change of the AT input rotation speed Ni to predetermined target values (target shift characteristics) when the stepped shift unit 20 shifts. The command values such as the standby pressure, the hydraulic pressure change start timing, and the change rate regarding the engaging hydraulic pressure PRcb of the engaging device CB related to the shift of the stepped speed change unit 20 are learned. The command values such as the standby pressure, the change start timing, and the change rate correspond to the shift control values. The target shift characteristic is determined for each type of shift, and learning of the shift control value, that is, storage of the learned value, etc. is also performed for each type of shift.

The hybrid control unit 94 has a function as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 94 calculates the required drive power Pdem by applying the accelerator operation amount θacc and the vehicle speed V to, for example, the drive force map, which is a predetermined relationship. This required drive power Pdem is, in other words, the required drive torque Tdem at the vehicle speed V at that time. Then, the engine control command signal Se, which is a command signal for controlling the engine 14, and the rotary machine control, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, so as to realize the required drive power Pdem. The command signal Smg is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When the hybrid control unit 94 operates, for example, the continuously variable transmission 18 as a continuously variable transmission and operates the compound transmission 40 as a whole as a continuously variable transmission, the required drive power Pdem takes into consideration the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and controlling the generated power Wg of the first continuously variable transmission MG1 so that the engine rotation speed Ne and the engine torque Te are obtained, the continuously variable transmission 18 has nothing. The step shift control is executed to change the shift ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operated as a continuously variable transmission is controlled.

The hybrid control unit 94 also functionally includes a simulated stepped control means, that is, a simulated stepped control unit 96. The simulated stepped control unit 96 shifts the stepless transmission unit 18 like a stepped transmission, and shifts the compound transmission 40 as a whole like a stepped transmission, and has a predetermined relationship. For example, a shift determination of the compound transmission 40 is performed using a simulated gear gear shift map, and a plurality of simulated gear gears are selectively selected in cooperation with the shift control of the AT gear gear of the stepped shift unit 20 by the AT shift control unit 92. The speed change control of the stepless speed change unit 18 is executed so as to be established in. A plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or the lower limit of the rotation speed of each part. May be added.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator operation amount θacc as parameters. FIG. 6 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 40 in which the continuously variable transmission 18 and the stepped transmission 20 are arranged in series has the same shift feeling as that of the stepped transmission. can get. In the simulated stepped speed change control for shifting the speed of the compound transmission 40 as a whole like a stepped transmission, for example, when a driving mode that emphasizes driving performance such as a sports driving mode is selected by the driver, or the required drive torque Tdem is relatively high. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission controlled to operate as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The simulated stepped speed change control by the simulated stepped control unit 96 and the shift control of the stepped speed change unit 20 by the AT shift control unit 92 are executed in cooperation with each other. In this embodiment, 10 types of simulated gear stages of simulated 1st gear stage-simulated 10th gear stage are assigned to 4 types of AT gear stages of AT 1st speed gear stage-AT 4th speed gear stage. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 6 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 6). Further, the downshift lines of the simulated gear stages "3 ← 4", "6 ← 7", and "9 ← 10" in FIG. 6 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 6). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 92 based on the shift determination of the simulated gear stage based on the simulated gear shift map of FIG. As described above, when the stepped transmission unit 20 is upshifted, the entire compound transmission 40 is upshifted, while when the stepped transmission unit 20 is downshifted, the entire compound transmission 40 is downshifted. Will be. The AT shift control unit 92 switches the AT gear stage of the stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear stage is changed at the same timing as the simulated gear stage shift timing, the stepped speed change unit 20 is changed with a change in the engine rotation speed Ne, and the stepped speed change unit 20 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort.

The hybrid control unit 94 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 94 establishes the motor running mode, while the required drive power Pdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. Further, the hybrid control unit 94 sets the hybrid drive mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Pdem is in the motor drive region. To be established. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates a driving torque to run the motor. The hybrid traveling mode is a traveling state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

The GPF forced regeneration control unit 98 controls the engine 14 so that when the amount of the particulate matter captured by the GPF 46 exceeds a predetermined amount, the particulate matter captured by the GPF 46 is likely to burn while the vehicle 10 is running. Then, the forced reproduction mode for forcibly reproducing the GPF 46 is executed. Specifically, signal processing is executed according to steps S1 to S10 (hereinafter, simply referred to as S1 to S10) in FIG. 7. The GPF forced reproduction control unit 98 corresponds to a filter reproduction control unit.

