JP2013035417A - Controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller which when determining a target rotational speed of a rotating electrical machine based on a rotational speed of the wheel side, of an output-side engagement device and performing rotational speed control, can suppress deterioration in stability of a rotational speed control system and an increase in manipulated variables due to vibration superimposed on the rotational speed of the wheel side.SOLUTION: The controller for controlling a driving device for a vehicle in which the output-side engagement device is disposed between the rotating electrical machine and a wheel, includes a rotational speed control part which determines the target rotational speed based on an output rotational speed and performs an output-based rotational speed control for controlling a rotational speed of the rotating electrical machine when the output-side engagement device is in a sliding engagement state, wherein the rotational speed control part uses the rotational speed in which the vibrations of a prescribed frequency band including a resonance frequency of the driving device for a vehicle expressed on a detection value of the rotational speed are reduced, as the output rotational speed.

Description

  The present invention relates to a control device that controls a vehicle drive device in which an output-side engagement device is provided in a power transmission path that connects a rotating electrical machine and wheels.

  As such a vehicle drive device, for example, a device described in Patent Document 1 below is already known. In the technique of Patent Document 1, while the input side engagement device disposed between the internal combustion engine and the rotating electrical machine is engaged and the internal combustion engine is started, the output side engagement device is in a sliding engagement state. After the start of the internal combustion engine is completed, start control is performed such that the output side engagement device is shifted to the direct engagement state. In the technique of Patent Document 1, a value obtained by adding the target slip amount to the rotational speed on the wheel side of the output side engagement device is determined as the target rotational speed of the rotating electrical machine, and the rotational speed control of the rotating electrical machine is performed. Has been.

  However, in the technique of Patent Document 1, when vibration is superimposed on the rotation speed on the wheel side, the vibration is also superimposed on the target rotation speed of the rotating electrical machine determined based on the rotation speed on the wheel side. The vibration superimposed on the target rotational speed becomes a disturbance to the rotational speed control system of the rotating electrical machine, which may deteriorate the stability of the rotational speed control system or increase the operation amount of the rotational speed control system.

JP 2007-99141 A

  Therefore, the target rotational speed of the rotating electrical machine is determined based on the rotational speed on the wheel side of the output-side engagement device, and when performing rotational speed control, vibrations superimposed on the rotational speed on the wheel side cause vibration of the rotational speed control system. There is a demand for a control device that can suppress deterioration in stability and increase in the operation amount.

  According to the present invention, the characteristic configuration of the control device that controls the vehicle drive device in which the output side engagement device is provided in the power transmission path connecting the rotating electrical machine and the wheel is that the output side engagement device is in a slipping manner. In the combined state, a target rotational speed is determined based on an output rotational speed that is a rotational speed of the rotating member on the wheel side of the output side engagement device in the power transmission path, and the rotational speed of the rotating electrical machine Includes a rotation speed control unit that executes output reference rotation speed control for controlling the rotating electrical machine so as to approach the target rotation speed, and the rotation speed control unit detects the output rotation speed as a detected value. On the other hand, a rotational speed in which vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device that appears in the detected value is reduced is used.

  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, when the target rotational speed of the rotating electrical machine is determined based on the output rotational speed, the rotational speed in which the vibration of the resonance frequency of the vehicle drive device that appears in the detected value of the output rotational speed is reduced. Used. Therefore, it is possible to reduce the vibration of the resonance frequency of the vehicle drive device that is superimposed on the target rotation speed of the rotating electrical machine. Therefore, the rotational speed control can be performed based on the target rotational speed with reduced vibration, and the deterioration of the stability of the control system and the increase in the operation amount of the control system can be appropriately suppressed.

  Here, the input member drivingly connected to the internal combustion engine, the input-side engagement device provided in the power transmission path connecting the input member and the rotating electrical machine, and the output-side engagement device from the direct engagement state. Engagement state transition in which the input side engagement device is shifted from the release state to the engagement state after the transition to the sliding engagement state, and then the output side engagement device is shifted from the slipping engagement state to the direct engagement state. An engagement control unit that executes control, and the rotation speed control unit preferably executes the output reference rotation speed control during execution of the engagement state transition control.

  According to this configuration, when the input side engaging device is shifted from the released state to the engaged state so that the torque of the internal combustion engine can be transmitted to the wheels, the output side engaging device is in the sliding engagement state. The torque shock due to the engagement of the input side engagement device can be suppressed from being transmitted to the wheels. Further, the vibration of the resonance frequency of the vehicle drive device is likely to be superimposed on the output rotation speed due to the torque shock caused by engaging the input side engagement device. It is possible to determine a target rotation speed with reduced vibration. Accordingly, even when the engagement state transition control is executed, it is possible to appropriately suppress the deterioration of the stability of the control system and the increase in the operation amount of the control system.

