JP6568754B2 - VEHICLE DRIVE DEVICE AND CONTROL METHOD FOR VEHICLE DRIVE DEVICE - Google Patents

Description

  The present invention relates to a vehicle drive device and a control method for a vehicle drive device.

  Patent Document 1 discloses a technique for performing fuel cut of an engine while a lockup clutch of a torque converter is engaged during coasting of a vehicle.

JP 2006-125629 A

  In the technology as described above, if there is a request for acceleration to the engine due to depression of an accelerator pedal during coasting, the transmission torque of the lockup clutch may be reduced. Specifically, if there is an acceleration request during coasting, the lockup clutch may be released. As a result, power can be prevented from being transmitted from the engine to the drive wheels via the lock-up clutch, and a travel shock can be prevented.

  However, in this case, if the acceleration request is short, the torque converter immediately enters a driven state in which the output side rotational speed is higher than the input side rotational speed after the input side rotational speed becomes higher than the output side rotational speed. And the lock-up clutch remains released. When the lock-up clutch is released, the torque converter can transmit the power necessary to prevent the engine from being stopped (so-called engine stall) in the fuel cut state from the drive wheels to the engine. Can not.

  For this reason, in this case, even if there is no acceleration request, fuel cut cannot be performed, and there is a concern that fuel consumption improvement may be hindered.

  In order to perform fuel cut in such a case, it is considered that the torque capacity of the lockup clutch may be increased gradually. However, in this case, there is a risk of running shock as follows.

  That is, when the torque converter is in a driven state, the dynamic pressure on the back surface of the lockup piston increases due to the difference in fluid rotation before and after the lockup piston, and the operability of the lockup piston deteriorates. Therefore, in this case, a large control oil pressure is required for the operation of the lockup clutch.

  On the other hand, the differential pressure across the lockup piston decreases as the torque capacity of the lockup clutch increases. For this reason, in this case, coupled with the large control hydraulic pressure, there is a risk that a travel shock may occur as a result of the lock-up clutch being suddenly engaged.

  The present invention has been made in view of such a technical problem, and even when a short acceleration request is made during coasting and during fuel cut, fuel consumption is improved by fuel cut while preventing the occurrence of running shock. It is an object of the present invention to provide a vehicle drive device and a vehicle drive device control method that can be achieved.

  A vehicle drive device according to an aspect of the present invention includes an automatic transmission mechanism provided in a power transmission path that transmits power from an engine mounted on a vehicle to a drive wheel of the vehicle, and the engine and the automatic in the power transmission path. A torque converter having a lock-up clutch provided between the transmission mechanism and the fuel cut of the engine when the lock-up clutch is engaged during coasting of the vehicle; When the torque transmitted by the lock-up clutch is reduced and the input side rotational speed is lower than the output side rotational speed in the torque converter, the speed ratio of the automatic transmission mechanism is controlled to A first control for synchronizing the output side rotation of the torque converter with the input side rotation of the torque converter; A controller that performs a second control to increase the torque transmitted by the lockup clutch when the magnitude of the differential rotation between the input side rotation and the output side rotation of the torque converter is smaller than a predetermined value. .

  According to another aspect of the present invention, an automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on a vehicle to the drive wheels of the vehicle, and the engine and the automatic transmission mechanism in the power transmission path And a torque converter having a lock-up clutch, and a fuel cut of the engine while the lock-up clutch is engaged during coasting of the vehicle When the acceleration request for the engine is made, the torque transmitted by the lockup clutch is reduced, and when the input side rotational speed falls below the output side rotational speed in the torque converter, the automatic The speed ratio of the speed change mechanism is controlled so that the output of the torque converter can Synchronizing the side rotation and increasing the torque transmitted by the lockup clutch when the differential rotation between the input side rotation and the output side rotation of the torque converter is smaller than a predetermined value. A method for controlling a vehicle drive device is provided.

  According to these aspects, when there is an acceleration request during coasting and during fuel cut, the transmission torque of the lockup clutch is reduced, and when the input side rotational speed is lower than the output side rotational speed in the torque converter, that is, When a short acceleration request is made, the torque transmitted by the lockup clutch is increased after synchronizing the input side rotation and the output side rotation in the torque converter.

  For this reason, according to these aspects, even when a short acceleration request is made during coasting and during fuel cut, fuel consumption can be improved by fuel cut while preventing occurrence of a travel shock.

