JP2013023022A - Controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for controlling the reduction in determination accuracy due to oscillation superimposed on a detection value of rotation speed when determining whether a second engagement device has entered a direct engagement state or not based on a difference in rotation speed between engagement members of the second engagement device.SOLUTION: The controller controls a driving device for vehicle with a first engagement device, a rotating electrical machine, a second engagement device, and wheels, which are installed in this order from an internal combustion engine side. The controller is provided with a direct engagement determining section which determines a direct engagement state based on a difference in rotation speed of the second engagement device when the drive power is transmitted between the internal combustion engine and the wheels, while the first engagement device is in an engagement state and the second engagement device in the directly engagement state. The direct engagement determining section uses the rotation speed obtained by reducing oscillation of a specific frequency band including a resonance frequency of the driving device for vehicle, which appears on the detection value of the rotation speed.

Description

  The present invention controls a vehicle drive device provided in the order of a first engagement device, a rotating electrical machine, and a second engagement device from the internal combustion engine side in a power transmission path connecting the internal combustion engine and wheels. It relates to a control device.

As the above vehicle drive device, for example, devices described in Patent Documents 1 and 2 below are already known. In the technique of Patent Document 1, a damper is provided in a power transmission path between the internal combustion engine and the rotating electrical machine.
In the technique of Patent Document 2, while the first engagement device is engaged and the internal combustion engine is started, the second engagement device is controlled to be in a sliding engagement state, and the start of the internal combustion engine is completed. After that, the starting motion control is performed such that the second engagement device is shifted to the direct engagement state. In the technique of Patent Document 2, as described in Paragraph 0076 of Patent Document 2, when the state where the rotational speed difference between the engaging members of the second engaging device is close to 0 continues for a predetermined time, The transmission torque capacity of the two-engagement device is configured to increase to a transmission torque capacity that can maintain the direct engagement state.

  However, in the vehicular drive device in which the internal combustion engine and the rotating electrical machine are drivingly connected via a damper as in Patent Document 1, when the start control of the internal combustion engine is performed by the method described in Patent Document 2, the first There is a possibility that a shaft torsional vibration is excited between the internal combustion engine and the rotating electrical machine due to a torque shock or the like generated when the engagement of the engagement device is completed. When such a shaft torsional vibration occurs, the vibration is superimposed on the detected value of the rotational speed of the engaging member on the rotating electrical machine side of the first engaging device. Thereby, the detected value of the rotational speed difference between the engagement members of the second engagement device vibrates, and there is a possibility that an error occurs in the timing at which the transmission torque capacity of the second engagement device is increased.

  If an error occurs in the timing at which the transmission torque capacity of the second engagement device is increased, the transmission torque capacity is increased while the difference in rotational speed between the engagement members of the second engagement device is not sufficiently reduced. There is a risk of torque shock due to the engagement of the two engagement devices.

JP 2009-51484 A JP 2007-99141 A

  Therefore, when determining whether or not the second engagement device is in the direct engagement state based on the difference in rotation speed between the engagement members of the second engagement device, it is superimposed on the detection value of the rotation speed. Therefore, there is a demand for a control device that can suppress a decrease in determination accuracy due to vibration.

  The vehicle drive device provided in the order of the first engagement device, the rotating electrical machine, and the second engagement device from the internal combustion engine side in the power transmission path connecting the internal combustion engine and the wheels according to the present invention is controlled. The characteristic configuration of the target control device is that the driving force is transmitted between the rotating electrical machine and the wheel in the released state of the first engaging device and the engaged state of the second engaging device. The transition to the state where the driving force is transmitted between the internal combustion engine and the wheels in the engaged state of the first engaging device is performed in the sliding engaged state of the second engaging device, and then the first When the second engagement device is shifted to the direct engagement state, the rotation speed of the first engagement member that is the engagement member on the rotating electrical machine side of the second engagement device, and the second engagement device Based on the rotation speed difference with the rotation speed of the second engagement member that is the wheel side engagement member, the second engagement device is A direct engagement determination unit that determines whether or not a connection engagement state has been reached, and the direct engagement determination unit is at least one of the first engagement member and the second engagement member. As the rotational speed of the combined member, a rotational speed obtained by reducing vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device that appears in the detected value with respect to the detected value of the rotational speed of the target engaging member. In the point.

  In the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.

  According to the above characteristic configuration, the driving force is transmitted between the rotating electrical machine and the wheel in the released state of the first engagement device, and the internal combustion engine and the wheel in the engaged state of the first engagement device. Since the second engagement device is in the sliding engagement state when shifting to the state where the driving force is transmitted between the two, the torque shock due to the engagement of the first engagement device is transmitted to the wheels Can be suppressed. Further, due to the torque shock caused by engaging the first engagement device, the vibration of the resonance frequency of the vehicle drive device is easily superimposed on the detected value of the rotation speed of each engagement member of the second engagement device. Become. According to said characteristic structure, when performing the direct connection determination of whether the 2nd engagement apparatus was in the direct connection state, the rotation speed of the 1st engagement member and the rotation speed of the 2nd engagement member are performed. A rotational speed in which vibration of the resonance frequency of the vehicle drive device that appears in at least one of the detected values is reduced is used. Therefore, it is possible to reduce the vibration of the resonance frequency of the vehicle drive device that is superimposed on the rotational speed difference between the rotational speed of the first engaging member and the rotational speed of the second engaging member. Therefore, when the second engagement device is shifted from the sliding engagement state to the direct engagement state after engaging the first engagement device, the direct engagement determination is performed based on the rotational speed difference with reduced vibration. Since it is performed, the determination accuracy can be improved and the occurrence of torque shock due to the engagement of the second engagement member can be suppressed.

  Here, the resonance frequency of the vehicle drive device that appears in the detected value of the rotation speed of the first engagement member is a damper provided between the internal combustion engine and the rotating electrical machine, and a vehicle body of the vehicle drive device. It is preferable to adopt a configuration having a frequency of resonance caused by the first elastic system of the vehicle drive device including at least an attachment member to the vehicle.

  The detection value of the rotation speed of the first engagement member is likely to superimpose vibrations at the resonance frequency due to the first elastic system. According to the above configuration, since the rotational speed in which the vibration in the predetermined frequency band including the resonance frequency of the first elastic system is reduced is used, the vibration superimposed on the detected value of the rotational speed of the first engagement member is effective. Can be reduced. Therefore, the determination accuracy of the direct connection determination can be improved.

  Further, the resonance frequency of the vehicle drive device that appears in the detected value of the rotation speed of the second engagement member is between the attachment member of the vehicle drive device to the vehicle body, the second engagement device, and the wheels. And a resonance frequency caused by the second elastic system of the vehicle drive device including at least an axle provided on the vehicle.

  The vibration of the resonance frequency caused by the second elastic system is easily superimposed on the detected value of the rotation speed of the second engagement member. According to said structure, since the rotational speed which reduced the vibration of the predetermined frequency band containing the resonant frequency of a 2nd elastic system is used, the vibration superimposed on the detected value of the rotational speed of a 2nd engagement member is effective. Can be reduced. Therefore, the determination accuracy of the direct connection determination can be improved.

  Moreover, it is preferable that the direct connection determination unit calculates a rotation speed with reduced vibration in the predetermined frequency band using a band stop filter.

  According to this configuration, since the band stop filter is used, it is possible to effectively calculate the rotation speed with reduced vibration in a predetermined frequency band.

  The direct engagement determination unit determines whether the second engagement device is in a direct engagement state after the first engagement device is shifted from the slip engagement state to the direct engagement state. Is preferable.

  When the first engagement device is shifted from the sliding engagement state to the direct engagement state, the torque transmitted via the first engagement device is likely to fluctuate. The vibration of the resonance frequency of the vehicle drive device is easily superimposed on the detected value of the rotation speed and the rotation speed of the second engagement member. However, according to the configuration of the present invention, it is possible to reduce such vibration and perform the direct engagement determination as to whether or not the second engagement device is in the direct engagement state with high accuracy. Therefore, even when the second engagement device is shifted from the slip engagement state to the direct engagement state after the first engagement device is shifted from the slip engagement state to the direct connection state, the second engagement member The occurrence of torque shock due to engagement can be suppressed.