  Here, an input member drivingly connected to the internal combustion engine, an input side engagement device provided in a power transmission path connecting the input member and the rotating electrical machine, the output side engagement device, and the input side engagement A slip acceleration control unit that performs slip acceleration control that increases the rotational speed of the wheel while both the devices are in a slipping engagement state, and the rotational speed control unit is configured to perform the slip acceleration control during the slip acceleration control. It is preferable to execute the output reference rotation speed control.

  According to this configuration, due to the torque shock caused by controlling the engagement state of the output side engagement device and the input side engagement device during the slip acceleration control, the output rotational speed is set to the resonance frequency of the vehicle drive device. Although it becomes easy to superimpose vibration, according to the configuration of the present invention, it is possible to determine a target rotational speed in which such vibration is reduced. Therefore, even when the slip acceleration control is executed, it is possible to appropriately suppress the deterioration of the stability of the control system and the increase in the operation amount of the control system.

  Here, the resonance frequency of the vehicle drive device that appears in the detected value of the output rotation speed is the resonance frequency of the elastic system on the case side to which the rotation speed detection device that detects the output rotation speed is fixed, and the output side It is preferable that one or both of the resonance frequencies of the elastic system on the wheel side with respect to the engagement device.

  On the output rotation speed, vibrations of the resonance frequency of the elastic system on the case side and the resonance frequency of the elastic system on the wheel side are easily superimposed. According to the above configuration, since the rotation speed with reduced vibration in a predetermined frequency band including one or both of the resonance frequency of the elastic system on the case side and the resonance frequency of the elastic system on the wheel side is used, the output rotation The vibration superimposed on the detected value of speed can be effectively reduced. Therefore, it is possible to appropriately suppress the deterioration of the stability of the control system and the increase in the operation amount of the control system.

  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.

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 rotational speed control part which concerns on embodiment of this invention. It is a timing chart which shows the process of the engine 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 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. It is a timing chart which shows processing of slip acceleration control concerning other embodiments of the present 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. The vehicle drive device 1 includes a second engagement device CL2 in a power transmission path 2 that connects the rotating electrical machine MG and the wheels W. In the present embodiment, the vehicle drive device 1 includes an engine E and a rotating electric machine MG as drive power sources of the vehicle, and the vehicle including the vehicle drive device 1 is a hybrid vehicle. The vehicle drive device 1 includes an engine output shaft Eo that is drivingly connected to the engine E, and a first engagement device CL1 provided in a power transmission path 2 that connects the engine output shaft Eo and the rotating electrical machine MG. ing. Here, 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 first engagement device CL1 connects and disconnects the drive connection between the engine E and the rotating electrical machine MG 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 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 second engagement device CL2 is an “output side engagement device” in the present invention, the first engagement device CL1 is an “input side engagement device” in the present invention, and the engine output shaft Eo is It is an “input member” in the present invention.

  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 includes a rotation speed control unit 47. The rotation speed control unit 47 outputs an output rotation speed that is the rotation speed of the rotating member on the wheel W side of the second engagement device CL2 in the power transmission path 2 when the second engagement device CL2 is in the sliding engagement state. A target rotational speed ωobj is determined based on ωout, and output reference rotational speed control is performed to control the rotating electrical machine MG so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωobj.
Then, the rotational speed control unit 47 reduces, as the output rotational speed ωout, vibrations in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 that appears in the detected value with respect to the detected value of the output rotational speed ωout. It is characterized in that a different rotation speed 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 speed ωm of the engine E and the rotating electrical machine MG transmitted to the intermediate shaft M and converts the torque to be transmitted 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. 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 a second engagement device CL2 as an output side engagement device. 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 control device 30 determines the rotational speed ωm (angular speed) of the rotating electrical machine MG based on the input signal of the input rotational speed sensor Se1. ) And the 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 control device 30 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 rotation speed of the output shaft O is proportional to the vehicle speed, the control device 30 calculates the vehicle speed based on the input signal of the output rotation 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. In the present embodiment, the rotational speed of the output shaft O is the “output rotational speed” in the present invention, and the output rotational speed sensor Se2 is the “rotational speed detection device” in the present invention.

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, 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, and controls the rotating electrical machine MG to output the torque of the output torque command value. Perform torque control.

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 rotation speed control unit 47 that performs output reference rotation speed control.
Hereinafter, the start control unit 46 and the rotation speed control unit 47 will be described in detail.

