JP2013023012A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of suppressing occurrence of a torque step when a second friction engagement device moves from a slip engagement state to a direct coupling engagement state, irrespective of errors in the torque of an internal combustion engine or the transmission torque capacity of a first friction engagement device.SOLUTION: The control device for a driving device for a vehicle includes, on a power transmission path connecting the internal combustion engine and the wheels: the first friction engagement device; a rotating electric device 12; and a second friction engagement device CL2. In a state in which the torque of the internal combustion engine is transmitted to the wheels in the slip engagement state of the second friction engagement device CL2, the control device performs rotation state control for controlling the rotation state of the rotating electric device 12 to becomes a target rotation state. Also, while the second friction engagement device CL2 is transitioned from the slip engagement state to a direct coupling engagement state, the control device performs hydraulic adjustment control in order to control a hydraulic pressure Pc2 supplied to the second friction engagement device CL2 in the slip engagement state, based on the torque of the rotating electric device 12 whose rotation state is being controlled.

Description

  According to the present invention, a rotary electric machine is provided in a power transmission path connecting the internal combustion engine and the wheel, and a first friction engagement device is provided between the internal combustion engine and the rotary electric machine, and a second is provided between the rotary electric machine and the wheel. The present invention relates to a control device that controls a vehicle drive device provided with a friction engagement device.

  As a control device that controls the vehicle drive device as described above, a device described in Japanese Patent Application Laid-Open No. 2010-149640 (Patent Document 1) is already known. Hereinafter, in the description of the background art section, reference numerals in Patent Document 1 (including names of corresponding members as necessary) are quoted in []. This control device changes the rotating electrical machine [motor MG] from the stopped state of the internal combustion engine [engine E] and the released state of the first friction engagement device [first clutch CL1] to the first friction engagement device as a direct engagement state. The internal combustion engine start control for starting the internal combustion engine with the torque of the engine is executable. At the time of execution of the internal combustion engine start control, rotation speed feedback control is performed to match the rotation speed of the rotating electrical machine with the target rotation speed, and at this time, the second friction engagement device [second gear in the transmission mechanism [automatic transmission AT] is selected. In the clutch CL2], the target transmission torque capacity [target clutch transmission torque command TCL2] is controlled so as to transmit a predetermined torque in the slip engagement state.

  The control device disclosed in Patent Document 1 includes a difference between the actual torque of the rotating electrical machine and the maximum torque that can be output by the rotating electrical machine [torque deviation amount ΔT], or a difference between the engaging members on both sides of the second friction engagement device. The target transmission torque capacity of the second friction engagement device is determined based on the rotation speed (rotational speed difference ΔN). Thereby, it is supposed that the slip (slip) state of the second friction engagement device can be optimized, and the torque fluctuation caused by the error in the transmission torque capacity of the second friction engagement device can be suppressed.

JP 2010-149640 A

  However, in the device of Patent Document 1, the determination control of the target transmission torque capacity of the second friction engagement device as described above is executed only during the period in which the first friction engagement device is in the slip engagement state, and the direct engagement is performed. It will not be executed after the status has been set. In the device of Patent Document 1, since the first friction engagement device is controlled to a predetermined transmission torque capacity to be in the slip engagement state, when there is an error in the transmission torque capacity of the first friction engagement device, When the two friction engagement device is changed from the slip engagement state to the direct connection engagement state and the rotation speed feedback control of the rotating electrical machine is finished and the torque control is started, the two friction engagement devices are transmitted to the wheels via the second friction engagement device. There is a possibility that a torque level difference will occur in the torque and the vehicle occupant will feel a shock. Such a problem is not limited to the case where the first friction engagement device is set to the slip engagement state for starting the internal combustion engine, and the first friction engagement device is set to the slip engagement state during the operation of the internal combustion engine. The same applies to the case. Even when the first friction engagement device is in the direct engagement state in which the first friction engagement device is not slipping, the same problem occurs when there is an error in the output torque of the internal combustion engine.

  Therefore, the occurrence of a torque step when the second friction engagement device changes from the slip engagement state to the direct engagement state regardless of the torque error of the internal combustion engine or the transmission torque capacity of the first friction engagement device. Realization of a control device capable of suppressing the above is desired.

  According to the present invention, a rotary electric machine is provided in a power transmission path connecting the internal combustion engine and the wheel, and a first friction engagement device, the rotary electric machine and the wheel are provided between the internal combustion engine and the rotary electric machine. The characteristic configuration of the control device that controls the vehicle drive device in which the second friction engagement device is provided between the first friction engagement device and the second friction engagement device is the slip engagement of both the first friction engagement device and the second friction engagement device. A state in which the torque of the internal combustion engine is transmitted to the wheels while the hydraulic pressure supplied to the first friction engagement device is controlled so that the rotational state of the internal combustion engine matches the target rotational state in the state, or The rotation state of the rotating electrical machine is set to the target rotation in a state where the torque of the internal combustion engine is transmitted to the wheels in the direct engagement engagement state of the first friction engagement device and the slip engagement state of the second friction engagement device. Rotation to control to be in a state The slip engagement state based on the torque of the rotating electrical machine during the rotation state control while executing the control and shifting the second friction engagement device from the slip engagement state to the direct engagement state. The hydraulic pressure adjustment control for controlling the hydraulic pressure supplied to the second friction engagement device is performed.

The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
Further, the “slip engagement state” means a state in which the two engagement members engaged by the target friction engagement device are engaged so as to be able to transmit a driving force in a state having a difference in rotational speed. . The “directly engaged state” means a state in which the two engaging members are engaged in a state of rotating integrally. The “released state” means a state where rotation and driving force are not transmitted between the two engaging members.
The “rotation state” is used as a concept including a rotation position, a rotation speed, and a rotation acceleration. Therefore, in the “rotation state control”, the rotational position feedback control for controlling the rotational position of the controlled object to be the target rotational position, the rotational speed feedback control for controlling the rotational speed of the controlled object to be the target rotational speed, Alternatively, rotational acceleration feedback control for controlling the rotational acceleration of the control target to become the target rotational acceleration is included.

As in the above characteristic configuration, the hydraulic pressure supplied to the first friction engagement device is controlled so that the rotation state of the internal combustion engine matches the target rotation state in the slip engagement state of the first friction engagement device Alternatively, in the direct engagement state of the first friction engagement device, the torque of the internal combustion engine can be transmitted to the rotating electrical machine side as it is via the first friction engagement device. That is, the torque of the internal combustion engine can be transmitted to the rotating electrical machine side in a state where the influence of the error in the transmission torque capacity of the first friction engagement device is eliminated. Here, if the output torque of the internal combustion engine includes an error, the rotation state of the rotating electrical machine temporarily becomes inconsistent with the target rotation state due to the error, but the rotation state control is executed. As a result, the output torque of the rotating electrical machine is successively increased or decreased, so that the rotating state of the rotating electrical machine matches the target rotating state. In this state, when the second friction engagement device shifts from the slip engagement state to the direct engagement state, the rotational speed of the rotating electrical machine is uniquely determined according to the rotational speed of the wheel, and the rotating electrical machine has a predetermined torque. It will be in the state to output. At this time, before and after the state transition of the second friction engagement device, the torque transmitted to the wheels includes the output torque during the rotation state control and a predetermined value after the transition to the direct engagement state of the second friction engagement device. A torque step corresponding to the difference from the torque can occur.
In this regard, according to the above characteristic configuration, by appropriately controlling the hydraulic pressure supplied to the second friction engagement device in the hydraulic pressure adjustment control based on the output torque of the rotating electrical machine during the rotation state control, the output torque is controlled. The second friction engagement device can be brought close to the predetermined torque after the transition to the direct engagement state. Therefore, generation | occurrence | production of the torque level difference at the time of a 2nd friction engagement apparatus shifting from a slip engagement state to a direct connection engagement state can be suppressed.

  Here, further executing target torque determination control for determining a target torque of the rotating electrical machine based on a difference between a required driving force for driving the wheel and a torque transmitted from the internal combustion engine to the rotating electrical machine, As the rotational state control, a rotational speed feedback control is performed in which a correction torque is applied to the target torque to control the rotational speed of the rotating electrical machine to coincide with the target rotational speed, and the required driving force and the rotational speed are controlled. It is preferable that the hydraulic pressure adjustment control is executed based on the correction torque of feedback control.

As one aspect of the control method of the rotating electrical machine, it is possible to use the target torque determination control and the rotational speed feedback control together as in this configuration. In this case, the rotating electrical machine is controlled based on the target torque determined by executing the target torque determination control and the correction torque applied to the target torque by executing the rotation speed feedback control. According to this configuration, the operation control of the rotating electrical machine can be performed with high followability.
In addition, regarding the control method of the second friction engagement device, as one aspect, the control of the supply hydraulic pressure based on the required driving force and the control of the supply hydraulic pressure based on the correction torque of the rotational speed feedback control are combined as in this configuration. Is possible. By configuring the hydraulic pressure adjustment control based on both the required driving force and the correction torque of the rotational speed feedback control, it is possible to control the operation of the second friction engagement device with high follow-up performance, and to increase the torque step. Can be effectively suppressed.

  Further, the hydraulic pressure adjustment control is executed based on the correction torque calculated by excluding the amount corresponding to the rotation change torque of the rotating electrical machine for changing the rotation speed toward the target rotation speed during the rotation speed feedback control. It is preferable to adopt a configuration to do so.

