JP2011006065A - Control device for vehicle power transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device which can obtain excellent fuel consumption performance corresponding to a kind of fuel to be supplied to an internal combustion engine when the kind of fuel is changed for a vehicle including the internal combustion engine and an electric motor.SOLUTION: Since a decision vehicle speed V1 and a decision output torque T1 as border values for dividing a stepped control region and a continuous speed variation control of a transmission mechanism 10 are varied to be smaller as the mixing ratio of ethanol is higher, so it is determined whether a first electric motor M1 is placed in operation in accordance with the mixing rate of ethanol to obtain the excellent fuel consumption performance corresponding to the mixing ratio of ethanol.

Description

  The present invention relates to a control device for a power transmission device for a vehicle, and in a vehicle including an internal combustion engine and an electric motor, when the type of fuel supplied to the internal combustion engine is changed, a good response according to the fuel type is provided. The present invention relates to technology for obtaining fuel efficiency.

  A control device that controls a variable compression ratio internal combustion engine that can change the compression ratio, and that changes the compression ratio according to the fuel supplied to the variable compression ratio internal combustion engine, such as hydrogen or gasoline, is known. Yes. For example, this is a control device for controlling an internal combustion engine disclosed in Patent Document 1.

JP 2006-200508 A JP 2005-264762 A

  According to the control device for controlling an internal combustion engine disclosed in Patent Document 1, good engine performance of the internal combustion engine corresponding to the fuel can be obtained, but the power constituting the power transmission path from the internal combustion engine to the drive wheels Even in the transmission device, there is room for optimization according to the fuel, and the fuel consumption of the entire vehicle including the power transmission device has not been improved.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a vehicle including an internal combustion engine and an electric motor when the type of fuel supplied to the internal combustion engine is changed. An object of the present invention is to provide a control device for a vehicle power transmission device capable of obtaining a good fuel efficiency according to the type of fuel.

  In order to achieve this object, the invention according to claim 1 includes (a) one or more traveling motors that can be connected to or connected to the power transmission path to the drive wheels, and the internal combustion engine is stopped. Vehicle driving power capable of selectively switching the vehicle driving state between motor driving for driving the vehicle using only the driving motor as a driving force source and normal driving for driving the vehicle while the internal combustion engine is operated. The type of fuel used in the operation of the internal combustion engine according to (b) a driving state switching condition for determining whether to switch the driving state of the vehicle to the electric motor driving or the normal driving. It changes based on.

  According to a second aspect of the present invention, the changed driving state switching condition is configured for each type of fuel so as to prevent a vehicle component from rotating at a high speed exceeding a predetermined rotational speed. It is characterized by that.

  The invention according to claim 3 has a differential mechanism having a plurality of rotating elements, and the operating state of a differential control motor connected to one rotating element of the plurality of rotating elements so as to be capable of transmitting power is provided. The vehicle power transmission device includes an electric differential unit that is controlled to control a differential state of the differential mechanism.

  According to a fourth aspect of the present invention, the internal combustion engine output torque is detected based on the reaction torque of the differential control motor that opposes the internal combustion engine output torque output from the internal combustion engine, and based on the internal combustion engine output torque. The fuel type is discriminated.

  The invention according to claim 5 is characterized in that the type of the fuel is determined when the fuel in the fuel tank provided in the vehicle increases.

  The invention according to claim 6 is characterized in that the type of fuel is determined when it is detected that a lid for closing a fuel inlet of a fuel tank provided in the vehicle is opened.

  The invention according to claim 7 is characterized in that the vehicular power transmission device includes a speed change portion that constitutes a part of a power transmission path from the internal combustion engine to the drive wheels.

  The invention according to claim 8 is characterized in that the transmission unit functions as an automatic transmission in which a transmission gear ratio is automatically changed.

  The invention according to claim 9 is characterized in that the transmission unit is a stepped transmission.

  The invention according to claim 10 is characterized in that the electric differential section includes two or more electric motors and a planetary gear device.

  The invention according to claim 11 is characterized in that the electric differential section operates as a continuously variable transmission by controlling an operating state of the differential control motor.

  According to the first aspect of the present invention, the traveling state switching condition for determining whether the traveling state of the vehicle is switched to the electric motor traveling or the normal traveling is based on the type of fuel used for the operation of the internal combustion engine. Therefore, whether or not the internal combustion engine is operated is determined according to the type of fuel, and good fuel consumption performance according to the type of fuel can be obtained.

  According to a second aspect of the present invention, the changed traveling state switching condition is changed for each type of fuel so that the components of the vehicle are prevented from rotating at a high speed exceeding a predetermined rotational speed. Since it is configured, the vehicle component is prevented from rotating at a high speed exceeding a predetermined limit, and there is no fear that the durability of the component is reduced.

  According to the invention of claim 3, the operation of the differential control motor having a differential mechanism having a plurality of rotating elements and connected to one rotating element of the plurality of rotating elements so as to be able to transmit power. Since the vehicle power transmission device includes an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the state, the electric power is controlled by controlling the operation state of the differential control motor. The differential state of the differential mechanism included in the type differential unit is controlled, and the internal combustion engine can be driven at a rotational speed that can realize good fuel efficiency.

  According to the invention of claim 4, the internal combustion engine output torque is detected based on the reaction torque of the differential control motor that opposes the internal combustion engine output torque output from the internal combustion engine, and the internal combustion engine output torque Therefore, the fuel type is easily determined by detecting the reaction torque of the differential control motor.

  According to the invention according to claim 5, since the determination of the fuel type is performed when the fuel in the fuel tank provided in the vehicle increases, the determination is not always performed but is performed as necessary. The load on the control device can be reduced.

  According to the sixth aspect of the present invention, the fuel type is determined when it is detected that the lid for closing the fuel inlet of the fuel tank provided in the vehicle is opened. However, it is performed as needed, and the load on the control device can be reduced.