It is a schematic block diagram of the vehicle carrying the vehicle drive device of embodiment. It is a figure which shows an example of control of embodiment by a flowchart. It is a figure which shows an example of the timing chart corresponding to control of embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The gear ratio of the variator is a value obtained by dividing the input rotation speed by the output rotation speed, and is referred to as Low when the gear ratio is large and High when the gear ratio is small.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1, a torque converter 2, a variator 3, a clutch 4, a final reduction mechanism 5, and drive wheels 6.

  The engine 1 constitutes a vehicle driving source. The output of the engine 1 is transmitted to the drive wheels 6 through the torque converter 2, the variator 3, the clutch 4 and the final reduction mechanism 5. In other words, the torque converter 2, the variator 3, the clutch 4, and the final reduction mechanism 5 are provided in a power transmission path that transmits power from the engine 1 to the drive wheels 6.

  The torque converter 2 transmits power through the fluid. In the torque converter 2, the power transmission efficiency can be increased by fastening the lockup clutch 2a. The lock-up clutch 2a is provided between the engine 1 and the variator 3 in the power transmission path described above. Hereinafter, the lock-up clutch 2a is referred to as the LU clutch 2a.

  The variator 3 includes a primary pulley 31, a secondary pulley 32, and a belt 33 wound around the primary pulley 31 and the secondary pulley 32. Hereinafter, the primary is also referred to as PRI and the secondary is also referred to as SEC. The variator 3 constitutes a belt-type continuously variable transmission mechanism that changes speed by changing the winding diameter of the belt 33 by changing the groove widths of the PRI pulley 31 and the SEC pulley 32, respectively.

  The PRI pulley 31 includes a fixed pulley 31a, a movable pulley 31b, and a PRI chamber 31c. In the PRI pulley 31, by controlling the primary pressure supplied to the PRI chamber 31c, the movable pulley 31b is operated and the groove width of the PRI pulley 31 is changed.

  The SEC pulley 32 includes a fixed pulley 32a, a movable pulley 32b, and an SEC chamber 32c. In the SEC pulley 32, the movable pulley 32b operates by controlling the secondary pressure supplied to the SEC chamber 32c, and the groove width of the SEC pulley 32 is changed.

  The belt 33 has a V-shaped sheave surface formed by a fixed pulley 31a and a movable pulley 31b of the PRI pulley 31 and a V-shape formed by a fixed pulley 32a and a movable pulley 32b of the SEC pulley 32. Wound around the sheave surface.

  The clutch 4 is provided between the variator 3 and the drive wheel 6 in the power transmission path described above. Specifically, the clutch 4 is provided between the variator 3 and the final reduction mechanism 5 in the power transmission path, and performs power transmission and power interruption.

  Specifically, the clutch 4 is a friction clutch, which transmits power in the engaged or slipped state and shuts off the power in the released state. The same applies to the LU clutch 2a. In other words, the released state is a state in which power is not transmitted, and includes, for example, a Steinby state where the vehicle waits immediately before the slip state. In the LU clutch 2a and the clutch 4, the transmission torque can be reduced by reducing the torque capacity, and the transmission torque can be increased by increasing the torque capacity.

  The final deceleration mechanism 5 transmits the output rotation from the clutch 4 to the drive wheels 6. The final reduction mechanism 5 includes a plurality of gear trains and differential gears. The final reduction mechanism 5 rotates the drive wheels 6 via the axle.

  The vehicle further includes a first oil pump 10, a second oil pump 11, a hydraulic control circuit 12, and a controller 13.

  The first oil pump 10 is a mechanical oil pump that is driven by the engine 1 to discharge oil. The second oil pump 11 is an electric oil pump and is used as a sub oil pump that supplies hydraulic pressure when the first oil pump 10 is stopped. The variator 3 is supplied with hydraulic pressure using the first oil pump 10 and the second oil pump 11 as hydraulic pressure sources.

  The hydraulic control circuit 12 adjusts the pressure of oil discharged from the first oil pump 10, that is, the hydraulic pressure, and transmits the adjusted pressure to each part of the variator 3. In the hydraulic control circuit 12, for example, the line pressure PL, the PRI pressure, and the SEC pressure, which are original pressures, are adjusted. The hydraulic control circuit 12 also supplies hydraulic pressure to the torque converter 2 and the clutch 4.

  The controller 13 is an electronic control unit, and a signal from the sensor / switch group 14 is input to the controller 13.

