JP2014065412A - Control device for vehicular drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for raising the temperature of oil more effectively because the acceleration of an oil temperature rise is limited by only an engagement device such as a clutch or brake.SOLUTION: A control device is provided with a temperature rise control unit for executing a temperature rise control by controlling an engagement device into a slipping engagement state thereby to cause an internal combustion engine to output a torque in its rotational direction and a rotational electric machinery to output a torque in the rotational direction or in the reversely rotational direction. The temperature rise control unit causes the rotational electric machinery to output the torque in the rotational direction, if it is determined to perform discharging, and to output the torque in the inversely rotational direction, if it is determined to perform charging.

Description

  The present invention relates to a control device for controlling a vehicle drive device in which an engagement device, a rotating electrical machine, and a speed change mechanism are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels. .

  With respect to the control device as described above, for example, a technique described in Patent Document 1 below is already known. In the technique described in Patent Document 1, a planetary gear mechanism is provided between the internal combustion engine and the transmission mechanism, the internal combustion engine is connected to the carrier of the planetary gear mechanism, and the transmission mechanism and the second rotating electrical machine are connected to the ring gear. The first rotating electrical machine is connected to the sun gear. A brake is provided between the sun gear and the case, and a clutch is provided between the sun gear and the carrier. When the brake or carrier is engaged, the planetary gear mechanism is configured to be in a locked state where differential action is impossible.

  In the technique of Patent Document 1, when the temperature of the hydraulic oil in the transmission mechanism is low, the brake or carrier is controlled to be in a sliding engagement state, and frictional heat is generated from the brake or the clutch to increase the temperature of the hydraulic oil. It is configured to let you.

JP 2008-296611 A

  However, with only an engagement device such as a clutch or a brake, there is a limit to speeding up the oil temperature. Therefore, it is desired to realize a technique for increasing the temperature of oil more effectively.

  The control device according to the present invention, which controls a vehicle drive device in which an engagement device, a rotating electrical machine, and a speed change mechanism are provided in order from the side of the internal combustion engine in a power transmission path connecting the internal combustion engine and wheels. The characteristic configuration of the oil temperature detection unit detects at least the temperature of the oil supplied to the engagement device, the rotating electrical machine, and the speed change mechanism as a detection oil temperature, and the oil based on the detected oil temperature. A temperature rise execution determination unit that determines whether or not to execute temperature increase control for increasing the temperature, a charge state detection unit that detects a charge state of a power storage device used in the rotating electrical machine, and detection by the charge state detection unit A charge / discharge determination unit that determines whether to discharge the power storage device or to charge the power storage device when performing the temperature increase control based on the charged state, and a temperature increase execution determination unit It is determined that the temperature increase control is executed. In such a case, the engagement device is controlled to be in a sliding engagement state, the torque in the rotation direction is output to the internal combustion engine, and the torque in the rotation direction or the rotation reverse direction is output to the rotating electrical machine. A temperature increase control unit that executes temperature control, and when the temperature increase control unit determines that the charge / discharge determination unit discharges when performing the temperature increase control, the rotating electric machine rotates the rotation control unit. When the torque in the direction is output and the charge / discharge determination unit determines to charge, the rotating electrical machine outputs torque in the reverse direction.

  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. In the present application, the “transmission mechanism” is used as a concept including various transmission mechanisms such as a stepped automatic transmission mechanism, a continuously variable automatic transmission mechanism, a manual transmission mechanism, and a fixed speed ratio transmission mechanism.

  According to the above characteristic configuration, the engagement device is controlled to the sliding engagement state, and the output torque of the internal combustion engine transmits the engagement device controlled to the sliding engagement state, so that frictional heat is generated in the engagement device. And the oil can be heated. In addition to the frictional heat of the engagement device, in order to cause the rotating electrical machine to output torque in the rotational direction or the reverse direction of rotation, current is passed through the coil of the rotating electrical machine, and copper loss heat due to electrical resistance is Can be generated. And the oil supplied to the rotary electric machine can be heated by copper loss heat. Therefore, in addition to the frictional heat of the engaging device, the heat of the rotating electrical machine can be positively used to effectively raise the temperature of the oil. Thereby, the deterioration of the fuel consumption due to the low temperature of the oil can be suppressed, or the deterioration of the controllability of the torque transmitted to the wheels can be suppressed.

  It is desirable to consider the state of charge of the power storage device when outputting torque to the rotating electrical machine. According to the above characteristic configuration, whether to discharge or charge is determined based on the state of charge of the power storage device, and based on the determination result, the output torque of the rotating electrical machine is controlled in its rotational direction or reverse direction. Can be made. Specifically, when it is determined to be discharged, the rotating electrical machine is caused to output torque in the rotational direction to cause power running, so that the electric power charged in the power storage device is discharged and the coil of the rotating electrical machine is energized. Heat loss can be generated. On the other hand, if it is determined to be charged, the rotating electrical machine outputs torque in the reverse direction of rotation and regenerates, so that the power storage device is charged with electric power and the coil of the rotating electrical machine is energized to generate copper heat loss. Can do. In other words, depending on the state of charge of the power storage device, by causing the rotating electrical machine to power or regenerate, the power storage device is charged or discharged, and while maintaining the state of charge of the power storage device appropriately, copper loss heat is generated in the rotating electrical machine. Can be made.