The correction torque to be added to the target torque of the rotating electrical machine in the rotational speed feedback control includes the rotation change torque for changing the rotational speed of the rotating electrical machine toward the target rotational speed, in addition to the compensation for the torque error of the internal combustion engine. (Inner shuttle) may be included.
In view of this point, according to the above configuration, the correction torque is calculated by excluding the portion corresponding to the rotational change torque, so that the second friction is reflected in the hydraulic adjustment control by reflecting a steady error due to the torque error of the internal combustion engine. The hydraulic pressure supplied to the engagement device can be determined appropriately, and the occurrence of a torque step can be effectively suppressed.

  Further, in the hydraulic pressure adjustment control, a transmission torque capacity of the second friction engagement device is determined based on a calculated value obtained by integrating the correction torque over time, and the second friction engagement device is determined based on the transmission torque capacity. It is preferable that the hydraulic pressure to be supplied is determined.

By determining the transmission torque capacity of the second friction engagement device as in this configuration, the correction torque can be gradually reduced to zero over time. Therefore, it is possible to effectively suppress the occurrence of a torque step before and after the transition from the slip engagement state to the direct engagement state of the second friction engagement device.
Further, the transmission torque capacity of the second friction engagement device is changed by performing the hydraulic pressure adjustment control, but the transmission torque capacity of the second friction engagement device can be gradually changed by gradually reducing the correction torque. it can. Therefore, it is possible to suppress the driving force transmitted to the wheels from being suddenly changed in accordance with the change in the transmission torque capacity of the second friction engagement device and causing the vehicle driver to feel uncomfortable.

  By the way, when the second friction engagement device changes from the slip engagement state to the direct engagement state and the control state of the rotating electrical machine shifts from the rotation speed feedback control to the torque control, the correction torque in the rotation speed feedback control is instantaneous. Thus, the rotating electrical machine is in a state of outputting the target torque determined by executing the target torque determination control. At this time, as described above, before and after the transition of the engagement state of the second friction engagement device, a torque step corresponding to the correction torque may occur in the torque transmitted to the wheel.

  In view of this point, torque control for controlling the output torque of the rotating electrical machine to coincide with the target torque can be further executed, and the second friction engagement device is directly engaged during execution of the hydraulic pressure adjustment control. The present invention can be suitably applied to a configuration in which the control state of the rotating electrical machine is shifted from the rotational speed feedback control to the torque control when it is determined that the state has been reached. In this way, it is possible to effectively suppress the occurrence of a torque step before and after the transition of the engagement state of the second friction engagement device.

  Further, when the correction torque is not zero when it is determined that the second friction engagement device is in the direct engagement state, the rotation is performed when the rotational speed feedback control is shifted to the torque control. It is preferable to perform a transition torque control that gradually changes the output torque of the electric machine from the torque during the rotational speed feedback control to the target torque.

  According to this configuration, even when the second frictional engagement device is in the direct engagement state when the correction torque in the rotational speed feedback control is not zero, the correction torque is gradually reduced by the transition torque control. The torque of the rotating electrical machine can be gradually changed to the target torque to suppress the occurrence of a torque step.

  In addition, it is preferable that the hydraulic pressure adjustment control is executed in a predetermined period before the transition including the transition from the slip engagement state to the direct engagement state of the second friction engagement device.

  According to this configuration, the hydraulic pressure adjustment control executed during a predetermined period before the transition from the slip engagement state to the direct engagement state of the second friction engagement device effectively enables the generation of the torque step at the transition. Can be suppressed.

  Further, it is preferable that the hydraulic pressure adjustment control is continuously executed from when the second friction engagement device is in the slip engagement state to when the second friction engagement device is shifted to the direct engagement state.

  According to this configuration, the second friction engagement device is controlled by the hydraulic adjustment control that is performed over the entire period from when the second friction engagement device is in the slip engagement state to when the second friction engagement device is shifted to the direct engagement state. It is possible to effectively suppress the occurrence of a torque step at the transition of the engagement state of the combined device.

It is a schematic diagram which shows schematic structure of the vehicle drive device which concerns on embodiment, and its control apparatus. It is a schematic diagram for demonstrating the basic concept of hydraulic pressure adjustment control. It is a block diagram which shows the detailed structure of a rotary electric machine control part and a hydraulic pressure adjustment control part. It is a time chart which shows an example of the operation state of each part at the time of performing hydraulic pressure adjustment control. It is a time chart which shows another example of the operation state of each part at the time of performing hydraulic adjustment control. It is a time chart which shows another example of the operation state of each part at the time of performing hydraulic adjustment control.

  An embodiment of a control device according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the control device 4 according to the present embodiment is a drive device control unit that controls the drive device 1. Here, the drive device 1 according to the present embodiment is a vehicle drive device (hybrid vehicle) for driving a vehicle (hybrid vehicle) 6 including both the internal combustion engine 11 and the rotating electrical machine 12 as a driving force source for the wheels 15. Drive device). Hereinafter, the control device 4 according to the present embodiment will be described in detail.

In the following description, “driving connection” means 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. Alternatively, the two rotating elements are used as a concept including a state in which a driving force can be transmitted 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. Here, “driving force” is used synonymously with “torque”.
The “engagement pressure” represents a pressure that presses one engagement member and the other engagement member of the friction engagement device against each other. “Release pressure” represents a pressure at which the friction engagement device is constantly released. “Release boundary pressure” represents a pressure (release side slip boundary pressure) at which the friction engagement device enters a slip boundary state between the released state and the slip engaged state. The “engagement boundary pressure” represents a pressure at which the friction engagement device enters a slip boundary state between the slip engagement state and the direct engagement state (engagement side slip boundary pressure). “Complete engagement pressure” represents a pressure at which the friction engagement device is constantly in a direct engagement state.

1. Configuration of Drive Device A configuration of the drive device 1 to be controlled by the control device 4 according to the present embodiment will be described. The drive device 1 according to the present embodiment is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle. As shown in FIG. 1, the driving apparatus 1 includes a rotating electrical machine 12 on a power transmission path that connects an input shaft I that is drivingly connected to the internal combustion engine 11 and an output shaft O that is drivingly connected to the wheels 15. In addition, a speed change mechanism 13 is provided between the rotating electrical machine 12 and the output shaft O. A first clutch CL1 is provided between the input shaft I and the rotating electrical machine 12. Further, the transmission mechanism 13 is provided with a second clutch CL2 for shifting different from the first clutch CL1, as will be described later. As a result, the drive device 1 is arranged in the power transmission path connecting the input shaft I and the output shaft O in order from the internal combustion engine 11 and the input shaft I side, the first clutch CL1, the rotating electrical machine 12, and the second clutch CL2. It has. Each of these components is housed in a drive device case (not shown).

  The internal combustion engine 11 is a prime mover that is driven by combustion of fuel inside the engine to extract power. As the internal combustion engine 11, for example, a gasoline engine or a diesel engine can be used. The internal combustion engine 11 is drivingly connected so as to rotate integrally with the input shaft I. In this example, an output shaft such as a crankshaft of the internal combustion engine 11 is drivingly connected to the input shaft I. The internal combustion engine 11 is drivingly connected to the rotating electrical machine 12 via the first clutch CL1.

  The first clutch CL1 is provided so that the drive connection between the internal combustion engine 11 and the rotating electrical machine 12 can be released. The first clutch CL1 is a clutch that selectively drives and connects the input shaft I, the intermediate shaft M, and the output shaft O, and functions as an internal combustion engine disconnecting clutch. As the first clutch CL1, a wet multi-plate clutch, a dry single-plate clutch, or the like can be used. In the present embodiment, the first clutch CL1 corresponds to the “first friction engagement device” in the present invention.

  The rotating electrical machine 12 includes a rotor and a stator (not shown), and functions as a motor (electric motor) that generates power by receiving power supply and generates power by receiving power supply. It is possible to fulfill the function as a generator (generator). The rotor of the rotating electrical machine 12 is drivingly connected so as to rotate integrally with the intermediate shaft M. The rotating electrical machine 12 is electrically connected to the power storage device 28 via the inverter device 27. As the power storage device 28, a battery, a capacitor, or the like can be used. The rotating electrical machine 12 receives power from the power storage device 28 and performs powering, or supplies the power storage device 28 with power generated by the torque output from the internal combustion engine 11 or the inertial force of the vehicle 6 to store the power. The intermediate shaft M is drivingly connected to the speed change mechanism 13. That is, the intermediate shaft M as an output shaft (rotor output shaft) of the rotor of the rotating electrical machine 12 is an input shaft (shift input shaft) of the speed change mechanism 13.

  In this embodiment, the speed change mechanism 13 is an automatic stepped speed change mechanism that can switch between a plurality of speed stages having different speed ratios. The transmission mechanism 13 engages or releases a gear mechanism such as a planetary gear mechanism and a rotating element of the gear mechanism in order to form the plurality of gear speeds, and includes a clutch and a brake for switching the gear speed. A plurality of friction engagement devices. Here, the speed change mechanism 13 includes a second clutch CL2 as one of a plurality of friction engagement devices for speed change. In the present embodiment, the second clutch CL2 is configured as a wet multi-plate clutch. The second clutch CL2 selectively connects the intermediate shaft M and the transmission intermediate shaft S provided in the transmission mechanism 13 in a driving manner. In the present embodiment, the second clutch CL2 corresponds to the “second friction engagement device” in the present invention. The transmission intermediate shaft S is drivingly connected to the output shaft O via another clutch or the like in the transmission mechanism 13 or a shaft member.

  The speed change mechanism 13 shifts the rotational speed of the intermediate shaft M and converts the torque based on a predetermined speed ratio set for each speed stage formed according to the engagement state of a plurality of clutches and the like. It is transmitted to the output shaft O. Torque transmitted from the speed change mechanism 13 to the output shaft O is distributed and transmitted to the left and right wheels 15 via the output differential gear unit 14. Thus, the drive device 1 can cause the vehicle 6 to travel by transmitting the torque of one or both of the internal combustion engine 11 and the rotating electrical machine 12 to the wheels 15.