3-4-1. Start control unit 46
In the present embodiment, since the processing of the rotational speed control unit 47 described later is executed during engine start control, first, the engine start control by the start control unit 46 that is the premise of the processing of the rotational speed control 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 control unit 46 executes the engagement state transition control for controlling the engagement states of the first engagement device CL1 and the second engagement device CL2, thereby generating the torque of the rotating electrical machine MG as the engine E. To increase the rotation of the engine E and start the engine E. That is, in the engine start control in the present embodiment, the first engagement device CL1 is shifted from the direct engagement state to the slipping engagement state, and then the second engagement device CL2 is shifted from the release state to the engagement state. It includes engagement state transition control for shifting the first engagement device CL1 from the slip engagement state to the direct engagement state.
That is, the start control unit 46 includes an engagement control unit that is a functional unit that performs engagement state transition control, and also includes the engine E, the rotating electrical machine MG, the second engagement device CL2, the first engagement device CL1, and the like. Is a functional unit that 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
Further, in the present embodiment, the start control unit 46 enters the slip engagement state in which the second engagement device CL2 transmits torque while having a rotational speed difference between the engagement members during the engine start control. To execute the output side slip control to be 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.
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 The output reference rotational speed control is started, and the rotational speed of the engaging member on the rotating electrical machine MG side in the second engagement device CL2 is higher than the rotational speed of the engaging member on the wheel W side. Control to be.

In the present embodiment, the start control unit 46 determines that the second engagement device CL2 is in the sliding engagement state when the difference in rotational speed between the engagement members of the second engagement device CL2 is equal to or greater than a predetermined value. judge. Then, the rotational speed control unit 47 controls the rotating electrical machine MG so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωobj when it is determined that the second engagement device CL2 is in the sliding engagement state. Start the output reference rotation speed control.
That is, the rotational speed control unit 47 determines that the second engagement device CL2 is in the slip engagement state (time t02 to time t05) in the power transmission path 2 than the second engagement device CL2. An output reference for determining the target rotational speed ωobj based on the output rotational speed ωout, which is the rotational speed of the rotating member on the wheel W side, and controlling the rotating electrical machine MG so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωobj. Rotational speed control is executed. In the present embodiment, the output rotation speed ωout is the rotation speed of the output shaft O detected based on the input signal of the output rotation speed sensor Se2. The target rotational speed ωobj is set to a rotational speed that is higher than the reference rotational speed ωb calculated based on the output rotational speed ωout by a target rotational speed difference Δω. Note that the output rotational speed ωout (reference rotational speed ωb) is a rotational speed obtained by reducing the vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 that appears in the detected value with respect to the detected value of the rotational speed. Is used.

  In the present embodiment, the reference rotational speed ωb 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 rotating electrical machine MG side, and the rotational speed of the output shaft O (output rotational speed). ωout) is multiplied by the speed ratio R of the speed change mechanism TM. Note that the rotational speed difference between the reference rotational speed ωb and the rotational speed ωm of the rotating electrical machine MG 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 rises to the rotational speed ωm 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. Become. 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. In order to maintain the rotational speed ωm of the rotating electrical machine MG at the target rotational speed ωobj 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 (from time t04 to time t05). ).

The rotation speed control unit 47 gradually decreases the target rotation speed ωobj of the rotating electrical machine and determines the rotation speed ωm of the rotating electrical machine MG as the reference rotation speed ωb after it is determined that the first engagement device CL1 is in the direct engagement state. To lower.
The start control unit 46 determines that the second engagement device CL2 is in the direct engagement state when the rotational speed difference between the engagement members of the second engagement device CL2 is reduced 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. Rotational speed control unit 47
Next, the rotation speed control unit 47 will be described in detail.
As described above, when the second engagement device CL2 is in the slip engagement state, the rotation speed control unit 47 rotates the rotation speed of the rotation member on the wheel W side of the second engagement device CL2 in the power transmission path 2. Is a function unit that determines the target rotational speed ωobj based on the output rotational speed ωout, and performs output reference rotational speed control for controlling the rotating electrical machine MG so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωobj. is there.
The rotation speed control unit 47 rotates the output rotation speed ωout by reducing the vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 that appears in the detection value with respect to the detection value of the output rotation speed ωout. Use speed.
In the present embodiment, the rotational speed control unit 47 is configured to perform output reference rotational speed control during execution of the engagement state transition control, as in the engine start control described above.

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, during the engagement state transition control in which the output reference rotational speed control is performed, the second engagement device CL2 is in the slip engagement state, and the first engagement device CL1 is in the slip engagement state or the direct connection engagement. 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.
An elastic system (hereinafter referred to as an output elastic system) on the wheel W side of the second engagement device CL2 has a vehicle inertia moment acting on the axle AX via the wheel W and a transmission mechanism inertia moment, The inertial moment of the vehicle and the inertial moment of the speed change mechanism can be modeled as an elastic system of two-inertia torsional vibration in which an elastic axle AX and an output shaft O are connected.
On the other hand, an elastic system (hereinafter referred to as an input elastic system) closer to the rotating electrical machine MG than the second engaging device CL2 has an inertia moment of the engine and an inertia moment of the rotating electrical machine, and the first engaging device CL1 In the case of the direct engagement state, it can be modeled as an elastic system of two-inertia torsional vibration in which the inertia moment of the engine and the inertia moment of the rotating electrical machine are connected by an elastic damper DP 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. Further, the drive device case CS accommodates the rotation speed sensors Se1 and Se2 and fixes the rotation speed sensors Se1 and Se2 on the non-rotating member side.
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 can be modeled as an elastic system (hereinafter referred to as a case elastic system) that generates torsional vibration with respect to the vehicle body BD around the same axis as the rotation member of the vehicle drive device 1 such as the intermediate shaft M. .
The output elastic system is the “wheel-side elastic system” in the present invention, and the case elastic system is the “case-side elastic system” in the present application.