  The sensor switch group 14 includes, for example, an accelerator opening sensor that detects the accelerator opening APO, a brake sensor that detects a brake depression force based on the depression amount BRP of the brake pedal, a vehicle speed sensor that detects the vehicle speed Vsp, and a rotational speed Ne. An engine rotation speed sensor for detecting

  The sensor switch group 14 further includes, for example, a PRI pressure sensor that detects the PRI pressure, a SEC pressure sensor that detects the SEC pressure, a PRI rotation speed sensor that detects the rotation speed Npri that is the input side rotation speed of the PRI pulley 31, , The SEC rotation speed sensor that detects the rotation speed Nsec that is the output-side rotation speed of the SEC pulley 32, the inhibitor switch that detects the operation position of the shift lever, the temperature of oil used to supply hydraulic pressure to the variator 3, etc. An oil temperature sensor is detected.

  The controller 13 controls the hydraulic control circuit 12 based on a signal from the sensor / switch group 14. The transmission ratio of the variator 3 is changed by controlling the oil discharged from the first oil pump 10 and the second oil pump 11 by the hydraulic control circuit 12 and the controller 13.

  In the present embodiment, the vehicle drive device 100 includes a torque converter 2, a variator 3, a clutch 4, a first oil pump 10, a second oil pump 11, a hydraulic control circuit 12, a controller 13, and a sensor. The switch group 14 is configured.

  By the way, in the vehicle, the LU clutch 2a and the clutch 4 are engaged during coasting and during the fuel cut of the engine 1. This is because power necessary for preventing the engine from being stopped (so-called engine stall) is transmitted from the drive wheels 6 to the engine 1 in the fuel cut state. Hereinafter, the fuel cut is referred to as F / C.

  Specifically, F / C is performed when the execution condition of F / C is satisfied. The execution condition of F / C includes, for example, that the accelerator pedal is not depressed, that is, that there is no acceleration request for the engine 1 and that the vehicle speed Vsp is higher than a predetermined vehicle speed. The predetermined vehicle speed can be set in advance by experiments or the like.

  When the accelerator pedal is depressed during F / C and an acceleration request is made to the engine 1, the F / C is stopped and the operation of the engine 1 is resumed. If power is transmitted from the engine 1 to the drive wheels 6 via the LU clutch 2a when the operation of the engine 1 is resumed, a running shock may occur.

  For this reason, when there is an acceleration request during coasting and during F / C, the torque transmitted by the LU clutch 2a is also reduced. Specifically, the LU clutch 2a is brought into a released state.

  However, if the acceleration request at this time is short, the torque converter 2 will release the LU clutch 2a after the rotational speed Ne, which is the input side rotational speed, becomes higher than the rotational speed Npri, which is the output side rotational speed. In this state, the rotational speed Npri is driven higher than the rotational speed Ne.

  That is, in this case, since the LU clutch 2a remains released even if the acceleration request is lost, F / C cannot be performed. In view of such circumstances, in the present embodiment, the controller 13 performs control as described below.

  FIG. 2 is a diagram illustrating an example of control performed by the controller 13. The controller 13 performs the processing shown in this flowchart during coasting and during F / C.

  In step S1, the controller 13 determines whether or not the accelerator pedal is ON, that is, whether or not the accelerator pedal is depressed. If the determination is affirmative in step S1, the process proceeds to step S2.

  In step S2, the controller 13 determines whether or not the LU clutch 2a is engaged. The LU clutch 2a is engaged during coasting and during F / C. For this reason, in the first routine, an affirmative determination is made in step S2, and the process proceeds to step S3.

  In step S3, the controller 13 issues an instruction to release the LU clutch 2a. In step S3, the torque capacity of the LU clutch 2a is reduced by an instruction to release the LU clutch 2a, thereby reducing the torque transmitted by the LU clutch 2a.

  In step S4, the controller 13 determines whether or not the rotational speed Npri is higher than the rotational speed Ne. In step S4, it is determined whether or not the torque converter 2 is in a driven state. If a negative determination is made in step S4, it is determined that the torque converter 2 is in the drive state, and the process proceeds to step S5.

  In step S5, the controller 13 determines whether or not a condition for shifting to drive traveling is satisfied. The transition condition is a condition for determining whether or not an acceleration request to be shifted to drive travel has been made, in other words, a condition for determining whether or not the acceleration request is a short acceleration request.

