JP2012210834A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive device that can control the influence given to the convenience of the driver by divergence between the real travelable distance and the predicted travelable distance.SOLUTION: The vehicle drive device includes: an engagement command part that commands engagement of an engagement device CL in a stopped state of an internal combustion engine E; an engagement determination torque control part that makes a first rotating electric machine MG1 output an engagement determination torque TA; and an engagement determination part that executes the engagement determination. The engagement determination torque control part sets the engagement determination torque TA that is less than the torque required to start rotation of an input member drive connected to the internal combustion engine E of a stopped state when the engagement device CL is in a directly engaged state, and that becomes a necessary or more to change the rotation state of the first rotating electric machine MG1 when the engagement device CL is a release state. The engagement determination part determines that the engagement state is different from the command when the rotation state of the first rotating electric machine MG1 has changed by the engagement determination threshold NA or more.

Description

  The present invention includes an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device having at least three rotating elements, And a vehicle drive device including the control device.

  As a conventional technique of the vehicle drive device as described above, for example, there is a technique described in Patent Document 1 below. In Patent Document 1, a differential gear device is configured by a planetary gear mechanism having three rotating elements, a first rotating electrical machine is drivingly connected to a sun gear, an input member is drivingly connected to a carrier, and a second rotating electrical machine is connected to a ring gear. And the structure by which the output member was drive-connected was described. The vehicle drive device includes an engagement device capable of releasing the drive connection between the carrier and the input member (internal combustion engine), and the vehicle is driven by the torque of the second rotating electrical machine while the internal combustion engine is stopped. During the execution of the travel mode, the internal combustion engine can be disconnected by releasing the engagement device. Thereby, during execution of the electric travel mode, the rotational speed of the sun gear (first rotating electrical machine) and the carrier can be set independently of the vehicle speed. For example, as described in Patent Document 1, the first rotating electrical machine By actively controlling the rotational speed of the carrier, the carrier can be rotated, and the accessory can be driven by utilizing the rotation of the carrier.

  By the way, in the configuration in which the engagement device is released during execution of the electric travel mode as in the configuration of Patent Document 1, the travel is performed using the torque of the internal combustion engine due to an increase in the torque required for the vehicle. When switching to the hybrid travel mode is performed, the engagement device is instructed to engage and the engagement device is switched to the engaged state, and the rotational speed of the internal combustion engine is increased to a rotational speed at which ignition is possible. It is necessary to let Further, in order to appropriately transmit the torque of the internal combustion engine to the output member, it is necessary to maintain the engagement device in the engaged state even after the internal combustion engine is started by ignition.

  Thus, in order to appropriately execute the hybrid travel mode, the engagement state of the engagement device needs to be in a state that matches the command. When the engagement state of the engagement device is different from the command, the hybrid travel mode cannot be appropriately executed. Therefore, the actual travelable distance that the vehicle can actually travel considers the remaining fuel of the internal combustion engine. Therefore, the predicted travelable distance predicted may be shortened. However, Patent Document 1 does not include any mention of such a deviation between the actual travelable distance and the predicted travelable distance, and a configuration capable of suppressing the influence of such a deviation on the convenience of the driver. Is not yet known.

JP 2010-76678 A

  Therefore, it is desired to realize a vehicle drive device that can suppress the influence of the difference between the actual travelable distance and the predicted travelable distance on the convenience of the driver.

  An input member drivingly connected to the internal combustion engine according to the present invention, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device having at least three rotating elements; The vehicle drive device comprising the control device is characterized in that the input member, the output member, and the first rotating electrical machine are respectively connected to different rotating elements of the differential gear device. The second rotating electrical machine is connected to the rotating element of the differential gear device other than the rotating element to which the first rotating electrical machine is drive-coupled. And an engagement device that can be driven and connected without any rotation element, and can release the drive connection between the input member, the output member, and the first rotating electrical machine and the rotation element of the differential gear device. The control device is When the engagement device is in the released state and the internal combustion engine is stopped, the engagement command unit that commands engagement of the engagement device and the engagement of the engagement device are commanded On the condition, the engagement determination torque control unit for executing the engagement determination torque control for outputting the engagement determination torque to the first rotating electric machine, and the rotation of the first rotating electric machine during the execution of the engagement determination torque control An engagement determination unit that performs an engagement determination that is a determination of an engagement state of the engagement device based on a change in the state, and the engagement determination torque control unit is configured so that the engagement device is directly engaged. The first rotating electrical machine is less than the torque required to start rotation of the input member that is drivingly connected to the internal combustion engine in a stopped state when the engaging device is in a released state. Necessary to change the rotation state of The engagement determination torque is set so as to be equal to or greater than the torque, and the engagement determination unit is configured to change the engagement device when the rotation state of the first rotating electrical machine changes by a predetermined engagement determination threshold value or more. The engagement state is determined to be different from the command.

In the present application, the “rotation state” refers to a physical quantity related to rotational motion, and means, for example, a rotational position (rotational angle), rotational speed, or rotational acceleration.
Further, in the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or It is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Further, as such a transmission member, an engagement element that selectively transmits rotation and driving force, for example, a friction engagement element, a meshing engagement element, or the like may be included. Note that “driving force” is used synonymously with “torque”.
In the present application, a differential gear mechanism having three rotating elements such as a planetary gear mechanism having a sun gear, a carrier, and a ring gear is used, and the differential gear mechanism alone or a plurality of differential gear mechanisms are used. The device obtained by combining is called a differential gear device.
Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

According to the above characteristic configuration, the engagement determination torque is less than the torque required to start rotation of the input member that is drivingly connected to the stopped internal combustion engine when the engagement device is in the direct engagement state. Thus, when the engagement device is in the released state, the torque is set to be equal to or higher than the torque necessary for changing the rotation state of the first rotating electrical machine. For this reason, the amount of change in the rotation state of the first rotating electrical machine during execution of the engagement determination torque control differs depending on the engagement state of the engagement device. In view of this point, according to the above characteristic configuration, the engagement determination of the engagement device, specifically, the engagement state of the engagement device is based on the magnitude relationship between the change amount and the engagement determination threshold value. It is possible to appropriately execute the determination of whether or not the command is met (determination of whether or not the engagement state of the engagement device is different from the command).
Note that the engagement determination of the engagement device can be executed with a simple configuration of control of the output torque of the first rotating electrical machine and detection of the rotation state, and thus greatly affects other control executed by the vehicle. The engagement determination can be executed without any problem. Further, since the engagement determination of the engagement device can be executed both when the vehicle speed is zero and when it is not, for example, the vehicle is used by using the torque of the internal combustion engine, such as before the vehicle is driven. It is also possible to execute the engagement determination at an arbitrary time before it becomes necessary to execute the traveling mode for traveling. Therefore, when the engagement state of the engagement device that matches the command cannot be obtained, it becomes easy to grasp the fact at an early stage. This makes it possible to notify the driver that the actual travelable distance will be shorter than the predicted travelable distance, and the difference between the actual travelable distance and the predicted travelable distance is the convenience for the driver. The influence which it has on can be suppressed.
Moreover, the structure for detecting the change in the rotation state of the first rotating electrical machine can be realized while suppressing an increase in cost, such as using an existing control device for the first rotating electrical machine. Therefore, according to said characteristic structure, it is possible to perform engagement determination of an engagement apparatus with a structure simple also structurally.

  Here, during the execution of the engagement determination torque control, the control device performs torque fluctuation transmitted to the output member via the differential gear device due to a change in the rotation state or output torque of the first rotating electrical machine. It is preferable to perform a variation suppression control that causes the second rotating electrical machine to output a suppression variation torque to be suppressed.

  According to this configuration, it is possible to suppress the torque fluctuation transmitted to the output member that is drivingly connected to the wheel during execution of the engagement determination torque control. Therefore, it is possible to appropriately execute the engagement determination of the engagement device while suppressing the occurrence of a shock in the vehicle.

  Further, the engagement determination torque control unit is in a state where the rotation of the output member is restricted by an output rotation restriction device that restricts the rotation of the output member or a member that rotates in conjunction with the output member. As a condition, it is preferable that the engagement determination torque control is executed.

  According to this configuration, since the engagement determination torque control is executed in a state where the rotation of the output member is restricted, the torque fluctuation transmitted to the output member during the execution of the engagement determination torque control is mechanically suppressed. It becomes possible to do. Therefore, it is possible to suppress a shock that may occur in the vehicle during execution of the engagement determination of the engagement device with a simple configuration.

  Further, it is preferable that the second rotating electrical machine is drivingly connected to a rotating element of the differential gear device to which the output member is drivingly connected without passing through another rotating element of the differential gear device. It is.

  According to this configuration, the internal combustion engine is stopped regardless of whether the input device, the output member, or the first rotating electrical machine is a member that can be released from the drive connection with the rotating element of the differential gear device by the engaging device. In this state, it is possible to realize an electric travel mode in which the torque of the second rotating electrical machine is transmitted to the output member to drive the wheels. Therefore, the degree of freedom of design regarding the arrangement of the engagement devices is increased, and the vehicle drive device according to the present invention can be applied in a wide range.

  For example, as the configuration in which the engagement device is provided so that the drive connection between the input member and the rotation element of the differential gear device can be released, the differential gear device includes a first rotation element and a first rotation element in order of rotation speed. Having two rotating elements and three rotating elements as third rotating elements, the first rotating electrical machine is drivingly connected to the first rotating element without passing through the other rotating elements of the differential gear device; The input member is drivingly connected to the second rotating element, the second rotating electrical machine and the output member are drivingly connected to the third rotating element, and the engaging device includes the input member and the second rotating element. It is preferable to adopt a configuration provided on the power transmission path between the two.

  The "rotation speed order" is either the order from the high speed side to the low speed side or the order from the low speed side to the high speed side, and can be either depending on the rotation state of each differential gear mechanism. In the case of, the order of the rotating elements does not change.

  Alternatively, the second rotating electrical machine may be connected to a rotating element of the differential gear device other than the rotating element to which the first rotating electrical machine is drivingly connected and the rotating element to which the output member is drivingly connected. The engagement device is connected between the input member and the rotation element of the differential gear device in which the input member is drive-connected without passing through another rotating element. It is also suitable as a configuration provided on the power transmission path.

  Also with this configuration, it is possible to realize an electric travel mode in which the torque of the second rotating electrical machine is transmitted to the output member and the wheels are driven while the internal combustion engine is stopped.

It is a skeleton figure which shows the mechanical structure of the vehicle drive device which concerns on 1st embodiment of this invention. 1 is a schematic diagram showing a system configuration of a vehicle drive device according to a first embodiment of the present invention. It is a velocity diagram for demonstrating the operation | movement of the starting control which concerns on 1st embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of the engagement determination control at the time of the vehicle stop which concerns on 1st embodiment of this invention. It is a velocity diagram for demonstrating operation | movement of the engagement determination control at the time of vehicle travel which concerns on 1st embodiment of this invention. It is a time chart which shows an example of the operation state of each part at the time of execution of engagement determination control in case the engagement state which concerns on 1st embodiment of this invention corresponds to instruction | command. It is a time chart which shows an example of the operation state of each part at the time of execution of the engagement determination control in case the engagement state which concerns on 1st embodiment of this invention differs from a command. It is a flowchart which shows the process sequence of engagement determination control which concerns on 1st embodiment of this invention. It is a skeleton figure which shows the mechanical structure of the vehicle drive device which concerns on 2nd embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on 2nd embodiment of this invention. It is a skeleton figure which shows the mechanical structure of the vehicle drive device which concerns on 3rd embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on 3rd embodiment of this invention. It is a velocity diagram for demonstrating operation | movement of the engagement determination control which concerns on 4th embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on other embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on other embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on other embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on other embodiment of this invention. It is a velocity diagram for demonstrating the operation | movement of engagement determination control which concerns on other embodiment of this invention.