Each elastic system has a resonance frequency that is determined according to the magnitude of the moment of inertia of each member and the magnitude of the spring constant. Therefore, the resonance frequencies of the respective elastic systems are usually different from each other.
For example, the case elastic system has a resonance frequency Fc that can be expressed by the following equation (1).
Fc = 1 / (2π) × √ (Kb / Jc) (1)
Here, Kb is the torsion spring constant of the mounting member 52, and Jc is the moment of inertia of the drive device case CS.

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 torsional vibration, the torsional vibration is superimposed on the detection values of the respective rotation speed sensors Se1 and Se2. To do. Therefore, vibration at the resonance frequency Fc of the case elastic system is likely to occur in the output rotation speed ωout detected based on the input signal of the output rotation speed sensor Se2. Further, vibration of the resonance frequency Fc of the case elastic system is likely to occur also in the rotational speed ωm of the rotating electrical machine MG detected based on the input signal of the input rotational speed sensor Se1.
Further, as described above, the output elastic speed ωout is likely to vibrate at the resonance frequency Fo of the output elastic system.

Therefore, the torsional vibration of the resonance frequency Fc of the case elastic system and the resonance frequency Fo of the output elastic system is easily superimposed on the detected value of the output rotation speed ωout. For this reason, these torsional vibrations are also easily superimposed on the target rotational speed ωobj determined based on the output rotational speed ωout, resulting in disturbance to the rotational speed control system.
In addition, the torsional vibration of the resonance frequency Fc of the case elastic system is easily superimposed on the detected value of the rotational speed ωm of the rotating electrical machine MG. The torsional vibration of the case elastic system is not a vibration generated at the actual rotational speed ωm of the rotating electrical machine MG but a detection error caused by the vibration of the sensor fixing member, and becomes a disturbance to the rotational speed control system.
Therefore, the resonance vibration of the case elastic system and the resonance vibration of the output elastic system become disturbances to the rotational speed control system, which deteriorates the stability of the rotational speed control system and unnecessarily increases the operation amount of the rotational speed control system. There is a risk that.

3-4-2-2. Resonant vibration during engine start control Torque shock is transmitted to non-rotating members such as the engine E and the rotating electrical machine MG supported by the drive case CS by the engine start control, and the torsional vibration of the resonance frequency Fc of the case elastic system is generated. It becomes easy to be excited.
FIG. 6 shows an example of a time chart during engine start control when the first engagement device CL1 is in the slip engagement state. The example shown in FIG. 6 is a time chart during engine start control, and corresponds to the period from time t02 to time t05 in FIG.
As shown in FIG. 6, the vibration of the resonance frequency Fc (cycle 1 / Fc) of the case elastic system is superimposed on the output rotation speed ωout detected by the output rotation speed sensor Se2. Also, the rotational speed ωm of the rotating electrical machine MG detected by the input rotational speed sensor Se1 is difficult to discriminate in the example shown in FIG. 6, but the resonance frequency Fc of the same case elastic system and the vibration of the same amplitude are superimposed. .

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 Fo of the output elastic system is excited. Thereby, the vibration of the resonance frequency Fo (period 1 / Fo) is superimposed on the output rotation speed ωout detected by the output rotation speed sensor Se2.
Therefore, the vibration of one or both of the resonance frequency Fo of the output elastic system and the resonance frequency Fc of the case elastic system is likely to be superimposed on the output rotation speed ωout detected by the output rotation speed sensor Se2.

Although not shown in the example of FIG. 6, a torque shock is transmitted to the input elastic system due to the direct engagement of the first engagement device CL1 and the start of the engine E, and the resonance frequency axis of the input elastic system. Torsional vibration is excited. Thereby, the vibration of the resonance frequency is superimposed on the rotational speed ωm of the rotating electrical machine MG detected by the input rotational speed sensor Se1.
Therefore, vibrations of one or both of the resonance frequency Fc of the case elastic system and the resonance frequency of the input elastic system are likely to be superimposed on the rotation speed ωm of the rotating electrical machine MG detected by the input rotation speed sensor Se1.