It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on embodiment of this invention. It is a block diagram which shows schematic structure of the control apparatus which concerns on embodiment of this invention. It is a block diagram which shows the structure of the direct connection engagement determination part which concerns on embodiment of this invention. It is a timing chart which shows the process of the starting control which concerns on embodiment of this invention. It is a figure which shows the model of the elastic system of the vehicle drive device which concerns on embodiment of this invention. It is a time chart explaining the control behavior of the comparative example different from the embodiment of the present invention. It is a time chart explaining the control behavior of the control apparatus concerning embodiment of this invention. It is a time chart explaining the control behavior of the control apparatus concerning embodiment of this invention. It is a time chart explaining the control behavior of the control apparatus concerning embodiment of this invention. It is a time chart explaining the control behavior of the control apparatus concerning embodiment of this invention. It is a time chart explaining the control behavior of the control apparatus concerning embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on other embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on other embodiment of this invention.

  An embodiment of a control device 30 according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 according to the present embodiment. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the hydraulic oil supply path, and the alternate long and short dash line indicates the signal transmission path. As shown in this figure, a vehicle equipped with the vehicle drive device 1 is a hybrid vehicle including an engine E that is an internal combustion engine and a rotating electrical machine MG as a driving force source of the vehicle. In the vehicle drive device 1, a first engagement device CL1, a rotating electrical machine MG, and a second engagement device CL2 are provided in this order from the engine E side to a power transmission path 2 that connects the engine E and the wheels W. ing. Here, the first engagement device CL1 connects and disconnects the drive connection between the engine E and the rotating electrical machine MG according to the engagement state. The second engagement device CL2 connects and disconnects the drive connection between the rotating electrical machine MG and the wheel W according to the engaged state. The vehicle drive device 1 according to the present embodiment includes a speed change mechanism TM in a power transmission path 2 between the rotating electrical machine MG and the wheels W. The second engagement device CL2 is one of a plurality of engagement devices provided in the speed change mechanism TM.

  The hybrid vehicle includes a control device 30 that controls the vehicle drive device 1. The control device 30 according to the present embodiment includes a rotating electrical machine control unit 32 that controls the rotating electrical machine MG, and a power transmission control unit that controls the speed change mechanism TM, the first engagement device CL1, and the second engagement device CL2. 33 and a vehicle control unit 34 that integrates these control devices and controls the vehicle drive device 1. The hybrid vehicle also includes an engine control device 31 that controls the engine E.

As shown in FIGS. 2 and 3, the control device 30 transmits the driving force between the rotating electrical machine MG and the wheels W when the first engagement device CL1 is released and the second engagement device CL2 is engaged. The state in which the driving force is transmitted between the engine E and the wheel W in the engaged state of the first engaging device CL1 is changed to the state in which the second engaging device CL2 is in the sliding engagement state. Thereafter, when the second engagement device CL2 is shifted to the direct engagement state, the first rotation that is the rotation speed of the first engagement member 50 that is the engagement member on the rotating electrical machine MG side of the second engagement device CL2. Based on the rotational speed difference Δω between the speed ω1 and the second rotational speed ω2 that is the rotational speed of the second engagement member 51 that is the engagement member on the wheel W side of the second engagement device CL2, the second engagement is performed. A direct engagement determination unit 47 that performs direct connection determination that is a determination of whether or not the device CL2 is in the direct engagement state. Eteiru.
The direct engagement determination unit 47 sets the rotation speed of the target engagement member as the rotation speed of the target engagement member that is at least one of the first engagement member 50 and the second engagement member 51. On the other hand, the present invention is characterized in that a rotational speed in which vibrations in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 appearing in the detected value is reduced is used.
Hereinafter, the vehicle drive device 1 and the control device 30 according to the present embodiment will be described in detail.

1. Configuration of Vehicle Drive Device 1 First, the configuration of the vehicle drive device 1 for a hybrid vehicle according to the present embodiment will be described. As shown in FIG. 1, the hybrid vehicle includes an engine E and a rotating electrical machine MG as a driving force source of the vehicle, and is a parallel hybrid vehicle in which the engine E and the rotating electrical machine MG are connected in series. Yes. The hybrid vehicle includes a speed change mechanism TM. The speed change mechanism TM shifts the rotational speeds of the engine E and the rotating electrical machine MG transmitted to the intermediate shaft M, converts the torque, and transmits the torque to the output shaft O.

  The engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an engine output shaft Eo such as a crankshaft of the engine E is selectively coupled to the input shaft I that is coupled to the rotating electrical machine MG via the first engagement device CL1. That is, the engine E is selectively connected to the rotating electrical machine MG via the first engagement device CL1 that is a friction engagement element. Further, the engine output shaft Eo is provided with a damper DP, which is configured to be able to attenuate output torque and rotational speed fluctuations caused by intermittent combustion of the engine E and transmit them to the wheel W side.

  The rotating electrical machine MG includes a stator fixed to a non-rotating member and a rotor that is rotatably supported on the radially inner side of the stator. The rotor of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input shaft I and the intermediate shaft M. That is, in the present embodiment, both the engine E and the rotating electrical machine MG are drivingly connected to the input shaft I and the intermediate shaft M. The rotating electrical machine MG is electrically connected to a battery as a power storage device via an inverter that performs direct current to alternating current conversion. The rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. That is, the rotating electrical machine MG is powered by receiving power supply from the battery via the inverter, or stores the power generated by the rotational driving force transmitted from the engine E or the wheels W in the battery via the inverter.

  A transmission mechanism TM is drivingly connected to the intermediate shaft M to which the driving force source is drivingly connected. In the present embodiment, the speed change mechanism TM is a stepped automatic transmission having a plurality of speed stages with different speed ratios. The speed change mechanism TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices in order to form the plurality of speed stages. In the present embodiment, one of the plurality of engagement devices is the second engagement device CL2 in which it is determined whether or not the direct engagement determination unit 47 has entered the direct engagement state. The speed change mechanism TM shifts the rotational speed of the intermediate shaft M at the speed ratio of each speed stage, converts torque, and transmits the torque to the output shaft O. Torque transmitted from the speed change mechanism TM to the output shaft O is distributed and transmitted to the left and right axles AX via the output differential gear unit DF, and is transmitted to the wheels W that are drivingly connected to the respective axles AX. . Here, the gear ratio is the ratio of the rotational speed of the intermediate shaft M to the rotational speed of the output shaft O when each gear stage is formed in the transmission mechanism TM. In this application, the rotational speed of the intermediate shaft M is defined as the output shaft. The value divided by the rotation speed of O. That is, the rotation speed obtained by dividing the rotation speed of the intermediate shaft M by the gear ratio becomes the rotation speed of the output shaft O. Further, torque obtained by multiplying the torque transmitted from the intermediate shaft M to the transmission mechanism TM by the transmission ratio becomes the torque transmitted from the transmission mechanism TM to the output shaft O.

  In this example, the plurality of engagement devices (including the second engagement device CL2) of the speed change mechanism TM and the first engagement device CL1 each include a frictional member such as a clutch or a brake that includes a friction material. It is a joint element. These frictional engagement elements can control the engagement pressure by controlling the hydraulic pressure supplied to continuously increase or decrease the transmission torque capacity. As such a friction engagement element, for example, a wet multi-plate clutch or a wet multi-plate brake is preferably used.

  The friction engagement element transmits torque between the engagement members by friction between the engagement members. When there is a rotational speed difference (slip) between the engagement members of the friction engagement element, torque (slip torque) having a large transmission torque capacity is transmitted from the member with the higher rotational speed to the member with the lower rotational speed due to dynamic friction. Is done. When there is no rotational speed difference (slip) between the engagement members of the friction engagement element, the friction engagement element acts between the engagement members of the friction engagement element by static friction up to the size of the transmission torque capacity. Torque is transmitted. Here, the transmission torque capacity is the maximum torque that the friction engagement element can transmit by friction. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement element. The engagement pressure is a pressure that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other. In the present embodiment, the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in the present embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement element.

  Each friction engagement element includes a return spring and is biased toward the release side by the reaction force of the spring. When the force generated by the hydraulic pressure supplied to the hydraulic cylinder of each friction engagement element exceeds the reaction force of the spring, a transmission torque capacity starts to be generated in each friction engagement element, and each friction engagement element is released from the released state. Change to engaged state. The hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure. Each friction engagement element is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure.