In S1 of FIG. 7, it is determined whether or not the particulate matter captured by the GPF 46 exceeds a predetermined amount, that is, whether or not the GPF 46 is clogged. Specifically, the pressure difference ΔP (= P1-P2) between the upstream pressure P1 of the GPF 46 measured by the first pressure sensor 72 and the downstream pressure P2 of the GPF 46 measured by the second pressure sensor 74 is. It is determined whether or not it is equal to or more than the predetermined clogging determination value ΔPs. The clogging determination value ΔPs is, for example, a relatively large value that hinders the flow of exhaust gas and impairs engine performance, and is predetermined to be a constant value. Then, when ΔP ≧ ΔPs, it is determined that clogging is performed, and the forced reproduction warning signal Sds is output to the warning device 80 to notify the driver that the forced regeneration process of GPF 46 is necessary, and S2 or less is executed. On the other hand, if ΔP <ΔPs, the process ends as it is. Depending on the conditions of the exhaust pipe 42 and the like, the downstream pressure P2 can be substituted with atmospheric pressure. It is also possible to determine the clogging of the GPF 46 based on the vehicle state such as the mileage of the vehicle 10 and the engine operating time.

In S2, it is determined whether or not there is a request for forced reproduction of the GPF 46, specifically, whether or not the GPF forced reproduction request signal Spf is supplied by using the GPF forced reproduction request tool 82. That is, the vehicle 10 is brought to the dealer in accordance with the warning from the warning device 80, and the GPF forced regeneration request signal Spf is transmitted to the control device 90 by the technical staff or the like using the GPF forced regeneration request tool 82, whereby the GPF forced regeneration is performed. It is determined whether or not the forced reproduction request is made by the GPF forced reproduction request flag or the like that is switched according to the request signal Spf. Then, it ends as it is until the GPF forced reproduction request signal Spf is supplied, but when it is determined that the GPF forced reproduction request signal Spf is supplied and the forced reproduction request is made by a flag or the like, S3 or less is executed. ..

In S3, a forced regeneration mode is executed in which the engine 14 is controlled so that the particulate matter captured by the GPF 46 is easily burned while the vehicle is running, and the GPF 46 is forcibly regenerated. Specifically, when traveling using the engine 14 as a power source, the fuel injection amount of the engine 14 is increased, the air-fuel ratio is enriched, the ignition timing is retarded, the lower limit of the engine rotation speed Ne is increased, and the engine output is increased. One of the restriction and the fuel cut is executed, or a plurality of them are executed in combination. In this embodiment, engine control in the forced regeneration mode is defined assuming, for example, high-speed traveling at a vehicle speed V of 60 km / hour or more so that reproduction can be performed efficiently and in a short time in continuous high-speed operation.

In this way, in the forced regeneration mode, a special engine control different from the normal one is performed, so that the engine torque Te changes and the input torque of the stepped speed change unit 20 changes, and a shift shock occurs when the AT shift control unit 92 shifts. It can occur. Therefore, in the next S4, the shift learning control by the shift learning unit 93 is prohibited, and in S5, the AT gear stage of the stepped speed change unit 20 is fixed to a predetermined fixed gear stage, and the fixed gear stage is fixed. The shift of the simulated gear is limited according to the above. Since the shift of the AT gear stage is prohibited in S5, it is not necessary to prohibit the shift learning control. Since there is a possibility that the shift control value is erroneously learned due to the engine control, the shift learning control by the shift learning unit 93 is prohibited in order to prevent this.

