JP2013028304A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device that can effectively suppress the occurrence of overshoot of rotation speed of an internal combustion engine and a rotary electric machine after transition of directly connecting of an engagement device for separation following start of the internal combustion engine.SOLUTION: The control device of the vehicular driving device is provided in order of an engagement device for separation and the rotary electric machine on a power transmission path that connects the internal combustion engine and the wheel. This control device includes: a start control part that starts the internal combustion engine by torque of the rotary electric machine transmitted through the engagement device for separation when starting of the internal combustion engine is requested in a stopped state of the internal combustion engine; an engagement control part that shifts the engagement device for separation from a slip engagement state to a direct engagement state after start of ignition of the internal combustion engine; and a suppression command output part that outputs the torque suppression command to make the internal combustion engine output the torque suppressed to an internal combustion engine requested output torque corresponding to the requested driving force in a prescribed period including a directly connected transition of the engagement device for the separation.

Description

  According to the present invention, a rotating electrical machine is provided in a power transmission path that connects an internal combustion engine and wheels, and a separation engagement is a frictional engagement device for separating the internal combustion engine between the internal combustion engine and the rotating electrical machine. The present invention relates to a control device that controls a vehicle drive device provided with the device.

  As a control device that controls the vehicle drive device as described above, a device described in Japanese Patent Application Laid-Open No. 2007-99141 (Patent Document 1) is already known. Hereinafter, in the description of the background art section, reference numerals in Patent Document 1 (including names of corresponding members as necessary) are quoted in []. This control device is configured to detect the slip engagement of the disconnecting engagement device when the internal combustion engine [engine 1] is stopped and the disconnecting engagement device [first clutch 6] is released and the internal combustion engine is requested to start. The internal combustion engine start control for starting the internal combustion engine with the torque of the rotating electrical machine [motor / generator 5] in the combined state is executable.

  When executing the internal combustion engine start control, a proportional-integral controller (PI controller) is used during the transition from the slip engagement state to the diameter engagement state of the disconnecting engagement device and for a predetermined period after the transition. Rotational speed control for matching the rotational speed of the rotating electrical machine with the target rotational speed is executed. As a result, the rotational speed of the internal combustion engine and the rotating electrical machine that rotate integrally after the direct engagement transition of the disconnecting engagement device (after the transition to the direct engagement state) is maintained at a predetermined rotational speed as much as possible, and the internal combustion engine is started. The overshoot of the rotational speed of the internal combustion engine and the rotating electrical machine is reduced.

  However, in the apparatus of Patent Document 1, after overshooting of the internal combustion engine itself is allowed, control is performed to suppress the overshooting with the torque of the rotating electrical machine. That is, the effect which can suppress generation | occurrence | production of the overshoot of an internal combustion engine was limited.

JP 2007-99141 A

  Therefore, it is desired to realize a control device that can effectively suppress the occurrence of an overshoot of the rotational speed of the internal combustion engine and the rotating electrical machine after the disconnection engagement device is shifted to the direct connection accompanying the start of the internal combustion engine.

  According to the present invention, a rotary electric machine is provided in a power transmission path that connects the internal combustion engine and the wheels, and is a friction engagement device for separating the internal combustion engine between the internal combustion engine and the rotary electric machine. The characteristic configuration of the control device that controls the vehicle drive device provided with the separation engagement device is that when the internal combustion engine is requested to start when the internal combustion engine is stopped, the separation engagement device is A start control unit that executes an internal combustion engine start control for starting the internal combustion engine with the torque of the rotating electrical machine transmitted via the internal combustion engine start control executed in a released state of the disconnecting engagement device; An engagement control unit that sets the disconnection engagement device in a slip engagement state and causes the disconnection engagement device to transition from a slip engagement state to a direct engagement state after the internal combustion engine starts ignition; The separation engagement device is The internal combustion engine demanded output torque corresponding to the required driving force for driving the wheels is reduced for a predetermined period including the direct connection transition state from the upper engagement state to the direct engagement state. And a suppression command output unit that outputs a torque suppression command to be output to the engine.

The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
Further, the “released state” represents a state in which the rotation and driving force are not transmitted between the two engaging members engaged by the target frictional engagement device. The “slip engagement state” means a state in which the two engagement members are engaged so as to be able to transmit a driving force in a state where there is a difference in rotational speed. The “directly engaged state” means a state in which the two engaging members are engaged in a state of rotating integrally.

  According to the above characteristic configuration, since the suppression command output unit outputs the torque suppression command for a predetermined period including when the disconnection engagement device is in the direct connection transition during the internal combustion engine start control, the internal combustion engine is in accordance with the torque suppression command. Outputs a torque suppressed with respect to the required output torque of the internal combustion engine corresponding to the required driving force. Therefore, as compared with a case where such a torque suppression command is not output, the degree of increase in the rotational speed after the ignition of the internal combustion engine can be suppressed to be small. Therefore, it is possible to effectively suppress the occurrence of an overshoot of the rotational speeds of the internal combustion engine and the rotating electrical machine that rotate together after the disconnecting engagement device shifts to the direct connection.

  Here, it is preferable that the suppression command output unit outputs an ignition timing adjustment command for adjusting the ignition timing of the internal combustion engine as the torque suppression command.

  According to this configuration, by adjusting the ignition timing of the internal combustion engine in accordance with the ignition timing adjustment command from the suppression command output unit, the torque suppressed with respect to the internal combustion engine required output torque can be easily output to the internal combustion engine. Can do. Further, in this configuration, since the output torque of the internal combustion engine can be suppressed only by adjusting the ignition timing of the internal combustion engine, for example, compared with the case of adjusting the opening degree of the electronically controlled throttle valve, the opening / closing timing of the intake valve, etc. After the output of the ignition timing adjustment command as the torque suppression command is completed, the time required for the internal combustion engine to return to the state of outputting the torque corresponding to the required driving force can be shortened. Therefore, it is possible to quickly realize a state where the required driving force is appropriately satisfied while suppressing the occurrence of overshoot of the rotational speed of the internal combustion engine and the rotating electrical machine.

  In addition, it is preferable that the suppression command output unit is configured to end the output of the torque suppression command after a predetermined time has elapsed with reference to the start of ignition of the internal combustion engine or the transition to the direct connection.

  According to this configuration, it is possible to appropriately determine the time point at which the output of the torque suppression command is terminated on a time basis. That is, the end of the period during which the suppression command output unit should output the torque suppression command can be appropriately determined based on the start of ignition of the internal combustion engine or the transition to the direct connection.

  In addition, it is preferable to further include a rotating electrical machine control unit that controls the rotational speed of the rotating electrical machine to match the target rotational speed at least after the transition to the direct connection.

  According to this configuration, the internal combustion engine and the rotating electrical machine are caused to follow the target rotational speed in the rotational speed control of the rotating electrical machine by causing the rotational speed of the internal combustion engine and the rotating electrical machine that rotate integrally after the direct engagement transition of the disconnecting engagement device to follow. The overshoot of the rotation speed can be more reliably suppressed.