  In the present embodiment, the engagement state is a state where a transmission torque capacity is generated in the friction engagement element, and includes a slip engagement state and a direct engagement state. The released state is a state in which no transmission torque capacity is generated in the friction engagement element. The slip engagement state is an engagement state in which there is a rotational speed difference (slip) between the engagement members of the friction engagement element, and the direct engagement state is between the engagement members of the friction engagement element. The engaged state has no rotational speed difference (slip). Further, the non-directly coupled state is an engaged state other than the directly coupled state, and includes a released state and a sliding engaged state.

2. Configuration of Hydraulic Control System The hydraulic control system of the vehicle drive device 1 includes a hydraulic control device PC for adjusting the hydraulic pressure of hydraulic oil supplied from a mechanical or electric hydraulic pump to a predetermined pressure. Although detailed explanation is omitted here, the hydraulic control device PC drains from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the linear solenoid valve for hydraulic regulation. The hydraulic oil pressure is adjusted to one or more predetermined pressures by adjusting the amount of hydraulic oil. The hydraulic oil adjusted to a predetermined pressure is supplied to the transmission mechanism TM and the friction engagement elements of the first engagement device CL1 and the second engagement device CL2 at a required level of hydraulic pressure.

3. Next, the configuration of the control device 30 and the engine control device 31 that control the vehicle drive device 1 will be described with reference to FIG.
The control units 32 to 34 and the engine control device 31 of the control device 30 include an arithmetic processing device such as a CPU as a core member, and a RAM (random access) configured to be able to read and write data from the arithmetic processing device. A memory) and a storage device such as a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing unit. The functional units 41 to 47 of the control device 30 are configured by software (program) stored in the ROM of the control device, hardware such as a separately provided arithmetic circuit, or both. In addition, the control units 32 to 34 and the engine control device 31 of the control device 30 are configured to communicate with each other, share various information such as sensor detection information and control parameters, and perform cooperative control. The functions of the function units 41 to 47 are realized.

The vehicle drive device 1 includes sensors Se <b> 1 to Se <b> 3, and electrical signals output from the sensors are input to the control device 30 and the engine control device 31. The control device 30 and the engine control device 31 calculate detection information of each sensor based on the input electric signal.
The input rotation speed sensor Se1 is a sensor for detecting the rotation speeds of the input shaft I and the intermediate shaft M. Since the rotor of the rotating electrical machine MG is integrally connected to the input shaft I and the intermediate shaft M, the rotating electrical machine control unit 32 is configured to rotate the rotational speed of the rotating electrical machine MG (based on the input signal of the input rotational speed sensor Se1). Angular velocity) and rotational speeds of the input shaft I and the intermediate shaft M are detected. The output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output shaft O. The power transmission control unit 33 detects the rotational speed (angular speed) of the output shaft O based on the input signal of the output rotational speed sensor Se2. Further, since the rotational speed of the output shaft O is proportional to the vehicle speed, the power transmission control unit 33 calculates the vehicle speed based on the input signal of the output rotational speed sensor Se2. The engine rotation speed sensor Se3 is a sensor for detecting the rotation speed of the engine output shaft Eo (engine E). The engine control device 31 detects the rotational speed (angular speed) of the engine E based on the input signal of the engine rotational speed sensor Se3.

3-1. Engine control device 31
The engine control device 31 includes an engine control unit 41 that controls the operation of the engine E. In the present embodiment, when the engine request torque is commanded from the vehicle control unit 34, the engine control unit 41 sets the engine request torque commanded from the vehicle control unit 34 to the output torque command value, and the engine E Torque control is performed to control output torque command value torque. In addition, when there is an engine start request, the engine control device 31 determines that the start of combustion of the engine E has been commanded, and starts fuel supply to the engine E and ignition, etc. Control to start.

3-2. Power transmission control unit 33
The power transmission control unit 33 is a transmission mechanism control unit 43 that controls the transmission mechanism TM, a first engagement device control unit 44 that controls the first engagement device CL1, and a control for starting the engine E. And a second engagement device controller 45 that controls the second engagement device CL2 during certain engine start control.

3-2-1. Transmission mechanism control unit 43
The transmission mechanism control unit 43 performs control to form a gear stage in the transmission mechanism TM. The transmission mechanism control unit 43 determines a target gear position in the transmission mechanism TM based on sensor detection information such as the vehicle speed, the accelerator opening, and the shift position. The transmission mechanism control unit 43 engages or releases each engagement device by controlling the hydraulic pressure supplied to the plurality of engagement devices provided in the transmission mechanism TM via the hydraulic control device PC. The target gear stage is formed in the transmission mechanism TM. Specifically, the transmission mechanism control unit 43 instructs the target hydraulic pressure (command pressure) of each engagement device to the hydraulic control device PC, and the hydraulic control device PC sets the hydraulic pressure of the commanded target hydraulic pressure (command pressure). Supply to each engagement device.

3-2-2. First engagement device controller 44
The first engagement device controller 44 controls the engagement state of the first engagement device CL1. In the present embodiment, the first engagement device control unit 44 controls the hydraulic pressure supplied to the first engagement device CL1 via the hydraulic control device PC based on the command pressure commanded from the vehicle control unit 34. .

3-2-3. Second engagement device controller 45
The second engagement device control unit 45 controls the engagement state of the second engagement device CL2 during engine start control. In the present embodiment, the second engagement device CL2 is one of a plurality or a single engagement device that forms a gear stage of the transmission mechanism TM. In the present embodiment, the second engagement device control unit 45 controls the hydraulic pressure supplied to the second engagement device CL2 via the hydraulic control device PC based on the command pressure commanded from the vehicle control unit 34. .

3-3. Rotating electrical machine control unit 32
The rotating electrical machine control unit 32 includes a rotating electrical machine control unit 42 that controls the operation of the rotating electrical machine MG. In the present embodiment, when the rotating electrical machine required torque is commanded from the vehicle control unit 34, the rotating electrical machine control unit 42 sets the rotating electrical machine required torque commanded from the vehicle control unit 34 to the output torque command value, Torque control is performed to control the rotating electrical machine MG to output the torque of the output torque command value. In addition, when the target rotational speed is commanded from the vehicle control unit 34, the rotating electrical machine control unit 42 changes the output torque command value in a feedback manner so that the rotational speed of the rotating electrical machine MG matches the target rotational speed. Rotational speed control is performed to control the rotating electrical machine MG to output the torque of the output torque command value.

3-4. Vehicle control unit 34
The vehicle control unit 34 performs various torque controls performed on the engine E, the rotating electrical machine MG, the speed change mechanism TM, the first engagement device CL1, the second engagement device CL2, and the like, and the engagement control of each engagement device. And so on as a whole vehicle.

The vehicle control unit 34 calculates a vehicle required torque, which is a target driving force transmitted from the intermediate shaft M side to the output shaft O side, according to the accelerator opening, the vehicle speed, the amount of charge of the battery, and the like. And the operation mode of the rotating electrical machine MG is determined. The vehicle control unit 34 then outputs an engine required torque that is an output torque required for the engine E, a rotating electrical machine required torque that is an output torque required for the rotating electrical machine MG, a command pressure of the first engagement device CL1, And a function unit that calculates the command pressure of the second engagement device CL2 and commands them to the other control units 32 and 33 and the engine control device 31 to perform integrated control.
In the present embodiment, the vehicle control unit 34 includes a start control unit 46 that performs engine start control, and a direct engagement determination unit 47 that performs direct engagement determination of the second engagement device CL2.
Hereinafter, the start control unit 46 and the direct connection determination unit 47 will be described in detail.

3-4-1. Start control unit 46
In the present embodiment, since the process of the direct engagement determination unit 47 is executed during the engine start control, first, the engine start control by the start control unit 46 which is the premise of the process of the direct connection determination unit 47 will be described with reference to FIG. This will be described with reference to the time chart shown in FIG. In the present embodiment, the start controller 46 transmits the torque of the rotating electrical machine MG to the engine E and increases the rotation of the engine E by executing the first engagement control for engaging the first engagement device CL1. The engine E is started. That is, in the engine start control in the present embodiment, the first engagement device engagement is a control for shifting the first engagement device CL1 from the released state to the engaged state during the sliding engagement of the second engagement device CL2. Includes control.
That is, the start control unit 46 includes a first engagement control unit that is a functional unit that executes the first engagement control, as well as the engine E, the rotating electrical machine MG, the first engagement device CL1, and the second engagement device. This is a functional unit that integrates CL2 and the like and executes start control of the engine E.