  In the present embodiment, the drive device 1 includes an oil pump (not shown) that is drivingly connected to the intermediate shaft M. The oil pump functions as a hydraulic pressure source for supplying oil to each part of the driving device 1. The oil pump is driven by the driving force of one or both of the rotating electrical machine 12 and the internal combustion engine 11 to generate hydraulic pressure. The oil from the oil pump is adjusted to a predetermined oil pressure by the oil pressure control device 25 and then supplied to the first clutch CL1, the second clutch CL2, and the like. In addition to this oil pump, an oil pump having a dedicated drive motor may be provided.

  As shown in FIG. 1, each part of the vehicle 6 on which the driving device 1 is mounted is provided with a plurality of sensors Se1 to Se5. The input shaft rotational speed sensor Se1 is a sensor that detects the rotational speed of the input shaft I. The rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1 is equal to the rotational speed of the internal combustion engine 11. The intermediate shaft rotation speed sensor Se2 is a sensor that detects the rotation speed of the intermediate shaft M. The rotational speed of the intermediate shaft M detected by the intermediate shaft rotational speed sensor Se2 is equal to the rotational speed of the rotor of the rotating electrical machine 12. The output shaft rotation speed sensor Se3 is a sensor that detects the rotation speed of the output shaft O. The control device 4 can also derive the vehicle speed that is the traveling speed of the vehicle 6 based on the rotational speed of the output shaft O detected by the output shaft rotational speed sensor Se3.

  The accelerator opening detection sensor Se4 is a sensor that detects the accelerator opening by detecting the operation amount of the accelerator pedal 17. The charge state detection sensor Se5 is a sensor that detects an SOC (state of charge). The control device 4 can also derive the amount of power stored in the power storage device 28 based on the SOC detected by the charge state detection sensor Se5. Information indicating detection results by these sensors Se <b> 1 to Se <b> 5 is output to the control device 4.

2. Configuration of Control Device A configuration of the control device 4 according to the present embodiment will be described. As shown in FIG. 1, the control device 4 according to this embodiment includes a drive device control unit 40. The drive device control unit 40 mainly controls the rotating electrical machine 12, the first clutch CL1, and the speed change mechanism 13. Further, the vehicle 6 includes an internal combustion engine control unit 30 that mainly controls the internal combustion engine 11, separately from the drive device control unit 40.

  The internal combustion engine control unit 30 and the drive device control unit 40 are configured to exchange information with each other. In addition, the functional units provided in the internal combustion engine control unit 30 and the drive device control unit 40 are also configured to exchange information with each other. Further, the internal combustion engine control unit 30 and the drive device control unit 40 are configured to be able to acquire information on detection results obtained by the sensors Se1 to Se5.

The internal combustion engine control unit 30 includes an internal combustion engine control unit 31.
The internal combustion engine control unit 31 is a functional unit that controls the operation of the internal combustion engine 11. The internal combustion engine control unit 31 determines an output torque (internal combustion engine torque Te) of the internal combustion engine 11 and a target torque and a target rotational speed as control targets for the rotational speed, and operates the internal combustion engine 11 according to the control target. In the present embodiment, the internal combustion engine control unit 31 can switch between torque control and rotational speed control of the internal combustion engine 11 according to the traveling state of the vehicle 6. The torque control is a control in which a target torque is commanded to the internal combustion engine 11 and the internal combustion engine torque Te is matched (followed) with the target torque. The rotational speed control is a control for instructing a target rotational speed to the internal combustion engine 11 and determining an output torque so that the rotational speed of the internal combustion engine 11 coincides with the target rotational speed.

  The drive device control unit 40 includes a travel mode determination unit 41, a required torque determination unit 42, a rotating electrical machine control unit 43, a first clutch operation control unit 44, a transmission mechanism operation control unit 45, a start control unit 46, and a hydraulic pressure adjustment control unit. 47 is provided.

  The travel mode determination unit 41 is a functional unit that determines the travel mode of the vehicle 6. The travel mode determination unit 41 is based on, for example, the vehicle speed derived based on the detection result of the output shaft rotation speed sensor Se3, the accelerator opening detected by the accelerator opening detection sensor Se4, or the detection result of the charging state detection sensor Se5. The driving mode to be realized by the drive device 1 is determined based on the amount of power stored in the power storage device 28 derived in this way. At that time, the travel mode determination unit 41 refers to a mode selection map (not shown) stored and provided in a recording device such as a memory.

  In this example, the travel modes that can be selected by the travel mode determination unit 41 include an electric travel mode, a parallel travel mode, and a slip travel mode (including a first slip travel mode and a second slip travel mode). In the electric travel mode, the first clutch CL1 is disengaged and the vehicle 6 is traveled only by the output torque of the rotating electrical machine 12 (rotating electrical machine torque Tm). In the parallel travel mode, both the first clutch CL1 and the second clutch CL2 are in the direct engagement state, and the vehicle 6 is traveled by at least the internal combustion engine torque Te.

  In the first slip travel mode, both the first clutch CL1 and the second clutch CL2 are in the slip engagement state, and the vehicle 6 is traveled in a state where at least the internal combustion engine torque Te is transmitted to the wheels 15. In the second slip traveling mode, one of the first clutch CL1 and the second clutch CL2 (first clutch CL1 in this example) is in a direct engagement state, and the other (second clutch CL2 in this example) is in a slip engagement state. The vehicle 6 is caused to travel with at least the internal combustion engine torque Te being transmitted to the wheels 15. In the parallel traveling mode and the slip traveling mode, the rotating electrical machine 12 outputs a positive rotating electrical machine torque Tm (> 0) as needed to assist the driving force by the internal combustion engine torque Te, or the negative rotating electrical machine torque Tm. (<0) is output to generate electric power using the internal combustion engine torque Te. Note that the modes described here are merely examples, and a configuration including various modes other than these can be employed.

  The required torque determining unit 42 is a functional unit that determines a vehicle required torque Td that is required to drive the vehicle 6. The required torque determination unit 42 is a predetermined map (not shown) based on the vehicle speed derived based on the detection result of the output shaft rotational speed sensor Se3 and the accelerator opening detected by the accelerator opening detection sensor Se4. ) To determine the vehicle required torque Td. In the present embodiment, the vehicle required torque Td corresponds to the “required driving force” in the present invention. The determined vehicle required torque Td is output to the internal combustion engine control unit 31, the rotating electrical machine control unit 43, the hydraulic pressure adjustment control unit 47, and the like.

  The rotating electrical machine control unit 43 is a functional unit that controls the operation of the rotating electrical machine 12. The rotating electrical machine control unit 43 determines a target torque and a target rotational speed as control targets for the rotating electrical machine torque Tm and the rotational speed, and operates the rotating electrical machine 12 according to the control target. In the present embodiment, the rotating electrical machine control unit 43 can switch between torque control and rotational speed control of the rotating electrical machine 12 according to the traveling state of the vehicle 6.

  The rotating electrical machine control unit 43 includes a target torque determination unit 43a and a rotation speed control unit 43b so that such torque control and rotation speed control can be executed. The target torque determining unit 43a is a functional unit that determines the target torque Tmf of the rotating electrical machine 12. Then, the rotating electrical machine control unit 43 instructs the rotating electrical machine 12 with the target torque Tmf determined by the target torque determining unit 43a, and feeds the rotating electrical machine 12 in a feed-forward manner so as to match the rotating electrical machine torque Tm with the target torque Tmf. Torque control can be executed. The rotational speed control unit 43b is a functional unit that performs a rotational speed control that commands the rotating electrical machine 12 for a target rotational speed Nmt and determines an output torque so that the rotational speed of the rotating electrical machine 12 matches the target rotational speed Nmt. is there. In the present embodiment, such rotational speed control of the rotating electrical machine 12 corresponds to “rotational speed feedback control” and “rotational state control” in the present invention. The rotating electrical machine control unit 43 cooperates with the target torque determining unit 43a and the rotational speed control unit 43b to control the rotating electrical machine torque Tm in a feedforward manner and feed back the rotational speed of the rotating electrical machine 12 in a feedback manner. It is also possible to control it.

  The first clutch operation control unit 44 is a functional unit that controls the operation of the first clutch CL1. The first clutch operation control unit 44 controls the hydraulic pressure supplied to the first clutch CL1 via the hydraulic control device 25, and controls the engagement pressure of the first clutch CL1, thereby operating the first clutch CL1. To control. For example, the first clutch operation control unit 44 outputs a hydraulic pressure command value for the first clutch CL1, and sets the hydraulic pressure supplied to the first clutch CL1 via the hydraulic control device 25 to be less than the release boundary pressure. The clutch CL1 is released. Further, the first clutch operation control unit 44 sets the first clutch CL1 in the direct engagement state by setting the supply hydraulic pressure to the first clutch CL1 to be equal to or higher than the engagement boundary pressure via the hydraulic control device 25. Further, the first clutch operation control unit 44 sets the hydraulic pressure supplied to the first clutch CL1 via the hydraulic pressure control device 25 to a slip engagement pressure that is greater than or equal to the release boundary pressure and less than the engagement boundary pressure, whereby the first clutch CL1 is set to the slip engagement state.