  According to the seventh aspect of the invention, the vehicle power transmission device includes a speed change portion that constitutes a part of a power transmission path from the internal combustion engine to the drive wheels. Thus, the amount of change in the gear ratio that can be changed by the vehicle power transmission device can be increased, and good fuel efficiency can be obtained.

  According to the invention of claim 8, since the speed change portion functions as an automatic transmission whose speed ratio is automatically changed, the speed ratio of the vehicle power transmission device can be automatically changed. The burden on the driver can be reduced.

  According to the ninth aspect of the present invention, since the transmission unit is a stepped transmission, the amount of change in the transmission ratio of the transmission unit can be increased, and good fuel efficiency can be obtained.

  According to the invention of claim 10, since the electric differential section includes two or more electric motors and a planetary gear device, the differential action of the planetary gear device is used to The electric differential portion can be configured to be able to vary the output torque steplessly.

  According to the eleventh aspect of the present invention, the electric differential section operates as a continuously variable transmission by controlling the operating state of the differential control motor, so that the electric differential section is output from the electric differential section. It is possible to smoothly change the driving torque. The electric differential unit can be operated as a stepped transmission by changing the gear ratio stepwise in addition to continuously changing the gear ratio to operate as an electric continuously variable transmission. It is.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device of a hybrid vehicle 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 power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles 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 power transmission 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, An example of a pre-stored switching diagram that is used as a basis for determining whether to change the speed change state of the mechanism, and a pre-stored drive having a 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 a power source switching diagram, Comprising: It is also a figure which shows each relationship. FIG. 8 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 7. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. 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 of Figure 1. FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel. FIG. 7 is a functional block diagram for explaining a main part of a control function by the electronic control device of FIG. 4, and is a functional block diagram according to a second embodiment which is an embodiment different from FIG. 6. FIG. 12 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel, and is a second embodiment which is an embodiment different from FIG. 11. It is a flowchart concerning an example. FIG. 7 is a functional block diagram for explaining a main part of a control function by the electronic control device of FIG. 4, and is a functional block diagram according to a third embodiment which is an embodiment different from FIG. 6. It is a graph which illustrates the optimal fuel-consumption-rate curve represented by the orthogonal coordinate system which makes an engine rotational speed and an engine torque each a coordinate axis, an upper stage (A) is a case where only gasoline is used as fuel, and a lower stage (B) is A case where a predetermined amount of ethanol is mixed with gasoline is shown. FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel, and is a third embodiment which is an embodiment different from FIG. 11. It is a flowchart concerning an example.

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

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

  Thus, in the transmission mechanism 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 speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The differential unit 11, which can be referred to as an electrical differential unit in that the differential state is changed using the first electric motor M 1, includes the first electric motor M 1 and the engine 8 input to the input shaft 14. A power distribution mechanism 16 that mechanically distributes the output and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and to rotate integrally with the transmission member 18. And a second electric motor M2. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 It has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling, that is, a function as a traveling motor.

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

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

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

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

  The automatic transmission unit 20 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

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

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

In the speed change mechanism 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, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately equidistantly is set for 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 speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting 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 speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, 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 transmission mechanism 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 speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

FIG. 3 is a diagram illustrating a transmission mechanism 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 chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

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

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first rotating element RE2. Connected to the motor M1 and selectively connected to the case 12 via the switching brake B0, the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second motor M2, and the input 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 it is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, it functions as a differential control motor for controlling the differential state of the power distribution mechanism 16. When the rotation of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the rotational speed of the first electric motor M1, the differential ring gear R0 restrained by the vehicle speed V Is substantially constant, the rotational speed of the differential carrier CA0 indicated by the intersection of the straight line L0 and the vertical line Y2 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 a signal input to the electronic control unit 40 that is a control unit for controlling the speed change mechanism 10 constituting a part of the vehicle power transmission device according to the present invention, and a signal output from the electronic control unit 40. The signal 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, etc. Each sensor and switches shown in FIG. 4, the rotation of the first electric motor M1, which is the detection signal indicating the engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the rotational speed sensor such as a resolver 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, “second motor rotation speed N _M2 ” and a signal indicating the rotation direction thereof, a signal indicating the engine rotation speed N _E which is the rotation speed of the engine 8, a signal indicating the gear ratio row set value, M mode (manual) signal to command shift running mode), air conditioning signal indicating the operation of the air conditioner, the vehicle speed corresponding to the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46 (FIG. 1) V And a signal indicating the traveling direction of the vehicle, an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, and a driver output request The accelerator pedal operation amount corresponding to the amount (accelerator opening) Acc accelerator opening signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise traveling 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 controls the 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 Display signal, ABS operation signal for operating an ABS actuator to prevent wheel slipping during braking, M mode display signal for indicating that M mode is selected, hydraulic pressure of differential unit 11 and automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in a hydraulic control circuit 42 (see FIG. 6) to control a hydraulic actuator of the hydraulic friction engagement device, and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 Drive command signal, a signal for driving the electric heater, a signal to the cruise control computer, and the like 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 a shift lever 49 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions _PSH .

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

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 _PSH indicated by 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 transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by 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 ( The target value of the total gear ratio γT of the transmission mechanism 10 is determined so that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary for satisfying the total target output and the required driving force) The speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is within a changeable range of the speed change, for example, within a range of 13 to 0.5. Control to.

  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. To switch between so-called engine travel, which is normal travel in which the vehicle starts and travels (hereinafter referred to as travel) as a power source, and so-called motor travel, in which the vehicle travels using the second electric motor M2 as a driving power source for travel. This is a boundary line between the engine travel region and the motor travel region. The pre-stored relationship having a boundary line (solid line A) for switching between engine travel and motor travel 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.