The start control unit 46 increases the rotational speed of the engine E by engaging the first engagement device CL1 from the state where the first engagement device CL1 is in the released state and the rotary electric machine MG is rotationally driven. Let
In the present embodiment, the start control unit 46 is in a slip engagement state in which torque is transmitted while the second engagement device CL2 has the rotational speed difference Δω between the engagement members during the engine start control. The execution of the output side slip control is controlled. By controlling the second engagement device CL2 to the sliding engagement state, torque shock generated by the engagement of the first engagement device CL1 and the start of the engine E is transmitted from the second engagement device CL2 to the wheel W side. Can be prevented.

  The start control unit 46 starts the engine E when the accelerator opening is increased or the charge amount of the battery is decreased in a state where the engine E is stopped and the rotating electrical machine MG is rotating. When the condition is satisfied, a series of engine start control is started (time t01).

In the present embodiment, the vehicle control unit 34 sets the value of the vehicle required torque to the rotating electrical machine required torque when the first engagement device CL1 is in the released state.
In the present embodiment, the start control unit 46 starts the output side slip control when the engine start control is started. That is, when the second engagement device CL2 is in the direct engagement state, the start control unit 46 reduces the command pressure of the hydraulic pressure supplied to the second engagement device CL2 in order to enter the slip engagement state. In the example shown in FIG. 4, the command pressure of the second engagement device CL <b> 2 is decreased stepwise from the complete engagement pressure and then gradually decreased. Here, the complete engagement pressure is a hydraulic pressure that can maintain an engagement state without slipping even if the torque transmitted from the driving force source to the second engagement device CL2 fluctuates.
In the present embodiment, the second engagement device CL2 is one of a plurality or a single engagement device that forms a gear position of the speed change mechanism TM, and is set according to the gear speed.

  The start control unit 46 determines that the second engagement device CL2 is in the sliding engagement state when the rotational speed difference is generated between the engagement members of the second engagement device CL2, and the second engagement device CL2 And the rotation speed (first rotation speed ω1) of the engagement member (first engagement member 50) on the rotating electrical machine MG side in the second engagement device CL2 is set to the engagement member on the wheel side. Control to increase the rotational speed (second rotational speed ω2) of the (second engaging member 51) is started.

  In the present embodiment, the start control unit 46 sets the second engagement device CL2 to the slip engagement state when the rotation speed difference Δω between the first rotation speed ω1 and the second rotation speed ω2 is equal to or greater than a predetermined value. It is determined that it has become. Then, when it is determined that the second engagement device CL2 is in the sliding engagement state, the start control unit 46 causes the output torque of the rotating electrical machine MG to match the rotational speed of the rotating electrical machine MG with the target rotational speed. The rotating electrical machine control unit 32 is caused to start the rotation speed control for adjusting the rotation speed. The target rotation speed is set higher than the second rotation speed ω2 by a predetermined value. Here, the second rotational speed ω2 is a rotational speed obtained by converting the rotational speed of the output shaft O (output rotational speed ωout) to the rotational speed on the intermediate shaft M (rotating electrical machine MG) side, and the rotational speed of the output shaft O. The rotation speed is obtained by multiplying (output rotation speed ωout) by the gear ratio R of the speed change mechanism TM. Therefore, the rotational speed difference Δω between the second rotational speed ω2 and the rotational speed of the rotating electrical machine MG (first rotational speed ω1) corresponds to the rotational speed difference of the second engagement device CL2.

  In the present embodiment, the start control unit 46 sets the command pressure of the second engagement device CL2 according to the vehicle required torque while controlling the second engagement device CL2 to the sliding engagement state. It is configured. Thereby, even when the second engagement device CL2 is in the slip engagement state, torque corresponding to the vehicle required torque can be transmitted to the wheel W side by the slip torque of the second engagement device CL2. In the present embodiment, the start control unit 46 determines that the first engagement device CL1 is in the direct engagement state after it is determined that the second engagement device CL2 is in the slip engagement state (time t02). To time t04), torque capacity control for setting the command pressure of the second engagement device CL2 in accordance with the vehicle required torque is executed. The period from when it is determined that the first engagement device CL1 is in the direct engagement state to when it is determined that the second engagement device CL2 is in the direct engagement state (from time t04 to time t05) The capacity determination control is executed to set the command pressure of the second engagement device CL2 to a value obtained by adding a correction according to the rotational speed change of the rotating electrical machine MG to a value set according to the vehicle request torque.

Further, when it is determined that the second engagement device CL2 is in the slip engagement state, the start control unit 46 starts the engagement of the first engagement device CL1 (time t02). In the present embodiment, the start control unit 46 increases the hydraulic command pressure supplied to the first engagement device CL1. When the command pressure increases, the transmission torque capacity of the first engagement device CL1 increases, and when the torque of the transmission torque capacity is transmitted from the first engagement device CL1 to the engine E side, the rotation speed of the engine starts to increase. To do.
The start control unit 46 instructs the engine control device 31 to start combustion (ignition) of the engine E when the rotational speed of the engine increases to the combustion start speed (time t03). When the rotational speed of the engine increases to the rotational speed of the rotating electrical machine MG and the rotational speed difference of the first engagement device CL1 disappears (time t04), the first engagement device CL1 enters the direct engagement state. . The start control unit 46 determines that the first engagement device CL1 is in the direct engagement state when the rotational speed difference of the first engagement device CL1 decreases to a predetermined value or less, and the first engagement device CL1 Sweep-up control for gradually increasing the command pressure to the full engagement pressure is started (time t04).
In addition, when it is determined that the first engagement device CL1 is in the direct engagement state, the start control unit 46 instructs the engine control device 31 to set the engine request torque set based on the vehicle request torque, and the engine E Torque control is started (time t04).
When the first engagement device CL1 is in the direct engagement state, the output torque of the engine E is transmitted from the engine E side to the rotating electrical machine MG side. With respect to the transmission of the output torque of the engine E, the output torque of the rotating electrical machine MG decreases in a feedback manner in order to maintain the rotational speed of the rotating electrical machine MG at the target rotational speed (from time t04 to time t05).

After determining that the first engagement device CL1 is in the direct engagement state, the start control unit 46 gradually decreases the target rotational speed of the rotating electrical machine and decreases the rotational speed of the rotating electrical machine MG to the second rotational speed ω2. .
As will be described later, the direct engagement determination unit 47 determines that the second engagement device CL2 is in the direct engagement state when the rotational speed difference Δω of the second engagement device CL2 decreases to a predetermined value or less. (Time t05).
When it is determined that the second engagement device CL2 is in the direct engagement state, the start control unit 46 starts sweep-up control that gradually increases the command pressure of the second engagement device CL2 to the full engagement pressure. (Time t05). Further, when it is determined that the second engagement device CL2 is in the direct engagement state, the start control unit 46 instructs the rotating electrical machine control torque set based on the vehicle required torque to the rotating electrical machine control unit 32. Then, torque control of the rotating electrical machine MG is started (time t05). The start control unit 46 sets the rotating electrical machine required torque so that the sum of the engine required torque and the rotating electrical machine required torque matches the vehicle required torque.
Then, when the command pressure of the second engagement device CL2 is increased to the complete engagement pressure, the start control unit 46 ends the series of start control (time t06).

3-4-2. Direct engagement determination unit 47
Next, the direct connection determination unit 47 will be described in detail.
As described above, the direct engagement determination unit 47 transmits the driving force between the rotating electrical machine MG and the wheel W in the released state of the first engaging device CL1 and the engaged state of the second engaging device CL2. The transition from the state to the state in which the driving force is transmitted between the engine E and the wheel W in the engaged state of the first engagement device CL1 is performed in the sliding engagement state of the second engagement device CL2, and thereafter When the second engagement device CL2 is shifted to the direct engagement state, the first rotation speed ω1 of the first engagement member 50 on the rotating electrical machine MG side of the second engagement device CL2 and the second engagement device CL2 Based on the rotational speed difference Δω between the second engagement member 51 on the wheel W side and the second rotational speed ω2, the direct engagement determination is a determination as to whether or not the second engagement device CL2 is in the direct engagement state. It is a functional part that performs.
The direct engagement determination unit 47 determines the rotation speed of the target engagement member that is at least one of the first engagement member 50 and the second engagement member 51 with respect to the detected value of the rotation speed of the target engagement member. A rotational speed in which vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 that appears in the detected value is reduced is used.