  In the slip engagement state of the first clutch CL1, the driving force is transmitted between the input shaft I and the intermediate shaft M in a relative rotation state. The magnitude of torque that can be transmitted in the direct engagement state or slip engagement state of the first clutch CL1 is determined according to the engagement pressure of the first clutch CL1 at that time. The magnitude of the torque at this time is defined as “transmission torque capacity Tc1” of the first clutch CL1. In the present embodiment, the first clutch operation control unit 44 continuously controls the amount of oil supplied to the first clutch CL1 and the magnitude of the supplied oil pressure with a proportional solenoid or the like according to the oil pressure command value for the first clutch CL1. Thus, increase / decrease of the engagement pressure and the transmission torque capacity Tc1 can be controlled continuously. Note that the transmission direction of torque transmitted through the first clutch CL1 in the slip engagement state of the first clutch CL1 is determined according to the direction of relative rotation between the input shaft I and the intermediate shaft M. That is, when the rotational speed of the input shaft I is higher than the rotational speed of the intermediate shaft M, torque is transmitted from the input shaft I side to the intermediate shaft M side via the first clutch CL1, and the rotational speed of the input shaft I is increased. Is lower than the rotational speed of the intermediate shaft M, torque is transmitted from the intermediate shaft M side to the input shaft I side via the first clutch CL1.

  In the present embodiment, the first clutch operation control unit 44 can switch between the torque capacity control and the rotational speed control of the first clutch CL <b> 1 according to the traveling state of the vehicle 6. The torque capacity control is a control for making the transmission torque capacity Tc1 of the first clutch CL1 coincide with a predetermined target transmission torque capacity. The rotation speed control is performed by rotating the rotation member connected to one engagement member of the first clutch CL1 (in this example, the input shaft I) and the rotation member connected to the other engagement member (in this example, In the control for determining the hydraulic pressure command value to the first clutch CL1 or the transmission torque capacity of the first clutch CL1 so that the rotational speed difference with the rotational speed of the intermediate shaft M) matches the predetermined target differential rotational speed. is there. In the rotational speed control of the first clutch CL1, for example, the rotational speed of the input shaft I is adjusted by matching the rotational speed difference with a predetermined target differential rotational speed in a state where the rotational speed of the intermediate shaft M is controlled to a predetermined value. It is possible to control to coincide with a predetermined target rotational speed.

  The transmission mechanism operation control unit 45 is a functional unit that controls the operation of the transmission mechanism 13. The transmission mechanism operation control unit 45 determines the target shift speed based on the accelerator opening and the vehicle speed, and controls the transmission mechanism 13 to form the determined target shift speed. At that time, the speed change mechanism operation control unit 45 refers to a speed change map (not shown) stored and stored in a recording device such as a memory. The shift map is a map in which a shift schedule based on the accelerator opening and the vehicle speed is set. The transmission mechanism operation control unit 45 controls the hydraulic pressure supplied to predetermined clutches and brakes provided in the transmission mechanism 13 based on the determined target shift stage to form the target shift stage.

  As described above, the speed change mechanism 13 includes the second clutch CL2 for speed change. The second clutch CL2 forms a first gear stage in cooperation with, for example, a predetermined brake provided in the speed change mechanism 13. The second clutch CL2 is naturally included in the control target of the transmission mechanism operation control unit 45. Here, the function unit that controls the operation of the second clutch CL2 is particularly referred to as a second clutch operation control unit 45a. The second clutch operation control unit 45a controls the hydraulic pressure supplied to the second clutch CL2 via the hydraulic control device 25, and controls the engagement pressure of the second clutch CL2, thereby operating the second clutch CL2. To control. Regarding the operation control of the second clutch CL2 by the second clutch operation control unit 45a, the basic control and the operation control of the first clutch CL1 by the first clutch operation control unit 44 are basically different except that the control target and the matters accompanying it are partially different. Is the same.

  The start control unit 46 is a functional unit that executes start control. The start control unit 46 executes start control when, for example, a start operation by the driver is detected while the vehicle 6 is stopped. Here, the “start operation” is an operation intended by the driver of the vehicle 6 to start the vehicle. In this example, the operation is a release operation of a brake pedal (not shown) that can start the vehicle 6 creep. In addition, it is good also as a structure which detects depression operation of the accelerator pedal 17 as "start operation". The start control unit 46 executes the start control, thereby cooperatively controlling the internal combustion engine control unit 31, the rotating electrical machine control unit 43, the first clutch operation control unit 44, the second clutch operation control unit 45a, and the like, so that the vehicle 6 Start properly.

  In the present embodiment, the start control unit 46 performs start control during a period of a predetermined low vehicle speed state. Here, the “low vehicle speed state” is the input shaft when it is assumed that both the first clutch CL1 and the second clutch CL2 are in the direct engagement state when the first speed stage is formed in the transmission mechanism 13. In this state, the estimated rotational speed of I (internal combustion engine 11) is equal to or lower than a low vehicle speed determination threshold Th1 (not shown). The internal combustion engine 11 that is drivingly connected so as to rotate integrally with the input shaft I needs to rotate at a constant speed or higher in order to output a predetermined internal combustion engine torque Te and continue the self-sustaining operation. In addition, the internal combustion engine 11 needs to rotate at a constant speed or higher from the viewpoint of suppressing the generation of a booming noise and vibration. Therefore, in this example, the low vehicle speed determination threshold Th1 is set in consideration of these points.

  In the present embodiment, the start control unit 46 sequentially realizes the travel modes of the vehicle 6 in the order of the first slip travel mode and the second slip travel mode during the start control. That is, in the start control, the start control unit 46 first places both the first clutch CL1 and the second clutch CL2 in the slip engagement state. The start control unit 46 starts the vehicle 6 by transmitting the internal combustion engine torque Te to the wheels 15 in the first slip traveling mode in the slip engagement state of both the first clutch CL1 and the second clutch CL2. At that time, the start control unit 46 causes the rotation speed control unit 43b to execute the rotation speed control of the rotary electric machine 12, and feedback-controls the rotation speed of the rotary electric machine 12 so as to coincide with the determined target rotation speed Nmt.

  In the present embodiment, the target rotational speed Nmt of the rotating electrical machine 12 during the specific start control is the intermediate shaft M corresponding to the rotational speed of the output shaft O when it is assumed that the first speed stage is formed in the speed change mechanism 13. Is set to be a value that is higher than the rotational speed of the internal combustion engine 11 and at least lower than the rotational speed of the internal combustion engine 11 that is continuing the independent operation. When determining the target rotational speed Nmt of the rotating electrical machine 12, auxiliary equipment provided in the vehicle 6 that is driven using electric power (for example, a compressor or a lamp of an in-vehicle air conditioner). You may consider rated power consumption or actual power consumption. Or you may consider the emitted-heat amount etc. based on each differential rotation speed of 1st clutch CL1 and 2nd clutch CL2. Alternatively, an oil pump (not shown) capable of ensuring the supply hydraulic pressure required for all the hydraulically driven frictional engagement devices (including the first clutch CL1 and the second clutch CL2) provided in the drive device 1 The rotation speed may be taken into consideration.

  In this example, the target rotational speed Nmt of the rotating electrical machine 12 in the first slip traveling mode is set according to the vehicle speed (see FIG. 4). In the illustrated example, the target rotational speed Nmt is maintained at a constant value while the vehicle 6 is stopped, and after the vehicle speed starts to increase, the vehicle 6 rotates according to the rotational speed of the transmission intermediate shaft S proportional to the vehicle speed. The target rotational speed Nmt of the electric machine 12 also increases at a constant rate of time change. The rotational speed of the rotating electrical machine 12 increases at a constant rate of time following the target rotational speed Nmt as described above. At this time, the torque (inner torque) for changing the rotation speed of the rotating electrical machine 12 toward the target rotation speed Nmt at each time point is referred to as “rotation change torque Tmi” in the present application.

  In the first slip traveling mode during the start control, the internal combustion engine control unit 31 controls the torque of the internal combustion engine 11, and the first clutch operation control unit 44 is in the direct engagement state in which the internal combustion engine 11 and the rotating electrical machine 12 are synchronized. The rotational speed of the first clutch CL1 that is in the slip engagement state is controlled until The rotation speed control unit 43b executes the rotation speed control of the rotating electrical machine 12 as described above, and the hydraulic pressure adjustment control unit 47 executes the hydraulic pressure adjustment control for the second clutch CL2. Details of the hydraulic pressure adjustment control by the hydraulic pressure adjustment control unit 47 will be described later.

  In the present embodiment, the internal combustion engine control unit 31 sets a value obtained by subtracting the target torque of the rotating electrical machine 12 from the vehicle required torque Td as the target torque during start control so that the internal combustion engine torque Te matches the target torque. The internal combustion engine 11 is torque controlled. When the rotating electrical machine 12 generates power, the internal combustion engine control unit 31 sets an added value of the vehicle request torque Td and the torque for generating power (power generation torque) as a target torque during start control, and the internal combustion engine The internal combustion engine 11 is torque controlled so that the torque Te matches the target torque.

  The first clutch operation control unit 44 sets the target rotational speed of the input shaft I (internal combustion engine 11) in the slip engagement state of the first clutch CL1, and the rotational speed (rotational state) of the input shaft I (internal combustion engine 11). Rotational speed control for controlling the transmission torque capacity Tc1 of the first clutch CL1 is executed so that the first rotational speed) matches the target rotational speed. In the rotational speed control of the first clutch CL1, the internal combustion engine torque Te is transmitted as it is to the rotating electrical machine 12 side. Even after the first clutch CL1 is in the direct engagement state, the internal combustion engine torque Te is transmitted to the rotating electrical machine 12 side as it is. The second clutch CL2 is basically controlled in torque capacity so as to transmit torque corresponding to the vehicle required torque Td in the slip engagement state.