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 shown by a solid line B point a → 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 8 is started so as to be ignited by the ignition device 99 at an engine rotation speed N _E ′, for example, an engine rotation speed N _E capable of autonomous rotation, and the hybrid vehicle driving means 52 switches from motor driving to engine driving. At this time, the engine start / stop control means 66 may quickly increase the first motor rotation speed N _M1 to quickly increase the engine rotation speed N _E to a predetermined engine rotation speed N _E ′. As a result, 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 a point b → a in 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, the engine start / stop control means 66 lowers the first motor rotation speed N _M1 to lower the engine rotation speed N _E before the fuel cut, and the engine 8 so as to cut the fuel at a predetermined engine rotation speed N _E ′. 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, the engine travel of this embodiment includes engine travel + motor travel.

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 charging capacity SOC of the power storage device 60 is reduced 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 M1 is generated. Even if the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) due to the vehicle stop state, the engine rotation speed N _{E is} caused by the differential action of the power distribution mechanism 16. Is maintained at a speed higher than the autonomous rotation speed.

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, as can be seen from the nomogram of FIG. 3, when the engine speed _NE is increased, the hybrid control means 52 maintains the second motor speed NM2 restricted by the vehicle speed V while maintaining the second motor speed _NM2 substantially constant. 1 Increase the motor rotation speed N _M1 .

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

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the relationship (switching diagram, switching map) indicated by the broken line and the two-dot chain line in FIG. Based on the above, it is determined whether or not the speed change state of the speed change mechanism 10 (differential portion 11) should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a continuously variable speed change state. Is determined to be within the stepped control region in which the stepped gear shift state is set to the stepped shift state, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to one of them.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is allowed to shift at a preset step-change. 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 transmission mechanism 10 as a whole, 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 gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 instructs the differential unit 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, a gear ratio γ0 of 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 speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 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. In this manner, the transmission mechanism 10 is switched to the stepped speed change state by the switching control 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 functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 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. It 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 control 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 torques T1 that are preset high output travel determination values 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. In other words, the area or FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque _TOUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 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 control means 50 sets the speed change mechanism 10 to the stepped speed change 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 control means 50 preferentially sets the speed change mechanism 10 to 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 includes 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, engine torque T _E corresponding to the engine output torque of the invention, and 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 rotational speed N _E The engine torque T _E calculated based on the actual value such as the engine torque T _E calculated based on the driver's accelerator pedal operation amount or the throttle opening, etc. (target), the engine torque T _E , the request of the automatic transmission unit 20 (target) ) Estimated values such as output torque T _OUT and required driving force may be used. The drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the speed change mechanism 10 is set to the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating if the speed change mechanism 10 is set to the stepless speed change state at the time of high speed drive. Is set to 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.

8, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter 3 is a switching diagram (switching map, relationship) that has lines and is stored in advance in the storage means 56. FIG. Switching control means 50, based on the switching diagram of FIG. 8 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Fig. 7, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 8 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 7 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 7, the high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1 or the high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1 is the stepped control region. 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.

Similarly, as indicated by the relationship shown in FIG. 8, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission 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, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the 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 speed change mechanism 10 is set to a stepped shift state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. 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 a 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 with the stepped up-shift of the automatic shifting control, as shown in FIG. 9 can enjoy.

  Thus, the differential portion 11 (transmission mechanism 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and the vehicle is controlled by the switching control means 50. 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, the engine 8 basically uses gasoline as fuel, but ethanol may be mixed with the gasoline fuel at a certain ratio. In this case, since the characteristics of the engine 8 are changed, it is necessary to change the conditions under which the transmission mechanism 10 is switched to the continuously variable transmission state or the stepped transmission state for the purpose of improving fuel consumption.

  Therefore, when ethanol is mixed with the fuel of the engine 8, control for improving the fuel efficiency of the hybrid vehicle in accordance with the fuel is executed. Hereinafter, the control operation will be described.

  Returning to FIG. 6, the fuel supply determination means 80 determines whether or not the fuel in the fuel tank 70 of the hybrid vehicle has increased. This is because if the fuel in the fuel tank 70 does not increase, the mixing ratio of ethanol is changed and the type of fuel is not 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 fuel is supplied to the fuel tank 70, the fuel inlet lid 74 for closing the fuel inlet of the fuel tank 70 is opened, so that it is detected that the fuel inlet lid 74 has been opened. In this case, the fuel supply determination means 80 may determine 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 unit 24, the transmission member 18 is used when the transmission mechanism 10 that is running the engine is in a continuously variable transmission state. in order to rotate at a predetermined rotation speed, 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. Therefore, the internal combustion engine output torque detecting means 82 outputs the output torque T _M1 (first torque _{M M1)} (the reaction force torque) based on the current value supplied to the first motor M1 obtained from the control amount given to the inverter 58. hereinafter, it detects) that "first-motor torque T _M1", the first electric motor torque T _M1, based on the gear ratio ρ0 like, calculates the engine torque T _E. Specifically, in the case where the engine torque T _E and the first motor torque T _M1 are not 0 but balanced, that is, in the steady running state, the engine torque T _E is calculated by the following equation (1). The reason why the minus sign is on the right side of the equation (1) is that the direction of the first motor torque T _M1 is opposite to the engine torque T _E.
T _E = −T _M1 × (1 + ρ0) / ρ0 (1)

Figure 10 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. 10 relative to the basic characteristics indicated by a thick solid line in FIG. 10 transmission mechanism 10 within the permissible dispersion range in consideration of the relationship between the engine torque T _E and the accelerator opening Acc may vary is designed. When the type of the fuel is changed to such as ethanol is mixed with gasoline to be supplied to the engine 8, that the relationship between the engine torque T _E and the accelerator opening Acc from the basic characteristic is deviated Become. The fuel change determination means 84 stores the basic characteristics shown in FIG. 10 in advance as characteristics when only gasoline is used as fuel, for example. The engine change T _E calculated by the internal combustion engine output torque detection means 82 and the accelerator opening are calculated. When the relationship with the degree Acc deviates from the above basic characteristics beyond a predetermined range that takes into account variations in gasoline properties, etc., it is judged that ethanol has been mixed and the type of fuel has been changed Make a positive determination. 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 the ignition timing of the engine 8 is controlled to be advanced, and the accelerator opening Acc is engine torque T _E will be displaced in the direction of increase in the case of a constant.