1. First Embodiment A first embodiment of a vehicle drive device according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle drive device 1 according to the present embodiment is a drive for driving a vehicle (hybrid vehicle) that includes both an internal combustion engine E and rotating electrical machines MG1 and MG2 as wheel driving force sources. It is considered as a device (drive device for a hybrid vehicle). And the vehicle drive device 1 which concerns on this embodiment is provided with the control apparatus 70 (refer FIG. 2), and this control apparatus 70 is operation | movement of each drive force source and friction engagement apparatus CL based on the system structure shown in FIG. To control. In FIG. 2, a broken line indicates a power transmission path, and a solid arrow indicates a transmission path for various information.

  As shown in FIG. 1, in the present embodiment, the differential gear device DG provided in the vehicle drive device 1 is configured by a planetary gear mechanism PG having a sun gear s, a carrier ca, and a ring gear r as rotating elements. The first rotating electrical machine MG1 is drivingly connected to the sun gear s, the input member I is drivingly connected to the carrier ca, and the second rotating electrical machine MG2 and the ring gear r are not connected to the other rotating elements of the planetary gear mechanism PG. The output member O is drivingly connected. The input member I is drivingly connected to the internal combustion engine E, and the output member O is drivingly connected to the wheels W.

  The vehicle drive device 1 includes a friction engagement device CL that can release the drive connection between the input member I and the carrier ca. As a result, when executing the electric travel mode (EV travel mode) in which the output torque of the second rotating electrical machine MG2 is transmitted to the output member O and the wheels W are driven while the internal combustion engine E is stopped, the internal combustion engine E is The energy efficiency can be improved by avoiding idling (dragging) of the first rotating electrical machine MG1, and driving of an auxiliary machine (for example, an oil pump) using the rotation of the carrier ca is possible. . Hereinafter, the configuration of the vehicle drive device 1 according to the present embodiment will be described in detail.

1-1. First, the mechanical configuration of the vehicle drive device 1 according to this embodiment will be described. The vehicle drive device 1 includes an input member I that is drivingly connected to the internal combustion engine E, an output member O that is drivingly connected to the wheels W, a first rotating electrical machine MG1, a second rotating electrical machine MG2, and at least three rotations. A differential gear device DG having elements and a control device 70 are provided. And the vehicle drive device 1 according to the present embodiment distributes the output torque of the internal combustion engine E to the first rotating electrical machine MG1 side and the wheels W and the second rotating electrical machine MG2 side. It is configured as a drive device for a so-called two-motor split type hybrid vehicle including the device DG.

  As shown in FIG. 1, in the present embodiment, the differential gear device DG is constituted by a single pinion type planetary gear mechanism PG. That is, the differential gear device DG has three rotating elements in this example. If these three rotating elements are defined as a first rotating element e1, a second rotating element e2, and a third rotating element e3 in the order of the rotation speed, in this embodiment, the sun gear s of the planetary gear mechanism PG is rotated in the first rotation. The element e1 is constituted, the carrier ca of the planetary gear mechanism PG constitutes the second rotating element e2, and the ring gear r of the planetary gear mechanism PG constitutes the third rotating element e3.

  Then, as described below, the input member I, the output member O, and the first rotating electrical machine MG1 are respectively connected to different rotating elements of the differential gear device DG via other rotating elements of the differential gear device DG. It is connected without driving. Further, the second rotating electrical machine MG2 is connected to the rotating element of the differential gear device DG other than the rotating element to which the first rotating electrical machine MG1 is drive-connected without passing through the other rotating elements of the differential gear device DG. Has been. The vehicle drive device 1 includes a friction engagement device CL capable of releasing the drive connection between any one of the input member I, the output member O, and the first rotating electrical machine MG1 and the rotation element of the differential gear device DG. ing.

  Note that a rotating element connecting member that rotates integrally with the rotating element is connected to each rotating element of the differential gear device DG. Specifically, as shown in FIG. 1, a first rotating element connecting member 41 is connected to the sun gear s as the first rotating element e1, and a second rotation is connected to the carrier ca as the second rotating element e2. The element connecting member 42 is connected, and the third rotating element connecting member 43 is connected to the ring gear r as the third rotating element e3. Then, each of the input member I, the output member O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 is drivingly connected to any of these rotating element connecting members, so that any of the differential gear devices DG It is drivingly connected to the rotating element.

  The input member I is drivingly connected to the internal combustion engine E. In this embodiment, the input member I is a shaft member (input shaft). Here, the internal combustion engine E is a prime mover that outputs power by combustion of fuel. For example, a spark ignition engine such as a gasoline engine or a compression ignition engine such as a diesel engine can be used. The input member I is drivingly connected to an output shaft of an internal combustion engine such as a crankshaft of the internal combustion engine E. In this embodiment, the input member I is drivingly connected so as to rotate integrally with the output shaft of the internal combustion engine, and the rotational speed of the input member I becomes equal to the rotational speed of the internal combustion engine E. It is also preferable that the internal combustion engine E is drivingly connected to the input member I via another device such as a damper or a flywheel.

  The output member O is drivingly connected to the wheel W. In this embodiment, the output member O is a gear member, and specifically, a differential input gear provided in the output differential gear device D. In this example, the output differential gear device D is configured by a differential gear mechanism using a plurality of bevel gears that mesh with each other, and the torque transmitted to the output member O is applied to the left and right wheels W that serve as drive wheels. Distribute. The wheel W is provided with a brake device 93 (disc brake in this example), and a braking force corresponding to the operation amount of the brake pedal 91 (see FIG. 2) acts on the wheel W. The brake device 93 is an output rotation limiting device 100 that limits the rotation of the output member O or a member that rotates in conjunction with the output member O (in this example, the axle that is the axis of the wheel W). Here, the “member that rotates in conjunction with the output member O” is a proportional coefficient that is uniquely determined for each member regardless of the engagement state of the friction engagement device CL, and is proportional to the rotation speed of the output member O. It is a member that rotates at the rotation speed.

  The first rotating electrical machine MG1 includes a first stator St1 fixed to a case (not shown), and a first rotor Ro1 that is rotatably supported on the radially inner side of the first stator St1. The second rotating electrical machine MG2 includes a second stator St2 fixed to a case (not shown) and a second rotor Ro2 that is rotatably supported on the radially inner side of the second stator St2. The second rotor Ro2 is drivingly connected to rotate integrally with the second rotating electrical machine output gear 55 via a second rotor shaft to which the second rotor Ro2 is fixed.

  As shown in FIG. 2, the first rotating electrical machine MG1 is electrically connected to the power storage device B via the first inverter 4, and the second rotating electrical machine MG2 is connected to the power storage device B via the second inverter 5. Is electrically connected. As the power storage device B, various known power storage devices such as a battery and a capacitor can be used. In the present embodiment, each of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 has a function as a motor (electric motor) that receives power supplied from the power storage device B and generates power (torque), It is possible to function as a generator (generator) that receives supply to generate electric power and supplies the generated electric power to the power storage device B.

  The friction engagement device CL includes two engagement members, and a member that is drivingly connected to a first engagement member CLa that is one engagement member and a second engagement member CLb that is the other engagement member. This is a device for selectively driving and connecting the members that are drivingly connected. In the present embodiment, the friction engagement device CL is configured as a wet multi-plate clutch that operates by hydraulic pressure. In the present embodiment, the friction engagement device CL is provided so as to be able to release the drive connection between the input member I and the rotation element (second rotation element e2 in this example) of the differential gear device DG. That is, in this embodiment, the friction engagement device CL is provided on the power transmission path between the input member I and the rotation element (second rotation element e2 in this example) of the differential gear device DG. The first engagement member CLa is an input side engagement member that is drivingly connected so as to rotate integrally with the input member I, and the second engagement member CLb rotates integrally with the second rotation element connection member 42. Thus, the output side engaging member is drive-connected. In the present embodiment, the friction engagement device CL corresponds to the “engagement device” in the present invention.

  As shown in FIG. 1, in the present embodiment, the first rotating electrical machine MG1 is connected to the sun gear s (first rotating element e1) without passing through other rotating elements of the planetary gear mechanism PG (differential gear device DG). Are driven and connected, the input member I is drivingly connected to the carrier ca (second rotating element e2), and the second rotating electrical machine MG2 and the output member O are drivingly connected to the ring gear r (third rotating element e3). That is, in the present embodiment, the second rotating electrical machine MG2 is connected to the ring gear r (third rotating element e3), which is the rotating element of the differential gear device DG to which the output member O is drivingly connected, with the differential gear device DG. Drive-connected without any other rotating element.

  Specifically, the first rotating electrical machine MG1 is drivingly connected to the sun gear s by drivingly connecting the first rotor shaft to which the first rotor Ro1 is fixed so as to rotate integrally with the first rotating element connecting member 41. ing. That is, in the present embodiment, the rotational speed of the sun gear s (first rotating element e1) is always equal to the rotational speed of the first rotor Ro1 (first rotating electrical machine MG1).

  The input member I is selectively connected to the carrier ca via the friction engagement device CL by being driven and connected to the first engagement member CLa of the friction engagement device CL so as to rotate integrally. The That is, in the present embodiment, when the friction engagement device CL is in the direct engagement state, the rotation speed of the carrier ca (second rotation element e2) is equal to the rotation speed of the input member I (internal combustion engine E). Become. In the present embodiment, the rotational speed difference between the two engaging members of the frictional engagement device CL is such that the rotational speed of the input member I (internal combustion engine E) and the carrier ca (second rotating element connecting member 42). It becomes the difference with the rotation speed.

  The second rotating electrical machine MG2 and the output member O are drivingly connected to the ring gear r via the counter gear mechanism C. As shown in FIG. 1, the counter gear mechanism C includes a first counter gear 53, a second counter gear 54, and a counter shaft that is coupled so as to rotate integrally. The third rotating element connecting member 43 has a counter drive gear 52 that meshes with the first counter gear 53. The second rotating electrical machine output gear 55 is arranged so as to mesh with the first counter gear 53 at a position different from the counter drive gear 52 in the circumferential direction (the circumferential direction of the first counter gear 53). The electric machine MG2 is drivingly connected to the ring gear r. Further, the output member O is disposed so as to mesh with the second counter gear 54, so that it is drivingly connected to the ring gear r. That is, in the present embodiment, the rotational speed relationships among the ring gear r, the second rotating electrical machine MG2 and the output member O are proportional to each other, and the proportionality coefficient (that is, the rotational speed ratio) is interposed therebetween. It becomes a value according to the number of teeth of the gear to be operated.

  In the present embodiment, the counter gear mechanism C is provided with a parking lock device 94. The parking lock device 94 is a device that fixes the output member O so as not to rotate while the vehicle is stopped, so as to lock the wheels W while the vehicle is stopped. In the present embodiment, the parking lock device 94 includes a parking gear 94a that rotates integrally with the counter shaft, and a lock member 94b that can lock the parking gear 94a. The parking lock device 94 is in a locked state in which the lock member 94b engages with the parking gear 94a and locks the parking gear 94a, and the lock member 94b moves away from the parking gear 94a to move the parking gear 94a. The parking lock device control unit 9 (see FIG. 2) that controls the operation of the parking lock device 94 switches between the locked state and the unlocked state. Similarly to the brake device 93 described above, the parking lock device 94 is an output rotation limiting device 100 that limits the rotation of the output member O or a member that rotates in conjunction with the output member O (in this example, the counter gear mechanism C).

  With the configuration as described above, the vehicle drive device 1 includes a hybrid travel mode (split travel mode) in which the vehicle is driven by the output torques of both the internal combustion engine E and the rotary electric machines MG1, MG2, and the rotary electric machine MG1, An electric travel mode (EV travel mode) that travels only by the output torque of MG2 (in this example, only the second rotating electrical machine MG2) is provided. In the hybrid travel mode, the friction engagement device CL is brought into the direct engagement state, and the output torque of the internal combustion engine E is applied to the sun gear s (first rotating electrical machine MG1) and the ring gear r (counter drive gear 52) by the planetary gear mechanism PG. It becomes a state to be distributed. In the EV travel mode, the friction engagement device CL is released and the internal combustion engine E is stopped. Further, the rotational speed of the internal combustion engine output shaft (input member I) is basically zero due to the internal friction force of the internal combustion engine E, and the rotational speed of the first rotating electrical machine MG1 is basically controlled to be zero. Is done.