  In the present embodiment, when the rotation speed of the rotating electrical machine 12 increases and eventually matches the rotation speed of the internal combustion engine 11, the first clutch operation control unit 44 maintains the second clutch CL2 in the slip engagement state. The clutch CL1 is brought into the direct engagement state, and the vehicle 6 is caused to travel by transmitting the internal combustion engine torque Te to the wheels 15 in the second slip traveling mode. The start control unit 46 causes the rotational speed control unit 43b to perform the rotational speed control of the rotating electrical machine 12 even in the second slip traveling mode, and feedback-controls the rotational speed of the rotating electrical machine 12 so as to match the determined target rotational speed Nmt. To do. In this example, the target rotational speed Nmt of the rotating electrical machine 12 in the second slip traveling mode changes with time in the rotational speed of the transmission intermediate shaft S so as to gradually decrease the differential rotational speed with respect to the rotational speed of the transmission intermediate shaft S. It rises at a constant rate of time change smaller than the rate (see FIG. 4).

  In the second slip traveling mode during the start control, the internal combustion engine control unit 31 continues to control the torque of the internal combustion engine 11, and the internal combustion engine torque Te is directly applied to the rotating electrical machine 12 via the first clutch CL1 in the direct engagement state. Communicated. The rotation speed control unit 43b continues to execute the rotation speed control of the rotating electrical machine 12, and the hydraulic pressure adjustment control unit 47 continues to execute the hydraulic pressure adjustment control for the second clutch CL2. Each of these controls is the same as each control during the first slip traveling mode. When the rotational speed of the transmission intermediate shaft S increases and eventually coincides with the rotational speed of the rotating electrical machine 12, the second clutch operation control unit 45a places the second clutch CL2 in the direct engagement state. After the second clutch CL2 is in the direct engagement state, the rotational speed of the rotating electrical machine 12 is uniquely determined according to the rotational speed of the wheel 15, and the rotational speed control can no longer be maintained. In this case, the rotating electrical machine control unit 43 controls the torque of the rotating electrical machine 12 to output the target torque Tmf determined by the target torque determining unit 43a.

  As described above, in the present embodiment, during the start control, the second clutch CL2 is basically in the slip engagement state and controlled so that the transmission torque capacity Tc2 becomes a torque corresponding to the vehicle required torque Td. The As a result, the vehicle 6 can be appropriately driven while satisfying the vehicle required torque Td while driving the internal combustion engine 11 at a rotational speed at which the independent operation can be stably continued. When the vehicle speed becomes sufficiently high after the vehicle 6 has started, the second clutch CL2 is shifted from the slip engagement state to the direct engagement state, and travels in the parallel travel mode.

  Incidentally, the target torque Tmf of the rotating electrical machine 12 during the start control is a value obtained by subtracting the target torque of the internal combustion engine 11 from the vehicle required torque Td. The target torque Tmf of the rotating electrical machine 12 is maintained even after the start control is finished (during traveling in the parallel traveling mode).

  In an ideal state where each control as described above is accurately executed during the start control, the torque transmitted to the rotating electrical machine 12 via the input shaft I and the first clutch CL1 is as shown in FIG. The torque that completely matches the target torque of the internal combustion engine 11 (here, “Te0”) and is transmitted to the output shaft O via the second clutch CL2 in the slip engagement state is the vehicle required torque Td. (This is assumed to be “Td0” here). In this case, the target torque Tmf of the rotating electrical machine 12 during the rotational speed control of the rotating electrical machine 12 in accordance with the start control (here, this is referred to as “Tm0”) is obtained by subtracting the target torque Te0 of the internal combustion engine 11 from the vehicle required torque Td0. (Tm0 = Td0−Te0). Therefore, even if the start control is finished and the torque control of the rotating electrical machine 12 is started, the target torque Tmf of the rotating electrical machine 12 is Tm0 before and after the second clutch CL2 shifts from the slip engagement state to the direct engagement state. The torque fluctuation is not transmitted to the output shaft O. Here, in order to simplify the model and simplify the description, the gear ratio at the first speed is set to “1”.

  However, in reality, as shown in FIG. 2B, the torque of the internal combustion engine 11 transmitted to the rotating electrical machine 12 via the input shaft I and the first clutch CL1 (here, this is referred to as “Te1”) is In some cases, the target torque Te0 of the internal combustion engine 11 does not completely coincide with the target torque Te0 and has a predetermined difference ΔTe (Te1 = Te0 + ΔTe). In this case, the torque of the rotating electrical machine 12 whose rotational speed is controlled (here, this is referred to as “Tm1”) is subtracted from the target torque Tm0 so as to cancel the difference ΔTe of the internal combustion engine torque Te with respect to the target torque Te0. (Tm1 = Tm0−ΔTe). As a result, the torque transmitted to the output shaft O via the second clutch CL2 in the slip engagement state matches the vehicle required torque Td0.

  On the other hand, when the start control is finished and the second clutch CL2 is in the direct engagement state and the torque control of the rotating electrical machine 12 is started in the parallel travel mode, the torque of the rotating electrical machine 12 is instantaneously and forcibly set to the target torque Tm0. Returned to As a result, the torque transmitted to the output shaft O via the second clutch CL2 in the direct engagement state (here, this is referred to as “Td1”) is the internal combustion engine torque Te1 (= Te0 + ΔTe) and the rotating electrical machine 12. The target torque Tm0 (= Td0−Te0) is added (Td1 = Td0 + ΔTe). As described above, when the start control is finished and the torque control of the rotating electrical machine 12 is started due to the error (difference ΔTe) of the torque actually output by the internal combustion engine 11 (from the second slip travel mode to the parallel travel). The torque transmitted to the output shaft O via the second clutch CL2 before and after the second clutch CL2 shifts from the slip engagement state to the direct engagement state when the mode is switched to the mode is changed from Td0 to Td1 ( = Td0 + ΔTe). That is, in the torque transmitted to the output shaft O, a torque step corresponding to the difference ΔTe with respect to the target torque Te0 in the internal combustion engine torque Te is generated. If such a torque level difference occurs, there is a possibility that an occupant of the vehicle 6 may feel a shock.

  Therefore, in order to solve such problems, the present embodiment employs a configuration including a hydraulic pressure adjustment control unit 47 that executes hydraulic pressure adjustment control in parallel with the start control. Below, the detail of the hydraulic pressure adjustment control performed by the hydraulic pressure adjustment control part 47 is demonstrated with reference to FIGS.

3. Content of Hydraulic Adjustment Control The content of hydraulic adjustment control according to the present embodiment will be described. This hydraulic pressure adjustment control is started simultaneously with the start of the start control. In this example, in the hydraulic pressure adjustment control, the internal combustion engine torque Te is transmitted to the wheel 15 while the rotational speed control of the first clutch CL1 is executed in the slip engagement state of both the first clutch CL1 and the second clutch CL2. Executed in state. More specifically, the hydraulic pressure adjustment control is performed until the second clutch CL2 is shifted from the slip engagement state to the direct engagement state after the second clutch CL2 is in the slip engagement state when the vehicle 6 starts. Executed in between. In the present embodiment, the hydraulic pressure adjustment control is continuously executed after the second clutch CL2 enters the slip engagement state until the second clutch CL2 shifts from the slip engagement state to the direct engagement state. Is done.

  As shown in FIG. 2 (c), in the hydraulic pressure adjustment control, the target torque of the rotating electrical machine 12 is continuously (gradually) changed from Tm1 (= Tm0−ΔTe) to Tm0. The torque transmitted to the output shaft O via the second clutch CL2 is continuously changed from Td0 to Td1 (= Td0 + ΔTe).

FIG. 3 is a block diagram showing configurations of the rotating electrical machine control unit 43 (including the target torque determination unit 43a and the rotation speed control unit 43b) and the hydraulic pressure adjustment control unit 47.
The target torque determining unit 43a receives the internal combustion engine torque command Ce and the vehicle request torque Td. In the present embodiment, the internal combustion engine torque command Ce is a target torque command value in the torque control of the internal combustion engine 11, and is determined by the internal combustion engine control unit 31. The required vehicle torque Td is determined by the required torque determination unit 42. The target torque determination unit 43 a includes a target torque calculator 51. The target torque calculator 51 performs a calculation for subtracting the internal combustion engine torque command Ce from the vehicle request torque Td, and outputs a subtraction value (Td−Ce) as the calculation result as the target torque Tmf.

  In a state where the first clutch CL1 is controlled in rotational speed, the internal combustion engine torque Te according to the internal combustion engine torque command Ce is transmitted to the rotating electrical machine 12 side as it is through the input shaft I and the first clutch CL1. That is, the internal combustion engine torque Te corresponding to the internal combustion engine torque command Ce is transmitted to the rotating electrical machine 12 side in a state where the influence of the error of the transmission torque capacity Tc1 of the first clutch CL1 is eliminated. Therefore, the target torque determination unit 43a is based on the difference between the vehicle request torque Td for driving the wheels 15 and the internal combustion engine torque command Ce that is a command value of torque transmitted to the rotary electric machine 12 via the input shaft I. Thus, the target torque Tmf of the rotating electrical machine 12 is determined. The target torque Tmf calculated in this way is a feedforward torque command determined in a feedforward manner.

  The target rotational speed Nmt and the actual rotational speed Nmr of the rotating electrical machine 12 are input to the rotational speed control unit 43b. The target rotational speed Nmt of the rotating electrical machine 12 is set as described above. The actual rotational speed Nmr of the rotating electrical machine 12 is detected by the intermediate shaft rotational speed sensor Se2. The target rotational speed Nmt and the actual rotational speed Nmr are input to the subtractor 61, and the difference (Nmr−Nmt) between the actual rotational speed Nmr and the target rotational speed Nmt is output as the rotational speed deviation ΔNm. The rotational speed deviation ΔNm is input to the correction torque calculator 52.