Fuel type determining means when the fuel change determination unit 84 makes a determination affirming that the type of fuel is changed 86, the internal combustion engine output torque engine torque T _E and the accelerator opening degree calculated by the detecting means 82 From the amount that the relationship with Acc deviates from the basic characteristics, the mixing ratio of ethanol is estimated. For example, the relationship between the amount of deviation between the actual engine torque T _E and the accelerator opening degree Acc and the mixing ratio of ethanol with respect to the basic characteristics described above has been obtained in advance through experiments and the like. If the relationship is stored in advance, the fuel type discrimination means 86 can estimate the mixing ratio of ethanol based on the relationship.

When the fuel change determination unit 84 makes a positive determination, the differential mechanism switching condition change unit 88 sets the power distribution mechanism 16, which is a differential mechanism, in a non-differential state (locked state) or a differential state (non-locked state). 7), the determination vehicle speed V1 and the determination output torque T1, which are boundary values for dividing the stepped control region and the stepless control region in FIG. As indicated by the arrows AR ₁ and AR ₂ , the higher the ethanol mixing rate estimated by the fuel type discriminating means 86 is, the smaller the change is made. Here, from the viewpoint of improving fuel efficiency, the stepped control region has an advantage that, for example, the first electric motor M1 does not consume electric power, while the engine 8 cannot be operated along the optimum fuel efficiency curve. . In the continuously variable control region, for example, the engine 8 can be operated along the optimum fuel consumption rate curve, while the first motor M1 consumes electric power. Therefore, the change in the determined vehicle speed V1 after the change so as to improve the fuel efficiency by comprehensively considering the advantages and disadvantages, that is, the influence of the efficiency of the speed change mechanism 10 on the fuel efficiency and the influence of the efficiency of the engine 8 on the fuel efficiency. The determination output torque T1 is determined. Note that the determination vehicle speed V1 and the determination output torque T1 to be set with respect to the mixing ratio of ethanol are obtained in advance by experiments or the like and stored in the differential mechanism switching condition changing means 88. The determination vehicle speed V1 and the determination output torque are described above. The change of T1 may be carried out steplessly or stepwise depending on the mixing ratio of ethanol. Further, the upshift line and the downshift line in FIG. 7 may be changed together with the change of the determination vehicle speed V1 and the determination output torque T1. Further, from the viewpoints of preventing the first motor M1 and the second motor M2 from rotating at a high speed, preventing the input shaft rotational speed of the automatic transmission unit 20 from increasing at a high speed, and preventing the generation of a booming noise, the determination vehicle speed V1 and the determination output torque T1. In the change range, a certain limit is set in accordance with the type of fuel, that is, the mixing ratio of ethanol.

  When the fuel change determination means 84 makes a negative determination, the differential mechanism switching condition change means 88 does not change the determination vehicle speed V1 and the determination output torque T1.

  The internal combustion engine output torque detecting means 82, the fuel change determining means 84, the fuel type determining means 86, and the differential mechanism switching condition changing means 88 may be executed regardless of the determination of the fuel supply determining means 80. This is executed only when the fuel supply determination means 80 makes a positive determination in order to reduce the control load of the device 40.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel. For example, an extremely short cycle time of about several msec to several tens msec. Will be executed repeatedly.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the fuel supply determination means 80, it is determined whether or not the fuel in the fuel tank 70 of the hybrid vehicle has increased, and the determination is affirmative. If YES, the process proceeds to SA2, and if 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 internal combustion engine output torque detection means 82, the first motor torque T _M1 which is the reaction torque is calculated based on the current value supplied to the first motor M1 obtained from the control amount given to the inverter 58. The engine torque T _E is calculated based on the first motor torque T _M1 and the gear ratio ρ0. Specifically, when the engine torque T _E and the first motor torque T _M1 are not zero but in balance, that is, in the steady running state, the engine torque T _E is calculated by the above equation (1).

The basic characteristics of FIG. 10 in SA3 corresponding to the fuel change determination unit 84 and the fuel type determining unit 86, the relationship between the engine torque T _E and the accelerator opening Acc is calculated in SA2 is prestored On the other hand, when it deviates beyond a predetermined range in consideration of variations in gasoline properties and the like, it is determined that ethanol has been mixed, and a determination is made to affirm that the fuel type 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, the mixing ratio of ethanol Guessed. For example, the relationship between the amount of deviation between the actual engine torque T _E and the accelerator opening degree Acc and the mixing ratio of ethanol with respect to the basic characteristics described above has been obtained in advance through experiments and the like. If the relationship is stored in advance, the mixing ratio of ethanol can be estimated based on the relationship.

If an affirmative determination is made in SA3, whether the power distribution mechanism 16 that is a differential mechanism is switched to a non-differential state (locked state) or a differential state (non-locked state) in SA4 the arrows AR ₁ and arrow AR ₂ of the upper vehicle-speed limit V1 and the upper output-torque limit T1 which is a boundary value that divides the switching boundary switching map of FIG. 7 constitutes a switching condition 7 for determining the As shown, the higher the mixing ratio of ethanol estimated in SA3, the smaller the ratio. Here, from the viewpoint of improving fuel efficiency, the advantages and disadvantages of the stepped control region and the stepless control region, that is, the influence of the efficiency of the speed change mechanism 10 on the fuel efficiency and the influence of the efficiency of the engine 8 on the fuel efficiency are comprehensively considered. Thus, the changed determination vehicle speed V1 and determination output torque T1 are determined so as to improve fuel efficiency. Note that the determination vehicle speed V1 and the determination output torque T1 to be set with respect to the mixing ratio of ethanol are obtained and stored in advance by experiments or the like, and prevent high rotation of the first electric motor M1 and the second electric motor M2, and automatic shifting. From the viewpoint of preventing the input shaft rotational speed of the unit 20 from being increased and preventing the generation of a booming noise, the determination vehicle speed V1 and the determination output torque T1 are provided with a certain limit in accordance with the mixing ratio of ethanol in the change width thereof. It has been.