In addition, a transmission mechanism having a planetary gear device and a plurality of friction engagement devices different from the separation engagement device controls the vehicle drive device provided between the rotating electrical machine and the wheels. age,
The internal combustion engine start control further includes a second engagement control unit that maintains a specific engagement device that is one of the plurality of friction engagement devices in a slip engagement state during execution of the internal combustion engine start control. Friction mechanism drive-coupled to a specific rotation element that is one of the rotation elements other than the output rotation element that is drive-coupled to the wheel among the plurality of rotation elements of the planetary gear device that works when forming the gear stage at the time of execution of It is preferable that the combined device is the specific engagement device.

  According to this configuration, during execution of the internal combustion engine start control, the specific engagement device of the transmission mechanism is maintained in the slip engagement state, thereby suppressing torque fluctuations accompanying the start of the internal combustion engine from being transmitted to the wheels. can do. At this time, by diverting one of the plurality of friction engagement devices included in the speed change mechanism as the specific engagement device, the above-described effects can be obtained without separately introducing a dedicated friction engagement device. it can.

  Further, it is preferable that the suppression command output unit is configured to output, as the torque suppression command, a command for causing the internal combustion engine to output a torque at which the torque transmitted from the internal combustion engine to the rotating electrical machine becomes zero.

  According to this configuration, the torque transmitted from the internal combustion engine to the rotating electrical machine can be made zero by outputting the torque to the internal combustion engine in accordance with the torque suppression command. Therefore, it is possible to more reliably suppress the occurrence of an overshoot of the rotational speeds of the internal combustion engine and the rotating electrical machine after the disconnection engagement device is shifted to the direct connection. In addition, since the stepwise change in the rotational acceleration of the rotating electrical machine can be kept small before and after the transition from the direct engagement of the disconnection engagement device, the torque transmitted to the wheel changes suddenly and the shock is transmitted to the wheel. Can be suppressed.

It is a schematic diagram which shows schematic structure of the vehicle drive device which concerns on embodiment, and its control apparatus. It is a schematic diagram which shows the internal structure of a transmission mechanism. It is an operation | movement table | surface of a transmission mechanism. It is a speed diagram of a speed change mechanism. It is a time chart which shows an example of the operation state of each part at the time of performing internal combustion engine starting control. It is a speed diagram for demonstrating the subject at the time of the direct connection transfer of a disengagement clutch. It is a conceptual diagram for demonstrating the subject at the time of the direct connection transfer of a disengagement clutch. It is a flowchart which shows the process sequence of internal combustion engine starting control including torque suppression control.

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

In the following description, “driving connection” means a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally. Alternatively, the two rotating elements are used as a concept including a state in which a driving force can be transmitted via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Here, “driving force” is used synonymously with “torque”.
The “engagement pressure” represents a pressure that presses one engagement member and the other engagement member of the friction engagement device against each other. “Release pressure” represents a pressure at which the friction engagement device is constantly released. “Release boundary pressure” represents a pressure (release side slip boundary pressure) at which the friction engagement device enters a slip boundary state between the released state and the slip engaged state. The “engagement boundary pressure” represents a pressure at which the friction engagement device enters a slip boundary state between the slip engagement state and the direct engagement state (engagement side slip boundary pressure). “Complete engagement pressure” represents a pressure at which the friction engagement device is constantly in a direct engagement state.

1. Configuration of Drive Device A configuration of the drive device 1 to be controlled by the control device 4 according to the present embodiment will be described. The drive device 1 according to the present embodiment is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle. As shown in FIG. 1, the drive device 1 includes a rotating electrical machine 12 in a power transmission path that connects an input shaft I that is drivingly connected to the internal combustion engine 11 and an output shaft O that is drivingly connected to the wheels 15. A disconnecting clutch CS that is a clutch for disconnecting the internal combustion engine 11 is provided between the internal combustion engine 11 and the rotating electrical machine 12. A transmission mechanism 13 is provided between the rotating electrical machine 12 and the output shaft O. As shown in FIG. 2, the speed change mechanism 13 includes a plurality of speed change clutches and brakes (C1 to C4, B1, B2; hereinafter referred to as “speed change clutch”). Are sometimes collectively referred to as “.”. Thus, the driving device 1 is provided with a power transmission path connecting the input shaft I and the output shaft O in the order of the separation clutch CS, the rotating electrical machine 12, and the shifting clutch from the input shaft I side. Each of these components is housed in a drive device case (not shown).

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

  The disconnect clutch CS is provided so as to be able to release the drive connection between the internal combustion engine 11 and the rotating electrical machine 12. The disengagement clutch CS is a friction engagement device that selectively drives and connects the input shaft I, the intermediate shaft M, and the output shaft O. The disengagement clutch CS is a friction engagement device for separating the internal combustion engine 11 from the wheel 15. Function. As the separation clutch CS, a wet multi-plate clutch, a dry single-plate clutch, or the like can be used. In the present embodiment, the disengagement clutch CS corresponds to the “disengagement engagement device” in the present invention.

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

  In this embodiment, the speed change mechanism 13 is an automatic stepped speed change mechanism that can switch between a plurality of speed stages having different speed ratios. In order to form the plurality of shift speeds, as shown in FIG. 2, the speed change mechanism 13 engages or releases the planetary gear device PG and the rotating elements of the planetary gear device PG, and switches a plurality of shift speeds. And a shifting clutch. The planetary gear device PG includes a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2. In this example, the first planetary gear mechanism PG1 is configured as a double pinion type planetary gear mechanism, and includes a first sun gear S1, a first carrier CA1, and a first ring gear R1. In this example, the second planetary gear mechanism PG2 is configured as a Ravigneaux planetary gear mechanism, and includes a second sun gear S2, a third sun gear S3, a second carrier CA2, and a second ring gear R2.

  In this example, the speed change clutch of the speed change mechanism 13 includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a first brake B1, and a second brake B2. The first clutch C1 selectively drives and connects the first ring gear R1 and the third sun gear S3. The second clutch C2 selectively drives and connects the intermediate shaft M as the speed change input shaft and the second carrier CA2. The third clutch C3 selectively drives and connects the first ring gear R1 and the second sun gear S2. The fourth clutch C4 selectively connects the intermediate shaft M serving as a transmission input shaft and the second sun gear S2. The first brake B1 selectively fixes the second sun gear S2. The second brake B2 selectively fixes the second carrier CA2. In the present embodiment, these shift clutches are each configured as a wet multi-plate clutch or a wet multi-plate brake. In the present example, the second ring gear R2 is drivingly connected to the output shaft O and the wheel 15 so as to always rotate integrally, and the second ring gear R2 corresponds to the “output rotating element” in the present invention.