  The correction torque calculator 52 calculates and outputs a correction torque Tmb that makes the rotation speed deviation ΔNm zero based on the input rotation speed deviation ΔNm. The correction torque calculator 52 can be configured to perform calculation by appropriately combining at least one of known proportional control, integral control, and differential control. In the present embodiment, the correction torque calculator 52 is configured to perform proportional integral control (PI control) calculation. The correction torque calculator 52 outputs the calculation result as a correction torque Tmb for the target torque Tmf. The correction torque Tmb calculated in this way is a feedback torque command determined in a feedback manner.

  The target torque Tmf calculated by the target torque calculator 51 and the correction torque Tmb calculated by the correction torque calculator 52 are input to the adder 62, and an added value (Tmf + Tmb) of the target torque Tmf and the correction torque Tmb is obtained. The rotating electrical machine control unit 43 outputs the rotating electrical machine torque command Cm. The rotating electrical machine control unit 43 controls the operation of the rotating electrical machine 12 based on the rotating electrical machine torque command Cm.

  At least the vehicle required torque Td is input to the hydraulic pressure adjustment control unit 47. Further, the hydraulic pressure adjustment control unit 47 includes a target torque capacity calculator 53. The target torque capacity calculator 53 calculates and outputs a target torque capacity Tcf corresponding to the vehicle request torque Td based on the input vehicle request torque Td. The target torque capacity Tcf calculated in this way is a feedforward torque capacity command determined in a feedforward manner. Such target torque capacity Tcf is directly calculated as the second clutch torque capacity command Cc2, and the operation of the second clutch CL2 is controlled based on the second clutch hydraulic pressure command Pc2 corresponding to the second clutch torque capacity command Cc2. The configuration of the case is a premise configuration in the present invention and is conventionally known.

  In the present embodiment, the hydraulic pressure adjustment controller 47 further receives the correction torque Tmb calculated by the correction torque calculator 52 and the actual rotational speed Nmr of the rotating electrical machine 12 detected by the intermediate shaft rotational speed sensor Se2. The The hydraulic pressure adjustment control unit 47 includes a rotation change torque calculator 54, a torque capacity correction amount calculator 55, and a hydraulic pressure command generator 56. The rotation change torque calculator 54 calculates the rotation change torque Tmi of the rotor of the rotating electrical machine 12 based on the inputted actual rotation speed Nmr. Here, the rotation change torque Tmi is a torque (inner torque) for changing the actual rotation speed Nmr toward the target rotation speed Nmt when the rotation speed of the rotating electrical machine 12 is controlled. The rotation change torque calculator 54 multiplies the rotor inertia Jm of the rotating electrical machine 12 by the time derivative of the actual rotation speed Nmr and outputs the multiplication value (Jm · (dNmr / dt)) as the rotation change torque Tmi.

  The correction torque Tmb calculated by the correction torque calculator 52 and the rotation change torque Tmi calculated by the rotation change torque calculator 54 are input to the subtractor 63, and the difference (Tmb−) between the correction torque Tmb and the rotation change torque Tmi. Tmi) is output as the torque error ΔT. This torque error ΔT is caused by the error of the internal combustion engine torque Te actually output by the internal combustion engine 11, and can be said to be “a correction torque Tmb calculated by excluding the portion corresponding to the rotational change torque Tmi”. In a state where the actual rotation speed Nmr of the rotating electrical machine 12 already matches the target rotation speed Nmt, the rotation change torque Tmi is zero, and the torque error ΔT matches the correction torque Tmb. This torque error ΔT is input to the torque capacity correction amount calculator 55.

  The torque capacity correction amount calculator 55 calculates a torque capacity correction amount Tcb based on the input torque error ΔT. In the present embodiment, the torque capacity correction amount calculator 55 calculates and outputs a torque capacity correction amount Tcb that brings the torque error ΔT close to zero. The torque capacity correction amount calculator 55 can be configured to perform a calculation by appropriately combining at least one of known proportional control, integral control, and differential control. In this embodiment, the torque capacity correction amount calculator 55 is configured to perform integral control (I control) calculation. That is, the torque capacity correction amount calculator 55 calculates the torque capacity correction amount Tcb based on the calculated value obtained by integrating the torque error ΔT over time. The torque capacity correction amount calculator 55 outputs the calculation result as a torque capacity correction amount Tcb for the target torque capacity Tcf. The torque capacity correction amount Tcb calculated in this way is a feedback torque capacity command determined in a feedback manner.

  The target torque capacity Tcf calculated by the target torque capacity calculator 53 and the torque capacity correction amount Tcb calculated by the torque capacity correction amount calculator 55 are input to the subtractor 64, and the torque capacity correction amount Tcb is calculated from the target torque capacity Tcf. A subtraction value (Tcf−Tcb) obtained by subtracting is calculated as the second clutch torque capacity command Cc2.

  Based on the calculated second clutch torque capacity command Cc2, the hydraulic pressure command generator 56 generates a second clutch hydraulic pressure command Pc2 that is a command value of the supply hydraulic pressure to the second clutch CL2. The generated second clutch hydraulic pressure command Pc2 is output from the hydraulic pressure adjustment control unit 47 to the hydraulic pressure control device 25. The hydraulic control device 25 supplies the hydraulic pressure corresponding to the second clutch hydraulic pressure command Pc2 to the second clutch CL2.

  As described above, in the present embodiment, the rotational speed control of the rotating electrical machine 12 is executed while the rotational speed control of the second clutch CL2 in the slip engagement state is being executed, and the second clutch CL2 is slip-engaged. The torque error during the rotational speed control of the rotating electrical machine 12 is performed by the hydraulic pressure adjustment control that is continuously executed after the second clutch CL2 transitions from the slip engagement state to the direct engagement state. The hydraulic pressure supplied to the second clutch CL2 is controlled on the basis of ΔT (including the correction torque Tmb). Specifically, the hydraulic pressure adjustment control unit 47 is provided with a torque capacity correction amount calculator 55, and the hydraulic pressure adjustment control unit 47 is used when the second clutch CL2 in the slip engagement state shifts to the direct engagement state. Then, a torque capacity correction amount Tcb is determined so that the torque error ΔT (including the correction torque Tmb) in the rotational speed control of the rotating electrical machine 12 is zero. In the present embodiment, the hydraulic adjustment control unit 47 subtracts the determined torque capacity correction amount Tcb from the target torque capacity Tcf calculated by the target torque capacity calculator 53 that is also provided in the hydraulic pressure adjustment control unit 47. To determine the second clutch torque capacity command Cc2. The hydraulic pressure adjustment control unit 47 generates a second clutch hydraulic pressure command Pc2 based on the second clutch torque capacity command Cc2, and controls the transmission torque capacity Tc2 of the second clutch CL2 based on the second clutch hydraulic pressure command Pc2. .

  By adopting such a configuration, even if the actual internal combustion engine torque Te has a certain amount of error, the torque error ΔT (correction torque Tmb) caused by it is continuously (gradually) increased. Can be small. The torque error ΔT (correction torque Tmb) can be made sufficiently close to zero at the time when the second clutch CL2 shifts from the slip engagement state to the direct engagement state. Therefore, when the mode is switched from the second slip traveling mode to the parallel traveling mode, it is possible to suppress the occurrence of a torque step when the second clutch CL2 shifts from the slip engagement state to the direct engagement state. Therefore, it can be avoided as much as possible that the passenger of the vehicle 6 feels a shock.

  The hydraulic pressure adjustment control unit 47 includes a rotation change torque calculator 54 and a subtractor 63. The hydraulic pressure adjustment control unit 47 changes the actual rotation speed Nmr of the rotating electrical machine 12 toward the target rotation speed Nmt. The hydraulic pressure adjustment control is executed based on the correction torque Tmb calculated by excluding the amount corresponding to the rotation change torque Tmi (that is, the torque error ΔT described above). By adopting such a configuration, in the hydraulic pressure adjustment control, the second clutch torque capacity command Cc2 and the second clutch hydraulic pressure command Pc2 corresponding to the second clutch torque capacity command Cc2 are appropriately considered in consideration of only a steady error due to the error of the internal combustion engine torque Te. Therefore, it is possible to effectively suppress the occurrence of a torque step. Such a configuration is a configuration in which the target rotational speed Nmt in the rotational speed control of the rotating electrical machine 12 changes with time, and the output of the rotational change torque Tmi corresponding thereto is required, as at time T02 and thereafter in the present embodiment. Is particularly effective.

4). Specific Example A specific example of start control and hydraulic pressure adjustment control according to the present embodiment will be described with reference to a time chart of FIG. In this example, it is assumed that the vehicle 6 is generating electricity while it is stopped, and the first slip travel mode and the second slip travel mode are passed through in this order, and finally the parallel travel mode is switched. Yes.

  When the starting operation by the driver of the vehicle 6 is detected at time T01 in a state where the rotating electrical machine 12 is generating electric power using the internal combustion engine torque Te while the vehicle 6 is stopped, the start control is started and the first slip A running mode is realized. In the first slip traveling mode, the internal combustion engine torque Te is transmitted to the wheels 15 in the slip engagement state of both the first clutch CL1 and the second clutch CL2. At time T01, the internal combustion engine control unit 31 starts torque control of the internal combustion engine 11, and the first clutch operation control unit 44 starts rotation speed control of the first clutch CL1. Here, in the rotational speed control of the first clutch CL1, in this example, the transmission torque capacity Tc1 of the first clutch CL1 is controlled so that the rotational speed of the input shaft I matches the target rotational speed. In the rotational speed control of the first clutch CL1, the internal combustion engine torque Te is transmitted as it is to the rotating electrical machine 12 side. At time T01, the rotation speed control unit 43b starts the rotation speed control of the rotating electrical machine 12.