  Here, the speed change mechanism is configured to be changeable between a transmission state in which power is transmitted between the rotating electrical machine and the wheel and a non-transmission state in which power is not transmitted between the rotating electrical machine and the wheel. The rotation direction in the state where the rotation of the internal combustion engine is transmitted in each part of the power transmission path is the positive direction, and the opposite direction is the negative direction. The temperature increase control unit is transmitted by the speed change mechanism. And when the charge / discharge determination unit determines that the electric discharge is to be discharged, the rotating electric machine is rotated in the forward direction and the rotating electric machine is output with torque in the rotating direction. When the mechanism is in a transmission state and the charge / discharge determination unit determines to charge, the rotating electrical machine is rotated in the forward direction and the rotating electrical machine is caused to output torque in the reverse rotation direction, and the temperature increase control unit Is When the mechanism is in a non-transmitting state and the charge / discharge determination unit determines to discharge, the rotating electric machine is rotated in the negative direction and the rotating electric machine is output with torque in the rotating direction, and the temperature increase control unit If the transmission mechanism is in a non-transmitting state and the charge / discharge determination unit determines that charging is performed, the rotating electrical machine is rotated in the forward direction and the rotating electrical machine is caused to output torque in the reverse rotation direction. Is preferred.

  According to this configuration, when the speed change mechanism is in the transmission state, the rotating electric machine is rotated in the positive direction that is the rotation direction in a state where the rotation of the internal combustion engine is transmitted. The wheel can be driven appropriately by controlling the direction to the positive direction. When it is determined to discharge, the rotating electrical machine is rotated in the forward direction and the torque in the rotational direction is output, thereby causing the rotating electrical machine to be powered and discharging the power storage device. On the other hand, when it is determined to be charged, by rotating the rotating electrical machine in the forward direction and outputting torque in the reverse rotation direction, the rotating electrical machine can be regenerated and charged to the power storage device. Therefore, when the speed change mechanism is in the transmission state, the rotating electric machine can be appropriately powered or regenerated in accordance with the charging state of the charging device while appropriately driving the wheel by the torque of the driving force source.

  On the other hand, when the speed change mechanism is in a non-transmission state, it is not necessary to rotate the rotating electrical machine in the forward direction because it is not necessary to drive the wheels. For this reason, according to the charge condition of an electrical storage apparatus, it can comprise so that a rotary electric machine may be rotated to a positive direction or a negative direction. However, since the speed change mechanism is in a non-transmission state, the torque transmitted to the rotating electrical machine side through the engagement device in the sliding engagement state within the output torque of the internal combustion engine is canceled by the output torque of the rotating electrical machine and rotated. It is necessary to prevent the rotation speed of the electric machine from blowing up. For this reason, according to said structure, in order to cancel the transmission torque of an engaging apparatus, it is comprised so that a rotary electric machine may output the torque of a negative direction. Specifically, when it is determined to discharge, the rotating electrical machine is rotated in the negative direction to cause the rotating electrical machine to power, and the rotating electrical machine is configured to output torque in the rotational direction, that is, the negative direction. Has been. On the other hand, when it is determined to be charged, in order to regenerate the rotating electrical machine, the rotating electrical machine is rotated in the positive direction, and the rotating electrical machine is configured to output torque in the reverse direction, that is, in the negative direction. Yes. Therefore, when the speed change mechanism is in the non-transmission state, the transmission torque of the engagement device is canceled by the rotating electrical machine, and the rotation speed of each part of the power transmission path is suppressed from being blown up, and the charging device according to the charging state of the charging device. Thus, the rotating electric machine can be appropriately powered or regenerated.

  Here, when the speed change mechanism is in the transmission state, the temperature increase control unit requires a total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device for driving the wheels. If the output torque of the internal combustion engine, the transmission torque of the engagement device, and the output torque of the rotating electrical machine are controlled so as to approach the vehicle request torque that is the torque that is being transmitted, and the transmission mechanism is in a non-transmission state The output torque of the internal combustion engine, the transmission torque of the engagement device, and the output torque of the rotation electrical machine are controlled so that the total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device approaches zero. It is preferable.

According to this configuration, when the speed change mechanism is in the transmission state, the total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device is controlled so as to approach the vehicle required torque. Even during execution, torque according to the vehicle required torque can be transmitted to the wheels, and it is possible to suppress changes in the running performance of the vehicle and to suppress the driver from feeling uncomfortable.
On the other hand, when the speed change mechanism is in a non-transmission state, the total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device is controlled so as to approach zero, so the rotational speed of each part of the power transmission path is , It can be controlled stably while suppressing rapid rise or fall.

  Here, the charge / discharge determination unit determines to discharge from the power storage device when a charge amount as the charge state detected by the charge state detection unit is higher than a discharge determination threshold, and the charge amount However, it is preferable to determine that the power storage device is charged when it is lower than the charge determination threshold value set to the same or different value as the discharge determination threshold value.

  According to this configuration, when the charge amount as the charge state is higher than the discharge determination threshold, it is determined that the battery is discharged, and the charge amount of the power storage device can be gradually decreased by causing the rotating electrical machine to power. it can. On the other hand, when the charge amount is lower than the charge determination threshold value, it is determined that charging is performed, and the charge amount of the power storage device can be gradually increased by causing the rotating electrical machine to regenerate. Therefore, the state of charge of the power storage device can be maintained in an appropriate state by setting these determination threshold values.