  If a negative determination is made in SA3, the determination vehicle speed V1 and the determination output torque T1 are not changed in SA5. SA4 and SA5 correspond to the differential mechanism switching condition changing means 88.

This embodiment has the following effects (A1) to (A11). (A1) The determination vehicle speed V1 and the determination output torque T1, which are boundary values separating the stepped control region and the stepless control region in FIG. 7, are indicated by arrows AR ₁ and AR ₂ in FIG. The higher the is, the smaller it is changed to be smaller. Therefore, it is determined whether or not the first electric motor M1 is operated according to the ethanol mixing ratio, and good fuel economy performance according to the ethanol mixing ratio is obtained. Obtainable.

  (A2) Judgment vehicle speed V1 and judgment output torque from the viewpoints of preventing high rotation of first motor M1 and second motor M2, preventing high rotation of the input shaft rotation speed of automatic transmission unit 20, and preventing the occurrence of humming noise. Since the T1 has a certain limit in the change range according to the mixing ratio of ethanol, the input shafts of the first electric motor M1, the second electric motor M2, and the automatic transmission unit 20 exceed a predetermined limit. High-speed rotation is prevented and there is no fear that their durability will be reduced, and the comfort of passengers will not be impaired by the generation of a muffled sound.

(A3) The power distribution mechanism 16 having a plurality of rotation elements RE1, RE2, and RE3 is provided, and the operation state of the first electric motor M1 connected to the second rotation element RE2 is controlled, whereby the power distribution mechanism 16 Since the transmission mechanism 10 includes the differential unit 11 in which the differential state is controlled, the differential state of the power distribution mechanism 16 included in the differential unit 11 is controlled by the control of the operation state of the first electric motor M1, and the optimal it is possible to drive the engine 8 at a rotational speed N _E that can achieve excellent fuel economy performance along the fuel consumption curve.

(A4) based on a current value supplied to the first electric motor M1 to be determined from the control amount applied to the inverter 58, the first electric motor torque T _M1 is the reaction torque against the engine torque T _E is detected, the The engine torque T _E is calculated based on the first motor torque T _M1 , the gear ratio ρ0, etc., and the relationship between the calculated engine torque T _E and the accelerator opening Acc is deviated from the basic characteristics shown in FIG. Since the mixing ratio of ethanol is estimated from the amount, the mixing ratio of ethanol corresponding to the fuel type of the engine 8 can be easily determined by detecting the first electric motor torque T _M1 .

  (A5) When the fuel supply determination means 80 makes a positive determination that the fuel in the fuel tank 70 has increased, the internal combustion engine output torque detection means 82, the fuel change determination means 84, the fuel type determination means 86, and the differential Since the mechanism switching condition changing means 88 is executed, these means are executed as necessary, and the control load on the electronic control unit 40 can be reduced.

  (A6) In this embodiment, when it is detected that the fuel inlet lid 74 is opened, the fuel supply determination means 80 may make a determination to affirm that the fuel in the fuel tank 70 has increased. In such a case, the internal combustion engine output torque detecting means 82, the fuel change determining means 84, the fuel type determining means 86, and the differential mechanism switching condition changing means 88 are executed as necessary. The control load of the device 40 can be reduced.

  (A7) The transmission mechanism 10 includes the automatic transmission unit 20 that constitutes a part of the power transmission path from the engine 8 to the drive wheels 38, so that the entire transmission mechanism 10 is compared with the case where the automatic transmission unit 20 is not provided. As a result, the amount of change in the total gear ratio (total gear ratio) γT can be increased, and good fuel efficiency can be obtained.

  (A8) Since the automatic transmission unit 20 functions as an automatic transmission in which the transmission ratio is automatically changed, the total transmission ratio (total transmission ratio) γT as the entire transmission mechanism 10 can be automatically changed. The burden on the driver is reduced.

  (A9) Since the automatic transmission unit 20 is a stepped transmission, the amount of change in the gear ratio of the automatic transmission unit 20 can be increased, and good fuel consumption performance can be obtained.

  (A10) Since the differential unit 11 includes the first electric motor M1, the second electric motor M2, and the differential unit planetary gear unit 24, the differential unit 11 is utilized by utilizing the differential action of the differential unit planetary gear unit 24. The differential unit 11 can be configured so that the torque output from can be varied steplessly.

  (A11) Since the differential unit 11 operates as a continuously variable transmission by controlling the operating state of the first electric motor M1, it is possible to smoothly change the driving torque output from the differential unit 11. is there. The differential unit 11 can be operated as a stepped transmission by changing the gear ratio stepwise, in addition to continuously operating the gear ratio and operating as an electric continuously variable transmission. .

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

  The second embodiment is obtained by replacing the electronic control device 40 of FIG. 4 of the first embodiment with an electronic control device 110, and FIG. 12 shows the main functions of the control function of the electronic control device 110 according to the second embodiment. It is a functional block diagram to explain. FIG. 12 shows another embodiment corresponding to FIG. 6, in which the differential mechanism switching condition changing means 88 according to the first embodiment is replaced with a traveling state switching condition changing means 112. The fuel supply determination means 80, the internal combustion engine output torque detection means 82, the fuel change determination means 84, and the fuel type determination means 86, which are other means according to the first embodiment, are the same in the second embodiment. Hereinafter, the difference will be mainly described.