  In the present embodiment, the hydraulic pressure adjustment control is started simultaneously with the start control. That is, the hydraulic pressure adjustment control is executed before the first clutch CL1 is in the direct engagement state. In the present embodiment, the rotation speed of the first clutch CL1 is controlled, and the internal combustion engine torque Te is directly transmitted to the rotating electrical machine 12, so that the hydraulic pressure adjustment control is immediately started at time T01 when the first slip traveling mode is realized. Yes.

  In the illustrated example, the target rotational speed of the rotating electrical machine 12 in the first slip traveling mode is set according to the vehicle speed. That is, the target rotational speed is maintained at a constant value when the vehicle is stopped, and the target rotational speed of the rotating electrical machine 12 increases according to the rotational speed of the transmission intermediate shaft S after time T02 when the vehicle speed starts to increase. doing. The rotational speeds of the rotating electrical machine 12 and the intermediate shaft M are increased, and eventually a differential rotational speed (in this example) between two engaging members (on both sides of the first clutch CL1) engaged by the first clutch CL1 at time T03. Is equal to or less than a predetermined first synchronization determination threshold value Th2, the first clutch operation control unit 44 directly connects the first clutch CL1 from the slip engagement state. It is determined that the engaged state has been reached. After determining that the first clutch CL1 is shifted to the direct engagement state, the first clutch operation control unit 44 gradually increases the hydraulic pressure supplied to the first clutch CL1, and completes stepwise engagement at time T04 after a predetermined time has elapsed. The first clutch CL1 is brought into a direct engagement state by raising to the combined pressure.

  As a result, the mode switching from the first slip traveling mode to the second slip traveling mode is performed. Even in the second slip traveling mode, the torque control of the internal combustion engine 11 and the rotational speed control of the rotating electrical machine 12 are continuously performed as they are. The Further, the hydraulic pressure adjustment control of the second clutch CL2 is continuously executed as it is. The details of this hydraulic pressure adjustment control are as described above. FIG. 4 shows a correction torque for the target torque Tmf of the rotating electrical machine 12 during a period from time T01 when the start control is started to time T05 when the second clutch CL2 shifts from the slip engagement state to the direct engagement state. It is shown that the torque capacity correction amount Tcb with respect to the target torque capacity Tcf of the second clutch CL2 is appropriately increased or decreased so that Tmb gradually decreases toward zero.

  As the vehicle speed increases, the rotational speed of the transmission intermediate shaft S increases, and eventually the differential rotational speed between the engaging members on both sides of the second clutch CL2 at time T05 (in this example, the rotating electrical machine 12 and the intermediate shaft M and the intermediate transmission speed) Is equal to or less than a predetermined second synchronization determination threshold Th3, the second clutch operation control unit 45a determines that the second clutch CL2 has changed from the slip engagement state to the direct engagement state. judge. After determining the transition of the second clutch CL2 to the direct engagement state, the second clutch operation control unit 45a gradually increases the hydraulic pressure supplied to the second clutch CL2, and completes stepwise engagement at time T06 after a predetermined time has elapsed. The pressure is raised to the combined pressure, and the second clutch CL2 is brought into the direct engagement state. Thereby, mode switching from the second slip traveling mode to the parallel traveling mode is performed, and traveling in the parallel traveling mode is started after time T06. In the present embodiment, by executing the hydraulic pressure adjustment control as described above, even if the actual internal combustion engine torque Te has some error, the second slip travel mode is changed to the parallel travel mode. When the mode is switched, it is possible to suppress the occurrence of a torque step when the second clutch CL2 shifts from the slip engagement state to the direct engagement state. Therefore, it is possible to avoid as much as possible that the passenger of the vehicle 6 feels a shock.

5. Other Embodiments Finally, other embodiments of the control device according to the present invention will be described. Note that the configurations disclosed in the following embodiments can be applied in combination with the configurations disclosed in other embodiments as long as no contradiction arises.

(1) In the above embodiment, in the second slip traveling mode, the first clutch CL1 is brought into the direct engagement state and the second clutch CL2 is brought into the slip engagement state, and is controlled by the hydraulic pressure adjustment control of the second clutch CL2. The case has been described as an example in which the occurrence of a torque step during the mode switching from the second slip traveling mode to the parallel traveling mode is suppressed. However, the embodiment of the present invention is not limited to this. That is, for example, in the second slip traveling mode, the second clutch CL2 is in the direct engagement state and the first clutch CL1 is in the slip engagement state. One. In this case, in the second slip traveling mode, the rotating electrical machine 12 is torque-controlled according to the target torque Tmf determined by the target torque determining unit 43a.

  A time chart for executing the start control and the hydraulic pressure adjustment control in this case is shown in FIG. Also in this example, the hydraulic pressure adjustment control is started simultaneously with the start control. In this example, the rotational speeds of the rotating electrical machine 12 and the intermediate shaft M increase, and eventually the differential rotational speed between the engaging members on both sides of the second clutch CL2 at time T13 (in this example, the rotational speed of the rotating electrical machine 12 and the intermediate shaft M is changed). When the differential rotation speed with respect to the intermediate shaft S becomes equal to or less than the third synchronization determination threshold Th4, the second clutch operation control unit 45a determines that the second clutch CL2 has changed from the slip engagement state to the direct engagement state. After determining the transition to the direct engagement state of the second clutch CL2, the second clutch operation control unit 45a gradually increases the hydraulic pressure supplied to the second clutch CL2, and completes the engagement stepwise at time T14 after a predetermined time has elapsed. The pressure is raised to the combined pressure, and the second clutch CL2 is brought into the direct engagement state. In this case, the same problem as in the above-described embodiment may occur when the mode is switched from the first slip travel mode to the second slip travel mode during the start control. However, even in such a case, in this example, by executing the hydraulic pressure adjustment control of the second clutch CL2, a torque step is generated when the second clutch CL2 shifts from the slip engagement state to the direct engagement state. Therefore, it is possible to prevent the passenger of the vehicle 6 from feeling a shock as much as possible.

  In the second slip traveling mode, the rotational speeds of the transmission intermediate shaft S and the rotating electrical machine 12 increase as the vehicle speed increases, and eventually the differential rotational speed between the engaging members on both sides of the first clutch CL1 (this example) at time T15. Then, when the differential rotational speed between the rotating electrical machine 12 and the internal combustion engine 11 becomes equal to or less than the fourth synchronization determination threshold Th5, the first clutch operation control unit 44 determines that the first clutch CL1 is in the direct engagement state from the slip engagement state. It is determined that After determining that the first clutch CL1 is shifted to the direct engagement state, the first clutch operation control unit 44 gradually increases the hydraulic pressure supplied to the first clutch CL1, and completes stepwise engagement at time T16 after a predetermined time has elapsed. The first clutch CL1 is brought into a direct engagement state by raising to the combined pressure. Thereby, the mode switching from the second slip traveling mode to the parallel traveling mode is performed.

(2) In the above embodiment, the torque error ΔT (correction torque Tmb) caused by the error of the actual internal combustion engine torque Te is changed when the second clutch CL2 is shifted to the direct engagement state by the hydraulic pressure adjustment control. An example in which the control state of the rotating electrical machine 12 is shifted from the rotational speed control to the torque control immediately has been described as an example. However, in some cases, even when the hydraulic pressure adjustment control is executed, the torque error ΔT may not be completely zero when the second clutch CL2 is shifted to the direct engagement state (see time T23 in FIG. 6). . In such a case, the rotating electrical machine control unit 43 gradually changes the rotating electrical machine torque Tm from the torque (Tmf + Tmb) during the rotational speed control to the target torque Tmf in the torque control when shifting from the rotational speed control to the torque control. It is preferable that the transition torque control to be changed to be executed. In FIG. 6, in the transition torque control (displayed as “transition control”) executed from time T23 to T24, the rotating electrical machine torque Tm gradually changes at a constant time change rate and finally matches the target torque Tmf. The state of doing is shown. By adopting such a transition torque control configuration, the rotating electrical machine torque Tm is reduced to the target torque Tmf even when the second clutch CL2 shifts to the direct engagement state with the torque error ΔT being not zero. The torque can be gradually changed to suppress the occurrence of a torque step.

(3) In the above embodiment, the rotational speed control of the first clutch CL1 is executed in the slip engagement state of both the first clutch CL1 and the second clutch CL2, and the internal combustion engine torque Te is transmitted to the wheels 15. The case where the hydraulic pressure adjustment control is executed in the state has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, even when the internal combustion engine torque Te is transmitted to the wheel 15 in the direct engagement engagement state of the first clutch CL1 and the slip engagement state of the second clutch CL2, the internal combustion engine torque Te is directly transmitted to the rotating electrical machine 12 side. Is done. Even when the hydraulic pressure adjustment control is executed under such circumstances, the same effects as those of the above-described embodiment can be obtained.

(4) In the above embodiment, when the hydraulic pressure adjustment control unit 47 starts the hydraulic pressure adjustment control simultaneously with the start of the start control, in other words, after the second clutch CL2 is in the slip engagement state, The case where the hydraulic pressure adjustment control is continuously executed until the clutch CL2 shifts to the direct engagement state has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the hydraulic pressure adjustment control unit 47 only needs to execute the hydraulic pressure adjustment control after the second clutch CL2 is in the slip engagement state and before the second clutch CL2 shifts to the direct engagement state. For example, it is also a preferred embodiment of the present invention that the hydraulic pressure adjustment control is started after a lapse of a predetermined time with reference to the start of the start control.