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or It is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Further, as such a transmission member, an engagement device that selectively transmits rotation and driving force, for example, a friction engagement device or a meshing engagement device may be included.

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 the structure of the control apparatus which concerns on embodiment of this invention. It is a figure for demonstrating determination of the control mode of temperature rising control which concerns on embodiment of this invention. It is a figure for demonstrating determination of the control mode of temperature rising control which concerns on embodiment of this invention. It is a figure for demonstrating the torque control which concerns on the control mode 1. FIG. It is a figure for demonstrating the energy balance which concerns on the control mode. It is a figure for demonstrating the torque control which concerns on the control mode 2. FIG. It is a figure for demonstrating the energy balance which concerns on the control mode 2. FIG. It is a figure for demonstrating the torque control which concerns on the control mode 3. FIG. It is a figure for demonstrating the energy balance which concerns on the control mode 3. FIG. It is a figure for demonstrating the torque control which concerns on the control mode 4. FIG. It is a figure for demonstrating the energy balance which concerns on the control mode 4. FIG. It is a timing chart for the process of the charging / discharging determination part which concerns on embodiment of this invention. It is a figure explaining the setting of the frictional heat of the engaging apparatus which concerns on other embodiment of this invention.

  An embodiment of a control device 30 (hereinafter simply referred to as a control device 30) of a vehicle drive device 1 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 and a control device 30 according to the present embodiment. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the oil ATF (hydraulic oil) supply path, and the alternate long and short dash line indicates the signal transmission path. As shown in this figure, the vehicle drive device 1 according to the present embodiment schematically includes an engine E and a rotating electrical machine MG as drive force sources, and the drive force of these drive force sources is transmitted to a power transmission mechanism. It is the structure which transmits to the wheel W via this. In the vehicle drive device 1, a first engagement device CL 1, a rotating electrical machine MG, and a speed change mechanism TM are provided in order from the engine E side on a power transmission path 2 that connects the engine E and the wheels W. Here, the first engagement device CL1 is in a state where the engine E and the rotating electrical machine MG are selectively connected or separated according to the engagement state. The first engagement device CL1 corresponds to the “engagement device” in the present invention.

  The transmission mechanism TM is provided with a plurality of engagement devices, and the transmission mechanism TM transmits power between the rotating electrical machine MG and the wheels W by controlling the engagement state of the plurality of engagement devices. The state can be changed between a transmission state in which transmission is performed and a non-transmission state in which power is not transmitted between the rotating electrical machine MG and the wheels W. FIG. 1 and the like schematically show a second engagement device CL2 as an engagement device for changing the transmission state and the non-transmission state of the speed change mechanism TM. That is, when the second engagement device CL2 is controlled to be in an engaged state, the transmission mechanism TM is in a transmission state, and when the second engagement device CL2 is controlled to be in a released state, the transmission mechanism TM is in a non-transmission state. Is shown.

  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 FIG. 2, the control device 30 includes functional units such as an oil temperature detection unit 45, a temperature increase execution determination unit 46, a charge state detection unit 47, a charge / discharge determination unit 48, and a temperature increase control unit 49. Yes.
The oil temperature detection unit 45 detects the temperature of oil supplied to at least the first engagement device CL1, the rotating electrical machine MG, and the speed change mechanism TM as a detected oil temperature. The temperature increase execution determination unit 46 determines whether or not to execute temperature increase control for increasing the oil temperature based on the detected oil temperature. The charging state detection unit 47 detects the charging state of the power storage device BT used in the rotating electrical machine MG. Based on the state of charge detected by the state of charge detection unit 47, the charge / discharge determination unit 48 determines whether to discharge from the power storage device BT or charge the power storage device BT when performing the temperature rise control.
Then, when the temperature increase execution determination unit 46 determines that the temperature increase execution determination unit 46 performs the temperature increase control, the temperature increase control unit 49 controls the first engagement device CL1 to the slip engagement state and causes the engine E to rotate in the rotational direction. And the temperature increase control is executed by causing the rotating electrical machine MG to output torque in the rotational direction or the reverse direction.
In such a configuration, when the temperature increase control unit 49 determines that the charge / discharge determination unit 48 discharges when performing the temperature increase control, the temperature increase control unit 49 outputs the torque in the rotation direction to the rotating electrical machine MG, and performs charge / discharge. If the determination unit 48 determines to charge, the rotating electrical machine MG is characterized in that it outputs torque in the reverse direction of rotation.
Hereinafter, the vehicle drive device 1 and the control device 30 according to the present embodiment will be described in detail.

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

  The engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an engine output shaft Eo such as a crankshaft of the engine E is selectively coupled to the input shaft I that is coupled to the rotating electrical machine MG via the first engagement device CL1. That is, the engine E is selectively connected to the rotating electrical machine MG via the first engagement device CL1 that is a friction engagement element. Further, the engine output shaft Eo is provided with a damper (not shown), and is configured so that fluctuations in output torque and rotational speed due to intermittent combustion of the engine E can be attenuated and transmitted to the wheel W side.