In the present embodiment, the direct engagement determination unit 47 shifts the second engagement device CL2 from the direct engagement state to the slip engagement state after the first engagement device CL1 is moved as in the engine start control described above. When the second engagement device CL2 is shifted from the released state to the engaged state, and then the second engagement device CL2 is shifted from the sliding engagement state to the direct engagement state, the direct engagement determination using the rotational speed with reduced vibration is performed. It is configured.
Further, in this embodiment, the direct engagement determination unit 47 reduces the vibration after the first engagement device CL1 is changed from the released state to the slip engagement state and is shifted from the slip engagement state to the direct engagement state. The direct connection determination using the rotational speed is performed.

3-4-2-1. First, an elastic system of the vehicle drive device 1 will be described. FIG. 5 shows an elastic system model of the vehicle drive device 1.
As described above, when the direct engagement determination unit 47 performs the direct engagement determination during the engine start control, the first engagement device CL1 is in the direct engagement state, and the second engagement device CL2 is in the slip engagement state. It is a joint state.
For this reason, the elastic system of the power transmission path 2 of the vehicle drive device 1 is a different elastic system on the rotating electrical machine MG side and the wheel W side with respect to the second engagement device CL2.
The elastic system on the rotating electrical machine MG side of the second engagement device CL2 (hereinafter referred to as an input elastic system) has an inertia moment of the engine and an inertia moment of the rotating electrical machine, and the inertia moment of the engine and the inertia moment of the rotating electrical machine. Can be modeled as an elastic system of two-inertial torsional vibrations connected to each other by an elastic damper DP or the like.
On the other hand, the elastic system of the wheels W of the second engagement device CL2 (hereinafter referred to as an output elastic system) has a vehicle inertia moment acting on the axle AX via the wheels W and an inertia moment of the transmission mechanism. It can be modeled as an elastic system of two-inertia shaft torsional vibration in which the inertia moment of the vehicle and the inertia moment of the speed change mechanism are connected by an elastic axle AX or the like.

The vehicle drive device 1 includes a cylindrical drive device case CS. The drive device case CS includes the engine E, the rotating electrical machine MG, the speed change mechanism TM, the input shaft I, the intermediate shaft M, and the engagement device. Rotating members such as CL1 and CL2 are housed inside and are rotatably supported. The drive device case CS accommodates the rotation speed sensors Se1 and Se2 and supports the non-rotation member side of the rotation speed sensors Se1 and Se2.
The drive device case CS is attached to the vehicle body BD via an attachment member 52 such as an elastic bush. Therefore, the drive device case CS is modeled as an elastic system (hereinafter referred to as a case elastic system) that generates axial torsional vibration with respect to the vehicle body BD around the same axis as the rotating member of the vehicle drive device 1 such as the intermediate shaft M. it can.

The elastic system of each axial torsional vibration has a resonance frequency determined according to the magnitude of the moment of inertia of each member and the magnitude of the torsion spring constant. Therefore, the resonance frequency of the elastic system of each torsional vibration is usually different from each other.
For example, the input elastic system on the rotating electrical machine MG side with respect to the second engagement device CL2 has a resonance frequency f1 that can be expressed by the following equation (1).
f1 = 1 / (2π) × √ (Kdp × (1 / Je + 1 / Jm)) (1)
Here, Kdp is the torsion spring constant of the damper DP, Je is the moment of inertia of the engine, and Jm is the moment of inertia of the rotating electrical machine MG.

Therefore, axial torsional vibration at the resonance frequency of the input elastic system is likely to occur at the first rotational speed ω1 on the rotating electrical machine MG side of the second engagement device CL2.
Further, axial torsional vibration at the resonance frequency of the output elastic system is likely to occur at the second rotational speed ω2 on the wheel W side with respect to the second engagement device CL2.

  Since the non-rotating member side of the rotation speed sensors Se1 and Se2 is fixed to the drive device case CS, when the drive device case CS undergoes shaft torsional vibration, the detected values of the respective rotation speed sensors Se1 and Se2 are included in the shaft torsion vibration Are superimposed. Therefore, vibration at the resonance frequency of the case elastic system is likely to occur at the first rotation speed ω1 detected based on the input signal of the input rotation speed sensor Se1. In addition, vibration at the resonance frequency of the case elastic system is likely to occur also in the second rotational speed ω2 detected based on the input signal of the output rotational speed sensor Se2.

3-4-2-2. Resonant vibration during engine start control During engine start control, torque shock is likely to occur as the engine E is started and the engagement devices CL1 and CL2 are engaged and released. Due to this torque shock, axial torsional vibration at the resonance frequency of each elastic system is easily excited in each elastic system of the vehicle drive device 1.
FIG. 6 shows an example of a time chart during engine start control from the start of the increase in engine speed (time t11) to the direct engagement of the second engagement device CL2 (time t15).
Torque shock is transmitted to the input elastic system by the direct engagement of the first engagement device CL1 and the start of the engine E, and the axial torsional vibration of the resonance frequency of the input elastic system is excited. Thereby, the vibration of the resonance frequency is superimposed on the rotation speed of the intermediate shaft M (input rotation speed ωin) detected by the input rotation speed sensor Se1 (after time t12).
Further, the engine start control transmits a torque shock to non-rotating members such as the engine E and the rotating electrical machine MG supported by the driving device case CS, and excites the torsional vibration at the resonance frequency of the case elastic system. Thus, the same resonance occurs in the rotational speed of the output shaft O (output rotational speed ωout) detected by the output rotational speed sensor Se2 and the rotational speed of the intermediate shaft M (input rotational speed ωin) detected by the input rotational speed sensor Se1. The vibration of the same amplitude is superimposed on the frequency.

  Although not shown in the example of FIG. 6, a torque shock is transmitted to the output elastic system due to a change in the transmission torque capacity of the second engagement device CL2, and the axial torsional vibration at the resonance frequency of the output elastic system is generated. Excited. Thereby, the vibration of the resonance frequency is superimposed on the rotation speed (output rotation speed ωout) of the output shaft O detected by the output rotation speed sensor Se2.

Accordingly, vibrations of the resonance frequency of the input elastic system and the resonance frequency of the case elastic system are superimposed on the input rotation speed ωin detected by the input rotation speed sensor Se1. That is, the vibration of the resonance frequency of the elastic system (hereinafter referred to as the first elastic system) that combines the input elastic system and the case elastic system is superimposed on the input rotation speed ωin.
In addition, vibrations of the resonance frequency of the output elastic system and the resonance frequency of the case elastic system are superimposed on the output rotation speed ωout detected by the output rotation speed sensor Se2. That is, the vibration at the resonance frequency of the elastic system (hereinafter referred to as the second elastic system) that combines the output elastic system and the case elastic system is superimposed on the output rotation speed ωout.

3-4-2-3. In the present embodiment, the direct engagement determination unit 47 multiplies the output rotational speed ωout by the speed ratio R of the speed change mechanism TM to convert the rotational speed (the first rotational speed equivalent to the rotational speed on the intermediate shaft M side) The direct engagement determination is performed based on the rotational speed difference Δω between the two rotational speed ω2) and the input rotational speed ωin (first rotational speed ω1).
Therefore, as shown in the example of FIG. 6, when the speed ratio R of the speed change mechanism TM is larger than 1 (for example, R = 3), the second rotational speed ω2 is larger than the output rotational speed ωout. Since the engine start control is frequently performed at a low vehicle speed, the speed ratio of the speed change mechanism TM is set more frequently than 1.
For this reason, as shown in the example of FIG. 6, the amplitude of the resonance vibration of the case elastic system superimposed on the output rotation speed ωout is amplified to become the vibration amplitude of the second rotation speed ω2. Therefore, the amplitude of the resonance vibration of the case elastic system superimposed on the second rotation speed ω2 is larger than the amplitude of the resonance vibration of the case elastic system superimposed on the first rotation speed ω1.

In this way, in the example shown in FIG. 6, the resonance vibration of the relatively large amplitude input elastic system is superimposed on the first rotational speed ω1, and the relatively large amplitude case elastic system is superimposed on the second rotational speed ω2. The resonance vibration is superimposed.
Unlike the direct engagement determination unit 47 according to the present embodiment, the direct engagement determination is performed using the rotation speed that does not reduce the vibration of the resonance frequency with respect to the first rotation speed ω1 and the second rotation speed ω2. In the case of the comparative example configured as described above, as shown in the example of FIG. 6, the rotational speed difference Δω is vibrated by the vibration superimposed on the first rotational speed ω1 and the second rotational speed ω2. For this reason, after the rotational speed difference of the second engagement device CL2 starts to decrease (time t13), the direct connection is made well before the timing (time t15) at which the second engagement device actually enters the direct connection state. It is erroneously determined that the engaged state has been reached (time t14).