  The transition condition can be, for example, that the accelerator opening APO, that is, the degree of the acceleration request does not decrease within a predetermined time after the acceleration request is made. Therefore, a negative determination is made in step S5 until a predetermined time elapses after the acceleration request is made. Moreover, also when accelerator opening APO reduces within predetermined time, negative determination is carried out by step S5. If the accelerator opening APO decreases within a predetermined time, the transition condition is not satisfied.

  If a negative determination is made in step S5, the processing of this flowchart is temporarily ended. In this case, in the subsequent routine, the processing from step S1 to step S5 is repeatedly executed, so that the instruction to release the LU clutch 2a is continued in step S3.

  When the LU clutch 2a is released, a negative determination is made in step S2, and the process proceeds to step S4. If the determination in step S5 is affirmative, it is determined that the request is not a short acceleration request, and the process proceeds to step S14.

  In step S14, the controller 13 makes a transition to drive travel. In this case, since the torque converter 2 is in the drive state, the controller 13 can shift to drive running by gradually increasing the transmission torque of the LU clutch 2a and engaging the LU clutch 2a, for example. After step S14, the process of this flowchart is temporarily terminated.

  If the acceleration request is short, the accelerator opening APO starts to decrease before the transition condition is satisfied in step S5, and the failure of the transition condition is confirmed. Further, after that, the accelerator opening APO becomes zero, and the acceleration request disappears.

  First, the case where the acceleration request is lost will be described. In this case, a negative determination is made in step S1, and the controller 13 determines whether or not the transition condition is not satisfied in step S13. And if it is affirmation determination by step S13, a process will progress to step S2, and if it is negative determination by step S13, the process of this flowchart will once be complete | finished.

  When it is determined that the transition condition is not satisfied, the rotational speed Ne starts to decrease as the accelerator opening APO decreases. When the rotational speed Npri becomes higher than the rotational speed Ne, the torque converter 2 enters a driven state. As a result, an affirmative determination is made in step S4, and the process proceeds to step S6.

  In step S6, the controller 13 decreases the transmission torque of the clutch 4. Specifically, the controller 13 releases the clutch 4.

  In step S <b> 7, the controller 13 controls the speed ratio of the variator 3 so that the output side rotation of the torque converter 2 is synchronized with the input side rotation of the torque converter 2.

  In step S8, the controller 13 determines whether or not the magnitude of the differential rotation between the input side rotation and the output side rotation of the torque converter 2 is smaller than a predetermined value α. The predetermined value α is a value for determining whether or not the input side rotation and the output side rotation of the torque converter 2 are synchronized, and can be set in advance by an experiment or the like. If a negative determination is made in step S8, the processing of this flowchart is temporarily terminated.

  In the subsequent routine, the speed ratio control of the variator 3 is continued in step S7 until an affirmative determination is made in step S8. And if it is affirmation determination by step S8, a process will progress to step S9.

  In step S9, the controller 13 increases the torque transmitted by the LU clutch 2a. In step S10, the controller 13 increases the torque transmitted by the clutch 4. Specifically, the controller 13 engages the clutch 4. As a result, the LU clutch 2a and the clutch 4 are engaged, so that F / C can be performed.

  In step S11, the controller 13 determines whether or not the LU clutch 2a is in an engaged state. If a negative determination is made in step S11, the process returns to step S9. Thus, the transmission torque of the LU clutch 2a is increased in step S9 until the LU clutch 2a is engaged. If the LU clutch 2a is in the engaged state, an affirmative determination is made in step S11, and the process proceeds to step S12.

  In step S12, the controller 13 resets the transition condition. For this reason, when this flowchart is finished following Step S12, since the negative determination is made in Step S1 and Step S13 until the accelerator pedal is turned on, F / C can be continued. When the accelerator pedal is turned on, an affirmative determination is made in step S1, and the processes after step S2 can be performed again.

  The controller 13 may perform the process of step S11 following step S9. In this case, the transmission torque of the clutch 4 can be increased after the LU clutch 2a is engaged. The controller 13 may increase the transmission torque of the clutch 4 after starting the increase of the transmission torque of the LU clutch 2a until the LU clutch 2a is engaged.

  The controller 13 may determine whether or not the LU clutch 2a is in a predetermined engagement state in step S11. The predetermined engagement state is an engagement state having a predetermined torque capacity, and can be set in advance by an experiment or the like.

  The controller 13 functions as a control unit that performs control including the first control, the second control, and the third control by performing the processing of this flowchart including the processing of step S6, step S7, step S9, and step S10. The controller 13 includes a control unit by functioning as a control unit. It may be understood that the control unit includes the hydraulic control circuit 12 and the controller 13.