The rotating electrical machine MG includes a stator St fixed to a non-rotating member, and a rotor Ro that is rotatably supported radially inward at a position corresponding to the stator St. The rotor Ro 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 the power storage device BT via an inverter IN that performs DC / AC 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. In other words, the rotating electrical machine MG receives power supplied from the power storage device BT via the inverter IN and powers, or generates power (regeneration) by the rotational driving force transmitted from the engine E and the wheels W, and the generated power is The power is stored in the power storage device BT via the inverter IN.
In the present embodiment, a battery is used as the power storage device BT. Note that another power storage device such as a capacitor may be used as the power storage device BT, or a plurality of types of power storage devices may be used in combination.

  A transmission mechanism TM is drivingly connected to the intermediate shaft M to which the driving force source is drivingly connected. In the present embodiment, the speed change mechanism TM is a stepped automatic speed change mechanism 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 shown as a second engagement device CL2. 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.

  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.

  Note that, even when a command for generating a transmission torque capacity is not issued to the friction engagement element by the control device 30, a transmission torque capacity may be generated by dragging between the engagement members (friction members). For example, even when the friction members are not pressed by the piston, the friction members are in contact with each other and the transmission torque capacity is generated by dragging the friction members, or the torque transmission is generated by the viscous resistance of oil between the friction members There is. Therefore, the “released state” includes a state in which the transmission torque capacity is generated by dragging between the friction members when the control device 30 does not issue a command to generate the transmission torque capacity to the friction engagement device. Shall.

2. Configuration of Hydraulic Control System The hydraulic control system of the vehicle drive device 1 is a hydraulic control for adjusting the hydraulic pressure of oil ATF supplied from a hydraulic pump OP driven by a vehicle driving force source or a dedicated motor to a predetermined pressure. A device PC is provided. 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 amount of oil ATF is adjusted to adjust the oil pressure of oil ATF to one or more predetermined pressures. The oil ATF adjusted to a predetermined pressure is supplied to each part such as the transmission mechanism TM, the first engagement device CL1, and the rotating electrical machine MG as hydraulic oil, refrigerant, or lubricating oil at a required hydraulic pressure. Is done.

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 function units 41 to 49 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 49 are realized.

The vehicle drive device 1 includes sensors Se <b> 1 to Se <b> 4, and electric 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 Ro of the rotating electrical machine MG is integrally connected to the input shaft I and the intermediate shaft M, the rotating electrical machine control unit 32 rotates the rotational speed of the rotating electrical machine MG based on the input signal of the input rotational speed sensor Se1. (Angular velocity) and rotational speeds of the input shaft I and the intermediate shaft M are detected. The output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output shaft O. The power transmission control unit 33 detects the rotational speed (angular speed) of the output shaft O based on the input signal of the output rotational speed sensor Se2. Further, since the rotation speed of the output shaft O is proportional to the rotation speed of the wheel W and the vehicle speed, the power transmission control unit 33 calculates the rotation speed and the vehicle speed of the wheel W based on the input signal of the output rotation speed sensor Se2. To do. 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.

  The charging state detection sensor Se4 is a sensor for detecting the charging state of the power storage device BT. In the present embodiment, the charging state detection sensor Se4 detects the voltage of the power storage device BT, the current sensor for detecting the charging or discharging current of the power storage device BT, and the temperature of the power storage device BT. It is the sensor comprised from the temperature sensor for.

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.

3-2. Power transmission control unit 33
The power transmission control unit 33 includes a transmission mechanism control unit 43 that controls the transmission mechanism TM and a first engagement device control unit 44 that controls the first engagement device CL1.

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. In the present embodiment, the speed change mechanism control unit 43 also functions as a second engagement device control unit that controls the state of engagement of the second engagement device CL2 in the same manner as the first engagement device control unit 44. To do.

  In the present embodiment, when the shift mechanism control unit 43 detects that the shift position is in the neutral range or the parking range, the plurality of engagement devices are released so that no shift stage is formed in the transmission mechanism TM. To make the transmission mechanism TM non-transmitting. On the other hand, when the shift mechanism control unit 43 detects that the shift position is the forward drive range or the reverse drive range, the shift mechanism control unit 43 corresponds to the shift stage to be formed so as to form any shift stage in the transmission mechanism TM. The combined device is controlled to the engaged state, and the transmission mechanism TM is set to the transmission state.

3-2-2. First engagement device controller 44
The first engagement device controller 44 controls the state of engagement of the first engagement device CL1. In the present embodiment, the first engagement device controller 44 controls the hydraulic control device PC so that the transmission torque capacity of the first engagement device CL1 approaches the first target torque capacity commanded from the vehicle control unit 34. Via which the hydraulic pressure supplied to the first engagement device CL1 is controlled. Specifically, the first engagement device control unit 44 commands the target hydraulic pressure (command pressure) set based on the first target torque capacity to the hydraulic control device PC, and the hydraulic control device PC The hydraulic pressure supplied to the first engagement device CL1 is controlled using the hydraulic pressure (command pressure) as a control target.

3-3. Rotating electrical machine control unit 32
The rotating electrical machine control unit 32 includes a rotating electrical machine control unit 42 that controls the operation of the rotating electrical machine MG. In the present embodiment, when the rotating electrical machine required torque is commanded from the vehicle control unit 34, the rotating electrical machine control unit 42 sets the rotating electrical machine required torque commanded from the vehicle control unit 34 to the output torque command value, Control is performed so that the rotating electrical machine MG outputs the torque of the output torque command value. Specifically, the rotating electrical machine control unit 42 controls the output torque of the rotating electrical machine MG by performing on / off control of a plurality of switching elements included in the inverter IN.