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

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

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

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

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

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

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

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

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

  In this example, the driving modes that can be selected by the driving mode determination unit 41 include an electric driving mode and a parallel driving mode (a kind of hybrid driving mode). In the electric travel mode, the disengagement clutch CS is released and the vehicle 6 is traveled only by the output torque of the rotating electrical machine 12 (rotating electrical machine torque Tm). In the parallel travel mode, both the disengagement clutch CS and the first clutch C1 are in the engaged state (here, “engaged state” is a concept encompassing both the slip engagement state and the direct engagement state). Then, the vehicle 6 is caused to travel by at least the internal combustion engine torque Te. In the parallel traveling mode, the rotating electrical machine 12 outputs a positive rotating electrical machine torque Tm (> 0) as necessary to assist the driving force by the internal combustion engine torque Te, or the negative rotating electrical machine torque Tm (<0). Is generated by the internal combustion engine torque Te. Note that the modes described here are merely examples, and a configuration including various modes other than these can be employed.

  The required torque determining unit 42 is a functional unit that determines the vehicle required torque Td that is required to drive the wheels 15 of the vehicle 6. The required torque determination unit 42 is a predetermined map (not shown) based on the vehicle speed derived based on the detection result of the output shaft rotational speed sensor Se3 and the accelerator opening detected by the accelerator opening detection sensor Se4. ) To determine the vehicle required torque Td. In the present embodiment, the vehicle required torque Td corresponds to the “required driving force” in the present invention. The determined vehicle required torque Td is output to the internal combustion engine control unit 31, the rotating electrical machine control unit 43, and the like.

  The rotating electrical machine control unit 43 is a functional unit that controls the operation of the rotating electrical machine 12. The rotating electrical machine control unit 43 determines a target torque and a target rotational speed as control targets for the rotating electrical machine torque Tm and the rotational speed, and operates the rotating electrical machine 12 according to the control target. In the present embodiment, the rotating electrical machine control unit 43 can switch between torque control and rotational speed control of the rotating electrical machine 12 according to the traveling state of the vehicle 6. The torque control is a control in which a target torque is commanded to the rotating electrical machine 12 and the rotating electrical machine torque Tm is matched (followed) with the target torque. The rotational speed control is a control in which a target rotational speed is commanded to the rotating electrical machine 12 and a target torque is determined so that the rotational speed of the rotating electrical machine 12 matches the target rotational speed.

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

  In the slip engagement state of the disengagement clutch CS, the driving force is transmitted from the rotation shaft having the higher rotation speed toward the rotation shaft having the lower rotation speed while the input shaft I and the intermediate shaft M rotate relative to each other. The magnitude of the torque that can be transmitted in the direct engagement state or slip engagement state of the disengagement clutch CS is determined according to the engagement pressure of the disengagement clutch CS at that time. The magnitude of the torque at this time is defined as “transmission torque capacity Tcs” of the separation clutch CS. In the present embodiment, the disengagement clutch operation control unit 44 continuously controls the amount of oil supplied to the disengagement clutch CS and the magnitude of the supply oil pressure with a proportional solenoid or the like according to the oil pressure command value for the disengagement clutch CS. As a result, the increase and decrease of the engagement pressure and the transmission torque capacity Tcs can be controlled continuously.

  In the present embodiment, the disengagement clutch operation control unit 44 can switch between torque capacity control and rotation speed control of the disengagement clutch CS according to the traveling state of the vehicle 6. The torque capacity control is control for making the transmission torque capacity Tcs of the disengagement clutch CS coincide with a predetermined target transmission torque capacity. The rotational speed control includes the rotational speed of the rotating member (in this example, the input shaft I) connected to one engaging member of the separation clutch CS and the rotating member (in this example, connected to the other engaging member). Control for determining the hydraulic pressure command value to the disengagement clutch CS or the target transmission torque capacity of the disengagement clutch CS so that the difference between the rotation speeds of the intermediate shaft M) and the rotation speed of the intermediate shaft M) coincides with a predetermined target difference rotation speed. It is.

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

  At that time, the transmission mechanism operation control unit 45 controls the hydraulic pressure supplied to the plurality of transmission clutches according to the operation table shown in FIG. Here, as an example, when the second speed is determined as the target speed, the speed change mechanism operation control unit 45 places the first clutch C1 and the first brake B1 in the direct engagement state and performs other speed changes. The hydraulic pressure supplied to each shift clutch is controlled so that the clutches are released. Accordingly, among the plurality of rotating elements of the planetary gear device PG, the first ring gear R1 and the third sun gear S3 that are drivingly connected so as to rotate integrally, and the second ring gear as the output rotating element that is drivingly connected to the output shaft O. At least three rotating elements of R2 and the fixed second sun gear S2 are in a working state, and the second speed stage is formed. In this state, the rotation of the intermediate shaft M decelerated by the first planetary gear mechanism PG1 is further decelerated by the second planetary gear mechanism PG2 and transmitted to the output shaft O (see FIG. 4). It should be noted that the case where the other shift speed is determined as the target shift speed can be considered in the same manner with reference to FIGS.

  The first clutch C1 and the first brake B1 are naturally included in the control targets of the transmission mechanism operation control unit 45. Here, the function unit that controls the operation of the first clutch C1 is particularly a first clutch operation control unit (not shown). The first clutch operation control unit controls the hydraulic pressure supplied to the first clutch C1 via the hydraulic control device 25, and controls the engagement pressure of the first clutch C1, thereby engaging the first clutch C1. Control the state. In addition, the function unit that controls the operation of the first brake B1 is particularly a first brake operation control unit 45a. The first brake operation control unit 45a controls the hydraulic pressure supplied to the first brake B1 via the hydraulic control device 25, and controls the engagement pressure of the first brake B1, thereby engaging the first brake B1. Control the status. With regard to the operation control of the first clutch C1 by the first clutch operation control unit and the operation control of the first brake B1 by the first brake operation control unit 45a, the disengagement clutch is different only in part to be controlled and the matters associated therewith. This is basically the same as the operation control of the disengagement clutch CS by the operation control unit 44. The same applies to the operation control of the other shifting clutches.

  The start control unit 46 is a functional unit that executes internal combustion engine start control when there is a request for starting the internal combustion engine when the internal combustion engine 11 is stopped and the disengagement clutch CS is released. The start control unit 46 executes the internal combustion engine start control when, for example, the internal combustion engine start condition is satisfied during travel in the electric travel mode. The internal combustion engine start condition is a condition for starting the internal combustion engine 11 in a stopped state, and is established when the vehicle 6 enters a situation that requires the internal combustion engine torque Te. For example, when the driver strongly depresses the accelerator pedal 17 during traveling in the electric traveling mode, the internal combustion engine is started when a torque corresponding to the vehicle required torque Td cannot be obtained with only the rotating electrical machine torque Tm. The condition is met. In the present embodiment, the start control unit 46 increases the rotation speed of the input shaft I and the internal combustion engine 11 by the rotating electrical machine torque Tm transmitted through the disconnecting clutch CS in the internal combustion engine start control, and stops the engine. The internal combustion engine 11 is started.