  Next, main effects of the vehicle drive device 100 will be described.

  FIG. 3 is a diagram illustrating an example of a timing chart corresponding to the control illustrated in FIG. In FIG. 3, as a comparative example, the case where the LU clutch 2a is released when there is a short acceleration request is also indicated by a broken line. In the timing chart shown in FIG. 3, the vehicle speed VSP can be regarded as substantially constant. The vehicle speed VSP is 40 km / h, for example.

  At timing T1, the accelerator pedal is depressed during coasting and F / C, and an acceleration request is made. As a result, the accelerator opening APO starts to increase from zero. Further, as the F / C signal is turned off, the fuel injection amount starts to increase.

  At timing T1, the rotational speed Ne and the rotational speed Npri start to increase in response to the acceleration request. However, at timing T1, the control current signal indicating the torque capacity of the LU clutch 2a starts to decrease, so the rotational speed Ne becomes higher than the rotational speed Npri. As a result, the torque converter 2 is in a drive state.

  The LU clutch 2a is released after timing T1. The accelerator opening APO starts to decrease after the timing T1. As a result, the fuel injection amount and the rotational speed Ne start to decrease accordingly. The accelerator opening APO becomes zero at timing T2. The rotation speed Npri continues to increase gradually until timing T2.

  From timing T2, the rotational speed Ne becomes lower than the rotational speed NPri, and the torque converter 2 enters a driven state. Therefore, at timing T2, the control current signal indicating the torque capacity of the clutch 4 becomes zero, and the clutch 4 is released. Further, the gear ratio control of the variator 3 is also started. In the gear ratio control, control is performed so that the gear ratio of the variator 3 becomes small, and the rotation in the torque converter 2 is synchronized. For this reason, from the timing T2, the rotation speed Npri changes so as to follow the rotation speed Ne.

  At timing T3, the magnitude of the differential rotation in the torque converter 2 becomes smaller than the predetermined value α. For this reason, at the timing T3, the engagement of the LU clutch 2a is started, and the signal of the LU clutch 2a starts to increase. At timing T3, the clutch 4 is also engaged.

  As a result, the LU clutch 2a and the clutch 4 are engaged in a state where there is no acceleration request, so that F / C can be performed. For this reason, at the timing T3, the F / C signal is turned ON, and the fuel injection amount becomes zero. Thereafter, the F / C is continued until the timing T4 when the acceleration request is made. For example, the LU clutch 4 may be engaged at the timing T3 ′ at which the LU clutch 2a is engaged, or between the timing T3 and the timing T3 ′.

  In the case of the comparative example, the signal of the LU clutch 2a starts to increase for the first time at the timing T5 when the torque converter 2 enters the drive state in response to the acceleration request at the timing T4. Therefore, the LU clutch 2a is released during a period when there is no acceleration request between the timing T2 and the timing T4, and fuel efficiency cannot be improved by F / C. In the case of the comparative example, if an attempt is made to increase the transmission torque of the LU clutch 2a while the torque converter 2 is in the driven state, a running shock due to a sudden engagement can be caused.

  In view of such circumstances, the vehicle drive device 100 includes a variator 3, a torque converter 2, and a controller 13. When the fuel cut is performed while the LU clutch 2a is engaged during coasting of the vehicle, the controller 13 reduces the torque transmitted by the LU clutch 2a when the acceleration request is made to the engine 1. When the rotational speed Ne is lower than the rotational speed NPri in the torque converter 2, the first control and the second control are performed. The first control is a control for controlling the transmission ratio of the variator 3 to synchronize the output side rotation of the torque converter 2 with the input side rotation of the torque converter 2. The second control is a control for increasing the torque transmitted by the LU clutch 2a when the magnitude of the differential rotation between the input side rotation and the output side rotation of the torque converter 2 becomes smaller than a predetermined value.

  According to the vehicle drive device 100 having such a configuration, when an acceleration request is made during coasting and during fuel cut, the transmission torque of the LU clutch 2a is reduced, and the rotational speed Ne is converted into the rotational speed in the torque converter 2. When Npri falls below, that is, when a short acceleration request is made, the torque transmitted by the LU clutch 2a is increased after synchronizing the input side rotation and the output side rotation in the torque converter 2.

  For this reason, according to the vehicle drive device 100 having such a configuration, even when a short acceleration request is made during coasting and during fuel cut, fuel consumption is improved by F / C while preventing the occurrence of traveling shock. (Effects corresponding to claims 1 and 5).