3-4-2-3. Vibration of Target Rotational Speed ωobj The rotational speed control unit 47 determines the target rotational speed ωobj based on the output rotational speed ωout. In the present embodiment, the rotational speed control unit 47 is configured to determine a target rotational speed ωobj based on a reference rotational speed ωb obtained by multiplying the output rotational speed ωout by the speed ratio R of the speed change mechanism TM.
As shown in the example of FIG. 6, when the speed ratio R of the speed change mechanism TM is greater than 1 (for example, R = 3), the reference rotational speed ωb is greater 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 and the output elastic system superimposed on the output rotation speed ωout is amplified to become the vibration amplitude of the reference rotation speed ωb. Accordingly, the amplitude of the resonance vibration of the case elastic system and the output elastic system superimposed on the reference rotational speed ωb is larger than the amplitude of the resonance vibration of the case elastic system and the output elastic system superimposed on the output rotational speed ωout. ing.

As described above, in the example shown in FIG. 6, resonance vibrations of the case elastic system and the output elastic system having a relatively large amplitude are superimposed on the reference rotational speed ωb.
Unlike the rotational speed control unit 47 according to the present embodiment, a comparative example configured to determine the target rotational speed ωobj based on the rotational speed that does not reduce the vibration at the resonance frequency with respect to the output rotational speed ωout. In this case, as shown in the example of FIG. 6, the target rotational speed ωobj is vibrated by the vibration superimposed on the output rotational speed ωout. For this reason, vibration is generated in the rotational speed ωm of the rotating electrical machine MG, and vibration is generated in the output torque of the rotating electrical machine MG.

3-4-2-4. Rotational speed control unit 47 for vibration
In order to suppress the vibration of the target rotational speed ωobj due to the resonance vibration of the case elastic system and the output elastic system, the rotational speed control unit 47 according to the present embodiment, as described above, based on the output rotational speed ωout, the target rotational speed ωobj. Is determined as an output rotational speed ωout, which is a rotational speed obtained by reducing vibration in a predetermined frequency band including the resonance frequency of the vehicle drive device 1 that appears in the detected value with respect to the detected value of the output rotational speed ωout. It is configured to be used.
In the present embodiment, the resonance frequency of the vehicle drive device 1 that appears in the detected value of the output rotation speed ωout is the resonance frequency Fc of the case elastic system to which the output rotation speed sensor Se2 that detects the output rotation speed ωout is fixed, and One or both of the resonance frequencies Fo of the output elastic system on the side of the wheel W relative to the two-engagement device CL2.
In the present embodiment, the rotation speed control unit 47 is configured to calculate a rotation speed in which vibration in a predetermined frequency band is reduced using a band stop filter.
The band stop filter is also referred to as a notch filter or a band cut filter.

FIG. 3 shows a configuration of the rotation speed control unit 47 according to the present embodiment.
The rotation speed control unit 47 includes a target rotation speed setting unit 60 and a rotation feedback control unit 61.
As described above, the target rotational speed setting unit 60 is configured to set a value obtained by multiplying the output rotational speed ωout by the speed ratio R as the reference rotational speed ωb.
The target rotation speed setting unit 60 includes a band stop filter 62 that performs band stop filter processing for reducing vibration in a predetermined frequency band with respect to the reference rotation speed ωb, and calculates a post-filter reference rotation speed ωb_flt.

The filter frequency band of the band stop filter 62 is set to a predetermined frequency band including one or both of the resonance frequency Fc of the case elastic system and the resonance frequency Fo of the output elastic system.
The filter frequency band of the band stop filter 62 may be set to a plurality of different frequency bands corresponding to a plurality of different resonance frequencies of each elastic system, or may be set to one resonance frequency having a maximum amplitude. A corresponding frequency band may be set. When the frequency band of the band stop filter 62 is set to a plurality of different frequency bands, the band stop filter 62 may be configured to include a plurality of band stop filters that reduce vibration in each frequency band.

In the present embodiment, the target rotational speed setting unit 60 is configured to set a value obtained by adding the target rotational speed difference Δω to the post-filter reference rotational speed ωb_flt as the target rotational speed ωobj. Note that the target rotational speed difference Δω may be a constant value or a variable value. In the case of a variable value, for example, a different value may be set according to the reference rotation speed ωb, or a different value according to the gear ratio R.
The rotation feedback control unit 61 is configured to change the rotating electrical machine required torque so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωobj. Various known controllers such as a proportional-integral controller are used for the rotation feedback controller 61.
Hereinafter, when the filter frequency band of the band stop filter 62 includes only the resonance frequency Fc of the case elastic system, each control behavior in the case of including both the resonance frequency Fc of the case elastic system and the resonance frequency Fo of the output elastic system will be described. explain. Further, the rotational speed control unit 47 is further configured to perform band stop filter processing for reducing vibrations in a predetermined frequency band including the resonance frequency Fc of the case elastic system with respect to the rotational speed ωm of the rotating electrical machine MG. The control behavior when this is done will be described.

3-4-2-5. First, the control behavior when the filter frequency band of the band stop filter 62 includes only the resonance frequency Fc of the case elastic system will be described using the example shown in FIG.
That is, the band stop filter 62 calculates a rotational speed in which a vibration in a predetermined frequency band that includes the resonance frequency Fc of the case elastic system and does not include the resonance frequency Fo of the output elastic system is reduced with respect to the reference rotational speed ωb. Is configured to do.
FIG. 7 shows the same behavior during engine start control as in FIG.