3-4-2-4. Direct coupling determination unit 47 for resonance vibration
In order to suppress the erroneous determination of the direct engagement due to the resonance vibration, the direct engagement determination unit 47 according to the present embodiment performs the first engagement member 50 and the second engagement as described above when performing the direct engagement determination. The rotation speed of the target engagement member that is at least one of the engagement members 51 includes a predetermined frequency that includes the resonance frequency of the vehicle drive device 1 that appears in the detection value with respect to the detection value of the rotation speed of the target engagement member. The rotation speed with reduced vibration in the frequency band is used.
In the present embodiment, the resonance frequency of the vehicle drive device 1 that appears in the detected value of the first rotation speed ω1, which is the rotation speed of the first engagement member 50, is a damper provided between the engine E and the rotating electrical machine MG. The resonance frequency is caused by the first elastic system of the vehicle drive device 1 including at least the DP and the attachment member 52 to the vehicle body BD of the vehicle drive device 1.
The resonance frequency of the vehicle drive device 1 that appears in the detected value of the second rotation speed ω2, which is the rotation speed of the second engagement member 51, is the attachment member 52 to the vehicle body BD of the vehicle drive device 1 and the second engagement device. This is the frequency of resonance caused by the second elastic system of the vehicle drive device 1 including at least the axle AX provided between the CL2 and the wheel W.

FIG. 3 shows the configuration of the direct engagement determination unit 47 when the target engagement members for reducing vibration are both the first engagement member 50 and the second engagement member 51.
In the embodiment shown in FIG. 3, the direct connection determination unit 47 sets the value of the input rotation speed ωin as the first rotation speed ω1 that is the rotation speed of the first engagement member 50 as described above, and outputs it. A value obtained by multiplying the rotation speed ωout by the transmission gear ratio R is set as the second rotation speed ω2 that is the rotation speed of the second engagement member 51.

In the present embodiment, the direct engagement determination unit 47 is configured to calculate a rotation speed with reduced vibration in a predetermined frequency band using a band stop filter. The band stop filter is also referred to as a notch filter or a band cut filter.
In the embodiment shown in FIG. 3, the direct engagement determination unit 47 performs a band stop filter process for reducing vibrations in a predetermined frequency band with respect to the first rotation speed ω <b> 1 to calculate a filtered first rotation speed ω <b> 1 </ b> _flt. And a second band stop filter 61 that performs a band stop filter process for reducing vibrations in a predetermined frequency band with respect to the second rotation speed ω2 and calculates a post-filter second rotation speed ω2_flt. And.

The filter frequency band of the first band stop filter 60 is set to a predetermined frequency band including the resonance frequency of the first elastic system that combines the input elastic system and the case elastic system. The filter frequency band of the second band stop filter 61 is set to a predetermined frequency band including the resonance frequency of the second elastic system that combines the output elastic system and the case elastic system.
The filter frequency bands of the band stop filters 60 and 61 may be set to a plurality of different frequency bands corresponding to a plurality of different resonance frequencies of the respective elastic systems, or one of the maximum amplitudes. It may be set to one frequency band corresponding to the resonance frequency. When the frequency bands of the band stop filters 60 and 61 are set to a plurality of different frequency bands, the band stop filters 60 and 61 are configured to include a plurality of band stop filters that reduce vibrations in the frequency bands. May be.

In the embodiment shown in FIG. 3, the determination unit 62 provided in the direct engagement determination unit 47 is based on the rotational speed difference Δω between the filtered first rotational speed ω1_flt and the filtered second rotational speed ω2_flt. The direct engagement determination is performed to determine whether or not the second engagement device CL2 is in the direct engagement state.
The direct engagement determination can be configured, for example, to determine that the direct engagement state has been reached when the magnitude of the rotational speed difference Δω is equal to or smaller than a predetermined threshold value. The determination result of the direct engagement determination unit 47 is used for processing of other functional units such as the start control unit 46.
Hereinafter, when the rotation speed of the target engagement member for which the process of reducing vibration is performed is only the first rotation speed ω1, only the second rotation speed ω2, and the first rotation speed ω1 and the second rotation Each control behavior in the case of both speeds ω2 will be described.

3-4-2-5. First, the control behavior when the rotation speed of the target engagement member for which the process of reducing the vibration is performed is only the first rotation speed ω1 will be described.
That is, the direct coupling determination unit 47 includes only the first band stop filter 60 and does not include the second band stop filter 61. Therefore, the direct coupling determination unit 47 is configured to perform direct coupling determination based on the rotational speed difference Δω between the filtered first rotational speed ω1_flt and the second rotational speed ω2.

<Vibration reduction of input elastic system>
FIG. 7 shows an example of the control behavior when the frequency band of the first band stop filter 60 is set to a predetermined frequency band including the resonance frequency of the input elastic system. This example is a case in which the vibration at the resonance frequency of the elastic system having the largest amplitude is reduced among the resonance vibrations superimposed on the first rotation speed ω1 and the second rotation speed ω2. FIG. 7 shows the same behavior during engine start control as in FIG.

As shown in the example of FIG. 7, the post-filter first rotation speed ω1_flt is reduced by only the vibration of the resonance frequency of the input elastic system among the resonance vibrations superimposed on the first rotation speed ω1. The rotation speed is such that the vibration at the resonance frequency is not reduced.
As shown in FIG. 7, the resonance vibration of the input elastic system having the largest amplitude among the resonance vibrations superimposed on the first rotation speed ω1 and the second rotation speed ω2 can be reduced. For this reason, the amplitude of the rotational speed difference Δω is significantly reduced as compared with the comparative example shown in FIG. Therefore, the timing at which it is determined that the direct engagement state is established is that the second engagement device is actually in the direct engagement state after the rotational speed difference of the second engagement device CL2 starts to decrease (time 23). It is just before the timing (time t25) (time t24). That is, as compared with the comparative example of FIG. 6, the determination timing of the direct connection state can be made much closer to the actual direct connection timing, and erroneous determination can be suppressed.
In this case, since the resonance vibration of the case elastic system superimposed on the first filtered rotational speed ω1_flt and the second rotational speed ω2 vibrates in the same phase, the amplitude of the rotational speed difference Δω is large. Can be suppressed. Therefore, the determination accuracy of the direct engagement determination can be improved. That is, the direct engagement is also achieved by reducing only the resonance vibration of the input side elastic system without reducing both the resonance vibration of the case elastic system superimposed on the first rotation speed ω1 and the second rotation speed ω2. The accuracy of determination can be improved.

<Vibration reduction of input elastic system and case elastic system>
FIG. 8 shows the control behavior when the frequency band of the first band stop filter 60 is set to a predetermined frequency band including the resonance frequency of the input elastic system and a predetermined frequency band including the resonance frequency of the case elastic system. An example of FIG. 8 shows the same behavior during engine start control as in FIG.

As shown in the example of FIG. 8, the filtered first rotation speed ω1_flt is the resonance vibration of the input elastic system and the vibration of the resonance frequency of the case elastic system among the resonance vibrations superimposed on the first rotation speed ω1. Becomes a reduced rotational speed.
For this reason, the amplitude of the rotational speed difference Δω is significantly reduced as compared with the comparative example shown in FIG. Therefore, after determining that the rotational speed difference of the second engagement device CL2 starts to decrease (time 33), it is determined that the second engagement device is actually in the direct engagement state. It is just before the timing (time t35) (time t34). That is, as compared with the comparative example of FIG. 6, the determination timing of the direct connection state can be made much closer to the actual direct connection timing, and erroneous determination can be suppressed.

3-4-2-6. Next, the control behavior in the case where the rotation speed of the target engagement member for which the process of reducing the vibration is performed is only the second rotation speed ω2 will be described.
That is, the direct coupling determination unit 47 includes only the second band stop filter 61 and does not include the first band stop filter 60. Therefore, the direct coupling determination unit 47 is configured to perform direct coupling determination based on the rotational speed difference Δω between the first rotational speed ω1 and the filtered second rotational speed ω2_flt.

<Vibration reduction of case elastic system>
FIG. 9 shows an example of the control behavior when the frequency band of the second band stop filter 61 is set to a predetermined frequency band including the resonance frequency of the case elastic system. FIG. 9 shows the same behavior during engine start control as in FIG.