1-2. System configuration of vehicle drive device 1-2-1. Overall Configuration of System As shown in FIG. 2, the control device 70 according to the present embodiment includes a rotating electrical machine control unit 71, a travel mode determination unit 73, a start control unit 74, an engagement command unit 75, an engagement determination unit 76, And a fluctuation suppression torque deriving unit 77 is provided.

  The control device 70 includes an arithmetic processing device such as a CPU as a core, and includes a storage device such as a RAM and a ROM. Each functional unit of the control device 70 is configured by software (program) stored in a ROM or the like, hardware such as a separately provided arithmetic circuit, or both. Each of these functional units is configured to exchange information with each other.

  The control device 70 is configured to be able to acquire information from a sensor or the like provided in each part of the vehicle in order to acquire information of each part of the vehicle on which the vehicle drive device 1 is mounted. Specifically, as shown in FIG. 2, the control device 70 includes an input member sensor Se1, an output member sensor Se3, an accelerator opening sensor Se11, a brake operation sensor Se12, a shift position sensor Se13, a first rotor shaft sensor Se2, Information from the release target rotation element sensor Se4 and the storage state sensor Se10 can be acquired.

  The input member sensor Se1 is a sensor that detects the rotational speed of the input member I. The rotational speed of the input member I detected by the input member sensor Se1 is equal to the rotational speed of the internal combustion engine E in this example. The output member sensor Se3 is a sensor that detects the rotation speed of the output member O. In this example, since the rotation speed of the output member O is proportional to the rotation speed of the second rotating electrical machine MG2, the output is output based on the detection result of a rotation sensor (such as a resolver) provided in the second rotating electrical machine MG2. It can also be set as the structure from which the rotational speed of the member O is acquired. The control device 70 derives the vehicle speed based on the rotational speed of the output member O detected by the output member sensor Se3. The accelerator opening sensor Se11 is a sensor that detects the accelerator opening by detecting the operation amount of the accelerator pedal 90. The power storage state sensor Se10 is a sensor that detects the state (power storage amount, temperature, etc.) of the power storage device B.

  The brake operation sensor Se12 is a sensor for detecting the operation amount of the brake pedal 91. The vehicle is provided with a brake device control unit 8 for controlling the operation of the brake device 93 (see FIG. 1). The control device 70 operates the brake pedal 91 based on the detection result of the brake operation sensor Se12. The brake device control unit 8 is controlled so that a braking force corresponding to the amount acts on the wheel W.

  The shift position sensor Se13 is a sensor for detecting a selection position (shift position) of the shift lever 92. Based on the detection result of the shift position sensor Se13, the control device 70 detects which range, such as “drive range”, “neutral range”, “reverse drive range”, or “parking range”, is selected by the driver. . When the “parking range” is selected, the control device 70 locks the parking lock device 94 (see FIG. 1), and when the other range is selected, the parking lock device 94 is unlocked. The parking lock device control unit 9 is controlled so as to be in the state.

  The first rotor shaft sensor Se2 is a sensor that detects the rotational speed of the first rotating electrical machine MG1 (first rotor shaft). In this example, the rotation of the first rotating electrical machine MG1 detected by the first rotor shaft sensor Se2. The speed is equal to the rotational speed of the first rotating element connecting member 41 (sun gear s). The first rotor shaft sensor Se2 can be, for example, a rotation sensor (such as a resolver) provided in the first rotating electrical machine MG1.

  The release target rotation element sensor Se4 is a sensor that detects the rotation speed of the release target rotation element en among the rotation elements of the differential gear device DG. Here, the release target rotation element en is a rotation element that can be released from the driving connection with any of the input member I, the output member O, and the first rotating electrical machine MG1 by the friction engagement device CL. In the present embodiment, the carrier ca is the release target rotation element en, and the release target rotation element sensor Se4 detects the rotation speed of the second rotation element connecting member 42.

  As shown in FIG. 2, the vehicle is provided with an internal combustion engine control unit 3. The internal combustion engine control unit 3 controls the operation of the internal combustion engine E by controlling each part of the internal combustion engine E. Specifically, the internal combustion engine control unit 3 sets a target torque and a target rotational speed as control targets for the output torque and rotational speed of the internal combustion engine E, and operates the internal combustion engine E according to the control target. Then, the operation control of the internal combustion engine E is performed. The target torque and the target rotation speed are set based on a command from the control device 70. Further, when the internal combustion engine control unit 3 receives a start command from the control device 70 while the internal combustion engine E is stopped, the internal combustion engine control unit 3 starts fuel injection and ignition, and changes the internal combustion engine E to the start state. Further, when the internal combustion engine control unit 3 receives a stop command from the control device 70 in the start state of the internal combustion engine E, the internal combustion engine control unit 3 stops the fuel injection and ignition and changes the internal combustion engine E to the stop state. .

  As shown in FIG. 2, the vehicle includes a friction engagement device control unit 6 that controls the operation of the friction engagement device CL. In the present embodiment, the friction engagement device CL is a friction engagement device that operates by hydraulic pressure, and the friction engagement device control unit 6 controls the operation of the friction engagement device CL by controlling the hydraulic control device 2. . Specifically, the friction engagement device control unit 6 generates a hydraulic pressure command value for the friction engagement device CL, and the hydraulic pressure control device 6 supplies the hydraulic pressure corresponding to the hydraulic pressure command value to the friction engagement device CL. 2 is controlled.

  Here, the engagement state between the two engagement members of the friction engagement device CL includes a “release state” in which rotation and torque are not transmitted between the two engagement members, and the two engagement members. There are a “slip engagement state” in which the two engagement members engage with each other in a state of having a rotational speed difference, and a “direct engagement state” in which the two engagement members engage with each other in an integrally rotating state. That is, the “slip engagement state” is an engagement state in which torque is transmitted between the two engagement members in a state where the two engagement members of the friction engagement device CL rotate relative to each other. Further, the “directly engaged state” is an engaged state in which the two engaging members of the friction engagement device CL are directly connected and there is no differential rotation between the two engaging members. The direct engagement state includes a “steady direct engagement state” in which the direct engagement state is maintained regardless of the variation in torque transmitted by the friction engagement device CL. The oil pressure for obtaining such a steady direct engagement state is, for example, a line pressure (reference oil pressure) generated by the oil pressure control device 2.

  The magnitude of the torque that can be transmitted between the two engagement members by the friction engagement device CL is determined according to the current engagement pressure of the friction engagement device CL. The magnitude of the torque at this time is defined as the transmission torque capacity of the friction engagement device CL. In the present embodiment, frictional engagement is achieved by continuously controlling the amount of oil supplied to the frictional engagement device CL and the magnitude of the supply pressure with a proportional solenoid valve in accordance with the hydraulic pressure command value for the frictional engagement device CL. The increase / decrease of the transmission torque capacity of the device CL can be continuously controlled. In this embodiment, the friction engagement device control unit 6 controls the transmission torque capacity of the friction engagement device CL based on the engagement command, the engagement release command (release command), and the like from the control device 70, and the friction The state of the engagement device CL is controlled.

1-2-2. Configuration of Travel Mode Determination Unit The travel mode determination unit 73 is a functional unit that determines the travel mode of the vehicle. The traveling mode determination unit 73, for example, the vehicle speed derived based on the detection result of the output member sensor Se3, the accelerator opening detected by the accelerator opening sensor Se11, and the storage state (storage) detected by the storage state sensor Se10. The travel mode to be realized by the vehicle drive device 1 is determined based on the amount, temperature, and the like. In the present embodiment, the driving modes that can be determined by the driving mode determination unit 73 include an electric driving mode and a hybrid driving mode. And the driving mode determination part 73 is the mode which prescribed | regulated the relationship between the vehicle speed, the accelerator opening degree, the electrical storage state, and driving modes which were memorize | stored and provided in the memory | storage device comprised with memory etc. fundamentally. A travel mode is determined with reference to a selection map (not shown).

  According to this mode selection map, when the internal combustion engine start condition is satisfied during traveling in the electric traveling mode, the transition to the hybrid traveling mode is determined. Here, the internal combustion engine start condition is a condition for starting the internal combustion engine E in a stopped state, and is satisfied when the vehicle is in a situation that requires the torque of the internal combustion engine E. For example, when the driver strongly depresses the accelerator pedal while the vehicle is stopped or in the electric travel mode, the torque required for the vehicle cannot be obtained with only the rotating electrical machines MG1 and MG2. The internal combustion engine start condition is established. In addition, since the amount of power stored in power storage device B has decreased to a predetermined threshold value or less, it is necessary to start internal combustion engine E and cause rotating electrical machines MG1 and MG2 to generate electric power using the torque to charge power storage device B. In this case, the internal combustion engine start condition is satisfied.

1-2-3. Configuration of Rotating Electric Machine Control Unit The rotating electric machine control unit 71 is a functional unit that performs operation control of the first rotating electric machine MG1 and the second rotating electric machine MG2. Specifically, the rotating electrical machine control unit 71 sets a target torque and a target rotational speed as control targets for the output torque and rotational speed of the first rotating electrical machine MG1, and the first rotating electrical machine MG1 is set according to the control target. The first inverter 4 is controlled so as to operate. In this example, the rotating electrical machine control unit 71 controls the operation of the first rotating electrical machine MG1 by torque control or rotational speed control. Here, torque control is control which sets the target torque with respect to the 1st rotary electric machine MG1, and matches the output torque of the 1st rotary electric machine MG1 with the said target torque. The rotational speed control is a control for setting a target rotational speed for the first rotating electrical machine MG1 and adjusting the rotational speed of the first rotating electrical machine MG1 to the target rotational speed. The control for the second rotating electrical machine MG2 is the same as that for the first rotating electrical machine MG1 except that the first inverter 4 is replaced with the second inverter 5.

  In the present embodiment, the torque control includes engagement determination torque control that causes the first rotating electrical machine MG1 to output the engagement determination torque TA. The engagement determination torque control is executed by the engagement determination torque control unit 72 included in the rotating electrical machine control unit 71. The configuration of the engagement determination torque control unit 72 will be described later in “1-2-6. Configuration of engagement determination torque control unit”.

1-2-4. Configuration of Engagement Command Unit The engagement command unit 75 is a frictional engagement in a state where the friction engagement device CL is in a released state and the internal combustion engine E is stopped (hereinafter referred to as a “release stop state”). This is a functional unit that commands the combined device control unit 6 to engage the friction engagement device CL. In this embodiment, the engagement of the friction engagement device CL is commanded in a synchronized state. Here, the synchronized state is a state in which a difference in rotational speed between two target rotating members (here, two engaging members of the friction engagement device CL) is less than a differential rotation threshold. This synchronized state includes a state where the rotational speed of at least one of the rotating members is zero. The differential rotation threshold is a predetermined threshold set in advance, and can be set to a value of 10 rpm to 100 rpm, for example.

  When the engagement command unit 75 instructs the friction engagement device CL to be engaged, the friction engagement device control unit 6 changes the transmission torque capacity of the friction engagement device CL from zero to a predetermined (for example, constant) rate of change. Control to raise. In this example, since the engagement of the frictional engagement device CL is commanded in a synchronized state as described above, the frictional engagement device control unit 6 increases the transmission torque capacity of the frictional engagement device CL from zero to the frictional engagement. The combined device CL is raised to a value (hereinafter referred to as “steady direct coupling capacity”) at which the coupling device CL is in a regular direct coupling engagement state. As a result, the friction engagement device CL is in a steady direct engagement state.

  On the other hand, when the control device 70 instructs the friction engagement device CL to be disengaged, the friction engagement device control unit 6 determines the transmission torque capacity of the friction engagement device CL from the steady direct connection capacity to zero. For example, control is performed to decrease at a constant change rate. As a result, the friction engagement device CL is released.