  The vehicle drive device 100 further includes a clutch 4. The controller 13 further reduces the torque transmitted by the clutch 4 in the first control. Further, the controller 13 further performs a third control for increasing the torque transmitted by the clutch 4 after the execution of the second control.

  According to the vehicle drive device 100 having such a configuration, the load applied to the variator 3 can be reduced during the gear ratio control of the variator 3 in the first control, so that the speed change speed of the variator 3 can be improved. Can do. Further, when the torque transmitted by the LU clutch 2a is increased in the second control, it is possible to prevent or suppress the occurrence of a travel shock (effect corresponding to claim 2).

  In the vehicle drive device 100, the controller 13 releases the clutch 4 by the first control and fastens the clutch 4 by the third control.

  According to the vehicle drive device 100 having such a configuration, it is possible to suppress the occurrence of energy loss by intentionally bringing the clutch 4 into the slip state. For this reason, according to the vehicle drive device 100 having such a configuration, it is possible to further improve the fuel consumption by reducing the energy loss (effect corresponding to claim 3).

  The embodiment of the present invention has been described above, but the above embodiment is merely a part of an application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  In the embodiment described above, the case where the variator 3 as the automatic transmission mechanism is a belt-type continuously variable transmission mechanism has been described. However, the variator 3 as the automatic transmission mechanism may be, for example, a toroidal continuously variable transmission mechanism. The automatic transmission mechanism may be a so-called automatic transmission that is a stepped automatic transmission mechanism.

  In the embodiment described above, the case where the clutch 4 is a single friction clutch has been described. However, for example, a forward / reverse switching mechanism or a dog clutch that can function as a clutch may be used as the clutch 4.

  In the above-described embodiment, the case where the controller is realized by the controller 13 has been described. However, the control unit may be realized by a plurality of controllers, for example.

1 Engine 2 Torque converter 2a LU clutch 3 Variator (automatic transmission mechanism)
4 Clutch 5 Final Deceleration Mechanism 6 Drive Wheel 10 First Oil Pump 11 Second Oil Pump 12 Hydraulic Control Circuit 13 Controller (Control Unit)
100 Vehicle drive device

Claims (4)

An automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on the vehicle to the drive wheels of the vehicle;
A torque converter provided between the engine and the automatic transmission mechanism in the power transmission path, and having a lock-up clutch;
When the engine is cut while the lock-up clutch is engaged during coasting of the vehicle, the torque transmitted by the lock-up clutch when there is an acceleration request to the engine is When the input side rotational speed is less than the output side rotational speed in the torque converter,
A first control for controlling a gear ratio of the automatic transmission mechanism to synchronize an output side rotation of the torque converter with an input side rotation of the torque converter;
A second control for increasing the torque transmitted by the lockup clutch when the magnitude of the differential rotation between the input side rotation and the output side rotation of the torque converter is smaller than a predetermined value;
A control unit for performing
A vehicle drive device comprising: The vehicle drive device according to claim 1,
A clutch is further provided between the automatic transmission mechanism and the drive wheel in the power transmission path;
The controller is
In the first control, when the transmission ratio of the automatic transmission mechanism is controlled, the torque transmitted by the clutch is reduced,
After the execution of the second control, a third control for increasing the torque transmitted by the clutch is further performed.
The vehicle drive device characterized by the above-mentioned. The vehicle drive device according to claim 2,
The controller is
In reducing the torque transmitted by the clutch in the first control, the clutch is released,
In increasing the torque transmitted by the clutch in the third control, the clutch is engaged.
The vehicle drive device characterized by the above-mentioned. An automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on the vehicle to the drive wheels of the vehicle, and a lockup clutch provided between the engine and the automatic transmission mechanism in the power transmission path. And a torque converter having a control method of a vehicle drive device comprising:
When the engine is cut while the lock-up clutch is engaged during coasting of the vehicle, the torque transmitted by the lock-up clutch when there is an acceleration request to the engine is When the input side rotational speed is less than the output side rotational speed in the torque converter,
Controlling the transmission ratio of the automatic transmission mechanism to synchronize the output side rotation of the torque converter with the input side rotation of the torque converter;
Increasing the torque transmitted by the lockup clutch when the magnitude of the differential rotation between the input side rotation and the output side rotation of the torque converter is smaller than a predetermined value;
A control method for a vehicle drive device.

Images