As shown in FIG. 7, the post-filter reference rotation speed ωb_flt is reduced in the vibration of the resonance frequency Fc of the case elastic system among the resonance vibrations of the case elastic system and the output elastic system superimposed on the reference rotation speed ωb. It becomes the rotation speed.
Therefore, the resonance vibration of the case elastic system having the largest amplitude among the resonance vibrations superimposed on the reference rotation speed ωb can be reduced. For this reason, compared with the case of the comparative example shown in FIG. 6, the amplitude of the target rotational speed ωobj is greatly reduced. Therefore, the vibration at the rotational speed ωm of the rotating electrical machine MG is greatly reduced, and the vibration of the output torque of the rotating electrical machine MG is significantly reduced.

On the other hand, as shown in FIG. 7, the resonance vibration of the case elastic system is also superimposed on the rotational speed ωm of the rotating electrical machine MG. Vibration is also generated in the output torque of the rotating electrical machine MG due to the vibration of the case elastic system superimposed on the rotational speed ωm of the rotating electrical machine MG.
However, the amplitude of the resonance vibration of the case elastic system superimposed on the reference rotational speed ωb is multiplied by the gear ratio R by the amplitude of the resonance vibration of the case elastic system superimposed on the rotational speed ωm of the rotating electrical machine MG. It is larger by the amplified amount. Therefore, the resonance vibration of the case elastic system is effectively reduced by reducing the resonance vibration of the case elastic system with respect to the reference rotation speed ωb rather than with respect to the rotation speed ωm of the rotating electrical machine MG. Can do. Therefore, the vibration reduction width of the output torque of the rotating electrical machine MG can be increased.

3-4-2-6. Next, by using the example shown in FIG. 8, the filter frequency band of the band stop filter 62 includes the resonance frequency Fc of the case elastic system and the resonance frequency Fo of the output elastic system. The control behavior in the case of including
That is, the band stop filter 62 calculates a rotational speed in which vibrations in a predetermined frequency band including the resonance frequency Fc of the case elastic system and the resonance frequency Fo of the output elastic system are reduced with respect to the reference rotational speed ωb. It is configured.
FIG. 8 shows the same behavior during engine start control as in FIG.

As shown in FIG. 8, the post-filter reference rotation speed ωb_flt is a rotation speed at which both the resonance vibration of the case elastic system and the resonance vibration of the output elastic system superimposed on the reference rotation speed ωb are reduced.
Further, the resonance vibration of the case elastic system having the largest amplitude and the resonance vibration of the output elastic system having the second largest amplitude among the resonance vibrations superimposed on the reference rotational speed ωb can be reduced. For this reason, compared with the case shown in FIG. 7, the amplitude of the target rotational speed ωobj is further reduced. Therefore, the vibration at the rotational speed ωm of the rotating electrical machine MG is further reduced, and the vibration of the output torque of the rotating electrical machine MG is further reduced.

3-4-2-7. Next, by using the example shown in FIG. 9, vibration in a predetermined frequency band including the resonance frequency Fc of the case elastic system is also applied to the rotational speed ωm of the rotating electrical machine MG. A control behavior when configured to perform the band-stop filter processing to be reduced will be described.
That is, the rotational speed control unit 47 has a predetermined frequency including the resonance frequency of the vehicle drive device that appears in the detected value as the rotational speed ωm of the rotating electrical machine MG with respect to the detected value of the rotational speed ωm of the rotating electrical machine MG. The rotation speed with reduced band vibration is used.
FIG. 9 shows the same behavior during engine start control as in FIG.

As shown in FIG. 9, the post-filter rotating electrical machine rotational speed ωm_flt, which is the rotational speed ωm of the rotating electrical machine MG after the band stop filter, is superimposed on the detected value of the rotational speed ωm of the rotating electrical machine MG. The rotation speed is reduced at the frequency Fc.
The rotation feedback control unit 61 changes the required rotating electric machine torque so that the post-filter rotating electric machine rotation speed ωm_flt approaches the target rotation speed ωobj. Therefore, compared to the case shown in FIG. Has been reduced.

  The band stop filter for the rotational speed ωm of the rotating electrical machine MG may be configured to reduce vibration in a predetermined frequency band including the resonance frequency of the input elastic system in addition to the resonance frequency Fc of the case elastic system. .

[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 embodiment, the vehicle drive device 1 is configured as a drive device for a hybrid vehicle including the input member (engine output shaft Eo) that is drivingly connected to the engine E and the first engagement device CL1. The case has been described as an example. However, the embodiment of the present invention is not limited to this. That is, it is also preferable that the vehicle drive device 1 is configured as a drive device for an electric vehicle that does not include the input member (engine output shaft Eo) that is drivingly connected to the engine E and the first engagement device CL1.