3-4. Vehicle control unit 34
The vehicle control unit 34 integrates various torque controls performed on the engine E, the rotating electrical machine MG, the first engagement device CL1, the transmission mechanism TM, the engagement control of each engagement device, and the like as the entire vehicle. A functional unit for performing control is provided.

The vehicle control unit 34 is a torque required for driving the wheels W according to the accelerator opening degree, the vehicle speed, the amount of charge of the power storage device BT, and the like, from the intermediate shaft M side to the output shaft O side. While calculating | requiring the vehicle required torque Trq which is the transmitted target driving force, the operation mode of the engine E and the rotary electric machine MG is determined. Then, the vehicle control unit 34 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, and the first engagement device CL1. This is a functional unit that calculates a first target torque capacity, which is a required transmission torque capacity, and instructs 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 an oil temperature detection unit 45, a temperature increase execution determination unit 46, a charge state detection unit 47, a charge / discharge determination unit 48, a temperature increase control unit 49, and the like, and an oil ATF. The temperature rise control is performed to raise the temperature.
Hereinafter, the temperature rise control will be described in detail.

3-4-1. Oil temperature detector 45
The oil temperature detection unit 45 is a functional unit that detects the temperature of the oil ATF supplied to at least the first engagement device CL1, the rotating electrical machine MG, and the speed change mechanism TM.

<Oil ATF>
In the present embodiment, the oil ATF is so-called automatic transmission oil supplied to the speed change mechanism TM. The oil ATF is also supplied to the first engagement device CL1 and the rotating electrical machine MG in addition to the speed change mechanism TM.
Specifically, the oil ATF is supplied to hydraulic cylinders and the like of a plurality of engagement devices provided in the speed change mechanism TM, and the hydraulic oil for controlling the engagement state, the engagement of the plurality of engagement devices It is used as a refrigerant for cooling frictional heat generated between members. The oil ATF is supplied to a hydraulic cylinder or the like of the first engagement device CL1, and the frictional heat generated between the hydraulic oil for controlling the engagement state and the engagement member of the first engagement device CL1. It is used as a refrigerant for cooling. The oil ATF is used as a refrigerant for cooling the coil of the rotating electrical machine MG. The oil ATF is used as lubricating oil for each part of the vehicle drive device 1. In the present embodiment, the oil ATF is not supplied to the engine E, and the engine oil is supplied to the engine E. That is, the oil ATF is commonly used as a refrigerant, hydraulic oil, or lubricating oil in each part of the vehicle drive device 1 except for the engine E, such as the first engagement device CL1, the rotating electrical machine MG, and the speed change mechanism TM. Oil.

The oil ATF is configured to be stored in a common oil sump configured by an oil pan or the like, and the oil ATF stored in the oil sump is sucked by the hydraulic pump OP to be refrigerant, hydraulic oil. Alternatively, after being supplied to each part of the vehicle drive device 1 as lubricating oil, the oil is again returned to the oil reservoir and circulated.
In the present embodiment, the oil temperature detection unit 45 is configured to detect the temperature of the oil ATF stored in the oil reservoir based on an output signal of a temperature sensor disposed in the oil reservoir.

3-4-2. Temperature rise execution determination unit 46
The temperature increase execution determination unit 46 is a functional unit that determines whether or not to execute temperature increase control for increasing the oil temperature based on the detected oil temperature of the oil ATF detected by the oil temperature detection unit 45.
In the present embodiment, the temperature increase execution determination unit 46 determines that the temperature increase control is to be performed when the detected temperature of the oil ATF is lower than a predetermined determination temperature, and when the detected temperature is equal to or higher than the determination temperature. The temperature increase control is determined not to be executed. The determination temperature is set to a temperature at which the viscosity of the oil ATF becomes moderately low, for example, 80 ° C.

3-4-3. Charge state detection unit 47
The charging state detection unit 47 is a functional unit that detects the charging state of the power storage device BT used in the rotating electrical machine MG.
In the present embodiment, the charge state detection unit 47 is configured to estimate the charge amount as the charge state of the power storage device BT based on the input signal of the charge state detection sensor Se4. Note that, as the state of charge of power storage device BT, an index representing another state of charge, such as the voltage of power storage device BT, may be used.

3-4-4. Charge / discharge determination unit 48
The charge / discharge determination unit 48 determines whether to discharge from the power storage device BT or to charge the power storage device BT when performing the temperature rise control based on the charge state detected by the charge state detection unit 47. Part.
In the present embodiment, the charge / discharge determination unit 48 determines that the power storage device BT is discharged when the amount of charge as the charged state is higher than the charge / discharge determination threshold, and the amount of charge is higher than the charge / discharge determination threshold. When it is low, the power storage device BT is determined to be charged.
Specifically, when the charge amount is higher than the discharge determination threshold value, the charge / discharge determination unit 48 determines that the power storage device BT is discharged, and the charge amount is the same as or different from the discharge determination threshold value. When the charging determination threshold value is lower than the set charging determination threshold value, the power storage device BT is determined to be charged.