As shown in the example of FIG. 9, the post-filter second rotation speed ω2_flt is a rotation speed in which the vibration of the resonance frequency of the case elastic system superimposed on the second rotation speed ω2 is reduced.
As shown in FIG. 9, among the resonance vibrations superimposed on the first rotation speed ω1 and the second rotation speed ω2, the resonance vibration having the second largest amplitude can be reduced. For this reason, the amplitude of the rotational speed difference Δω is reduced as compared with the comparative example shown in FIG. Therefore, the timing at which it is determined that the direct engagement state is reached (time t44) is closer to the timing at which the second engagement device is actually in the direct engagement state (time t45) than in the comparative example of FIG. Yes. That is, erroneous determination of the determination timing of the direct engagement state can be suppressed.
The amplitude of the resonance vibration of the case elastic system superimposed on the second rotational speed ω2 is amplified by multiplying the amplitude of the resonance vibration of the case elastic system superimposed on the first rotational speed ω1 by the transmission ratio R. It is bigger by the amount that was done. Therefore, the resonance vibration of the case elastic system can be effectively reduced by reducing the resonance vibration of the case elastic system at the second rotation speed ω2 rather than at the first rotation speed ω1. it can.

3-4-2-7. Vibration Reduction of First Rotation Speed ω1 and Second Rotation Speed ω2 Next, control when the rotation speeds of the target engagement members that are subjected to vibration reduction processing are the first rotation speed ω1 and the second rotation speed ω2. The behavior will be described.
That is, the direct coupling determination unit 47 is configured to include the first band stop filter 60 and the second band stop filter 61. Therefore, the direct coupling determination unit 47 is configured to perform direct coupling determination based on the rotational speed difference Δω between the filtered first rotational speed ω1_flt and the filtered second rotational speed ω2_flt.

<Vibration reduction of input elastic system and case elastic system>
In FIG. 10, the frequency band of the first band stop filter 60 is set to a predetermined frequency band including the resonance frequency of the input elastic system, and the frequency band of the second band stop filter 61 represents the resonance frequency of the case elastic system. An example of the control behavior when set to a predetermined frequency band is shown. FIG. 10 shows the same behavior during engine start control as in FIG.

As shown in the example of FIG. 10, the filtered first rotation speed ω1_flt is reduced only in the vibration of the resonance frequency of the input elastic system among the resonance vibrations superimposed on the first rotation speed ω1. The rotation speed is such that the vibration at the resonance frequency is not reduced. Further, the post-filter second rotational speed ω2_flt is a rotational speed at which the vibration of the resonance frequency of the case elastic system superimposed on the second rotational speed ω2 is reduced.
As shown in FIG. 10, among the resonance vibrations superimposed on the first rotation speed ω1 and the second rotation speed ω2, the resonance vibration having the largest amplitude and the resonance vibration having the second largest amplitude can be reduced. Yes. For this reason, the amplitude of the rotational speed difference Δω is significantly reduced as compared with the comparative example shown in FIG. Therefore, after determining that the rotational speed difference of the second engagement device CL2 starts to decrease (time 53), it is determined that the second engagement device is actually in the direct engagement state. It is just before the timing (time t55) (time t54). That is, as compared with the comparative example of FIG. 6, the determination timing of the direct connection state can be made much closer to the actual direct connection timing, and erroneous determination can be suppressed. Compared to the examples of FIGS. 7 to 9 described above, the determination timing of the direct engagement state can be made closer to the actual direct engagement timing.

  As described above, since the amplitude of the resonance vibration of the case elastic system superimposed on the first rotational speed ω1 is not amplified by multiplying by the transmission gear ratio R, the case elasticity superimposed on the second rotational speed ω2. It is smaller than the amplitude of the resonance vibration of the system. Therefore, it is possible to greatly reduce the amplitude of the rotational speed difference Δω and improve the determination accuracy of the direct connection determination without reducing the resonance vibration of the case elastic system superimposed on the first rotational speed ω1. it can. Moreover, since the process which reduces the resonance vibration of a case elastic system is not performed with respect to 1st rotational speed (omega) 1, the increase in calculation load can be suppressed. Therefore, it is possible to effectively improve the determination accuracy while suppressing an increase in calculation load.

<Vibration reduction of all elastic system>
In FIG. 11, the frequency band of the first band stop filter 60 is set to a predetermined frequency band including the resonance frequency of the input elastic system and a predetermined frequency band including the resonance frequency of the case elastic system. An example of the control behavior when the frequency band of the filter 61 is set to a predetermined frequency band including the resonance frequency of the case elastic system is shown. FIG. 11 shows the same behavior during engine start control as in FIG.

As shown in the example of FIG. 11, the filtered first rotation speed ω1_flt is the resonance vibration of the input elastic system and the vibration of the resonance frequency of the case elastic system among the resonance vibrations superimposed on the first rotation speed ω1. Becomes a reduced rotational speed. Further, the post-filter second rotational speed ω2_flt is a rotational speed at which the vibration of the resonance frequency of the case elastic system superimposed on the second rotational speed ω2 is reduced.
For this reason, the vibration of the rotational speed difference Δω is reduced to almost zero as compared with the comparative example shown in FIG. Therefore, the timing at which it is determined that the direct engagement state is established is that the second engagement device is actually in the direct engagement state after the rotational speed difference of the second engagement device CL2 starts to decrease (time 63). Immediately before the timing (time t65) (time t64). That is, as compared with the comparative example of FIG. 6, the determination timing of the direct connection state can be made much closer to the actual direct connection timing, and erroneous determination can be suppressed. Compared with the examples of FIGS. 7 to 10 described above, the determination timing of the direct coupling state can be made closest to the actual direct coupling timing.

[Other Embodiments]
Finally, other embodiments of the present invention will be described. Note that the configuration of each embodiment described below is not limited to being applied independently, and can be applied in combination with the configuration of other embodiments as long as no contradiction arises.

(1) In the above-described embodiment, one of the plurality of engagement devices of the speed change mechanism TM is controlled to be in the slip engagement state during the engine start control, and the direct engagement determination unit 47 performs the direct engagement determination. The case where the target second engagement device CL2 is used has been described as an example. However, the embodiment of the present invention is not limited to this. That is, as shown in FIG. 12, the vehicle drive device 1 further includes an engagement device in the power transmission path between the rotating electrical machine MG and the speed change mechanism TM, and the engagement device is engaged with the slip during the engine start control. The second engagement device CL <b> 2 may be configured to be controlled to the combined state and to be a target of direct connection determination by the direct connection determination unit 47. Alternatively, the vehicle drive device 1 shown in FIG. 12 may be configured not to include the speed change mechanism TM.

  Alternatively, as shown in FIG. 13, the vehicle drive device 1 further includes a torque converter TC in the power transmission path between the rotating electrical machine MG and the speed change mechanism TM, and the input / output members of the torque converter TC are directly engaged. The lockup clutch to be controlled is controlled to be in a slipping engagement state or a disengagement state during engine start control, and is configured as a second engagement device CL2 that is a target of direct connection determination by the direct connection determination unit 47. May be.

(2) In the above embodiment, the case where the first engagement device CL1 and the second engagement device CL2 are engagement devices controlled by hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this. That is, one or both of the first engagement device CL1 and the second engagement device CL2 is an engagement device controlled by a driving force other than hydraulic pressure, for example, an electromagnet driving force, a servo motor driving force, or the like. May be.

(3) In the above embodiment, the case where the speed change mechanism TM is a stepped automatic transmission has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the speed change mechanism TM may be configured to be a speed change device other than the stepped automatic speed change device such as a continuously variable automatic speed change device capable of continuously changing the speed ratio. Also in this case, the engagement device provided in the speed change mechanism TM is controlled to the slip engagement state during the engine start control, and the second engagement device CL2 that is the target of the direct engagement determination by the direct engagement determination unit 47. Alternatively, an engagement device provided separately from the speed change mechanism TM may be the second engagement device CL2.

(4) In the above embodiment, the control device 30 includes a plurality of control units 32 to 34, and a case where the plurality of control units 32 to 34 share a plurality of functional units 41 to 47 will be described as an example. did. However, the embodiment of the present invention is not limited to this. That is, the control device 30 may include a plurality of control units 32 to 34 described above as an integrated or separated control device in an arbitrary combination, and arbitrarily set the sharing of the plurality of functional units 41 to 47. Can do.