In S5, the AT gear stage of the stepped speed change unit 20 is fixed to a predetermined fixed gear stage regardless of the running state of the vehicle 10, and the simulated gear stage is changed according to the fixed gear stage. Be restricted. That is, the shift of the stepped shift unit 20 by the AT shift control unit 92 is prohibited, and in this embodiment, the engine rotation speed suitable for forced regeneration of the GPF 46 is possible while ensuring the starting performance. The AT gear stage of the stepped transmission unit 20 is fixed to the AT 2nd speed gear stage so as to be Ne. Further, the shift of the simulated gear is restricted by the simulated stepped control unit 96, and in this embodiment, only the shift within the range of the simulated 4th gear to the simulated 6th gear assigned to the AT 2nd gear is limited. Permissible. The fixed AT gear stage and the limitation of the simulated gear stage in S5 are executed on the condition that the vehicle 10 is stopped and the sit flavor 58 is in the P range operated to the P position, and then the sit flavor 58 is D. When the gear is operated to the position and travels forward in the D range, the AT gear is fixed to the AT 2nd gear regardless of the running condition, and the simulated gear is within the range of the simulated 4th gear to the simulated 6th gear. The gear is changed by.

In addition to being set to the forced regeneration mode in which special engine control is performed in this way, the stepped speed change unit 20 is fixed to the AT 2nd speed gear stage, and the shift of the simulated gear stage is from the simulated 4th speed gear stage to the simulated 6th speed gear stage. The particulate matter captured by the GPF 46 is efficiently burned by the vehicle 10 being continuously driven on the highway at a high vehicle speed of, for example, close to 100 km / hour by technical staff or the like in a state limited to the above range. Will be removed.

Then, in the next S6, it is determined whether or not the forced regeneration of the GPF 46 is completed, that is, whether or not the clogging amount of the GPF 46 has become substantially 0. Specifically, for example, it is determined whether or not the pressure difference ΔP is equal to or less than a predetermined reproduction determination value ΔPr, which is the pressure difference ΔP when the clogging amount of the GPF 46 is substantially 0. Then, while ΔP> ΔPr, S2 or less is repeated to execute the forced regeneration process, but when ΔP ≦ ΔPr, S7 or less is executed. In S7, the forced reproduction mode of the GPF 46 is terminated, the engine 14 is returned to the normal control, and the warning by the warning device 80 is canceled. By canceling this warning, the driver (technical staff, etc.) can recognize that the forced regeneration of the GPF 46 has ended.

In S8, the flag indicating the GPF forced reproduction request set by using the GPF forced reproduction request tool 82 is released. The GPF forced regeneration request may be canceled by the technical staff or the like using the GPF forced regeneration request tool 82 after the vehicle 10 returns to the maintenance shop or the like. In S9, the prohibition of shift learning is lifted. As a result, the shift learning control of the stepped shift unit 20 by the shift learning unit 93 is allowed. In S10, the fixed AT2 speed gear stage of the stepped speed change unit 20 is released, and the limitation of the shift range of the simulated gear stage is released. The release of fixing of the AT gear stage and the release of the limitation of the simulated gear stage in S10 are executed on condition that the vehicle 10 is in the stopped state and the sitflavor 58 is in the P range operated to the P position.

FIG. 8 is an example of a time chart for explaining a change in the state of each part when the forced regeneration process of the GPF 46 is executed according to the flowchart of FIG. 7. The time t1 in FIG. 8 is the time when the GPF forced regeneration request is made using the GPF forced regeneration request tool 82, the execution of the forced regeneration mode of the GPF 46 is started, and the stepped speed change unit 20 is set to the AT 2nd gear. Is fixed to. That is, the particulate matter of the GPF 46 is burned by running the vehicle 10 in a state where the engine 14 is controlled for GPF forced regeneration and the stepped transmission unit 20 is fixed to the AT 2nd gear. Will be removed. In this embodiment, by continuously traveling at high speed, the particulate matter of GPF46 is rapidly burned and removed, and GPF46 is efficiently forcibly regenerated in a short time.

The time t2 in FIG. 8 is the time when the particulate matter of GPF 46 burns and the amount of clogging becomes substantially 0, the GPF forced regeneration process ends, and the judgment of S6 becomes YES (affirmative). The mode ends and the engine 14 returns to normal control. Further, the prohibition of shift learning of the stepped shift unit 20 is lifted, and shift learning control by the shift learning unit 93 is permitted. The AT gear stage fixing of the stepped speed change unit 20 is released at the time t3 when the vehicle 10 is stopped and the sit flavor 58 is operated to the P position. For the simulated gear, the shift range is limited and released in response to the fixation and release of the AT gear.