In FIG. 12, when the fuel change determination unit 84 makes a positive determination, the traveling state switching condition changing unit 112 increases the ethanol travel (the higher the ethanol mixing ratio estimated by the fuel type determination unit 86). The position of the boundary line (solid line A) in FIG. 7 that constitutes the switching condition for determining whether to switch the vehicle running state to the motor running) or the engine running (normal running) is indicated by the arrows AR _{3 to} AR _{3 in} FIG. As indicated by AR ₅ , the vehicle speed V is decreased and the output torque T _OUT is decreased. As described above, the driving force source switching diagram of FIG. 7 is changed so that the higher the mixing ratio of ethanol is, the wider the engine running region is in the direction of low output torque and low vehicle speed. The octane number tends to increase. When the octane number increases, knocking is less likely to occur, so the ignition timing of the engine 8 is controlled to be advanced. If the vehicle speed is constant, that is, the engine rotational speed _{NE is} constant, the engine torque _TE is increased. the increase in engine torque T _E in the low-speed rotation range in other words because the efficiency of the engine 8 is improved. The boundary line (solid line A) to be set with respect to the mixing ratio of ethanol is obtained in advance by experiments or the like and stored in the traveling state switching condition changing unit 112. The change of the boundary line (solid line A) is as follows. Depending on the mixing ratio of the ethanol, it may be carried out steplessly or stepwise. Further, from the viewpoint of preventing the first motor M1 and the second motor M2 from rotating at a high speed, preventing the input shaft rotational speed of the automatic transmission unit 20 from increasing at a high speed, and preventing the generation of a booming noise, the boundary line (solid line A) is used. In the range of the change, a certain restriction is provided according to the mixing ratio of ethanol.

  When the fuel change determination unit 84 makes a negative determination, the traveling state switching condition change unit 112 does not change the boundary line (solid line A) in FIG.

  The internal combustion engine output torque detecting means 82, the fuel change determining means 84, the fuel type determining means 86, and the traveling state switching condition changing means 112 may be executed regardless of the determination of the fuel supply determining means 80, but the electronic control unit 110 is executed only when the fuel supply determination means 80 makes a positive determination in order to reduce the control load of 110.

  FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control unit 110, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel. FIG. 13 shows another embodiment corresponding to FIG. 11, and SB1 to SB3 in FIG. 13 are steps corresponding to SA1 to SA3 in FIG. 11, respectively. Hereinafter, differences from FIG. 11 in FIG. 13 will be mainly described.

If an affirmative determination is made in SB3, in SB4, the higher the ethanol mixing ratio estimated in SB3, the more the driving state of the vehicle or the engine driving is determined to be switched. The position of the boundary line (solid line A) in FIG. 7 that constitutes the switching condition for this is changed to a direction in which the vehicle speed V is smaller and the output torque T _OUT is smaller as indicated by arrows AR _{3 to} AR ₅ in FIG. . The boundary line (solid line A) to be set with respect to the mixing ratio of ethanol is obtained and stored in advance by experiments or the like, and prevents the high rotation of the first electric motor M1 and the second electric motor M2 and the automatic transmission unit. From the viewpoint of preventing the input shaft rotational speed from being increased to 20 and preventing the generation of a booming noise, the boundary line (solid line A) is provided with a certain limit corresponding to the mixing ratio of ethanol in the range of change. Yes.

  If a negative determination is made in SB3, the boundary line (solid line A) in FIG. 7 is not changed in SB5. Note that SB4 and SB5 correspond to the traveling state switching condition changing means 112.

In this embodiment, in addition to the effects (A3), (A4), (A7), (A8), (A9), (A10) and (A11) of the first embodiment, the following effects (B1) Thru (B4). (B1) As the mixing ratio of ethanol is higher, the position of the boundary line (solid line A) in FIG. 7 that constitutes the switching condition for determining whether the traveling state of the vehicle is switched to the motor traveling or the engine traveling is illustrated. Since the vehicle speed V is smaller and the output torque T _OUT is smaller as indicated by the arrows AR _{3 to} AR ₅ in FIG. 7, it is determined whether or not the engine 8 is operated according to the ethanol mixing ratio. As a result, it is possible to obtain good fuel economy performance in accordance with the mixing ratio of ethanol.

  (B2) From the viewpoints of preventing the first motor M1 and the second motor M2 from rotating at a high speed, preventing the input shaft rotational speed of the automatic transmission unit 20 from increasing at a high speed, and preventing the occurrence of a booming noise, the boundary line in FIG. Since the solid line A) has a certain limit in the change width according to the mixing ratio of ethanol, the input shaft of the first electric motor M1, the second electric motor M2, and the automatic transmission unit 20 exceeds a predetermined limit. Therefore, there is no concern that the durability will be reduced due to the high speed rotation, and the comfort of the passenger will not be impaired by the generation of a muffled sound.

  (B3) When the fuel supply determination means 80 makes a positive determination that the fuel in the fuel tank 70 has increased, the internal combustion engine output torque detection means 82, the fuel change determination means 84, the fuel type determination means 86, and the running state Since the switching condition changing means 112 is executed, these means are executed as necessary, and the control load on the electronic control device 110 can be reduced.

  (B4) In this embodiment, when it is detected that the fuel inlet lid 74 is opened, the fuel supply determination means 80 may make a determination to affirm that the fuel in the fuel tank 70 has increased. In such a case, the internal combustion engine output torque detecting means 82, the fuel change determining means 84, the fuel type determining means 86, and the traveling state switching condition changing means 112 are executed as necessary. 110 control load can be reduced.

  In the third embodiment, the electronic control device 40 of FIG. 4 in the first embodiment is replaced with the electronic control device 120. FIG. 14 shows the main functions of the control function of the electronic control device 120 according to the third embodiment. It is a functional block diagram to explain. FIG. 14 shows another embodiment corresponding to FIG. 6, in which the differential mechanism switching condition changing means 88 according to the first embodiment is replaced with an internal combustion engine operating point changing means 122. The fuel supply determination means 80, the internal combustion engine output torque detection means 82, the fuel change determination means 84, and the fuel type determination means 86, which are other means according to the first embodiment, are the same in the third embodiment. Hereinafter, the difference will be mainly described.