1-2-5. Configuration of Start Control Unit The start control unit 74 performs start control for setting the rotation speed of the internal combustion engine E to a startable rotation speed (ignition rotation speed Nf) when the internal combustion engine start condition is satisfied in the release stop state. It is a functional part to be executed. In this starting control, after the friction engagement device CL is switched to the direct engagement state, the rotational speed (starting rotational speed Ni) of the first rotating electrical machine MG1 at which the rotational speed of the internal combustion engine E becomes the ignition rotational speed Nf is the target value. As described above, control for changing the rotation speed of the first rotating electrical machine MG1 is executed. Then, the internal combustion engine control unit 3 is instructed to start the internal combustion engine E with the rotational speed of the internal combustion engine E reaching the ignition rotational speed Nf. Hereinafter, the start control by the start control unit 74 will be described with reference to FIG. 3, taking as an example a case where the internal combustion engine start condition is satisfied during travel in the electric travel mode.

  FIG. 3 is a velocity diagram showing the operating state of the differential gear device DG (the planetary gear mechanism PG in this example). In this velocity diagram, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). It is. Further, each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the differential gear device DG. The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ of the differential gear device DG. In the present example, the differential gear device DG is configured by a planetary gear mechanism PG, and the gear ratio λ is the gear ratio between the sun gear s and the ring gear r. “Em”, “Ei”, and “Eo” surrounded by a rectangle described above each vertical line are a reaction force transmission element Em, an input rotation element Ei, The output rotation element Eo is shown.

  Further, on the speed diagram, the rotational speed of the first rotating electrical machine MG1, the rotational speed of the second rotating electrical machine MG2, the rotational speed of the internal combustion engine E (input member I), and the rotational speed of the output member O are mutually different. Shown with different symbols. In order to facilitate understanding of the invention, the rotational speeds of the first rotating electrical machine MG1, the second rotating electrical machine MG2, the internal combustion engine E, and the output member O are the rotational elements (rotating elements) of the differential gear device DG. Rotation after rotation speed conversion (shift) by a transmission member (excluding the engagement element that selectively transmits rotation and torque like the friction engagement device CL) provided on the power transmission path to the connection member) Expresses speed. The description relating to the rotation speed of each member in the following description basically means the rotation speed after conversion of the rotation speed by the transmission member.

  Specifically, in the present embodiment, since the first rotating electrical machine MG1 is drivingly coupled so as to rotate integrally with the first rotating element coupling member 41, the first rotating electrical machine MG1 (sun gear s on the speed diagram). ) Matches the actual rotation speed of the first rotating electrical machine MG1. Further, the internal combustion engine E (input member I) rotates at the same rotational speed as that of the second rotating element connecting member 42 when the friction engagement device CL is in the direct engagement state, and therefore the internal combustion engine on the speed diagram. The rotational speed of the engine E (carrier ca) matches the actual rotational speed of the internal combustion engine E.

  On the other hand, since the second rotating electrical machine MG2 is drivingly connected to the third rotating element connecting member 43 via the counter gear mechanism C, the rotational speed of the second rotating electrical machine MG2 (ring gear r) on the speed diagram is The actual rotational speed of the second rotating electrical machine MG2 is multiplied by the gear ratio of the power transmission system including the second rotating electrical machine output gear 55, the first counter gear 53, and the counter drive gear 52. Similarly, since the output member O is also drivingly connected to the third rotating element connecting member 43 via the counter gear mechanism C, the rotational speed of the output member O on the speed diagram is the actual rotational speed of the output member O. And a gear ratio of a power transmission system composed of a differential input gear (output member O), a second counter gear 54, a first counter gear 53, and a counter drive gear 52.

  “T2” indicates the torque (second rotating electrical machine torque) transmitted from the second rotating electrical machine MG2 to the rotating element (ring gear r in this example) of the differential gear device DG, and “To” indicates the output member O ( The torque (running torque, running resistance) transmitted from the wheel W) to the rotating element (ring gear r in this example) of the differential gear device DG is shown. The downward arrow represents the torque in the negative direction. Each speed diagram referred to below also shows the operating state of the differential gear device DG, as in FIG.

  In FIG. 3, the solid line represents the operating state in the electric travel mode. In the electric travel mode, the friction engagement device CL is in the released state, and thus the release target rotating element en of the differential gear device DG is in a state where it can freely rotate. In the present embodiment, as indicated by a solid line in FIG. 3, in the electric travel mode, the rotation speed of the first rotating electrical machine MG1 is basically zero, and the release target rotation element en (carrier ca in this example) is set to the vehicle speed. It rotates at a rotational speed determined based on the rotational speed of the ring gear r determined accordingly and the rotational speed of the sun gear s determined according to the rotational speed of the first rotating electrical machine MG1.

  When the internal combustion engine E is started from the state shown by the solid line in FIG. 3, the friction engagement device CL is switched to the direct engagement state. In this example, the control for changing the rotational speed of the first rotating electrical machine MG1 is performed using the synchronous rotational speed Ns that is the rotational speed of the first rotating electrical machine in which the two engaging members of the frictional engagement device CL are in a synchronized state as a target value. After performing (the process indicated by “(1) white arrow” in FIG. 3), the engagement command unit 75 commands the engagement of the friction engagement device CL. In the example shown in FIG. 3, since the synchronous rotational speed Ns is lower than the rotational speed (zero in this example) of the first rotating electrical machine MG1 when the electric travel mode is executed, the first rotating electrical machine MG1 generates torque in the negative direction. The output is controlled so that the rotation speed decreases. Note that “increase” in the rotational speed means that the rotational speed is changed in the positive direction, and “decrease” in the rotational speed means that the rotational speed is changed in the negative direction.

  The broken line in FIG. 3 represents a state in which the rotation speed of the first rotating electrical machine MG1 has reached the synchronous rotation speed Ns. In this state, the engagement command section 75 commands the engagement of the friction engagement device CL, and after the friction engagement device CL enters the direct engagement state, the starting rotational speed Ni is set as the target value, and the first rotating electrical machine MG1. The control for changing the rotation speed (processing indicated by “(2) white arrow” in FIG. 3) is executed. Note that when the target rotational speed (for example, the rotational speed of the first rotating electrical machine MG1) “reaches” the target value (target rotational speed), the rotational speed difference between the target rotational speed and the target value is This means a state where it is less than the target achievement determination threshold. Here, the target attainment determination threshold value is set to a value of 10 rpm to 100 rpm, for example.

  The two-dot chain line in FIG. 3 represents a state where the rotational speed of the first rotating electrical machine MG1 has reached the starting rotational speed Ni, that is, a state where the rotational speed of the internal combustion engine E has reached the ignition rotational speed Nf. In this state, the internal combustion engine control unit 3 is instructed to start the internal combustion engine E, and the internal combustion engine E is started. In the present embodiment, as is apparent from FIG. 3, when executing the hybrid travel mode in which travel is performed using the output torque of the internal combustion engine E, basically, the rotational speed of the output member O is the rotational speed of the internal combustion engine E. The direction is the same as the speed.

  As described above, in order to switch from the electric travel mode to the hybrid travel mode, when the engagement command unit 75 commands the engagement of the friction engagement device CL, the friction engagement device CL is directly connected from the released state. It is necessary to appropriately switch to the engaged state. If the friction engagement device CL cannot be properly switched to the direct engagement state for some reason, it becomes difficult to start the internal combustion engine E and appropriately execute the hybrid travel mode, and the vehicle is actually There is a possibility that the actual travelable distance that can be traveled in a short time is shorter than the predicted travelable distance that is predicted in consideration of the fuel of the internal combustion engine E. Therefore, the vehicle drive device 1 according to the present embodiment includes an engagement determination torque control unit 72 and an engagement determination unit 76 that will be described from now on, so that an arbitrary before the internal combustion engine E needs to be started can be obtained. It is possible to execute the engagement determination of the friction engagement device CL at a time (for example, a time before the vehicle travels).

1-2-6. Configuration of Engagement Determination Torque Control Unit The engagement determination torque control unit 72 determines the engagement of the friction engagement device CL, more precisely, on condition that the engagement of the friction engagement device CL is commanded. Therefore, it is a functional unit that executes engagement determination torque control that causes the first rotating electrical machine MG1 to output the engagement determination torque TA on the condition that the instruction is made. In the present embodiment, the engagement determination torque control unit 72 continues to execute the engagement determination torque control from when the execution of the engagement determination torque control starts until a predetermined engagement determination time elapses. When the engagement determination time has elapsed from the start of execution of the determination torque control, the engagement determination torque control is terminated. That is, in the present embodiment, the engagement determination torque control unit 72 performs control so that the first rotation electrical machine MG1 outputs the engagement determination torque TA during a predetermined engagement determination time. Note that the engagement determination time is experimentally or theoretically obtained in advance as a standard time necessary for determining the engagement of the friction engagement device CL.

  The engagement determination torque TA is set to be less than the upper limit torque set value and greater than or equal to the lower limit torque set value. Here, the upper limit torque set value is an input member that is drivingly connected to the internal combustion engine E in a stopped state when the friction engagement device CL is in the direct engagement state (in this example, the steady direct engagement state). The torque required to start the rotation of I (more precisely, the minimum required torque). This upper limit torque set value is a torque required to start cranking of the internal combustion engine E. The inertia moment of the internal combustion engine E, the sliding parts constituting the internal combustion engine E, the first rotary electric machine MG1 and the internal combustion engine E Is determined according to the frictional resistance caused by the bearings and the like arranged on the power transmission path between them and the gear ratio λ of the differential gear unit DG. Further, the lower limit torque set value is necessary for changing the rotation state (rotation speed in the present embodiment) of the first rotating electrical machine MG1 when the friction engagement device CL is in the released state (more accurately, the minimum torque set value is Torque). This lower limit torque set value is determined according to the moment of inertia of the first rotating electrical machine MG1, the rotational speed of the first rotating electrical machine MG1, and the like.

  In the present embodiment, a fixed value that is set in advance as a value that is less than the upper limit torque set value and greater than or equal to the lower limit torque set value is used as the engagement determination torque TA. In this embodiment, the direction of the engagement determination torque TA is the direction of the torque transmitted to the rotating element (in this example, the carrier ca) to which the internal combustion engine E is drive-coupled due to the engagement determination torque TA. Is set in the direction (positive direction in this example) that becomes the positive direction.

  As described above, the lower limit torque set value is determined according to the rotation speed of the first rotating electrical machine MG1. Therefore, the engagement determination torque TA can be variably set according to the rotation speed of the first rotating electrical machine MG1 at the start of execution of the engagement determination torque control. For example, by referring to a map that defines the relationship between the rotation speed of the first rotating electrical machine MG1 and the engagement determination torque TA, or a map that defines the relationship between the rotation speed of the first rotating electrical machine MG1 and the lower limit torque setting value, etc. The engagement determination torque TA having a value corresponding to the rotation speed of the first rotating electrical machine MG1 at the start of execution of the engagement determination torque control can be derived.

  Here, since the upper limit torque set value is determined according to a physical quantity that does not vary greatly depending on the rotation speed of the first rotating electrical machine MG1 as described above, the engagement determination torque TA is set to be variable as the upper limit torque set value. The configuration can also be a fixed value. However, considering the variation due to the rotational speed of the first rotating electrical machine MG1, execution of the engagement determination torque control is performed by referring to a map that defines the relationship between the rotational speed of the first rotating electrical machine MG1 and the upper limit torque setting value, for example. An engagement determination torque TA having a value corresponding to the rotation speed of the first rotating electrical machine MG1 at the start may be derived.

  In this embodiment, when the operation confirmation condition of the friction engagement device CL (hereinafter simply referred to as “operation confirmation condition”) is satisfied, the engagement command unit 75 commands the engagement of the friction engagement device CL. Then, on the condition of the command, the engagement determination torque control unit 72 executes the engagement determination torque control. Here, the operation confirmation condition is a condition for performing the engagement determination of the friction engagement device CL. In the present embodiment, at least the friction engagement device CL is in the released state as a requirement for establishing the operation confirmation condition. And the internal combustion engine E is in a stopped state (release stop state).

  In the present embodiment, the condition for satisfying the operation confirmation condition is that the output rotation restriction device 100 (in this example, the brake device 93 or the parking lock device 94) restricts the rotation of the output member O. Included as a requirement. That is, in the present embodiment, the engagement determination torque control is executed on the condition that the rotation of the output member O is restricted by the output rotation restriction device 100. Here, as the output rotation limiting device 100, the brake device 93 and the parking lock device 94 are given as examples. However, the rotation of the other output member O or a member that rotates in conjunction with the output member O is limited to the vehicle. In the case where a device is provided, the device can be used as the output rotation limiting device 100 according to the present invention.