The limitation of the shift learning control by the shift learning unit 93 is performed before the time t1 when the GPF forced reproduction mode is started. That is, when the GPF 46 is clogged, the output of the engine 14 is limited, and at that stage, the learning control regarding the shift of the stepped speed change unit 20 is prohibited, and the shift learning control is prohibited even during the execution of the GPF forced reproduction mode. The ban will continue. The output limit of the engine 14 based on the clogging of the GPF 46 may be executed when the pressure difference ΔP becomes the clogging determination value ΔPs or more as in S1, but another determination lower than the clogging determination value ΔPs. A value may be set, and the shift learning control by the shift learning unit 93 may be prohibited in response to the output limitation of the engine 14. It should be noted that the output limitation of the engine 14 based on the clogging of the GPF 46 may be omitted.

As described above, in the electronic control device 90 of the vehicle 10 of the present embodiment, when the GPF 46 is clogged, the vehicle 10 is based on the GPF forced regeneration request made by the dealer using the GPF forced regeneration request tool 82. By executing the forced regeneration mode while the vehicle is running, the particulate matter of the GPF 46 is removed by combustion by the special engine control for the forced regeneration, and the GPF 46 can be easily forcibly regenerated just by driving the vehicle 10. can. Moreover, during the execution of the forced reproduction mode, the stepped transmission unit 20 is maintained at a predetermined fixed gear stage (AT 2nd speed gear stage), which is caused by a change in input torque due to special engine control. There is no risk of shift shock.

Further, since the fixed gear stage of the stepped transmission unit 20 is the AT 2nd speed gear stage in the middle, it is possible to run at high speed while ensuring a predetermined starting performance, and the GPF 46 can be efficiently operated by continuously operating on a highway or the like. It can be played back in a short time. In high-speed running in the AT2 speed gear stage, the engine rotation speed Ne becomes relatively high and the temperature rises, which is also convenient for the forced regeneration process of GPF46 which burns and removes particulate matter.

Further, even if the forced reproduction mode ends, the stepped transmission unit 20 is maintained in the fixed gear stage until the vehicle 10 is stopped and the P range for parking is selected. Therefore, the fixed gear is maintained while the vehicle 10 is running. By releasing the maintenance of the gears and shifting gears, it is possible to prevent the driving force from suddenly changing to cause acceleration, deceleration, or the like.

Further, during normal shifting of the stepped shifting unit 20, the shifting learning unit 93 learns the shifting control value related to the engagement hydraulic pressure PRcb or the like so that the shifting is performed with the target shifting characteristic, but during the execution of the forced regeneration mode, Since the shift learning control by the shift learning unit 93 is prohibited, erroneous learning of the shift control value due to the special engine control when the stepped shift unit 20 is erroneously shifted during the execution of the forced reproduction mode is performed. Be prevented.

Further, a stepless speed change unit 18 that continuously shifts the engine rotation speed Ne to the stepped speed change unit 20 is provided, and the gear ratio γt of the engine rotation speed Ne with respect to the output rotation speed No of the stepped speed change unit 20 is provided. A plurality of simulated gears can be established, and one or a plurality of simulated gears are assigned to each of the plurality of AT gears of the stepped transmission unit 20, and the fixed gears are assigned even during the execution of the forced regeneration mode. It is permissible to switch the simulated gear in the range assigned to (AT 2nd gear). Therefore, the vehicle speed range in which the vehicle can travel at an appropriate engine rotation speed Ne is widened, and driving in the forced regeneration mode becomes easy. Since the continuously variable transmission 18 changes the engine rotation speed Ne by the torque control of the first rotary machine MG1 for differential control, the shift shock is suppressed regardless of the change in the input torque due to the special engine control. The simulated gear stage can be switched.