(5) In the above embodiment, the case where the hydraulic adjustment control unit 47 executes the hydraulic adjustment control when the vehicle 6 starts is described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, the slip traveling mode can be realized even when the vehicle speed decreases to the “low vehicle speed state” during traveling in the parallel traveling mode, and the hydraulic pressure adjustment control unit 47 is configured to operate in the slip traveling mode. It is one of the preferred embodiments of the present invention that the hydraulic pressure adjustment control is executed during traveling. Even in such a case, the same effect as that of the above-described embodiment can be obtained.

(6) In the above embodiment, the case where the hydraulic pressure adjustment control unit 47 executes the hydraulic pressure adjustment control based on the correction torque Tmb (torque error ΔT) calculated by excluding the portion corresponding to the rotation change torque Tmi will be described as an example. did. However, the embodiment of the present invention is not limited to this. That is, the hydraulic pressure adjustment control unit 47 may be configured to execute the hydraulic pressure adjustment control using the correction torque Tmb calculated by the correction torque calculator 52 without removing the portion corresponding to the rotational change torque Tmi. This is one of the preferred embodiments.

(7) In the above embodiment, the case where the hydraulic pressure adjustment control is executed so as to suppress the torque step that may be caused by the error of the actual internal combustion engine torque Te has been described as an example. However, the embodiment of the present invention is not limited to this. That is, when the correction torque Tmb is calculated based on some factor (for example, an error in the actual transmission torque capacity Tc2 in the second clutch CL2) during the rotation speed control of the rotating electrical machine 12, the above-described embodiment and Similarly, a torque step may occur when the second clutch CL2 is shifted to the direct engagement state. Even in this case, according to the hydraulic pressure adjustment control of the present invention, it is possible to suppress the torque step regardless of the generation factor.

(8) In the above embodiment, the hydraulic pressure adjustment control unit 47 includes both the target torque capacity calculator 53 and the torque capacity correction amount calculator 55 so that the hydraulic pressure adjustment control can be executed with high follow-up performance. In the above description, the second clutch torque capacity command Cc2 is determined based on the target torque capacity Tcf and the torque capacity correction amount Tcb. However, the embodiment of the present invention is not limited to this. That is, for example, the hydraulic pressure adjustment control unit 47 includes only the torque capacity correction amount calculator 55 without including the target torque capacity calculator 53, and uses the torque capacity correction amount Tcb calculated by the torque capacity correction amount calculator 55 as it is. A configuration in which the second clutch torque capacity command Cc2 is determined is also one preferred embodiment of the present invention. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.

(9) In the above embodiment, the first clutch CL1 as the “first friction engagement device” or the second as the “second friction engagement device” provided in the drive device 1 to be controlled by the control device 4. The case where the clutch CL2 is a hydraulically driven frictional engagement device in which the engagement pressure is controlled according to the supplied hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this. In other words, the first friction engagement device and the second friction engagement device only need to be able to adjust the transmission torque capacity in accordance with the increase or decrease of the engagement pressure. It is also one of preferred embodiments of the present invention to be configured as an electromagnetic frictional engagement device in which the engagement pressure is controlled according to the force.

(10) In the above embodiment, in the drive device 1 to be controlled by the control device 4, the second clutch CL <b> 2 for shifting that is one of the plurality of friction engagement devices provided in the transmission mechanism 13 is “ The case where the second friction engagement device is used has been described as an example. However, the embodiment of the present invention is not limited to this. That is, it is also one of preferred embodiments of the present invention that, for example, other clutches, brakes, and the like provided in the speed change mechanism 13 are configured as “second friction engagement devices”. When the second friction engagement device is a brake in the speed change mechanism 13, a non-rotating member such as a drive device case is connected to one engagement member of the brake, and the one engagement member The rotation speed of is always zero.

(11) In the above embodiment, in the drive device 1 to be controlled by the control device 4, the second clutch CL2 for shifting provided in the transmission mechanism 13 is a “second friction engagement device”. Described as an example. However, the embodiment of the present invention is not limited to this. That is, as long as it is a friction engagement device provided between the rotating electrical machine 12 and the output shaft O on the power transmission path connecting the input shaft I and the output shaft O, a speed change clutch provided in the speed change mechanism 13 or the like. It is also possible to use another clutch as a “second friction engagement device”. For example, when a fluid transmission device such as a torque converter is provided between the rotating electrical machine 12 and the speed change mechanism 13, the lock-up clutch of the torque converter may be configured as a “second friction engagement device”. It is one of the preferred embodiments of the present invention. Alternatively, for example, a dedicated transmission clutch provided between the rotating electrical machine 12 and the transmission mechanism 13 or between the transmission mechanism 13 and the output shaft O may be configured as a “second friction engagement device”. It is one of the preferred embodiments of the present invention. In these cases, instead of the automatic stepped transmission mechanism, an automatic continuously variable transmission mechanism, a manual stepped transmission mechanism, a fixed transmission mechanism, or the like can be used as the transmission mechanism 13. Further, the position of the transmission mechanism 13 can also be set arbitrarily.

(12) In the above embodiment, the internal combustion engine control unit 30 mainly for controlling the internal combustion engine 11, and the drive device control unit for mainly controlling the rotating electrical machine 12, the first clutch CL 1, and the speed change mechanism 13. The configuration in which 40 (control device 4) is individually provided has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, a configuration in which the single control device 4 controls all of the internal combustion engine 11, the rotating electrical machine 12, the first clutch CL1, the speed change mechanism 13, and the like is also one preferred embodiment of the present invention. is there. Alternatively, the control device 4 may further include a control unit for controlling the rotating electrical machine 12 and a control unit for controlling other various configurations separately. one of. The assignment of the function units described in the above embodiments 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. In other words, configurations that are not described in the claims of the present application can be modified as appropriate without departing from the object of the present invention.

  According to the present invention, a rotary electric machine is provided in a power transmission path connecting the internal combustion engine and the wheel, and a first friction engagement device is provided between the internal combustion engine and the rotary electric machine, and a second is provided between the rotary electric machine and the wheel. The present invention can be suitably used for a control device that controls a vehicle drive device provided with a friction engagement device.

1 Drive device (vehicle drive device)
4 control device 11 internal combustion engine 12 rotating electrical machine 15 wheel 43 rotating electrical machine control unit 43a target torque determination unit 43b rotational speed control unit 44 start clutch operation control unit 47 hydraulic pressure adjustment control unit I input shaft O output shaft CL1 first clutch (first clutch Friction engagement device)
CL2 second clutch (second friction engagement device)
Td Vehicle required torque (required driving force)
Ce Internal combustion engine torque command Nmt Target rotational speed Nmr Actual rotational speed Tmf Target torque Tmb Correction torque Tmi Rotational change torque Cc2 Second clutch torque capacity command

Claims (8)

A rotary electric machine is provided in a power transmission path connecting the internal combustion engine and the wheel, a first friction engagement device is provided between the internal combustion engine and the rotary electric machine, and a second is provided between the rotary electric machine and the wheel. A control device for controlling a vehicle drive device provided with a friction engagement device,
The hydraulic pressure supplied to the first friction engagement device so that the rotation state of the internal combustion engine matches the target rotation state in the slip engagement state of both the first friction engagement device and the second friction engagement device. In a state where the torque of the internal combustion engine is transmitted to the wheels while being controlled, or in a direct engagement engagement state of the first friction engagement device and a slip engagement state of the second friction engagement device, In a state where torque is transmitted to the wheels, the rotational state control for controlling the rotational state of the rotating electrical machine to be a target rotational state is performed,
During the transition of the second friction engagement device from the slip engagement state to the direct engagement state, the second friction in the slip engagement state based on the torque of the rotating electrical machine during the rotation state control. A control device that executes hydraulic pressure adjustment control for controlling the hydraulic pressure supplied to the engagement device. Further executing target torque determination control for determining a target torque of the rotating electrical machine based on a difference between a required driving force for driving the wheel and a torque transmitted from the internal combustion engine to the rotating electrical machine,
As the rotation state control, a rotation speed feedback control is performed for controlling the rotation speed of the rotating electrical machine to match the rotation speed of the rotating electrical machine by adding a correction torque to the target torque,
The control device according to claim 1, wherein the hydraulic pressure adjustment control is executed based on the required driving force and the correction torque of the rotation speed feedback control.   The hydraulic pressure adjustment control is executed based on the correction torque calculated by excluding a portion corresponding to the rotation change torque of the rotating electrical machine for changing the rotation speed toward the target rotation speed during the rotation speed feedback control. Item 3. The control device according to Item 2.   In the hydraulic pressure adjustment control, a transmission torque capacity of the second friction engagement device is determined based on a calculation value obtained by integrating the correction torque with time, and is supplied to the second friction engagement device based on the transmission torque capacity. The control device according to claim 2 or 3, wherein oil pressure is determined. Torque control for controlling the output torque of the rotating electrical machine to match the target torque can be further executed,
The control state of the rotating electrical machine is shifted from the rotational speed feedback control to the torque control when it is determined that the second friction engagement device is in the direct engagement state during execution of the hydraulic pressure adjustment control. 5. The control device according to any one of 4 to 4.   When the correction torque is not zero when it is determined that the second friction engagement device is in the direct engagement state, the transition of the rotating electrical machine from the rotation speed feedback control to the torque control is performed. The control device according to claim 5, wherein transition torque control for gradually changing output torque from the torque during the rotation speed feedback control to the target torque is executed.   7. The hydraulic pressure adjustment control is executed in a predetermined period before the transition including a transition from the slip engagement state to the direct engagement state of the second friction engagement device. The control device described.   8. The hydraulic pressure adjustment control according to claim 1, wherein the hydraulic pressure adjustment control is continuously performed during a period from when the second friction engagement device is in a slip engagement state to when the second friction engagement device is shifted to a direct engagement state. Control device.

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