  The requirements for establishing the operation confirmation condition can include further requirements. For example, the fact that the main power source of the vehicle has been switched from off to on can be included in the requirements for establishing the operation confirmation condition. In this case, it is further confirmed that the main power of the vehicle has been switched from off to on for the first time in a day, and that the time when the main power of the vehicle has been turned off is longer than a predetermined time. It can be included in the requirements for establishing the condition. Moreover, it can also be included in the requirements for establishing the operation confirmation condition that the total travel distance of the vehicle has reached a predetermined travel distance.

  In the present embodiment, during execution of the engagement determination torque control by the engagement determination torque control unit 72, the differential gear device is changed depending on the rotation state (rotation speed in the present embodiment) or the output torque of the first rotating electrical machine MG1. The rotary electric machine control unit 71 executes fluctuation suppression control that causes the second rotary electric machine MG2 to output a fluctuation suppression torque that suppresses torque fluctuation transmitted to the output member O via the DG. This fluctuation suppression torque is derived by a fluctuation suppression torque deriving section 77 described later in “1-2-8. Configuration of Variation Suppression Torque Deriving Section”.

1-2-7. Configuration of Engagement Determination Unit The engagement determination unit 76 is an engagement that is a determination of the engagement state of the friction engagement device CL based on a change in the rotation state of the first rotating electrical machine MG1 during execution of the engagement determination torque control. It is a functional unit that executes determination. In this embodiment, the engagement determination part 76 performs the said engagement determination based on the rotational speed (an example of a rotation state) of 1st rotary electric machine MG1. Specifically, the engagement determination unit 76 determines the friction engagement device CL when the rotation speed of the first rotating electrical machine MG1 changes by more than a preset engagement determination threshold NA during execution of the engagement determination torque control. It is determined that the engagement state of the friction engagement device CL is different from the command (command by the engagement command unit 75, the same applies hereinafter) (does not match the command). Otherwise, the engagement state of the friction engagement device CL matches the command. It is determined that

  As described above, in the present embodiment, the engagement determination torque control unit 72 controls the first rotating electrical machine MG1 to output the engagement determination torque TA for a predetermined engagement determination time. In the present embodiment, the engagement determining unit 76 rotates the first rotating electrical machine MG1 at the start of the engagement determining torque control and the rotating speed of the first rotating electrical machine MG1 at the end of the engagement determining torque control. Based on the above, the amount of change in the rotational speed of the first rotating electrical machine MG1 during execution of the engagement determination torque control (hereinafter referred to as “the amount of change during execution”) is derived, and the amount of change during execution is the engagement determination threshold NA. If it is above, it is determined that the engagement state is different from the command, and it is determined that the engagement state matches the command when the change amount during execution is less than the engagement determination threshold NA. That is, in the present embodiment, the rotational speed difference of the first rotating electrical machine MG1 before and after execution of the engagement determination torque control is compared with the engagement determination threshold value NA.

  The rotation speed of the first rotating electrical machine MG1 is acquired based on the detection result of the first rotor shaft sensor Se2. In the present embodiment, if the vehicle speed is constant, the rotational speed of the first rotating electrical machine MG1 (the rotational speed of the sun gear s) is uniquely determined according to the rotational speed of the second rotating element coupling member 42 (carrier ca). Determined. Therefore, when the vehicle speed can be regarded as constant, the rotation speed of the first rotating electrical machine MG1 is acquired based on the detection result of the release target rotating element sensor Se4 instead of the detection result of the first rotor shaft sensor Se2. You can also.

  Since the engagement determination torque TA is set to be less than the upper limit torque set value as described above, even when the engagement determination torque control is performed when the friction engagement device CL is in a steady direct engagement state. The rotation speed of the first rotating electrical machine MG1 basically does not change. On the other hand, since the engagement determination torque TA is set to be equal to or higher than the lower limit torque set value as described above, when the friction engagement device CL is in the released state, the engagement determination torque TA is controlled to perform the first rotation. The rotation speed of the electric machine MG1 changes. If the amount of change in the rotation speed of the first rotating electrical machine MG1 at this time is “amount of change during release”, the amount of change during execution is generally a direct connection in which the engagement state of the friction engagement device CL is steady. As it goes from the combined state to the released state, the amount of change at the time of release approaches from zero.

  In view of the above points, the engagement determination threshold value NA is set to a value that is equal to or smaller than the above-described change amount at the time of release and is greater than zero. Thus, when the engagement is determined by the engagement determination unit 76 and the friction engagement device CL is in the released state, it is determined that the engagement state of the friction engagement device CL is different from the command, When the friction engagement device CL is in a steady direct engagement state by the engagement command from the engagement determination unit 76, it is determined that the engagement state of the friction engagement device CL matches the command. Further, when the engagement state of the friction engagement device CL after the engagement command by the engagement determination unit 76 is between the released state and the regular direct engagement state, the value of the engagement determination threshold NA The closer to zero, the wider the range of engagement states in which it is determined that the engagement state is different from the command.

  In the present embodiment, as the engagement determination threshold NA, a fixed value that is set in advance based on the range of the engagement state in which the engagement state is determined to be different from the command, the detection error of the rotation speed of the first rotating electrical machine MG1, and the like. A value is used. In the configuration where the engagement determination torque TA is variably set according to the rotation speed of the first rotating electrical machine MG1, the engagement determination threshold NA is set variably according to the rotation speed of the first rotating electrical machine MG1. It can also be set as the structure made.

  FIG. 4 is a speed diagram for explaining the operation of the engagement determination control when the vehicle is stopped (the rotation speed of the output member O is zero). Here, the “engagement determination control” is a generic name of controls that are sequentially executed for the engagement determination by the engagement determination unit 76 after the operation confirmation condition is satisfied. In this example, the engagement determination control includes an engagement command for the friction engagement device CL, an engagement determination torque control, a variation suppression control, and a release command for the friction engagement device CL. In this embodiment, when the rotational speed of the first rotating electrical machine MG1 when the operation confirmation condition is satisfied is not equal to the synchronous rotational speed Ns (zero when the vehicle speed is zero), the synchronous rotational speed Ns is set as the target. After performing control to change the rotation speed of the first rotating electrical machine MG1 as a value, engagement determination control is executed.

  In FIG. 4, the solid line represents the operation state before execution of the engagement determination control. When the engagement command section 75 commands the engagement of the friction engagement device CL, the engagement determination torque control is executed when the friction engagement device CL is in a steady direct engagement state. During this, the rotational speed of the first rotating electrical machine MG1 does not substantially change, and the solid line state in FIG. 4 is maintained.

  On the other hand, in the case where the engagement of the friction engagement device CL is commanded by the engagement command section 75, but the friction engagement device CL is not in a steady direct engagement state, the engagement determination torque The rotation speed of the first rotating electrical machine MG1 can be changed by executing the control. The white arrow in FIG. 4 represents a state in which the rotational speed of the first rotating electrical machine MG1 changes in the positive direction by the positive engagement determination torque TA output from the first rotating electrical machine MG1, and A dotted line represents an example of an operation state at the end of the engagement determination torque control. In this example, since the amount of change in the rotational speed of the first rotating electrical machine MG1 during execution of the engagement determination torque control (the amount of change during execution) is equal to or greater than the engagement determination threshold NA, the engagement state of the friction engagement device CL Is determined to be different from the command. In each drawing referred to below, the white arrow represents the change in the rotational speed of the first rotating electrical machine MG1 when the engagement state of the friction engagement device CL is different from the command.

  FIG. 5 is a velocity diagram for explaining the operation of the engagement determination control when the vehicle is traveling (a state where the rotation speed of the output member O is not zero). Also in FIG. 5, as in FIG. 4, the solid line represents the operation state before execution of the engagement determination control, and the two-dot chain line indicates the engagement of the friction engagement device CL by the engagement command unit 75. FIG. 4 shows an example of an operation state at the end of the engagement determination torque control when the friction engagement device CL is not in a steady direct engagement state despite being performed. Thus, the engagement determination control can be executed even when the vehicle speed is not zero.

  As is apparent from FIG. 5, when the vehicle speed is not zero, the rotational speed of the first rotating electrical machine MG1 before execution of the engagement determination control is a synchronous rotational speed Ns having a value different from zero. In this case, in order to maintain the rotational speed of the first rotating electrical machine MG1 at the synchronous rotational speed Ns, it is necessary to cause the first rotating electrical machine MG1 to output a predetermined torque (hereinafter referred to as “rotation maintaining torque”). Therefore, in the engagement determination torque control when the vehicle speed is not zero, control is performed so that the first rotating electrical machine MG1 outputs a torque obtained by adding the rotation maintenance torque to the engagement determination torque TA (addition considering the direction, the same applies hereinafter). Is done. The rotation maintaining torque has a magnitude (basically a magnitude close to zero) according to the frictional resistance caused by the bearing or the like that supports the first rotor Ro1.

1-2-8. Configuration of Variation Suppression Torque Deriving Unit The variation suppression torque deriving unit 77 is a functional unit that derives the variation suppression torque to be output to the second rotating electrical machine MG2 when the variation suppression control is executed. As described above, this variation suppression control is configured to be executed during execution of the engagement determination torque control by the engagement determination torque control unit 72.

  Regardless of the engagement state of the friction engagement device CL, during execution of the engagement determination torque control, the differential gear changes depending on the rotation state (rotation speed in the present embodiment) and the output torque of the first rotating electrical machine MG1. Torque fluctuations are transmitted to the output member O via the device DG (see FIG. 1). The fluctuation suppression torque is a torque for suppressing such torque fluctuation, and its direction is a direction to cancel the torque fluctuation, and the magnitude thereof is set based on the magnitude of the torque fluctuation. Then, the rotating electrical machine control unit 71 changes the target torque of the second rotating electrical machine MG2 to the second rotating electrical machine required torque (torque required for the second rotating electrical machine MG2) determined according to the vehicle required torque. Is set to the added torque to control the operation of the second rotating electrical machine MG2.

  Specifically, for example, the initial value of the fluctuation suppression torque is calculated in a feed-forward manner assuming that the engagement operation of the friction engagement device CL proceeds in accordance with the command, and the torque corresponding to the initial value is calculated as the second rotating electrical machine MG2. To output. When the engagement state of the friction engagement device CL matches the command, when the first rotating electrical machine MG1 outputs the engagement determination torque TA in the positive direction, the carrier ca has a negative direction due to the internal combustion engine E. The load torque acts to maintain the rotation speed at zero. Therefore, as is apparent from FIG. 4, a negative reaction torque caused by the engagement determination torque TA acts on the ring gear r. The fluctuation suppression torque deriving unit 77 derives a torque whose direction is opposite to that of the reaction force torque (in this example, the positive direction) as the fluctuation suppression torque in order to suppress such reaction force torque acting on the ring gear r. Further, even when the engagement state of the friction engagement device CL is different from the command, the reaction torque according to the engagement state of the friction engagement device CL may be transmitted to the ring gear r. The torque fluctuation caused by the reaction torque can be at least partially alleviated by the fluctuation suppression torque.

1-3. Content of Engagement Determination Control The content of engagement determination control according to the present embodiment will be described with reference to FIGS. 6 and 7. 6 and 7 are diagrams showing an example of a time chart when executing the engagement determination control when the vehicle is stopped. 6 shows a case where the engagement state of the frictional engagement device CL after the engagement command by the engagement command unit 75 matches the command, and FIG. The case where the engagement state of the friction engagement device CL is different from the command is shown. Hereinafter, each case will be described in order.

1-3-1. Contents of the engagement determination control when the engagement state matches the command As shown in FIG. 6, until the time T0, the transmission torque capacity of the friction engagement device CL is zero, and the internal combustion engine E is stopped. It is in a state. Further, since the vehicle is stopped, the rotation speed of the first rotating electrical machine MG1 is set to zero, and both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are in a state of not outputting torque.