(2) 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 is subject to the direct engagement determination by the rotation speed control unit 47. The case where the second engagement device CL2 is set as an example has been described. However, the embodiment of the present invention is not limited to this. That is, as shown in FIG. 10, 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 slips during engine start control. The second engagement device CL2 may be controlled to be engaged. Alternatively, the vehicle drive device 1 shown in FIG. 10 may be configured not to include the speed change mechanism TM.

  Alternatively, as shown in FIG. 11, 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 directly connects the input / output members of the torque converter TC. The lock-up clutch to be brought into the state may be the second engagement device CL2. In this case, the second engagement device CL2 is controlled to the slip engagement state or the release state during the engine start control.

(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 the second engagement device CL2 that is controlled to the slip engagement state during the engine start control, or an engagement provided separately from the speed change mechanism TM. The device 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. For example, the rotation speed control unit 47 may be provided in the rotating electrical machine control unit 32.

(5) In the above embodiment, the case where the output rotation speed ωout is the rotation speed of 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 output rotation speed ωout may be any rotation speed of the rotation member that is closer to the wheel W than the second engagement device CL2, for example, rotation of the rotation member in the speed change mechanism TM. It may be the speed or the rotational speed of the wheel W.

(6) In the above embodiment, the case where the target rotational speed ωobj is determined to be a value obtained by adding the target rotational speed difference Δω to the reference rotational speed ωb has been described as an example. However, the embodiment of the present invention is not limited to this. For example, during vehicle deceleration, the target rotational speed ωobj is determined to be a value obtained by subtracting the target rotational speed difference Δω from the reference rotational speed ωb, and the target rotational speed ωobj is determined to be a value smaller than the reference rotational speed ωb. May be configured.

(7) In the above-described embodiment, the output reference rotational speed control is performed by shifting the first engagement device CL1 from the direct engagement state to the slipping engagement state and then moving the second engagement device CL2 from the release state to the engagement state. As an example, the case where the first engagement device CL1 is shifted to the direct engagement state after the first engagement device CL1 is shifted to the direct engagement state has been described. However, the embodiment of the present invention is not limited to this.
For example, when engine start control is performed, combustion (ignition) of the engine E is performed after the first engagement device CL1 is directly connected and engaged, as in the example of FIG. 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 engaged state and then the second engagement device CL2 is shifted to the direct engagement state, the output reference rotation speed control may be performed. Further, the output reference rotation speed control is performed, for example, when the engagement of the first engagement device CL1 is executed without starting (starting of combustion) of the engine E in the above-described engagement state transition control. It may be configured to be performed at times other than the engine start control described above, such as when the engaging device of the speed change mechanism TM is connected / disconnected in the speed change control.

(8) Further, the vehicle control unit 34 performs slip acceleration control for executing the slip acceleration control for increasing the rotational speed of the wheel W while both the second engagement device CL2 and the first engagement device CL1 are in the slip engagement state. The rotation speed control unit 47 may be configured to execute the output reference rotation speed control during the execution of the slip acceleration control.

FIG. 12 shows an example of a time chart during slip acceleration control.
In this example, the slip acceleration control unit is controlled such that the second engagement device CL2 is in the released state, the first engagement device CL1 is controlled in the direct engagement state, the vehicle stops, the engine E and the rotation When there is a request for acceleration of the vehicle while the electric machine MG is rotationally driven, a series of slip acceleration control is started (time t11).
The slip acceleration control unit executes torque capacity control for setting the command pressure of the second engagement device CL2 according to the vehicle required torque, and shifts the second engagement device CL2 from the released state to the slip engagement state. Torque having a magnitude corresponding to the vehicle required torque is transmitted to the wheel W side to increase the rotational speed of the output shaft O (wheel W) (from time t11 to time t15).
The slip acceleration control unit performs a sweep down that gradually decreases the command pressure of the second engagement device CL2 from the full engagement pressure in order to shift the first engagement device CL1 from the direct engagement state to the slip engagement state. To do. The slip acceleration control unit determines that the first engagement device CL1 is in the slip engagement state when a rotational speed difference occurs between the engagement members of the first engagement device CL1, and the first engagement device CL1. And the rotational speed control for changing the command pressure of the first engagement device CL1 is started so that the rotational speed of the engine E approaches the target rotational speed (time t12).

When it is determined that the first engagement device CL1 is in the slip engagement state, the slip acceleration control unit causes the rotation speed control unit 47 to start the rotation speed control (time t12). The rotation speed control unit 47 sets a target rotation speed ωobj based on the rotation speed of the engine E (from time t12 to time t13). In the example shown in FIG. 12, the target rotational speed ωobj is set to a value lower than the rotational speed of the engine E by a predetermined value.
The rotational speed control unit 47 outputs an output when the rotational speed of the output shaft O increases and the rotational speed difference between the reference rotational speed ωb and the rotational speed ωm of the rotating electrical machine MG is equal to or less than the target rotational speed difference Δω. The reference rotation speed control is started (time t13). That is, the rotation speed control unit 47 determines the target rotation speed ωobj based on the output rotation speed ωout. The target rotational speed ωobj is set higher by a target rotational speed difference Δω than the filter value of the reference rotational speed ωb. Therefore, the rotational speed ωm of the rotating electrical machine MG increases as the reference rotational speed ωb increases.