In addition, any one or more of the increase of the fuel injection amount of the engine 14, the enrichment of the air-fuel ratio, the retard angle of the ignition timing, the increase of the lower limit of the engine rotation speed Ne, the engine output limit, and the fuel cut are used in combination. Since the forced reproduction mode is executed, the GPF 46 can be appropriately reproduced.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, an embodiment in which 10 types of simulated gear stages are assigned to 4 types of AT gear stages has been exemplified, but the embodiment is not limited to this mode. Preferably, the number of simulated gear stages may be equal to or greater than the number of AT gear stages, and may be the same as the number of AT gear stages, but it is desirable that the number is larger than the number of AT gear stages, for example, twice. The above is appropriate. The shift of the AT gear stage is performed so that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 is maintained within a predetermined rotation speed range, and is simulated. The gear shift is performed so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each gear is appropriately determined. It is also possible to apply the present invention to a hybrid vehicle 10 that does not have a simulated stepped control unit 96 that forms a simulated gear stage by a continuously variable transmission unit 18, an engine-driven vehicle that does not have a continuously variable transmission unit 18, and the like. Is.

Although not illustrated one by one, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle 14: Engine 18: Electric continuously variable transmission 20: Mechanical continuously variable transmission (stepped transmission) 28: Drive wheel 46: GPF (filter) 90: Electronic control device (control device) 92: AT Shift control unit (shift control unit) 93: shift learning unit 96: simulated stepped control unit 98: GPF forced regeneration control unit (filter regeneration control unit) MG1: 1st rotary machine (differential rotary machine)

Claims (6)

An engine having a filter for capturing particulate matter contained in exhaust gas, and a plurality of gear stages arranged so as to form a part of a power transmission path between the engine and the drive wheels and having different gear ratios. Applicable to vehicles equipped with a stepped transmission that can be established,
In a vehicle control device having a shift control unit that automatically switches the gear stage of the stepped shift unit according to a shift request based on the operating state of the vehicle while the vehicle is running .
Based on an artificial forced regeneration request, the filter is forced while the vehicle is running by controlling the engine so that the particulate matter captured by the filter is easily burned while the vehicle is running. It has a filter reproduction control unit that executes a forced reproduction mode to reproduce
The filter regeneration control unit prohibits the shift control unit from shifting gears in the stepped shift unit while the forced regeneration mode is being executed, and maintains the gear stage in a predetermined fixed gear stage. A characteristic vehicle control device. The stepped transmission unit can establish gear stages of 3rd speed or higher having different gear ratios.
The first aspect of claim 1, wherein the fixed gear is either one or a plurality of intermediate gears excluding the lowest gear with the maximum gear ratio and the fastest gear with the smallest gear ratio. Vehicle control device. The filter regeneration control unit is characterized in that, even after the forced regeneration mode is terminated, the fixed gear stage is maintained until the vehicle is stopped and the P range for parking is selected. 2. The vehicle control device according to 2. While the shift control unit includes a shift learning unit that learns the shift control value so that the shift is performed with the target shift characteristic, the shift control unit is provided.
The invention according to any one of claims 1 to 3, wherein the filter regeneration control unit prohibits the shift learning unit from learning the shift control value while the forced regeneration mode is being executed. Vehicle control device. The vehicle is provided with an electric continuously variable transmission that continuously changes the rotation speed of the engine by torque control of a differential rotary machine and transmits the transmission to the stepped transmission.
It has a simulated stepped control unit that controls the electric continuously variable transmission unit so as to establish a plurality of simulated gear stages in which the gear ratio of the rotation speed of the engine is different from the output rotation speed of the stepped speed change unit.
In the simulated stepped control unit, one or a plurality of simulated gear stages are assigned to each of the plurality of gear stages of the stepped speed change unit, and the simulated gear stages are automatically set according to a shift request based on the operating state of the vehicle. Switch to
The filter regeneration control unit is characterized in that the shift of the simulated gear stage by the simulated stepped control unit during execution of the forced regeneration mode is limited to a range assigned to the fixed gear stage. Item 6. The vehicle control device according to any one of Items 1 to 4. The forced regeneration mode may be one or more of the increase in the fuel injection amount of the engine, the enrichment of the air-fuel ratio, the retard angle of the ignition timing, the increase of the lower limit of the engine rotation speed, the engine output limit, and the fuel cut. The vehicle control device according to any one of claims 1 to 5, wherein the vehicle is performed in combination with the above.

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