  When the operation confirmation condition is satisfied at time T0, the engagement command unit 75 commands the start of engagement of the friction engagement device CL, and the friction engagement device control unit 6 determines the transmission torque capacity of the friction engagement device CL. Then, control is performed to increase from zero to the steady direct coupling capacity at a predetermined (constant in this example) rate of change. Then, at time T1 after a lapse of a standard time required to reach the steady direct coupling capacity required when the engagement operation of the friction engagement device CL proceeds according to the command (matches the command), the engagement determination torque Execution of engagement determination torque control by the control unit 72 is started, and execution of fluctuation suppression control by the rotating electrical machine control unit 71 is started. In this example, when the execution of the engagement determination torque control is started, the output torque of the first rotating electrical machine MG1 is controlled to increase from zero to the engagement determination torque TA at a constant change rate. Then, by executing the fluctuation suppression control, the second rotary electric machine MG2 is controlled to output the fluctuation suppression torque according to the rate of change and the magnitude of the output torque of the first rotary electric machine MG1.

  In this example, as an example of the case where the engagement state of the friction engagement device CL after the engagement command by the engagement command unit 75 matches the command, the actual transmission torque capacity of the friction engagement device CL is shown in FIG. 6 is assumed to change according to the target value of the transmission torque capacity shown in FIG. 6, and the friction engagement device CL is in a steady direct engagement state before time T1. Therefore, as shown in FIG. 6, the rotation speed of the first rotating electrical machine MG1 does not change and is maintained at zero by the execution of the engagement determination torque control.

  When the above-described engagement determination time has elapsed from time T1 (time T2), the engagement determination torque control is ended and the variation suppression control is ended. In this example, when the engagement determination torque control is terminated, the output torque of the first rotating electrical machine MG1 is controlled to decrease from the engagement determination torque TA to zero at a constant change rate. Further, at the time after time T2 (time T2 in the example of FIG. 6), the control device 70 commands the disengagement of the friction engagement device CL, and the friction engagement device control unit 6 Control is performed to reduce the transmission torque capacity from the steady direct coupling capacity to zero at a predetermined (constant in this example) rate of change.

  In the present embodiment, the amount of change during execution compared with the engagement determination threshold value NA is the rotational speed difference of the first rotating electrical machine MG1 before and after execution of the engagement determination torque control. In this example, the rotational speed difference is zero, which is smaller than the engagement determination threshold NA. Therefore, in this example, the engagement determination unit 76 determines that the engagement state of the friction engagement device CL matches the command.

1-3-2. Contents of the engagement determination control when the engagement state is different from the command As shown in FIG. 7, the transmission torque capacity of the friction engagement device CL is zero until the time T10, and the internal combustion engine E is stopped. It has become. Further, since the vehicle is stopped, the rotation speed of the first rotating electrical machine MG1 is set to zero, and both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are in a state of not outputting torque.

  When the operation confirmation condition is satisfied at time T10, the engagement command unit 75 commands the start of engagement of the friction engagement device CL, and the friction engagement device control unit 6 transmits the transmission torque capacity ( (Command value) is controlled to increase from zero to the above-described steady direct coupling capacity at a predetermined (constant in this example) rate of change. Then, at time T11 after a lapse of standard time required to reach the steady direct coupling capacity required when the engagement operation of the friction engagement device CL proceeds according to the command (matches the command), the engagement determination torque Execution of engagement determination torque control by the control unit 72 is started, and execution of fluctuation suppression control by the rotating electrical machine control unit 71 is started. In this example, when the execution of the engagement determination torque control is started, the output torque of the first rotating electrical machine MG1 is controlled to increase from zero to the engagement determination torque TA at a constant change rate. Then, by executing the fluctuation suppression control, the second rotary electric machine MG2 is controlled to output the fluctuation suppression torque according to the rate of change and the magnitude of the output torque of the first rotary electric machine MG1.

  In this example, it is assumed that the engagement state of the friction engagement device CL after the engagement command by the engagement command unit 75 is different from the command. Therefore, as shown in FIG. 7, the actual transmission torque capacity (solid line in FIG. 7) of the friction engagement device CL does not change according to the target value (command value, broken line in FIG. 7) of the transmission torque capacity, and time T11 The actual engagement state of the frictional engagement device CL is a state closer to the released state than the regular direct-coupled engaged state (in this example, the released state). Therefore, as shown in FIG. 7, the rotation speed of the first rotating electrical machine MG1 changes due to the execution of the engagement determination torque control. In the present embodiment, since the engagement determination torque TA is a positive torque, the rotation speed of the first rotating electrical machine MG1 increases after the execution of the engagement determination torque control is started. In this example, before the output torque of the first rotating electrical machine MG1 reaches the engagement determination torque TA, the rotational speed of the first rotating electrical machine MG1 exceeds the engagement determination threshold value NA.

  When the above-described engagement determination time has elapsed from time T11 (time T12), the engagement determination torque control is ended and the variation suppression control is ended. In this example, at the end of the engagement determination torque control, the rotation speed of the first rotating electrical machine MG1 is a value different from zero. Therefore, when the engagement determination torque control is terminated, the output torque of the first rotary electric machine MG1 is changed from the engagement determination torque TA in order to shorten the time until the rotation speed of the first rotary electric machine MG1 returns to zero. Control is performed so as to change (decrease in this example) at a constant rate of change until the torque is in the direction opposite to the engagement determination torque TA (in this example, the negative direction). Thereafter, the output torque of the first rotating electrical machine MG1 is controlled so that the rotational speed of the first rotating electrical machine MG1 becomes zero, and after the elapse of a predetermined time, both the output torque and the rotational speed of the first rotating electrical machine MG1 are zero. It becomes. Further, at a time point after time T12 (time T12 in the example of FIG. 7), the control device 70 commands the disengagement of the friction engagement device CL, and the friction engagement device control unit 6 Control is performed to reduce the transmission torque capacity (command value) from a steady direct connection capacity to zero at a predetermined (constant in this example) rate of change.

  In the present embodiment, the amount of change during execution compared with the engagement determination threshold value NA is the rotational speed difference of the first rotating electrical machine MG1 before and after execution of the engagement determination torque control. In this example, the rotational speed difference is larger than the engagement determination threshold NA as shown in FIG. Therefore, in this example, the engagement determination unit 76 determines that the engagement state of the friction engagement device CL is different from the command.

1-4. Processing procedure of engagement determination control Next, a processing procedure of engagement determination control according to the present embodiment will be described with reference to a flowchart of FIG. Each processing procedure described below is executed by each functional unit of the control device 70. When each functional unit is configured by a program, the arithmetic processing device included in the control device 70 operates as a computer that executes the program that configures each functional unit described above.

  When the operation confirmation condition for the frictional engagement device CL is satisfied (step # 01: Yes), the engagement command unit 75 commands the engagement of the frictional engagement device CL (step # 02). Next, the engagement determination unit 76 acquires the rotation speed of the first rotating electrical machine MG1 (step # 03), and the engagement determination torque control unit 72 starts executing engagement determination torque control (step # 04). ). Further, the execution of the fluctuation suppression control by the rotating electrical machine control unit 71 is also started (step # 05).

  Until the elapsed time from the start of execution of the engagement determination torque control reaches the engagement determination time (step # 06: No), the execution of both the engagement determination torque control and the fluctuation suppression control is continued. When the elapsed time from the start of execution of the determination torque control reaches the engagement determination time (step # 06: Yes), the engagement determination unit 76 acquires the rotation speed of the first rotating electrical machine MG1 (step # 07). It is determined whether or not the difference from the rotation speed acquired in step # 03 (the rotation speed change amount of the first rotating electrical machine MG1) is less than the engagement determination threshold NA (step # 08).

  When the rotational speed change amount of the first rotating electrical machine MG1 is less than the engagement determination threshold value NA (step # 08: Yes), the engagement determination unit 76 matches the engagement state of the friction engagement device CL with the command. Then, when it is determined (step # 09) and the amount of change in the rotational speed of the first rotating electrical machine MG1 is equal to or greater than the engagement determination threshold NA (step # 08: No), the engagement state of the friction engagement device CL is commanded. (Step # 10). Thereafter, the engagement determination torque control is terminated (step # 11), the fluctuation suppression control is also terminated (step # 12), and further, the controller 70 commands the friction engagement device CL to be disengaged (step # 12). Step # 13).

2. Second Embodiment Next, a second embodiment of the vehicle drive device according to the present invention will be described with reference to FIGS. 9 and 10. As shown in FIG. 9, the vehicle drive device 1 according to the present embodiment is basically configured in the same manner as in the first embodiment except for the position where the friction engagement device CL is disposed. Below, the structure of the vehicle drive device 1 which concerns on this embodiment is demonstrated centering on difference with said 1st embodiment. Note that points not particularly described are the same as those in the first embodiment.

  As shown in FIG. 9, in the vehicle drive device 1 according to the present embodiment, the friction engagement device CL is not between the input member I and the rotation element (second rotation element e2) of the differential gear device DG. , And is provided on a power transmission path between the output member O and the rotating element (third rotating element e3) of the differential gear device DG. Thereby, the differential gear device DG is provided so as to be able to release the drive connection between the output member O and the rotation element (third rotation element e3) of the differential gear device DG.

  Specifically, the counter engagement gear 52 is drivingly connected to the first engagement member CLa, which is one engagement member of the friction engagement device CL, so as to integrally rotate, and is the other engagement member. The third rotating element connecting member 43 is drivingly connected to the second engaging member CLb so as to rotate integrally. Therefore, the friction engagement device CL is also located on the power transmission path between the second rotating electrical machine MG2 and the rotation element (third rotation element e3) of the differential gear device DG, and releases the friction engagement device CL. By setting the state, in addition to the output member O, the second rotating electrical machine MG2 is also disengaged from the driving connection with the rotating element (third rotating element e3) of the differential gear device DG.

  In the present embodiment, since the release target rotation element en is the ring gear r, as shown in FIG. 9, the release target rotation element sensor Se4 is arranged so as to detect the rotational speed of the ring gear r. In this embodiment, the input member I is drivingly connected so as to rotate integrally with the second rotating element connecting member 42, and the rotational speed of the carrier ca is always equal to the rotational speed of the internal combustion engine E.

  FIG. 10 is a velocity diagram for explaining the operation of the engagement determination control executed by the vehicle drive device 1 according to this embodiment. In FIG. 10, as in FIG. 4, the solid line represents the operation state before execution of the engagement determination control, and the two-dot chain line represents the engagement determination torque control when the engagement state of the friction engagement device CL is different from the command. An example of the operation state at the time of ending is shown. In the present embodiment, the frictional engagement device CL is provided so as to selectively drive and connect the ring gear r, the output member O, and the second rotating electrical machine MG2, so that the frictional engagement device CL is engaged. When the state is different from the command, execution of the engagement determination torque control increases the rotation speed of the first rotating electrical machine MG1 and decreases the rotation speed of the ring gear r as indicated by the white arrow in FIG. . Even in such a configuration, the engagement determination can be executed based on the change in the rotation speed of the first rotating electrical machine MG1 during the execution of the engagement determination torque control, as in the first embodiment.

  Since the engagement determination torque TA is set to be less than the above-described upper limit torque set value, the rotation speed of the carrier ca does not change by executing the engagement determination torque control regardless of the engagement state of the friction engagement device CL. Rather, it is maintained at zero. Therefore, since the rotational speed of the first rotating electrical machine MG1 (the rotational speed of the sun gear s) is proportional to the rotational speed of the ring gear r as the release target rotational element en, the first rotor shaft sensor is the same as in the first embodiment. It can be set as the structure which acquires the rotational speed of 1st rotary electric machine MG1 based on the detection result of cancellation | release object rotation element sensor Se4 instead of the detection result of Se2.

3. Third Embodiment Next, a third embodiment of the vehicle drive device according to the present invention will be described with reference to FIGS. 11 and 12. As shown in FIG. 11, the vehicle drive device 1 according to the present embodiment is basically configured in the same manner as in the first embodiment except for the arrangement position of the friction engagement device CL. Below, the structure of the vehicle drive device 1 which concerns on this embodiment is demonstrated centering on difference with said 1st embodiment. Note that points not particularly described are the same as those in the first embodiment.