Simply, the charge determination threshold value can be set to the same value as the discharge determination threshold value.
However, if the charge determination threshold value and the discharge determination threshold value are set to the same value, there is a possibility that chattering occurs in which the discharge determination and the charge determination change alternately in a short cycle. In the temperature increase control, the control mode of the temperature increase control is switched according to the determination result of discharge or charge, and the control for the engine E, the first engagement device CL1, and the rotating electrical machine MG is changed. For this reason, it is not desirable if chattering occurs in the determination result of discharge or charge.
In addition, during the temperature rise control, it is desirable to make a determination of either charging or discharging to energize the coil of the rotating electrical machine MG to generate heat.

  Therefore, in this embodiment, it is comprised so that a hysteresis characteristic may be provided in a charging / discharging determination threshold value. That is, as shown in FIG. 13, the charge / discharge determination unit 48 determines that the charge is discharged when the charge amount crosses the discharge determination threshold value from the low side to the high side, and the charge amount is the discharge determination threshold. It is configured to determine that charging is performed when the charge determination threshold set to a value lower than the value is straddled from the higher side to the lower side. When the hysteresis characteristic is provided in this way, as shown in FIG. 13, during the temperature increase control, it is determined whether charging or discharging, and the coil of the rotating electrical machine MG can be energized to generate heat.

3-4-5. Temperature rise control unit 49
When the temperature increase execution determination unit 46 determines that the temperature increase execution determination unit 46 performs the temperature increase control, the temperature increase control unit 49 controls the first engagement device CL1 to the slip engagement state and outputs the torque in the rotation direction to the engine E. And a temperature increase control by causing the rotating electrical machine MG to output a torque in the rotation direction or the rotation reverse direction.

<Necessity of temperature rise control>
In a state where the temperature of the oil ATF is low, the viscosity (viscosity) of the oil ATF is high, so that torque loss due to the viscous resistance of the oil ATF supplied to each rotating member increases. In particular, in the speed change mechanism TM, when the viscosity of the oil ATF supplied between the engagement members of the engagement device that is controlled in the released state increases, the oil is transmitted between the engagement members via the oil ATF by the viscous resistance. Torque (drag torque) increases. This drag torque increases the torque loss of the speed change mechanism TM, resulting in a deterioration in fuel consumption or a deterioration in controllability of torque transmitted to the wheels W. In the speed change mechanism TM having a large number of speed steps, the number of engaging devices increases, and thus the influence of drag torque increases.
Further, when the viscosity of the oil ATF is high, the viscosity resistance when the oil ATF is supplied to each part from the hydraulic pump OP increases, the drive loss of the hydraulic pump OP increases, and the operating oil supplied to the engagement device increases. It may cause deterioration of controllability.
For this reason, after the operation of the vehicle drive device 1 is started, the temperature of the oil ATF is raised as early as possible to suppress the deterioration of fuel consumption or the deterioration of controllability of torque transmitted to the wheels W. It is desirable.

However, unlike the conventional vehicle drive device, the vehicle drive device 1 according to the present embodiment does not include a torque converter. Conventionally, when torque is transmitted between the pump impeller of the torque converter and the turbine runner via the hydraulic oil, energy loss occurs, and the hydraulic oil is heated by the lost energy. In order to cool the hydraulic oil in the torque converter, oil ATF is supplied from the oil reservoir into the torque converter, and the heated oil ATF is returned from the torque converter to the oil reservoir. That is, in a conventional vehicle drive device equipped with a torque converter, the torque converter serves as a heating source, and the temperature of the oil ATF rises relatively early.
On the other hand, the vehicle drive device 1 according to the present embodiment is not provided with a torque converter serving as a heating source, and the temperature of the oil ATF is unlikely to rise quickly.

<Temperature rise of oil ATF by temperature rise control>
Therefore, the temperature increase control unit 49 controls the first engagement device CL1 to the slip engagement state, causes the engine E to output torque, and causes the rotating electrical machine MG to output torque, thereby increasing the temperature of the oil ATF. It is comprised so that temperature control may be performed.
When the first engagement device CL1 is controlled to the sliding engagement state and the output torque of the engine E is transmitted to the rotating electrical machine MG side by friction between the engagement members of the first engagement device CL1, the first engagement device Friction heat is generated in CL1. The frictional heat is cooled by the oil ATF supplied to the first engagement device CL1. The oil ATF whose temperature has risen due to the cooling of the frictional heat is returned to the oil sump. That is, the frictional heat of the first engagement device CL1 generated in the sliding engagement state is transmitted to the oil ATF supplied to the first engagement device CL1, and the temperature of the oil ATF increases.

However, there is a limit to the amount of heat that can be generated only by the first engagement device CL1, and there is a limit to accelerating the temperature rise of the oil ATF. Therefore, the temperature increase control unit 49 is configured to cause the rotating electrical machine MG to output torque in the rotation direction or the rotation reverse direction, and generate heat in the rotating electrical machine MG due to copper loss, iron loss, or the like. That is, when a current is passed through the coil of the rotating electrical machine MG in order to cause the rotating electrical machine MG to output torque in the rotational direction or the reverse direction of rotation, an electrical resistance loss (copper loss) occurs due to the electrical resistance, and the coil generates heat. To do. Further, when outputting torque to the rotating electrical machine MG, the iron core generates heat due to electric energy (iron loss) lost when the iron core around which the coil is wound is magnetized by alternating current.
Heat generated by the rotary electric machine MG due to copper loss and iron loss (hereinafter, referred to as electric loss heat as a representative) is cooled by oil ATF supplied to the rotary electric machine MG. The oil ATF whose temperature has risen due to the cooling of the electric loss heat is returned to the oil sump. That is, in the temperature rise control, in addition to controlling the first engagement device CL1 to the sliding engagement state, by causing the rotating electrical machine MG to output torque, in addition to the frictional heat of the first engagement device CL1, Electric loss heat of the rotating electrical machine MG can be added to the oil ATF, and the temperature rise of the oil ATF can be further accelerated.