  More specifically, in the internal combustion engine start control, the internal combustion engine control unit 31, the disengagement clutch operation control unit 44, the rotating electrical machine control unit 43, and the transmission mechanism operation control unit that function cooperatively with the start control unit 46 as a core. 45 controls the internal combustion engine 11, the disengagement clutch CS, the rotating electrical machine 12, and a specific engagement device to be described later in the transmission mechanism 13 in the following manner. In the following description, the internal combustion engine start condition is satisfied during the travel in the electric travel mode and the second speed stage is formed in the speed change mechanism 13, and the internal combustion engine start control is executed to switch to the parallel travel mode. Is assumed.

  The internal combustion engine control unit 31 maintains the state where the fuel injection is stopped for a while after the internal combustion engine start request is made. When the rotational speed of the internal combustion engine 11 increases from zero and eventually becomes equal to or higher than a predetermined ignition rotational speed Nf (see FIG. 5), the internal combustion engine control unit 31 starts ignition to the internal combustion engine 11 and starts the internal combustion engine 11. Let In the present embodiment, the ignition rotation speed Nf is set to a rotation speed at which the internal combustion engine 11 can be ignited and started (for example, a rotation speed during idling). After the ignition of the internal combustion engine 11, the internal combustion engine control unit 31 performs torque control of the internal combustion engine 11 with the torque corresponding to the vehicle required torque Td as a target torque. When the rotating electrical machine 12 generates electric power, the internal combustion engine control unit 31 performs torque control of the internal combustion engine 11 using a torque obtained by adding torque for electric power generation (electric power generation torque) to the vehicle required torque Td as a target torque. Do.

  The internal combustion engine control unit 31 basically performs spark ignition at a preset “reference ignition timing (reference ignition phase)” for the air-fuel mixture in the combustion cycle of the internal combustion engine 11. Here, in the present embodiment, such a reference ignition timing is set in consideration of conditions relating to combustion of the internal combustion engine 11. More specifically, for example, the output (power) of the internal combustion engine 11 is maximized, the fuel consumption rate of the internal combustion engine 11 is maximized, knocking of the internal combustion engine 11 is suppressed, and the cleanliness of exhaust from the internal combustion engine 11 is maximized. The reference ignition timing is set in consideration of at least one of the conversion. Such a reference ignition timing can be, for example, a timing at which the piston of the internal combustion engine 11 is located near top dead center. The internal combustion engine control unit 31 can cause the internal combustion engine 11 to output a relatively large torque close to the maximum torque that can be output by performing spark ignition at the reference ignition timing as described above when controlling the internal combustion engine 11. is there.

  The disengagement clutch operation control unit 44 maintains the disengagement clutch CS in a disengaged state for a while even after the internal combustion engine start request is made. Then, the disengagement clutch operation control unit 44 performs torque capacity control of the disengagement clutch CS after the specific engagement device in the transmission mechanism 13 enters the slip engagement state. At that time, before the ignition of the internal combustion engine 11, the disengagement clutch operation control unit 44 sets the torque for increasing the rotational speed of the internal combustion engine 11 as the target transmission torque capacity, and the transmission torque capacity Tcs of the disengagement clutch CS. The torque capacity of the disengagement clutch CS is controlled so as to match the target transmission torque capacity. The disconnecting clutch operation control unit 44 sets the target torque of the internal combustion engine 11 to the target transmission torque capacity after ignition of the internal combustion engine 11, and the transmission torque capacity Tcs of the disconnecting clutch CS matches the target transmission torque capacity. Thus, the torque capacity control of the disengagement clutch CS is performed. The disengagement clutch operation control unit 44 changes the disengagement clutch CS from the slip engagement state to the direct engagement state after the internal combustion engine 11 starts ignition and after the internal combustion engine 11 and the rotating electrical machine 12 are synchronized. And migrate. In the present embodiment, the disengagement clutch operation control unit 44 corresponds to the “engagement control unit” in the present invention. Note that, after the disengagement clutch CS is in the direct engagement state, the internal combustion engine torque Te is directly transmitted to the rotating electrical machine 12 side.

  The rotating electrical machine control unit 43 performs torque control of the rotating electrical machine 12 with the torque corresponding to the vehicle required torque Td as a target torque for a while after the internal combustion engine start request is made. After the specific engagement device in the speed change mechanism 13 is in the slip engagement state, the rotating electrical machine control unit 43 executes the rotational speed control, and the rotational speed of the rotating electrical machine 12 matches the determined target rotational speed. Perform feedback control. In this rotational speed control of the rotating electrical machine 12, the rotating electrical machine control unit 43 outputs the maximum rotating electrical machine torque Tm against the load torque that acts on the internal combustion engine 11 that is initially stopped. Output within the torque range. The rotating electrical machine torque Tm is transmitted to the input shaft I and the internal combustion engine 11 via the disengagement clutch CS in the slip engagement state, whereby the rotational speeds of the input shaft I and the internal combustion engine 11 gradually increase. The rotating electrical machine control unit 43 continues to execute the rotational speed control even after the ignition of the internal combustion engine 11 is started. When the specific engagement device in the speed change mechanism 13 is in a direct coupling engagement state, the rotating electrical machine control unit 43 performs torque control of the rotating electrical machine 12 with a predetermined torque as a target torque. In this case, since the internal combustion engine 11 has already started and is in a state of outputting a large internal combustion engine torque Te, the torque (zero torque) at which the rotating electrical machine 12 runs idle or the rotating electrical machine 12 is added to the target torque of the rotating electrical machine 12. Can set a torque (power generation torque) or the like for generating power.

  When there is a request to start the internal combustion engine, the transmission mechanism operation control unit 45, when there is a request for starting the internal combustion engine, the second ring gear as the output rotation element among the plurality of rotation elements of the planetary gear device PG that works when forming the gear stage when executing the internal combustion engine start control. The hydraulic pressure supplied to the speed change clutch (this embodiment is referred to as a “specific engagement device”) that is drivingly connected to one of the rotating elements other than R2 is gradually reduced. In this example, the second speed stage is formed in the speed change mechanism 13, and at least the second sun gear S2, the second ring gear R2, and the second ring gear R2 of the planetary gear device PG in the direct engagement state of the first clutch C1 and the first brake B1. The third sun gear S3 is in a working state. In the assumption example, the first brake B1 is specifically engaged among the first brake B1 drivingly connected to the second sun gear S2 of the planetary gear device PG and the first clutch C1 drivingly connected to the third sun gear S3. It is a device.