  As shown in FIG. 11, in the vehicle drive device 1 according to the present embodiment, the friction engagement device CL is not between the input member I and the rotation element (second rotation element e2) of the differential gear device DG. The first rotary electric machine MG1 is provided on a power transmission path between the rotary element (first rotary element e1) of the differential gear device DG. Thus, the differential gear device DG is provided so as to be able to release the drive connection between the first rotating electrical machine MG1 and the rotating element (first rotating element e1) of the differential gear device DG.

  Specifically, the first engagement member CLa, which is one engagement member of the friction engagement device CL, is drive-coupled so that the first rotor shaft 7 of the first rotating electrical machine MG1 rotates integrally, and the friction engagement. The first rotating element connecting member 41 is drivingly connected to the second engaging member CLb, which is the other engaging member of the combined device CL, so as to rotate integrally. In this embodiment, since the release target rotation element en is the sun gear s, as shown in FIG. 11, the release target rotation element sensor Se4 is arranged so as to be able to detect the rotational speed of the sun gear s. In this embodiment, the input member I is drivingly connected so as to rotate integrally with the second rotating element connecting member 42, and the rotational speed of the carrier ca is always equal to the rotational speed of the internal combustion engine E.

  FIG. 12 is a velocity diagram for explaining the operation of the engagement determination control executed by the vehicle drive device 1 according to this embodiment. In FIG. 12, as in FIG. 4, the solid line represents the operation state before execution of the engagement determination control. Further, the broken-line circle representing the first rotating electrical machine MG1 is an example of the rotational speed of the first rotating electrical machine MG1 at the end of the engagement determination torque control when the engagement state of the friction engagement device CL is different from the command. Represents. In the present embodiment, the friction engagement device CL is provided so as to selectively drive and connect the sun gear s and the first rotating electrical machine MG1, so that the engagement state of the friction engagement device CL is a command. If they are different, the rotation speed of the first rotating electrical machine MG1 that is at least partially disconnected from the sun gear s increases as shown by the white arrow in FIG. Even in such a configuration, the engagement determination can be executed based on the change in the rotation speed of the first rotating electrical machine MG1 during the execution of the engagement determination torque control as in the first and second embodiments.

4). Fourth Embodiment In the first, second, and third embodiments, the first rotating electrical machine MG1 is drivingly connected to the first rotating element e1 without passing through other rotating elements of the differential gear device DG. The configuration in which the input member I is drivingly connected to the second rotating element e2 and the second rotating electrical machine MG2 and the output member O are drivingly connected to the third rotating element e3 has been described as an example. However, the embodiment of the present invention is not limited to this, and as shown in FIG. 13, the input member I is drivingly connected to the first rotating element e1, and the second rotating electrical machine MG2 and the second rotating element e2 are connected. The output member O may be drivingly connected, and the first rotating electrical machine MG1 may be drivingly connected to the third rotating element e3.

  In the example shown in FIG. 13, unlike the first, second, and third embodiments, in the hybrid travel mode in which the vehicle travels by the output torques of both the internal combustion engine E and the rotating electrical machines MG1, MG2, the internal combustion engine is basically used. The torque converter mode in which the torque amplified with respect to the output torque of the engine E is transmitted to the output member O is set. In the present embodiment, as in the first embodiment (FIG. 1), the friction engagement device CL is a rotation element of the input member I and the differential gear device DG (in this example, the first rotation element e1). Is provided on the power transmission path between the two.

  FIG. 13 is a velocity diagram for explaining the operation of the engagement determination control executed by the vehicle drive device 1 according to this embodiment. Note that λ1 and λ2 shown in the figure represent the gear ratio of the differential gear device DG, and these values are determined based on the gear ratio of the differential gear mechanism constituting the differential gear device DG. The notation method of the velocity diagram is the same as that of each of the above-described embodiments, and thus detailed description thereof will be omitted. However, in the engagement determination torque control by the engagement determination torque control unit 72 according to this embodiment, the engagement determination Torque TA is set to a negative torque. Therefore, the engagement determination unit 76 engages the friction engagement device CL when the rotation speed of the first rotating electrical machine MG1 during execution of the engagement determination torque control changes in the negative direction by the engagement determination threshold NA or more. It is determined that the state is different from the command. Also in this embodiment, the upper limit torque setting value that determines the upper limit of the engagement determination torque TA is a value according to the gear ratios λ1 and λ2 of the differential gear device DG.

  Although illustration is omitted, in the configuration shown in FIG. 13, the friction engagement device CL is not on the power transmission path between the input member I and the rotating element of the differential gear device DG, but the output member O and the second rotation. The structure provided on the power transmission path between the electric machine MG2 and the rotating element (in this example, the second rotating element e2) of the differential gear unit DG, or the rotating element of the first rotating electric machine MG1 and the differential gear unit DG (Embodiment 3) In the same manner, the engagement determination control can also be executed with a configuration provided on the power transmission path with the third rotation element e3.

5. Other Embodiments Finally, other embodiments according to the present invention will be described. Note that the features disclosed in each of the following embodiments can be used only in that embodiment, and can be applied to other embodiments as long as no contradiction arises.

(1) In each of the above embodiments, the second rotating electrical machine MG2 is connected to the rotating element of the differential gear device DG to which the output member O is drive-connected without passing through the other rotating elements of the differential gear device DG. The drive-coupled configuration has been described as an example. However, the embodiment of the present invention is not limited to this, and the second rotating electrical machine MG2 is connected to a rotating element other than the rotating element of the differential gear device DG to which the output member O is drivingly connected. It is also possible to adopt a configuration in which the drive connection is established without using another rotating element of the device DG.

  As such a configuration, for example, as shown in FIG. 14, the first rotating electrical machine MG <b> 1 is drivingly connected to the first rotating element e <b> 1 without passing through other rotating elements of the differential gear device DG, and the second rotating element The input member I and the second rotating electrical machine MG2 are drivingly connected to e2, and the output member O is drivingly connected to the third rotating element e3. In this configuration, the frictional engagement device CL includes an input member I and a rotating element (in this example, the second rotating element e2) of the differential gear device DG to which the input member I is drivingly connected without any other rotating element. ) On the power transmission path between the second rotating electrical machine MG2 and the rotating element (second rotating element e2 in this example) of the differential gear device DG. The engagement device CL is not positioned.

  Even in such a configuration, when the engagement state of the friction engagement device CL is different from the command, the rotation speed of the first rotating electrical machine MG1 changes (in this example, increases) by executing the engagement determination torque control. (Open arrow in FIG. 14) As in the above-described embodiments, the engagement determination can be performed based on the change in the rotation speed of the first rotating electrical machine MG1 during the execution of the engagement determination torque control. In this example, since the drive connection between the second rotating electrical machine MG2 and the carrier ca is not released even in the released state of the friction engagement device CL, the lower limit torque setting value that defines the lower limit of the engagement determination torque TA is It is determined according to the moment of inertia and rotational speed of the first rotating electrical machine MG1 and the moment of inertia of the second rotating electrical machine MG2.

  Although not shown, the second rotating electrical machine MG2 passes the other rotating element of the differential gear device DG to the rotating element other than the rotating element of the differential gear device DG to which the output member O is drivingly connected. As a configuration in which the second rotating electrical machine MG2 is driven and connected to the first rotating element e1 instead of the second rotating element e2, in the configuration shown in FIG. In this case, the frictional engagement device CL includes an input member I and a rotating element of the differential gear device DG in which the input member I is drivingly connected without any other rotating element (in this example, the first rotating element e1). Between the second rotating electrical machine MG2 and the rotating element of the differential gear device DG (the first rotating element e1 in this example). The combined device CL is not located.

(2) In each of the embodiments described above, when the hybrid travel mode in which travel is performed using the output torque of the internal combustion engine E is executed, the rotational speed of the output member O is basically the same as the rotational speed of the internal combustion engine E. The configuration is described as an example. However, the embodiment of the present invention is not limited to this. For example, as shown in FIG. 15, when the hybrid travel mode in which the vehicle travels using the output torque of the internal combustion engine E is executed, the output is basically performed. Unlike the rotation speed of the internal combustion engine E, the rotation speed of the member O may be a negative direction.

  In the configuration shown in FIG. 15, the input member I is drivingly connected to the first rotating element e1 and the first rotating electrical machine MG1 is drivingly connected to the second rotating element e2 without passing through other rotating elements of the differential gear device DG. The second rotating electrical machine MG2 and the output member O are drivingly connected to the third rotating element e3. Further, the friction engagement device CL includes an input member I, and a rotation element (first rotation element e1 in this example) of the differential gear device DG to which the input member I is drivingly connected without any other rotation element. Is provided on the power transmission path between the two. Even in such a configuration, when the engagement state of the friction engagement device CL is different from the command, the rotation speed of the first rotating electrical machine MG1 changes (in this example, increases) by executing the engagement determination torque control. Therefore, the engagement determination can be executed based on the change in the rotational speed of the first rotating electrical machine MG1 during the execution of the engagement determination torque control, as in the above-described embodiments.

  Although illustration is omitted, in the configuration shown in FIG. 15, the friction engagement device CL is not on the power transmission path between the input member I and the rotating element of the differential gear device DG, but the first rotating electrical machine MG1. And the structure provided on the power transmission path between the rotary gear of the differential gear device DG (in this example, the second rotary element e2), the output member O, the second rotary electric machine MG2, and the differential gear device DG. It can also be set as the structure provided on the power transmission path | route between these rotation elements (this example 3rd rotation element e3).

  Further, in the configuration shown in FIG. 15, the second rotating electrical machine MG2 may be driven and connected to the first rotating element e1 instead of the third rotating element e3. In this case, the frictional engagement device CL includes an input member I and a rotating element of the differential gear device DG in which the input member I is drivingly connected without any other rotating element (in this example, the first rotating element e1). Between the second rotating electrical machine MG2 and the rotating element of the differential gear device DG (the first rotating element e1 in this example). The combined device CL is not located.

(3) In each of the above embodiments, the configuration in which the differential gear device DG has three rotating elements has been described as an example. However, the embodiment of the present invention is not limited to this, and the differential gear device DG may include four or more rotating elements. For example, as shown in FIGS. 16 to 18, the differential gear device DG becomes a first rotation element e1, a second rotation element e2, a third rotation element e3, and a fourth rotation element e4 in the order of the rotation speed. It can be set as the structure which has four rotation elements. Note that λ1, λ2, and λ3 shown in FIGS. 16 to 18 represent the gear ratio of the differential gear device DG, and these values are determined based on the gear ratio of the differential gear mechanism that constitutes the differential gear device DG. . In the present embodiment, the upper limit torque setting value that determines the upper limit of the engagement determination torque TA is a value corresponding to the gear ratios λ1, λ2, and λ3 of the differential gear device DG.

  In the example illustrated in FIGS. 16 to 18, the input member I, the output member O, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are respectively connected to different rotating elements of the differential gear device DG. Drive-coupled without any other rotating element. That is, in the examples shown in FIGS. 16 to 18, unlike the above embodiments, the second rotating electrical machine MG2 is a differential gear in which the input member I, the output member O, and the first rotating electrical machine MG1 are drivingly connected. It is drivingly connected to a rotating element other than the rotating element of the device DG without passing through another rotating element of the differential gear device DG.

  Specifically, in the example shown in FIG. 16, the input member I is drivingly connected to the first rotating element e1 and the output member O is connected to the second rotating element e2 without passing through another rotating element of the differential gear device DG. Are driven and connected, the second rotating electrical machine MG2 is drivingly connected to the third rotating element e3, and the first rotating electrical machine MG1 is drivingly connected to the fourth rotating element e4. In the example shown in FIG. 17, the first rotating electrical machine MG1 is drivingly connected to the first rotating element e1 and the input member I is connected to the second rotating element e2 without any other rotating element of the differential gear device DG. The output member O is drivingly connected to the third rotating element e3, and the second rotating electrical machine MG2 is drivingly connected to the fourth rotating element e4. In the example shown in FIG. 18, the input member I is drivingly connected to the first rotating element e1 and the first rotating electrical machine MG1 is connected to the second rotating element e2 without passing through other rotating elements of the differential gear device DG. The second rotating electrical machine MG2 is drivingly connected to the third rotating element e3, and the output member O is drivingly connected to the fourth rotating element e4.