<Change of powering or regeneration according to the state of charge>
When the temperature increase control unit 49 determines that the charge / discharge determination unit 48 discharges when performing such temperature increase control, the temperature increase control unit 49 causes the rotating electrical machine MG to output torque in the rotation direction, and the charge / discharge determination unit 48. Is determined to charge, the rotating electrical machine MG is configured to output torque in the reverse direction.
When the temperature increase control unit 49 determines that the charge amount of the power storage device BT is high and the charge / discharge determination unit 48 discharges, the rotating electrical machine MG is caused to power to generate electrical loss heat in the rotating electrical machine MG, and the power storage device When the charge amount of BT is low and the charge / discharge determination unit 48 determines to charge, the rotating electrical machine MG is regenerated to generate electric loss heat in the rotating electrical machine MG. In other words, the temperature increase control unit 49 causes the rotating electrical machine MG to power or regenerate according to the state of charge of the power storage device BT, while maintaining the state of charge of the power storage device BT in an appropriate state, while causing electric loss to the rotating electrical machine MG. Heat can be generated.

<Sliding engagement state of the first engagement device CL1>
When the temperature increase control unit 49 controls the first engagement device CL1 to the sliding engagement state, the rotation speed of the engagement member on the engine E side of the first engagement device CL1 is set to the engagement on the rotating electrical machine MG side. It controls so that it may become higher than the rotational speed of a member. Thus, torque having the magnitude of the transmission torque capacity of the first engagement device CL1 is transmitted from the engagement member on the engine E side having a high rotation speed to the engagement member on the rotating electrical machine MG side having a low rotation speed. That is, the transmission torque Tcl of the first engagement device CL1 during the temperature rise control is a torque in the rotational direction (positive direction) having the magnitude of the transmission torque capacity (Tcl ≧ 0).
In the present invention, the rotation direction in the state where the rotation of the engine E is transmitted in each part of the power transmission path 2 is defined as the positive direction, and the opposite direction is defined as the negative direction.

<Determining the control mode according to the power transmission state of the speed change mechanism TM>
As described above, the speed change mechanism TM can be changed between a transmission state in which power is transmitted between the rotary electric machine MG and the wheels W and a non-transmission state in which power is not transmitted between the rotary electric machine MG and the wheels W. It is configured.

In the present embodiment, as shown in FIGS. 3 and 4, the temperature increase control unit 49 determines whether the speed change mechanism TM is in a transmission state or a non-transmission state, and determines whether charging or discharging is performed by the charge / discharge determination unit 48. Depending on the result, the control mode is determined as any one of 1 to 4, and the control content of the temperature raising control is changed.
Specifically, when the speed change mechanism TM is in the transmission state and the charge / discharge determination unit 48 determines that the discharge is to be performed, the temperature increase control unit 49 determines the control mode to 1 and moves the rotating electrical machine MG in the forward direction. And the rotating electrical machine MG outputs torque in the rotational direction (that is, the positive direction).
When the speed change mechanism TM is in the transmission state and the charge / discharge determination unit 48 determines to charge, the temperature increase control unit 49 determines the control mode to 2 and rotates the rotating electrical machine MG in the forward direction and rotates. The electric machine MG is caused to output torque in the reverse rotation direction (that is, negative direction).

When temperature increase control unit 49 determines that transmission mechanism TM is in a non-transmitting state and charge / discharge determination unit 48 discharges, it determines the control mode to 3 and rotates rotating electric machine MG in the negative direction. The temperature increase control unit 49 that causes the rotating electrical machine MG to output torque in the rotation direction (that is, the negative direction) is the control mode when the speed change mechanism TM is in the non-transmitting state and the charge / discharge determination unit 48 determines to charge. Is determined to be 4, and the rotating electrical machine MG is rotated in the positive direction and the rotating electrical machine MG is caused to output torque in the reverse rotation direction (that is, in the negative direction).

<Change of torque control according to power transmission state of transmission mechanism TM>
When temperature change mechanism TM is in the transmission state (control mode 1 or 2), temperature increase control unit 49 outputs torque Tmg of rotating electrical machine MG and transmission torque Tcl of first engagement device CL1, as shown in the following equation. Output torque Te of the engine E and the first engagement device CL1 so that the total torque Tdr (also referred to as drive torque Tdr) of the engine approaches the vehicle request torque Trq that is the torque required for driving the wheels W. The transmission torque Tcl and the output torque Tmg of the rotating electrical machine MG are controlled.
Trq = Tdr = Tcl + Tmg (1)
Further, when the speed change mechanism TM is in a non-transmission state (control mode 3 or 4), the temperature increase control unit 49 determines the output torque Tmg of the rotating electrical machine MG and the first engagement device CL1 as shown in the following equation. The output torque Te of the engine E, the transmission torque Tcl of the first engagement device CL1, and the output torque Tmg of the rotating electrical machine MG are controlled so that the total torque Tdr with the transmission torque Tcl approaches zero. .
0 = Tdr = Tcl + Tmg (2)