  Here, the reason why the first brake B1 is the specific engagement device is as follows. That is, during execution of the internal combustion engine start control, the target shift speed may be changed from the second speed to, for example, the first speed or the third speed. In such a case, with the first clutch C1 maintained in the direct engagement state, the first brake B1 is brought into the slip engagement state and then released, and the second brake B2 or the third clutch C3 is slipped. After changing to the engaged state, the gear position is switched to the directly connected engagement state. When the first clutch C1 is used as the specific engagement device, it is necessary to perform the shift operation after the first clutch C1 is once brought into the slip engagement state and then returned to the direct engagement state again. However, there is a possibility that the passengers of the vehicle 6 may feel uncomfortable by extending more than necessary. Therefore, in consideration of the possibility that the target shift speed may be changed during the execution of the internal combustion engine start control, in the present embodiment, in the so-called replacement shift between the target shift speeds before and after the change, the direct engagement state is changed. The shift clutch (disengagement side engagement device; first brake B1 in this example) that is shifted to the disengaged state is the specific engagement device.

  Eventually, when the engagement members on both sides of the specific engagement device (first brake B1 in the present assumption example; the same applies hereinafter) begin to slip, the transmission mechanism operation control unit 45 maintains the specific engagement device in the slip engagement state. In the present embodiment, the transmission mechanism operation control unit 45 (first brake operation control unit 45a) corresponds to the “second engagement control unit” in the present invention. At that time, the transmission mechanism operation control unit 45 performs torque capacity control of the specific engagement device so that the vehicle required torque Td is transmitted to the output shaft O via the transmission mechanism 13. However, in the present embodiment, after the disengagement clutch CS is in the direct engagement state, the transmission mechanism operation control unit 45 performs the actual output torque capacity of the internal combustion engine torque Te or the specific engagement device that is actually output. Feedback control of the transmission torque capacity of the specific engagement device is performed so as to suppress the generation of a torque step that may occur when there is an error in (see FIG. 5). When the internal combustion engine 11 can stably continue the self-sustained operation, the transmission mechanism operation control unit 45 sets the specific engagement device in the direct engagement state, and again forms the gear stage when the internal combustion engine start control is executed. When the target gear stage is changed during the internal combustion engine start control, the transmission mechanism operation control unit 45 releases the specific engagement device to form the target gear stage after the change while releasing the specific engagement device. The shift gear (shifting engagement device) that is shifted from the state to the direct engagement state is set to the direct engagement state, and the post-shift gear stage is formed.

  By the way, when the above-described internal combustion engine start control is executed in a normal manner, when the internal combustion engine 11 and the rotating electrical machine 12 are synchronized after the ignition of the internal combustion engine 11 is started, the disengagement clutch CS is brought into the direct engagement state. In addition, the internal combustion engine 11 and the rotating electrical machine 12 that rotate together may overshoot. That is, in the present embodiment, the internal combustion engine 11 controlled to perform spark ignition at the reference ignition timing can output a relatively large internal combustion engine torque Te, whereby the rotational speed of the internal combustion engine 11 after the start of ignition is increased. There is a possibility that the speed will exceed the target rotational speed in the rotational speed control of the rotating electrical machine 12. When such an overshoot occurs, the first planetary gear mechanism PG1 and the second planetary gear mechanism constituting the planetary gear device PG in the direct engagement engagement state of the first clutch C1 and the slip engagement state of the first brake B1. The overall velocity diagram of PG2 will vary (see the dashed line in FIG. 6). As a result, there is a possibility that the torque transmitted to the output shaft O varies and a shock is transmitted to the vehicle 6 (wheel 15).

  Further, while the rotational speed of the internal combustion engine 11 (indicated as “Ne” in FIG. 7) is lower than the rotational speed of the rotating electrical machine 12 (indicated as “Nm” in FIG. 7), the disengagement clutch CS is in the slip engagement state. Is transmitted from the rotating electrical machine 12 to the internal combustion engine 11 via the disconnection clutch CS (see FIG. 7A). In this case, the rotational acceleration (dNm / dt) of the intermediate shaft M is determined in proportion to the torque obtained by subtracting the transmission torque capacity Tcs of the separation clutch CS from the difference between the rotating electrical machine torque Tm and the vehicle required torque Td. Here, in order to simplify the model and simplify the description, it is assumed that the speed ratio (torque ratio) of the speed change mechanism 13 is “1”. In the figure, “Jm” and “Je” are inertias of the rotating electrical machine 12 and the internal combustion engine 11, respectively.

  On the other hand, when the rotational speed of the internal combustion engine 11 coincides with the rotational speed of the rotating electrical machine 12 and the disengagement clutch CS is in the direct engagement state, a torque having the same magnitude as the internal combustion engine torque Te is transmitted via the disengagement clutch CS. It will be in the state transmitted from the internal combustion engine 11 to the rotary electric machine 12 side (refer FIG. 7B). In this case, the rotational acceleration (dNm / dt) of the intermediate shaft M is determined in proportion to the torque obtained by adding the internal combustion engine torque Te to the difference between the rotating electrical machine torque Tm and the vehicle required torque Td. As described above, the rotational acceleration of the intermediate shaft M depends on the transfer torque capacity Tcs of the disconnecting clutch CS and the internal combustion engine torque Te before and after the transition of the direct clutch when the disconnect clutch CS shifts from the slip engagement state to the direct engagement state. It changes step by step according to the size of. As a result, there is a possibility that the torque transmitted to the output shaft O also varies from this point and a shock is transmitted to the vehicle 6.

  Therefore, in order to solve such problems, the present embodiment employs a configuration in which torque suppression control for suppressing the internal combustion engine torque Te is executed in parallel with the internal combustion engine start control. In order to execute such torque suppression control, the control device 4 according to the present embodiment includes a suppression command output unit 47.

3. Content of Torque Suppression Control The suppression command output unit 47 is a torque suppression command for causing the internal combustion engine 11 to output the internal combustion engine torque Te (Te <Ted) suppressed with respect to the internal combustion engine output request torque Ted corresponding to the vehicle request torque Td. Is a functional unit that outputs. The suppression command output unit 47 outputs such a torque suppression command only during a predetermined period before the transition to the direct coupling, including the transition to the direct clutch when the disconnecting clutch CS transitions from the slip engagement state to the direct coupling state. . In this embodiment, when the rotation speed of the internal combustion engine 11 reaches the ignition rotation speed Nf and ignition of the internal combustion engine 11 is started in the internal combustion engine start control, the suppression command output unit 47 immediately starts from the start of the ignition. Outputs torque suppression command. Further, the suppression command output unit 47 ends the output of the torque suppression command after a predetermined time (end determination time Ta) has elapsed with reference to the ignition start time of the internal combustion engine 11. In this case, the end determination time Ta is experimentally obtained as a direct connection transition time required for the disengagement clutch CS to transition from the slip engagement state to the direct engagement state after the ignition of the internal combustion engine 11 is started. The time can be set with a margin. That is, the suppression command output unit 47 outputs the torque suppression command only for a period corresponding to the end determination time Ta set to a length equal to or longer than the direct connection transition time, starting from the ignition start time of the internal combustion engine 11. .