  In the example shown in FIGS. 16 to 18, the frictional engagement device CL is between the input member I and the rotating element of the differential gear device DG to which the input member I is drive-connected without any other rotating element. Is provided on the power transmission path. Even in such a configuration, when the engagement state of the friction engagement device CL is different from the command, the rotation speed of the first rotating electrical machine MG1 is changed by executing the engagement determination torque control (in each drawing). Therefore, the engagement determination can be executed based on the change in the rotation speed of the first rotating electrical machine MG1 during the execution of the engagement determination torque control, as in the above-described embodiments.

  The configuration in which the differential gear device DG includes four rotating elements is not limited to the examples illustrated in FIGS. 16 to 18. In the configuration illustrated in FIGS. 16 to 18, the order of the two rotating elements is changed. It is also possible to do. For example, in the configuration shown in FIG. 16, the second rotating element e2 and the third rotating element e3 can be replaced with each other. Moreover, in the structure shown in FIG. 17, it can also be set as the structure by which the 3rd rotation element e3 and the 4th rotation element e4 were replaced. Further, in the configuration shown in FIG. 17, after the third rotating element e3 and the fourth rotating element e4 are replaced, the second rotating element e2 and the third rotating element e3 can be further replaced. .

(4) In each of the above embodiments, the engagement determination torque control is continuously executed for a predetermined engagement determination time, and the rotation speed of the first rotating electrical machine MG1 before and after execution of the engagement determination torque control. The configuration in which the determination of the engagement state of the friction engagement device CL is executed by comparing the difference with the engagement determination threshold value NA has been described as an example. However, the embodiment of the present invention is not limited to this, and after the engagement determination torque control is started, the rotation speed of the first rotating electrical machine MG1 is repeatedly acquired at a predetermined period, and the engagement determination time is set. If the amount of change in the rotational speed of the first rotating electrical machine MG1 during execution of the engagement determination torque control is equal to or greater than the engagement determination threshold NA even before the passage, the engagement state is a command at that time. It is also possible to adopt a configuration in which it is determined that they are different and the engagement determination torque control is terminated. In this case, the engagement determination threshold NA is set as the amount of change per unit time, and the engagement determination unit 76 derives the amount of change per unit time of the rotation speed of the first rotating electrical machine MG1 to determine the engagement. It can also be configured to determine the magnitude relationship with the threshold NA.

(5) In each of the above-described embodiments, the lower limit torque setting value that determines the lower limit of the engagement determination torque is based on the rotational speed of the first rotating electrical machine MG1 as an example of the rotating state of the first rotating electrical machine MG1. The torque is required to change the rotational speed in the released state of the device CL, and the engagement determination unit 76 further changes the rotational speed of the first rotating electrical machine MG1 as an example of the rotating state of the first rotating electrical machine. Based on the above, the configuration for executing the engagement determination has been described as an example. However, the embodiment of the present invention is not limited to this, and the rotation state of the first rotating electrical machine MG1 related to the lower limit torque setting value and the engagement determination is determined based on other physical quantities related to the rotational motion of the first rotating electrical machine MG1 ( For example, the setting of the engagement determination threshold NA and the engagement determination may be based on the other physical quantity as the rotation position, the rotation acceleration, and the like.
For example, in a configuration in which the rotation state is the rotation position (rotation angle), the engagement determination unit 76 derives the amount of change in the rotation position of the first rotating electrical machine MG1, and the amount of change is equal to or greater than the engagement determination threshold NA. In this case (when the rotational position changes by more than the engagement determination threshold NA), the engagement state is determined to be different from the command. This configuration is suitable for engagement determination control when the vehicle is stopped.
Further, for example, in a configuration in which the rotational state is rotational acceleration, the engagement determination unit 76 derives the amount of change in rotational acceleration of the first rotating electrical machine MG1, and the amount of change is equal to or greater than the engagement determination threshold NA. In this case (when the rotational acceleration changes by more than the engagement determination threshold NA), the engagement state is determined to be different from the command.

(6) In each of the embodiments described above, the engagement determination torque control by the engagement determination torque control unit 72 is executed on the condition that the rotation of the output member O is limited by the output rotation limiting device 100. The configuration has been described as an example. However, the embodiment of the present invention is not limited to this, and the fact that the rotation of the output member O is restricted by the output rotation restriction device 100 is not included in the requirement for establishing the operation confirmation condition, and the output rotation restriction is not included. Even when the rotation of the output member O is not restricted by the device 100, it is possible to adopt a configuration in which the engagement determination torque control can be executed. Even in such a configuration, it is possible to suppress a shock that may occur in the vehicle by appropriately setting the magnitude of the engagement determination torque TA, executing fluctuation suppression control, and the like.

(7) In each of the above-described embodiments, at least the friction engagement device CL is in the released state and the internal combustion engine E is stopped (released) as a requirement for satisfying the operation confirmation condition of the friction engagement device CL. The configuration including the requirement of being in a stopped state) has been described as an example. However, the embodiment of the present invention is not limited to this, and the requirement that the condition for confirming the operation of the friction engagement device CL does not include that the friction engagement device CL is in the released state, A configuration in which the engine E is not in a stopped state can also be employed. In such a configuration, when the operation confirmation condition is satisfied, the engagement determination control is performed after the engagement release command of the friction engagement device CL is issued or after the control for setting the internal combustion engine E to the stop state is performed. Is executed.

(8) In each of the above embodiments, the configuration in which the variation suppression control is executed during the execution of the engagement determination torque control has been described as an example. However, the embodiment of the present invention is not limited to this, and it is possible to adopt a configuration in which the variation suppression control is not executed during the execution of the engagement determination torque control. In the variation suppression control, it is also possible to employ a configuration that suppresses torque variation due to a change in a physical quantity (for example, rotational position, rotational acceleration, etc.) related to the rotational motion of the first rotating electrical machine MG1 other than the rotational speed.

(9) In each of the above embodiments, the configuration in which the parking gear 94a is provided so as to rotate integrally with the counter shaft has been described as an example. However, the embodiment of the present invention is not limited to this, and the parking gear 94a can be provided at any position where it can be provided to rotate in conjunction with the output member O. For example, the parking gear 94a may be configured to rotate integrally with the counter drive gear 52, the second rotating electrical machine output gear 55, or the output member O.

(10) In the first, second, and third embodiments, the case where the differential gear device DG is configured by a single pinion type planetary gear mechanism PG has been described as an example. However, the embodiment of the present invention is not limited to this, and the differential gear device DG may be configured by a double pinion type planetary gear mechanism or a Ravigneaux type planetary gear mechanism. Also, in each of the embodiments (embodiments excluding the first, second, and third embodiments) that have not shown the specific configuration of the differential gear device DG, the configuration of the differential gear device DG is arbitrary. This mechanism can be adopted. For example, the differential gear device DG having four or more rotating elements can use a configuration in which some rotating elements of two or more planetary gear mechanisms are connected to each other.

(11) In each of the above embodiments, the configuration in which the friction engagement device CL is a friction engagement device that operates by hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this, and an electromagnetic friction engagement device in which the engagement pressure is controlled according to the electromagnetic force can be adopted as the friction engagement device CL. is there. Further, in each of the above embodiments, the configuration in which the engagement device according to the present invention is the friction engagement device CL has been described as an example. However, the engagement device according to the present invention is engaged with the engagement device (dog clutch). It is also possible.

(12) In each of the above-described embodiments, the internal combustion engine control unit 3, the friction engagement device control unit 6, the brake device control unit 8, and the parking lock device control unit 9 are provided separately from the control device 70. Described as an example. However, the embodiment of the present invention is not limited to this, and at least one of these separately provided various control units may be integrated with the control device 70. Further, the assignment of the function units described in the above embodiment is merely an example, and a plurality of function units can be combined or one function unit can be further divided.

(13) Regarding other configurations as well, the embodiments disclosed herein are illustrative in all respects, and embodiments of the present invention are not limited thereto. That is, as long as the configuration described in the claims of the present application and a configuration equivalent thereto are provided, a configuration obtained by appropriately modifying a part of the configuration not described in the claims is naturally also included in the present invention. Belongs to the technical scope.

  The present invention includes an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device having at least three rotating elements, It can utilize suitably for the drive device for vehicles provided with the control apparatus.

CL: Friction engagement device (engagement device)
DG: differential gear device E: internal combustion engine I: input member MG1: first rotary electric machine MG2: second rotary electric machine NA: engagement determination threshold O: output member TA: engagement determination torque W: wheel e1: first rotation Element e2: Second rotation element e3: Third rotation element 70: Control device 72: Engagement determination torque control unit 75: Engagement command unit 76: Engagement determination unit 100: Output rotation limiting device

Claims (6)

An input member drivingly connected to the internal combustion engine, an output member drivingly connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, a differential gear device having at least three rotating elements, a control device, A vehicle drive device comprising:
The input member, the output member, and the first rotating electrical machine are drivingly connected to different rotating elements of the differential gear device without passing through other rotating elements of the differential gear device,
The second rotating electrical machine is drivingly connected to the rotating element of the differential gear device other than the rotating element to which the first rotating electrical machine is drivingly connected without passing through the other rotating element of the differential gear device;
An engagement device capable of releasing a drive connection between any one of the input member, the output member, and the first rotating electrical machine and a rotating element of the differential gear device;
The control device includes an engagement command unit that commands engagement of the engagement device in a state where the engagement device is in a released state and the internal combustion engine is stopped.
An engagement determination torque control unit that executes engagement determination torque control that causes the first rotating electrical machine to output an engagement determination torque on the condition that the engagement of the engagement device is commanded;
An engagement determination unit that performs an engagement determination that is a determination of an engagement state of the engagement device based on a change in the rotation state of the first rotating electrical machine during the execution of the engagement determination torque control,
The engagement determination torque control unit is less than a torque necessary for starting rotation of the input member that is drivingly connected to the internal combustion engine in a stopped state when the engagement device is in a direct engagement state. Setting the engagement determination torque to be equal to or greater than the torque required to change the rotation state of the first rotating electrical machine when the engagement device is in the released state;
The engagement determination unit is a vehicle drive device that determines that the engagement state of the engagement device is different from the command when the rotation state of the first rotating electrical machine changes by a predetermined engagement determination threshold value or more.   The control device is a variation that suppresses a torque variation transmitted to the output member via the differential gear device due to a change in a rotation state or output torque of the first rotating electrical machine during execution of the engagement determination torque control. The vehicle drive device according to claim 1, wherein fluctuation suppression control is performed to output a suppression torque to the second rotating electrical machine.   The engagement determination torque control unit is on condition that rotation of the output member is restricted by an output rotation restriction device that restricts rotation of the output member or a member that rotates in conjunction with the output member. The vehicle drive device according to claim 1, wherein the engagement determination torque control is executed.   The second rotating electrical machine is drivingly connected to a rotating element of the differential gear device to which the output member is drivingly connected without passing through another rotating element of the differential gear device. The vehicle drive device as described in any one of Claims. The differential gear device has three rotating elements that become a first rotating element, a second rotating element, and a third rotating element in order of rotational speed,
The first rotating electrical machine is drivingly connected to the first rotating element, the input member is drivingly connected to the second rotating element, without the other rotating element of the differential gear device, and the third rotating element The second rotating electrical machine and the output member are drivingly connected to each other,
5. The vehicle drive device according to claim 1, wherein the engagement device is provided on a power transmission path between the input member and the second rotation element. 6. The second rotating electrical machine is connected to a rotating element of the differential gear device other than the rotating element to which the first rotating electrical machine is drivingly connected and the rotating element to which the output member is drivingly connected. Drive coupled without a rotating element,
The engagement device is provided on a power transmission path between the input member and a rotation element of the differential gear device to which the input member is drivingly connected without any other rotation element. The vehicle drive device according to any one of 1 to 3.

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