(5) In the above embodiment, the first rotation speed ω1 that is the rotation speed of the first engagement member 50 of the second engagement device CL2 is set to the input rotation speed ωin (the rotation speed of the intermediate shaft M), The second rotational speed ω2, which is the rotational speed of the second engagement member 51 of the second engagement device CL2, is a rotational speed obtained by multiplying the output rotational speed ωout (the rotational speed of the output shaft O) by the speed ratio R of the speed change mechanism TM. The case where it is set to has been described as an example. However, the embodiment of the present invention is not limited to this. That is, when the input side gear mechanism is interposed between the first engagement member 50 and the intermediate shaft M and the output side gear mechanism is interposed between the second engagement member 51 and the output shaft O, direct connection is established. The engagement determination unit 47 sets the rotation speed obtained by dividing the input rotation speed ωin by the gear ratio of the input side gear mechanism to the first rotation speed ω1, and rotates the output rotation speed ωout by the speed ratio of the output side gear mechanism. The speed may be set to the second rotational speed ω2. Also in this case, a value obtained by multiplying the speed ratio of the output side gear mechanism by the speed ratio of the input side gear mechanism is the speed ratio R of the speed change mechanism TM.

(6) In the above embodiment, the case where the first rotation speed ω1 is set based on the input signal of the input rotation speed sensor Se1 provided in the intermediate shaft M has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the first rotational speed ω1 is set based on the input signal of the rotational speed sensor that detects the rotational speed of any one of the members that rotate integrally with the first engagement member 50 of the second engagement device CL2. May be configured.

(7) In the above embodiment, the case where the second rotation speed ω <b> 2 is set based on the input signal of the output rotation speed sensor Se <b> 2 provided on the output shaft O has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the second rotational speed ω2 is set based on the input signal of the rotational speed sensor that detects the rotational speed of any of the members that rotate integrally with the second engagement member 51 of the second engagement device CL2. May be configured.

(8) In the above embodiment, the direct engagement determination using the rotation speed with reduced vibration is performed after the second engagement device CL2 is shifted from the direct engagement state to the sliding engagement state. The case where the device CL1 is shifted from the released state to the engaged state and then the second engagement device CL2 is shifted from the slipping engagement state to the direct coupling state has been described as an example. At this time, the case where the combustion (ignition) of the engine E is started during the sliding engagement of the first engagement device CL1 has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the direct coupling determination using the rotational speed with reduced vibration is driven between the rotating electrical machine MG and the wheel W in the released state of the first engaging device CL1 and the engaged state of the second engaging device CL2. The transition from the state where the force is transmitted to the state where the driving force is transmitted between the engine E and the wheel W in the engaged state of the first engaging device CL1 is the slip engagement of the second engaging device CL2. Any control may be performed as long as it is performed in the state and then the second engagement device CL2 is shifted to the direct engagement state. For example, the engine start control can be similarly performed when the engine E is burned (ignited) after the first engagement device CL1 is directly engaged. When the vehicle drive device 1 includes a starter motor for starting the engine, the first engagement is performed after the second engagement device CL2 is shifted to the sliding engagement state together with the start control of the engine E by the starter motor. When the device CL1 is shifted to the engagement state and then the second engagement device CL2 is shifted to the direct connection state, the above-described direct connection determination may be performed.
Further, the direct engagement determination described above may be performed in a state where the engine E has already been started. That is, during operation of the engine E, the second engagement device CL2 is shifted from the direct engagement state to the slipping engagement state, and then the first engagement device CL1 is shifted from the release state to the engagement state, and then The determination may be made when the engagement device CL2 is shifted from the slip engagement state to the direct engagement state.
The direct coupling determination described above is performed after the first engagement device CL1 is shifted from the released state to the slipping engagement state and then the second engagement device CL2 is shifted from the direct coupling engagement state to the sliding engagement state. The determination is made when the first engagement device CL1 is shifted from the slip engagement state to the direct engagement state and then the second engagement device CL2 is shifted from the slide engagement state to the direct engagement state. May be configured.
In addition, in the above-described direct engagement determination, when the second engagement device CL2 is in the slip engagement state before starting control such as engine start control, the second engagement device CL2 is set in the slip engagement state. The determination is made when the first engagement device CL1 is shifted from the released state to the engaged state while the second engagement device CL2 is shifted from the slipping engagement state to the direct engagement state while maintaining the state. It may be configured as follows.

(9) In the above embodiment, the first elastic system is provided with the damper DP in the power transmission path between the engine E and the rotating electrical machine MG, and causes the vibration at the resonance frequency that the direct engagement determination unit 47 reduces. The case where the damper DP is included at least has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the damper DP is not provided in the power transmission path between the engine E and the rotating electrical machine MG, and the damper DP is not included in the first elastic system that causes the vibration at the resonance frequency that the direct coupling determination unit 47 reduces. The input shaft I and the engine output shaft Eo may be included at least.

  The present invention controls a vehicle drive device provided in the order of a first engagement device, a rotating electrical machine, and a second engagement device from the internal combustion engine side in a power transmission path connecting the internal combustion engine and wheels. It can utilize suitably for the control apparatus.

ω1: First rotation speed (rotation speed of the first engagement member)
ω2: second rotation speed (rotation speed of the second engagement member)
ω1_flt: filtered first rotation speed ω2_flt: filtered second rotation speed Δω: rotation speed difference ωin: input rotation speed ωout: output rotation speed 1: vehicle drive device 2: power transmission path 30: control device 31: engine control Device 32: Rotating electrical machine control unit 33: Power transmission control unit 34: Vehicle control unit 41: Engine control unit 42: Rotating electrical machine control unit 43: Transmission mechanism control unit 44: First engagement device control unit 45: Second engagement Device control unit 46: Start control unit 47: Direct engagement determination unit 50: First engagement member 51: Second engagement member 52: Mounting member 60: First band stop filter 61: Second band stop filter 62: Determination Part AX: Axle BD: Car body CL1: First engagement device CL2: Second engagement device CS: Drive device case DF: Output differential gear device D : Damper Eo: engine output shaft I: the input shaft O: Output shaft M: intermediate shaft E: Engine (internal combustion engine)
MG: Rotating electrical machine TM: Transmission mechanism PC: Hydraulic control device R: Gear ratio Se1: Input rotation speed sensor Se2: Output rotation speed sensor Se3: Engine rotation speed sensor W: Wheel

Claims (5)

A control device that controls a vehicle drive device provided in the order of a first engagement device, a rotating electrical machine, and a second engagement device on the power transmission path connecting the internal combustion engine and the wheels from the internal combustion engine side. Because
The engagement state of the first engagement device from the state where the driving force is transmitted between the rotating electrical machine and the wheel in the released state of the first engagement device and the engagement state of the second engagement device. The transition to the state where the driving force is transmitted between the internal combustion engine and the wheel is performed in the sliding engagement state of the second engagement device, and then the second engagement device is brought into the direct engagement state. When shifting, the rotation speed of the first engagement member that is the engagement member on the rotating electrical machine side of the second engagement device and the second engagement member on the wheel side of the second engagement device A direct engagement determination unit configured to determine whether or not the second engagement device is in a direct engagement state based on a rotation speed difference with a rotation speed of the engagement member;
The direct connection determination unit is configured to detect a rotation speed of the target engagement member as a rotation speed of the target engagement member that is at least one of the first engagement member and the second engagement member. A control device using a rotational speed in which vibration in a predetermined frequency band including a resonance frequency of the vehicle drive device that appears in the detected value is reduced.   The resonance frequency of the vehicle drive device that appears in the detected value of the rotation speed of the first engagement member is a damper provided between the internal combustion engine and the rotating electrical machine, and the attachment of the vehicle drive device to the vehicle body. The control device according to claim 1, wherein the control frequency is a resonance frequency caused by a first elastic system of the vehicle drive device including at least a member.   The resonance frequency of the vehicle drive device that appears in the detected value of the rotation speed of the second engagement member is provided between the vehicle drive device mounting member, the second engagement device, and the wheel. The control device according to claim 1, wherein the control frequency is a resonance frequency caused by a second elastic system of the vehicle drive device including at least a specified axle.   The control device according to any one of claims 1 to 3, wherein the direct engagement determination unit calculates a rotation speed in which vibration in the predetermined frequency band is reduced using a band stop filter.   The direct engagement determination unit determines whether the second engagement device is in a direct engagement state after the first engagement device is shifted from the slip engagement state to the direct engagement state. The control device according to any one of claims 1 to 4.

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