  In the present embodiment, the suppression command output unit 47 outputs an ignition timing adjustment command for adjusting the ignition timing of the internal combustion engine 11 as a torque suppression command. More specifically, the suppression command output unit 47 delays the timing for performing spark ignition on the air-fuel mixture in the combustion cycle of the internal combustion engine 11 with respect to the reference ignition timing (the phase for performing spark ignition relative to the reference ignition phase). The ignition retard command is output to the internal combustion engine controller 31 as an ignition timing adjustment command (torque suppression command). For example, the suppression command output unit 47 may be configured to output an ignition delay command that causes spark ignition at a time when the piston of the internal combustion engine 11 is located near the bottom dead center. The internal combustion engine control unit 31 controls the internal combustion engine 11 so as to perform spark ignition at a timing delayed from the reference ignition timing in accordance with the ignition delay command from the suppression command output unit 47. Thereby, the internal combustion engine torque Te smaller than the internal combustion engine required output torque Ted can be output to the internal combustion engine 11. The time chart of FIG. 5 shows that the internal combustion engine torque Te is suppressed to zero by the torque suppression control according to the present embodiment for a while after the ignition of the internal combustion engine 11 is started.

  Thus, in this embodiment, the disengagement clutch CS shifts from the slip engagement state to the direct engagement state in a state where the internal combustion engine torque Te is suppressed to zero by execution of the torque suppression control. Therefore, the increase in the rotational speed after the ignition of the internal combustion engine 11 can be made only by the rotating electrical machine torque Tm transmitted through the disconnection clutch CS. Therefore, even after the ignition of the internal combustion engine 11 can be suppressed, an increase in rotational speed due to the output torque of the internal combustion engine 11 itself can be suppressed, and the internal combustion engine that rotates integrally after the shift of the disconnection clutch CS is made. 11 and the occurrence of an overshoot of the rotational speed of the rotating electrical machine 12 can be effectively suppressed. In addition, since the internal combustion engine torque Te is suppressed to zero, the stepwise change amount of the rotational acceleration of the intermediate shaft M can be suppressed small before and after the shift of the disengagement clutch CS to the direct connection. Therefore, it is possible to suppress the transmission of the shock to the vehicle 6 (wheel 15) due to the fluctuation in the torque transmitted to the output shaft O when the disconnection clutch CS is directly connected.

  In the present embodiment, the suppression command output unit 47 outputs an ignition timing adjustment command, and executes the torque suppression control by adjusting the ignition timing of the internal combustion engine 11 via the internal combustion engine control unit 31. In such a configuration, since the magnitude of the internal combustion engine torque Te can be adjusted only by adjusting the ignition timing of the internal combustion engine 11, after the output of the ignition timing adjustment command as a torque suppression command is completed, the internal combustion engine 11 makes a vehicle request. It is possible to shorten the time until the torque corresponding to the torque Td is output (the internal combustion engine torque Te becomes a state that matches the internal combustion engine required output torque Ted). Therefore, there is an advantage that a state where the vehicle required torque Td is appropriately satisfied can be realized at an early stage.

  Furthermore, in the present embodiment, the rotating electrical machine control unit 43 executes the rotational speed control of the rotating electrical machine 12 while the specific engagement device in the transmission mechanism 13 is in the slip engagement state during the internal combustion engine start control. Then, feedback control of the rotational speed of the rotating electrical machine 12 is performed so as to coincide with the determined target rotational speed. This rotational speed control of the rotating electrical machine 12 is continuously executed even after the direct connection transition of the disengagement clutch CS. By executing such rotational speed control, the rotational speeds of the internal combustion engine 11 and the rotating electrical machine 12 that rotate together after the direct connection of the disengagement clutch CS are made to follow the target rotational speed of the rotating electrical machine 12, and the internal combustion engine 11 and It is possible to more reliably suppress the overshoot of the rotational speed of the rotating electrical machine 12.

4). Specific Processing Procedure of Internal Combustion Engine Start Control Including Torque Suppression Control For specific contents and processing procedure of internal combustion engine start control including torque suppression control according to this embodiment, refer to the time chart of FIG. 5 and the flowchart of FIG. I will explain. In FIG. 5, as described above as a specific example, the internal combustion engine start condition is satisfied during the traveling in the electric traveling mode and the second speed stage is formed in the transmission mechanism 13, and the internal combustion engine It is assumed that the engine start control is executed and the mode is switched to the parallel running mode.

  As shown in FIG. 5, first, it is determined whether or not the internal combustion engine start condition is satisfied in a state where the vehicle 6 is traveling in the electric travel mode (step # 01 in FIG. 8). When the internal combustion engine start condition is satisfied at time T01 (step # 01: Yes), a series of internal combustion engine start control is started. In the internal combustion engine start control, the first brake operation control unit 45a gradually decreases the hydraulic pressure supplied to the first brake B1 as the specific engagement device at a constant rate of change from time T01 in the present example. The differential rotational speed between the rotational speed of the rotating electrical machine 12 and the intermediate shaft M and the estimated rotational speed of the intermediate shaft M calculated from the rotational speed of the output shaft O (shown as “synchronization line” in FIG. 5; the same applies hereinafter) is the time T02. When the predetermined slip determination threshold Th1 is exceeded, the disengagement clutch operation control unit 44 starts the torque capacity control of the disengagement clutch CS, and the first brake operation control unit 45a starts the torque capacity control of the first brake B1. To do. Further, the rotating electrical machine control unit 43 starts the rotational speed control of the rotating electrical machine 12.

  In the slip engagement state of the disengagement clutch CS, the rotation speed of the internal combustion engine 11 is increased by the ignition rotation speed in a state where the rotation speed of the internal combustion engine 11 is increased by the rotating electrical machine torque Tm transmitted through the disengagement clutch CS. It is determined whether or not Nf has been reached (step # 02). When it becomes equal to or higher than the ignition rotational speed Nf at time T03 (step # 02: Yes), the internal combustion engine control unit 31 starts ignition of the internal combustion engine 11 and starts torque control of the internal combustion engine 11 (step # 03). Further, the suppression command output unit 47 starts measuring the elapsed time from the start of ignition of the internal combustion engine 11 using a timer (step # 04), and sets the ignition delay request to an on state and issues an ignition delay command. Is output (step # 05), and torque suppression control is started. By executing such torque suppression control, the rotational speed of the internal combustion engine 11 increases, and when the internal combustion engine 11 and the rotating electrical machine 12 are synchronized in time T04, the disengagement clutch CS enters the direct engagement state. The overshoot of the rotational speed of the internal combustion engine 11 and the rotating electrical machine 12 is suppressed.