When the engine 8 is operated in the differential state of the differential unit 11 (non-locked state), the rotational speed of the transmission member 18 determined by the vehicle speed V and the gear position of the automatic transmission unit 20 and the engine rotational speed for the purpose of improving fuel efficiency. align the N _E, and is the operating condition of the engine 8 to the optimum fuel consumption curve drawn between the engine torque T _E and the engine speed N _E which is determined by the accelerator opening Acc in the two-dimensional coordinate with parameters The first motor rotation speed N _M1 is controlled so that the engine operating point is along. For example, the optimum fuel consumption curve is a solid line L _G and the broken line L _ET depicted in the graph of FIG. 15. Here, the solid line L _G in FIG. 15 (A) exemplifies the optimum fuel consumption curve in the case where only gasoline as fuel, the broken line L _ET shown in FIG. 15 (B) ethanol is mixed predetermined amounts to gasoline FIG. 15A shows the optimum fuel consumption rate curve, and the broken line in FIG. 15A is the optimum fuel consumption rate curve in which the broken line _LET in FIG. As can be seen from FIGS. 15A and 15B, when ethanol is mixed with gasoline fuel, the octane number of the fuel tends to increase. When the octane number increases, knocking is less likely to occur, so the ignition timing of the engine 8 is advanced. improved controlled engine efficiency to be optimum fuel efficiency curve is deviated direction becomes low engine rotational speed N _E. As described above, since the optimum fuel efficiency ratio curve is changed according to the type of fuel, it is necessary to change the engine operating point according to the type of fuel in order to improve the fuel efficiency.

  Therefore, when the fuel change determination unit 84 in FIG. 14 makes a positive determination, the internal combustion engine operating point change unit 122 determines that the optimum fuel consumption rate depends on the ethanol mixing rate estimated by the fuel type determination unit 86. The engine operating point is changed so as to follow the curve. Note that the optimum fuel consumption rate curve and the engine operating point to be set for the mixing ratio of ethanol are obtained in advance by experiments or the like and stored in the internal combustion engine operating point changing means 122. It may be carried out steplessly or stepwise depending on the mixing ratio of ethanol. In addition, from the viewpoint of preventing high rotation of the first electric motor M1 and the second electric motor M2, preventing high rotation of the input shaft rotation speed of the automatic transmission unit 20, and preventing the generation of humming noise, the engine operating point change range is not limited. There are certain restrictions depending on the mixing ratio of ethanol.

  When the fuel change determining unit 84 makes a negative determination, the internal combustion engine operating point changing unit 122 does not change the engine operating point.

  The internal combustion engine output torque detection means 82, the fuel change determination means 84, the fuel type determination means 86, and the internal combustion engine operating point change means 122 may be executed regardless of the determination of the fuel supply determination means 80. In order to reduce the control load of 120, it is executed only when the fuel supply determination means 80 makes a positive determination.

  FIG. 16 is a flowchart for explaining a main part of the control operation of the electronic control unit 120, that is, a control operation for improving fuel efficiency when ethanol is mixed with fuel. FIG. 16 shows another embodiment corresponding to FIG. 11, and SC1 through SC3 in FIG. 16 are steps corresponding to SA1 through SA3 in FIG. 11, respectively. Hereinafter, differences from FIG. 11 in FIG. 16 will be mainly described.

  If an affirmative determination is made in SC3, in SC4, the optimum fuel consumption rate curve is changed in accordance with the ethanol mixing rate estimated in SC3, and the engine operating point is changed to follow it. . The optimum fuel consumption rate curve and the engine operating point to be set with respect to the mixing ratio of ethanol are obtained and stored in advance by experiments or the like, and prevent high rotation of the first electric motor M1 and the second electric motor M2, and automatically From the viewpoint of preventing the input shaft rotational speed of the transmission unit 20 from increasing at high speed and preventing the generation of a booming noise, the engine operating point change range is provided with a certain limit corresponding to the ethanol mixing ratio.

  If a negative determination is made in SC3, the engine operating point is not changed in SC5. SC4 and SC5 correspond to the internal combustion engine operating point changing means 122.

  In this embodiment, in addition to the effects (A3), (A4), (A7), (A8), (A9), (A10) and (A11) of the first embodiment, the following effects (C1) Thru (C4). (C1) Since the optimum fuel consumption rate curve is changed in accordance with the mixing ratio of ethanol and the engine operating point is changed to follow this, the engine 8 is operated at the engine operating point in accordance with the mixing ratio of ethanol. In addition, it is possible to obtain good fuel economy performance according to the mixing ratio of ethanol.

  (C2) The engine operating point change range from the viewpoints of preventing the first motor M1 and the second motor M2 from rotating at a high speed, preventing the input shaft rotational speed of the automatic transmission unit 20 from increasing at a high speed, and preventing the generation of a booming noise. Is provided with a certain limit according to the mixing ratio of ethanol, so that the input shafts of the first electric motor M1, the second electric motor M2, and the automatic transmission unit 20 are prevented from rotating at a high speed exceeding a predetermined limit. There is no worry that their durability will be lowered, and the comfort of the occupant will not be impaired by the generation of a booming noise.

  (C3) When the fuel supply determination means 80 makes a positive determination that the fuel in the fuel tank 70 has increased, the internal combustion engine output torque detection means 82, the fuel change determination means 84, the fuel type determination means 86, and the internal combustion engine Since the operating point changing means 122 is executed, these means are executed as necessary, and the control load on the electronic control device 120 can be reduced.

  (C4) In this embodiment, when it is detected that the fuel inlet lid 74 is opened, the fuel supply determination means 80 may make a determination to affirm that the fuel in the fuel tank 70 has increased. In such a case, the internal combustion engine output torque detecting means 82, the fuel change determining means 84, the fuel type determining means 86, and the internal combustion engine operating point changing means 122 are executed as necessary. 120 control load 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 first to third embodiments, the case where ethanol is confused with the gasoline fuel supplied to the engine 8 is described. However, for example, the fuel may be mainly composed of light oil. Or hydrogen. In the first and second embodiments as an arrow AR ₁ to AR ₅ in FIG. 3, in the third embodiment as the solid line L _G and the broken line L _ET, the direction to change the switching condition and the engine operating point Although shown, the direction of change varies depending on the type of fuel.