The slip acceleration control unit moves the first engagement device CL1 from the slip engagement state to the direct engagement state when the rotation speed difference between the rotation speed of the engine E and the rotation speed ωm of the rotating electrical machine MG becomes a predetermined value or less. In order to shift to the above, a sweep-up that gradually increases the engagement pressure of the first engagement device CL1 is started (time t14). The slip acceleration control unit increases the command pressure of the first engagement device CL1 stepwise to the complete engagement pressure when the first engagement device CL1 is in the direct engagement state, and the second engagement device Sweep up is started to gradually increase the command pressure of CL2. Further, the output reference rotational speed control of the rotating electrical machine MG is finished, and the sweep control for gradually changing the output torque command value of the rotating electrical machine MG to the torque command value for torque control is started (time t15).
When the second engagement device CL2 enters the direct engagement state, the command pressure of the second engagement device CL2 is increased stepwise up to the complete engagement pressure, and the sweep control of the rotating electrical machine MG is terminated, and the torque Control is started and a series of slip acceleration control is terminated (time t16).

  INDUSTRIAL APPLICABILITY The present invention can be suitably used for a control device that controls a vehicle drive device in which an output-side engagement device is provided in a power transmission path that connects a rotating electrical machine and wheels.

Δω: target rotation speed difference ωb: reference rotation speed ωb_flt: post-filter reference rotation speed ωm: rotation electric machine rotation speed ωm_flt: post-filter rotation electric machine rotation speed ωobj: target 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: No. One engagement device control unit 45: second engagement device control unit 46: start control unit 47: rotation speed control unit 52: mounting member 60: target rotation speed setting unit 61: rotation feedback control unit 62: band stop filter AX: Axle BD: Vehicle body CL1: First engagement device (input-side engagement device)
CL2: second engagement device (output-side engagement device)
CS: Drive device case DP: Damper E: Engine (internal combustion engine)
Eo: Engine output shaft (input member)
Fc: Resonance frequency Fo of the case elastic system Fo: Resonance frequency I of the output elastic system I: Input shaft M: Intermediate shaft O: Output shaft MG: Rotary electric machine PC: Hydraulic control device R: Gear ratio Se1: Input rotational speed sensor Se2: Output Rotational speed sensor (rotational speed detection device)
Se3: Engine rotation speed sensor TM: Transmission mechanism W: Wheel

Claims (5)

A control device that controls a vehicle drive device in which an output-side engagement device is provided in a power transmission path that connects a rotating electrical machine and wheels,
When the output-side engagement device is in a sliding engagement state, a target rotation speed is set based on an output rotation speed that is a rotation speed of the wheel-side rotation member relative to the output-side engagement device in the power transmission path. A rotational speed control unit that determines and executes output reference rotational speed control for controlling the rotating electrical machine so that the rotational speed of the rotating electrical machine approaches the target rotational speed;
The rotational speed control unit is a rotational speed obtained by reducing vibration in a predetermined frequency band including a resonance frequency of the vehicle drive device that appears in the detected value as the output rotational speed with respect to a detected value of the output rotational speed. Control device using. An input member drivingly connected to the internal combustion engine, and an input side engagement device provided in a power transmission path connecting the input member and the rotating electrical machine;
The output side engagement device is shifted from the direct engagement state to the slipping engagement state, the input side engagement device is shifted from the release state to the engagement state, and then the output side engagement device is slipped. An engagement control unit that executes engagement state transition control for shifting from the direct engagement state to the direct engagement state,
The control device according to claim 1, wherein the rotation speed control unit executes the output reference rotation speed control during execution of the engagement state transition control. An input member drivingly connected to the internal combustion engine, an input side engagement device provided in a power transmission path connecting the input member and the rotating electrical machine, both the output side engagement device and the input side engagement device A slip acceleration control unit that executes slip acceleration control for increasing the rotational speed of the wheel while maintaining the slip engagement state,
The control device according to claim 1, wherein the rotation speed control unit executes the output reference rotation speed control during the execution of the slip acceleration control.   The resonance frequency of the vehicle drive device that appears in the detected value of the output rotation speed is the resonance frequency of the elastic system on the case side to which the rotation speed detection device that detects the output rotation speed is fixed, and the output side engagement device The control device according to any one of claims 1 to 3, which is one or both of resonance frequencies of the elastic system on the wheel side.   The control device according to any one of claims 1 to 4, wherein the rotation speed control unit calculates a rotation speed in which vibration in the predetermined frequency band is reduced using a band stop filter.

Images