  During execution of the torque suppression control, the suppression command output unit 47 monitors whether or not the elapsed time from the ignition start time has reached the end determination time Ta (step # 06). Eventually, when the end determination time Ta elapses at time T05 (step # 06: Yes), the suppression command output unit 47 turns off the ignition delay request and ends the output of the ignition delay command (step # 07). The suppression control is terminated. Thus, the torque of the internal combustion engine 11 is controlled so that spark ignition is performed at the reference ignition timing after time T05. In the example shown in the figure, the internal combustion engine torque Te suddenly increases at time T06 after a slight delay after time T05 when the output of the ignition retard command is completed.

  When the transmission torque capacity of the first brake B1 is increased to some extent, the rotation speed of the rotating electrical machine 12 starts to be lowered according to the rotation speed of the output shaft O. When the rotational speed difference between the rotational speed of the rotating electrical machine 12 and the intermediate shaft M and the estimated rotational speed of the intermediate shaft M calculated from the rotational speed of the output shaft O eventually becomes equal to or less than the predetermined synchronization determination threshold Th2 at time T07. The control unit 43 ends the rotational speed control of the rotating electrical machine 12 and starts the torque control of the rotating electrical machine 12 after performing the sweep control. Further, the first brake operation control unit 45a gradually increases the hydraulic pressure supplied to the first brake B1 at a constant rate of change from time T07, and increases stepwise to the full engagement pressure at time T08 after a predetermined time has elapsed. Let The internal combustion engine start control is thus completed, and traveling in the parallel traveling mode is started.

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

(1) In the above embodiment, the case where the suppression command output unit 47 outputs a torque suppression command immediately after the ignition start to the internal combustion engine 11 in the internal combustion engine start control has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the torque suppression command only needs to be output at least when the disconnection clutch CS is directly connected and the suppression command output unit 47 is after the ignition start to the internal combustion engine 11 and when the disconnection clutch CS is directly connected. The torque suppression command can be output from any previous point in time. For example, the suppression command output unit 47 may be configured to output a torque suppression command from the elapse of a predetermined time set in advance with reference to the ignition start time of the internal combustion engine 11 as one of the preferred embodiments of the present invention. One.

(2) In the above embodiment, the case where the suppression command output unit 47 ends the output of the torque suppression command after the elapse of the predetermined end determination time Ta with reference to the ignition start time of the internal combustion engine 11 has been described as an example. However, the embodiment of the present invention is not limited to this. In other words, for example, the suppression command output unit 47 may be configured to end the output of the torque suppression command after a predetermined time has elapsed with reference to the time when the disengagement clutch CS is directly connected. is there. In this case, the torque smaller than the internal combustion engine required output torque Ted corresponding to the vehicle required torque Td can be reliably output to the internal combustion engine 11 when the disconnection clutch CS is directly connected. Alternatively, when the suppression command output unit 47 shifts to the slip engagement state of the specific engagement device, starts to increase the rotating electrical machine torque Tm, starts to increase the hydraulic pressure supplied to the separation clutch CS, etc. It is also possible to adopt a configuration in which the output of the torque suppression command is terminated when a predetermined time has elapsed.

(3) In the above embodiment, the suppression command output unit 47 outputs an ignition delay command for delaying the timing for performing spark ignition in the combustion cycle of the internal combustion engine 11 with respect to the reference ignition timing as the ignition timing adjustment command. Was described as an example. However, the embodiment of the present invention is not limited to this. That is, if the internal combustion engine 11 can output a torque smaller than the internal combustion engine required output torque Ted corresponding to the vehicle required torque Td, the suppression command output unit 47 sets the timing for performing spark ignition with respect to the reference ignition timing. It is also one of preferred embodiments of the present invention that the ignition advance command is advanced as an ignition timing adjustment command to advance the ignition timing (advance the spark ignition phase with respect to the reference ignition phase). .

(4) In the above embodiment, the case where the suppression command output unit 47 outputs an ignition timing adjustment command for adjusting the ignition timing of the internal combustion engine 11 as a torque suppression command has been described as an example. However, the embodiment of the present invention is not limited to this. That is, if the internal combustion engine 11 can output a torque smaller than the internal combustion engine required output torque Ted corresponding to the vehicle required torque Td, the content of the torque suppression command output by the suppression command output unit 47 is various. can do. Examples of such torque suppression commands include a fuel injection amount reduction command for reducing the fuel injection amount to the internal combustion engine 11 via an electronically controlled throttle valve, and an opening / closing timing of at least one of the intake valve and the exhaust valve of the internal combustion engine 11. And a valve opening / closing timing adjustment command for adjusting the lift amount. Alternatively, such a torque suppression command can be an air-fuel ratio adjustment command, an exhaust gas recirculation amount adjustment command, a supercharging pressure adjustment command, or the like.

(5) In the above-described embodiment, the separation clutch CS as the “engagement device for separation” provided in the drive device 1 to be controlled by the control device 4 and the transmission clutch (transmission mechanism) in the transmission mechanism 13. The combination device has been described as an example of a hydraulically driven friction engagement device in which the engagement pressure is controlled according to the supplied hydraulic pressure. However, the embodiment of the present invention is not limited to this. That is, it is only necessary that the disengagement engagement device and the shift engagement device can adjust the transmission torque capacity in accordance with the increase or decrease of the engagement pressure. For example, one or both of them can generate the electromagnetic force generated. It is also one of the preferred embodiments of the present invention to be configured as an electromagnetic friction engagement device in which the engagement pressure is controlled according to the above.

(6) In the above embodiment, assuming that the second speed stage is formed in the transmission mechanism 13, the first brake B <b> 1 among the plurality of transmission clutches in the transmission mechanism 13 is the “specific engagement device”. ”Is described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, when the target shift stage is not changed during the internal combustion engine start control, or when the completion delay of the shift operation is not particularly problematic, the direct engagement state is assumed when it is assumed that the replacement shift is performed. It is also a preferred embodiment of the present invention that the maintained shifting clutch (direct coupling maintaining engagement device; in this example, the first clutch C1) is the specific engagement device. If the gear stage formed by the transmission mechanism 13 is changed, the specific engagement device is naturally changed accordingly.

(7) In the above embodiment, in the drive device 1 to be controlled by the control device 4, one of the speed change clutches in the speed change mechanism 13 is a “specific engagement device”, and in the internal combustion engine start control, The case where the combined device is maintained in the slip engagement state has been described as an example. However, the embodiment of the present invention is not limited to this. That is, if it is a friction engagement device provided between the rotating electrical machine 12 and the output shaft O through a power transmission path connecting the input shaft I and the output shaft O, it is different from the speed change clutch in the speed change mechanism 13. A configuration in which the clutch is maintained in a slip engagement state is also possible. For example, when a fluid coupling such as a torque converter is provided on the output shaft O side of the rotating electrical machine 12, a configuration in which the lock-up clutch of the fluid coupling is maintained in a slip engagement state is also preferable implementation of the present invention. One of the forms. Alternatively, for example, a configuration in which a dedicated transmission clutch is provided on the output shaft O side of the rotating electrical machine 12 and the transmission clutch is maintained in a slip engagement state is also one of the preferred embodiments of the present invention. In these cases, instead of the automatic stepped transmission mechanism, an automatic continuously variable transmission mechanism, a manual stepped transmission mechanism, a fixed transmission mechanism, or the like can be used as the transmission mechanism 13. Further, the position of the transmission mechanism 13 can also be set arbitrarily.