  In the first and third embodiments, the speed change mechanism 10 includes the second electric motor M2, but the control operation of the flowchart shown in FIG. 11 of the first embodiment and FIG. 16 of the third embodiment. Then, since the first electric motor M1 and the engine 8 are exclusively controlled, the second electric motor M2 may be omitted.

  In the second embodiment, the speed change mechanism 10 includes the power distribution mechanism 16 and the first electric motor M1, but there is no power distribution mechanism 16 and the first electric motor M1, and the engine 8 is connected to the second through a clutch or the like. A so-called parallel hybrid vehicle connected in series to the electric motor M2 may be used.

  In the first to third embodiments, the differential unit 11 (power distribution mechanism 16) is an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the differential unit 11 may be changed stepwise using a differential action instead of continuously.

  In the transmission mechanism 10 of the first to third embodiments, the engine 8 and the differential unit 11 are directly connected, but the engine 8 is connected to the differential unit 11 via an engagement element such as a clutch. It may be.

  In the speed change mechanism 10 of the first to third embodiments, 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. The first electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch. .

  In the first to third embodiments, 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 wheels 38, but next to the automatic transmission unit 20. The order in which the differential units 11 are connected may be used.

  Further, according to FIG. 1 in the first to third embodiments, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the differential state of the transmission mechanism 10 as a whole can be changed electrically. As long as the electric differential function and the function of shifting according to the principle different from the gear shift by the electric differential function are provided, the differential unit 11 and the automatic transmission unit 20 are not mechanically independent. The invention applies.

  In the first to third embodiments, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  In the first to third embodiments, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first electric motor M1 is connected to the second rotating element RE2. Are connected so as to be able to transmit power, and a power transmission path to the drive wheel 38 is connected to the third rotating element RE3. For example, two planetary gear devices are mutually connected by some rotating elements constituting the same. In the connected configuration, the engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and stepped by controlling the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration capable of switching between a speed change and a continuously variable speed change.

  In the first to third embodiments, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission. However, the automatic transmission unit 20 may be a continuously variable CVT or a transmission that functions as a manual transmission. Part.

  In the first to third embodiments, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the driving wheel from the engine 8 or the transmission member 18 is driven. It may be directly or indirectly connected to the power transmission path up to 38 via a transmission, a planetary gear device, an engagement device or the like.

  In the first to third embodiments, in the power distribution mechanism 16, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, their connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M <b> 1, and the transmission member 18 are three elements CA <b> 0 of the differential planetary gear device 24, It may be connected to any of S0 and R0.

  In the first to third embodiments, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via a gear, a belt, or the like, and is disposed on a common axis. There is no need to be done.

  In the first to third embodiments, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is Although it is connected to the transmission member 18, it is not necessarily arranged as such, and the first electric motor M <b> 1 is operatively connected to the differential part sun gear S <b> 0 via, for example, a gear, a belt, a speed reducer, etc. The two electric motors M2 may be connected to the transmission member 18.

  In the first to third embodiments, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and the counter The automatic transmission unit 20 may be arranged concentrically on the shaft. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  In the first to third embodiments, the power distribution mechanism 16 is composed of a set of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state ( In the constant shift state), it may function as a transmission having three or more stages.

  In addition, the first to third embodiments can be implemented in combination with each other, for example, by setting priorities.

8: Engine (internal combustion engine)
10: Transmission mechanism (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
38: Drive wheel 40: Electronic control device (control device)
70: Fuel tank 74: Fuel inlet lid (lid)
M1: first motor (differential control motor)
M2: Second electric motor (traveling motor)
B0: Switching brake (Differential state switching device)
C0: Switching clutch (differential state switching device)
RE1: First rotating element RE2: Second rotating element RE3: Third rotating element

Claims (11)

An electric motor drive that includes one or more electric motors connected to or connectable to a power transmission path to the drive wheels, and that makes the vehicle travel using only the electric motor as a driving force source when the internal combustion engine is stopped; A control device for a vehicle power transmission device capable of selectively switching the running state of a vehicle to normal running in which the vehicle runs while the internal combustion engine is operated,
A vehicle state change condition for determining whether to switch the vehicle traveling state to the electric motor traveling or the normal traveling is changed based on the type of fuel used for the operation of the internal combustion engine. Control device for power transmission device. The driving condition switching condition after the change is configured for each fuel type so as to prevent a vehicle component from rotating at a high speed exceeding a predetermined rotation speed. 1 is a control device for a vehicle power transmission device. The differential mechanism has a differential mechanism having a plurality of rotating elements, and is controlled by controlling an operating state of a differential control motor connected to one rotating element of the plurality of rotating elements so that power can be transmitted. The control device for a vehicle power transmission device according to claim 1, wherein the vehicle power transmission device includes an electric differential unit in which a differential state of the mechanism is controlled. The internal combustion engine output torque is detected based on a reaction force torque of the differential control motor that opposes the internal combustion engine output torque output from the internal combustion engine, and the type of the fuel is determined based on the internal combustion engine output torque. The control device for a vehicle power transmission device according to claim 3. The control device for a vehicle power transmission device according to claim 4, wherein the fuel type is determined when the fuel in a fuel tank provided in the vehicle increases. 5. The control device for a vehicle power transmission device according to claim 4, wherein 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. . The control device for a vehicle power transmission device according to claim 1, wherein the vehicle power transmission device includes a speed change portion that constitutes a part of a power transmission path from the internal combustion engine to a drive wheel. The control device for a vehicle power transmission device according to claim 7, wherein the transmission unit functions as an automatic transmission in which a gear ratio is automatically changed. The control device for a vehicle power transmission device according to claim 7, wherein the transmission unit is a stepped transmission. The said electric type differential part contains two or more electric motors and a planetary gear apparatus. The control apparatus of the vehicle power transmission device of Claim 3 characterized by the above-mentioned. The control device for a vehicle power transmission device according to claim 3, wherein the electric differential section operates as a continuously variable transmission by controlling an operation state of the differential control motor.

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