(8) In the above embodiment, the case where the drive device 1 to be controlled by the control device 4 is configured as a drive device for a so-called parallel hybrid vehicle has been described as an example. However, the embodiment of the present invention is not limited to this. That is, it is preferable that the drive device is configured as a drive device for a so-called split type hybrid vehicle. In this case, the drive device includes an input member that is drivingly connected to the internal combustion engine, and a power distribution differential gear device that includes at least a first rotation element, a second rotation element, and a third rotation element in the order of rotation speed. Prepare. For example, each rotating element of the differential gear device for power distribution is driven and connected to the rotating electrical machine and the input member (internal combustion engine) is connected to the second rotating element without intervening other rotating elements. The output member (wheel) is drivingly connected to the third rotating element. Further, the driving device includes a driving connection between the first rotating element and the rotating electrical machine, a driving connection between the second rotating element and the input member, and a driving connection between the third rotating element and the output member. A friction engagement device capable of releasing at least one of them is provided. This friction engagement device can disconnect the internal combustion engine 11 from the wheel 15 in the released state, and functions as the “engagement device for separation” in the present invention. Even in the case where such a drive device is to be controlled, the suppression command output unit 47 in the internal combustion engine start control uses the torque suppressed with respect to the internal combustion engine required output torque Ted corresponding to the vehicle required torque Td. By outputting a torque suppression command to be output to the engine 11, it is possible to obtain the same operational effects as in the above-described embodiment when the mode is switched from the electric travel mode to the split travel mode (a kind of hybrid travel mode). It is.

  In addition, each rotary element of the differential gear device for power distribution is driven and connected to the rotating electrical machine, and the output member (wheel) is driven and connected to the second rotary element without passing through other rotary elements. In addition, an input member (internal combustion engine) may be drivingly connected to the third rotating element. In this case, the friction engagement device includes a drive connection between the first rotation element and the rotating electrical machine, a drive connection between the second rotation element and the output member, and a drive between the third rotation element and the input member. It is assumed that at least one of the connections can be released. Even when such a drive device is a control target, the above-described implementation is performed when the mode is switched from the electric travel mode to the torque converter mode (a kind of hybrid travel mode) by executing the torque suppression control. It is possible to obtain the same effect as the form.

(9) In the above embodiment, the internal combustion engine control unit 30 mainly for controlling the internal combustion engine 11, and the drive device control unit for mainly controlling the rotating electrical machine 12, the first clutch CL1, and the transmission mechanism 13. 40 (control device 4) has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, a configuration in which the single control device 4 controls all of the internal combustion engine 11, the rotating electrical machine 12, the disengagement clutch CS, the speed change mechanism 13, and the like is also one preferred embodiment of the present invention. is there. Alternatively, the control device 4 may further include a control unit for controlling the rotating electrical machine 12 and a control unit for controlling other various configurations separately. one of. The assignment of the function units described in the above embodiments is merely an example, and a plurality of function units can be combined or one function unit can be further divided.

(10) Regarding other configurations as well, the embodiments disclosed herein are illustrative in all respects, and embodiments of the present invention are not limited thereto. In other words, configurations that are not described in the claims of the present application can be modified as appropriate without departing from the object of the present invention.

  According to the present invention, a rotating electrical machine is provided in a power transmission path that connects an internal combustion engine and wheels, and a separation engagement is a frictional engagement device for separating the internal combustion engine between the internal combustion engine and the rotating electrical machine. The present invention can be suitably used for a control device that controls a vehicle drive device provided with the device.

1 Drive device (vehicle drive device)
4 control device 11 internal combustion engine 12 rotating electrical machine 13 transmission mechanism 15 wheel 43 rotating electrical machine control unit 44 disengagement clutch operation control unit (engagement control unit)
45 Transmission mechanism operation control unit (second engagement control unit)
47 Suppression Command Output Unit PG Planetary Gear Device CS Disconnecting Clutch (Disengaging Engagement Device)
C1 first clutch (specific engagement device)
B1 First brake (specific engagement device)
Td Vehicle required torque (required driving force)
Te Internal combustion engine torque Te Internal combustion engine required output torque Ted
Tm Electric rotating machine torque

Claims (6)

A rotating electrical machine is provided in a power transmission path connecting the internal combustion engine and the wheels, and a separation engagement device that is a frictional engagement device for separating the internal combustion engine between the internal combustion engine and the rotational electrical machine A control device that controls a vehicle drive device provided with
Start for executing internal combustion engine start control for starting the internal combustion engine with the torque of the rotating electrical machine transmitted through the disconnecting engagement device when a request for starting the internal combustion engine is made when the internal combustion engine is stopped. A control unit;
In the internal combustion engine start control executed in the released state of the disconnecting engagement device, the disconnecting engagement device is set to a slip engagement state and the internal combustion engine starts ignition, and then the disconnection engagement is performed. An engagement control unit that shifts the device from a slip engagement state to a direct engagement state;
With respect to the required output torque of the internal combustion engine according to the required driving force for driving the wheel for a predetermined period including the time of the direct connection transition in which the disconnecting engagement device shifts from the slip engagement state to the direct engagement state. A suppression command output unit for outputting a torque suppression command for outputting the suppressed torque to the internal combustion engine;
A control device comprising:   The control device according to claim 1, wherein the suppression command output unit outputs an ignition timing adjustment command for adjusting an ignition timing of the internal combustion engine as the torque suppression command.   3. The control device according to claim 1, wherein the suppression command output unit ends the output of the torque suppression command after a predetermined time has elapsed with reference to the ignition start of the internal combustion engine or the transition to the direct connection.   The control device according to any one of claims 1 to 3, further comprising a rotating electrical machine control unit that controls the rotational speed of the rotating electrical machine to coincide with a target rotational speed at least after the direct connection transition. A transmission mechanism having a planetary gear device and a plurality of friction engagement devices different from the separation engagement device is provided between the rotating electrical machine and the wheel as a control target.
A second engagement control unit that maintains a specific engagement device that is one of the plurality of friction engagement devices in a slip engagement state during execution of the internal combustion engine start control;
Driven to a specific rotation element that is one of the rotation elements other than the output rotation element that is drivingly connected to the wheel among the plurality of rotation elements of the planetary gear device that works when forming the gear position during execution of the internal combustion engine start control. The control device according to any one of claims 1 to 4, wherein the connected friction engagement device is the specific engagement device. The said suppression command output part outputs the command which makes the said internal combustion engine output the torque from which the torque transmitted to the said rotary electric machine from the said internal combustion engine becomes zero as said torque suppression command. The control device according to item.

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