<Friction heat and rotational speed difference of first engagement device CL1>
In the present embodiment, from the viewpoint of heat resistance of the first engagement device CL1, the temperature increase control unit 49 has a frictional heat Eclq of the first engagement device CL1 equal to or lower than a limit value (hereinafter referred to as a frictional heat limit value Eclqmx). Thus, the transmission torque Tcl of the first engagement device CL1 and the rotational speed difference Δω between the engagement members of the first engagement device CL1 are controlled.
As shown in the following equation, the frictional heat Eclq of the first engagement device CL1 is a value obtained by multiplying the transmission torque Tcl and the rotational speed difference Δω, and is controlled to be equal to or less than the frictional heat limit value Eclqmx.
Eclq = Tcl × Δω (3)
Eclq ≦ Eclqmx

In this embodiment, since the maximum frictional heat is generated in the first engagement device CL1 and the temperature is raised, the frictional heat Eclq of the first engagement device CL1 becomes the frictional heat limit value Eclqmx as shown in the following equation. Thus, the transmission torque Tcl and the rotational speed difference Δω of the first engagement device CL1 are controlled.
Eclqmx = Eclq = Tcl × Δω (4)
Δω ≦ Δωmx
However, in order to prevent the rotational speed difference Δω from becoming too large, the rotational speed difference Δω is controlled to be equal to or less than the speed difference limit value Δωmx. For this reason, when the vehicle request torque Trq is small and the transmission torque Tcl of the first engagement device CL1 is small, the frictional heat Eclq of the first engagement device CL1 is smaller than the frictional heat limit value Eclqmx.

The rotational speed difference Δω of the first engagement device CL1 is a value obtained by subtracting the rotational speed ωm of the rotating electrical machine MG from the rotational speed ωe of the engine E as shown in the following equation. Further, the rotational speed ωe of the engine E is controlled to be larger than the rotational speed ωm of the rotating electrical machine MG (ωe> ωm).
Δω = ωe−ωm (5)
Hereinafter, each control mode will be described in detail.

3-4-5-1. Control mode 1
As described above, when the temperature change control unit 49 determines that the transmission mechanism TM is in the transmission state and the charge / discharge determination unit 48 discharges, the temperature increase control unit 49 determines the control mode to 1 and moves the rotating electrical machine MG in the forward direction. And the rotating electrical machine MG outputs torque in the rotational direction (that is, the positive direction).
Further, in the present embodiment, the temperature increase control unit 49 is configured so that the total torque Tdr of the output torque Tmg of the rotating electrical machine MG and the transmission torque Tcl of the first engagement device CL1 approaches the vehicle required torque Trq. Output torque Te, the transmission torque Tcl of the first engagement device CL1, and the output torque Tmg of the rotating electrical machine MG are controlled.
Further, the temperature increase control unit 49 controls the transmission torque Tcl of the first engagement device CL1 and the rotation of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 is equal to or less than the frictional heat limit value Eclqmx. It is configured to control the speed difference Δω.

<Configuration example of temperature rise control in control mode 1>
The temperature increase control in the control mode 1 as described above can be configured as in the example described below.
First, torque control will be described with reference to FIG.
The temperature increase control unit 49 outputs the vehicle request torque Trq by sharing it with the transmission torque Tcl of the first engagement device CL1 and the output torque Tmg of the rotating electrical machine MG.
In this example, the temperature increase control unit 49 is configured to determine the rotating electrical machine required torque Tmgrq and the first target torque capacity Tclrq based on the vehicle required torque Trq, as shown in the following equation. Here, the distribution coefficient K1 is set to a value larger than 0 and smaller than 1. Further, the distribution coefficient K1 is configured to be changed according to the vehicle request torque Trq so that a target rotational speed difference Δωo set based on a first target torque capacity Tclrq, which will be described later, becomes an appropriate value. ing.
Trq = Tmgrq + Tclrq
Tmgrq = Trq × K1
Tclrq = Trq × (1-K1) (6)
0 <K1 <1

In this example, the temperature increase control unit 49 sets the target frictional heat Eclqo and the first target torque capacity Tclrq to the target frictional heat Eclqo and the first target torque capacity Tclrq as shown in the following equation so that the frictional heat Eclq of the first engagement device CL1 becomes the target frictional heat Eclqo. Based on this, the target value of the rotational speed difference Δω (target rotational speed difference Δωo) of the first engagement device CL1 is determined. The target frictional heat Eclqo is set to be equal to or less than the frictional heat limit value Eclqmx. In this example, the target frictional heat Eclqo is configured to be set to the frictional heat limit value Eclqmx. Further, the temperature increase control unit 49 limits the target rotational speed difference Δωo to the upper limit with the speed difference limit value Δωmx so that the rotational speed difference Δω does not become too large.
Δωo = Eclqo / Tclrq
Eclqo = Eclqmx (7)
Δωo ≦ Δωmx
Then, the temperature increase control unit 49 sets a value obtained by adding the target rotational speed difference Δωo to the rotational speed ωm of the rotating electrical machine MG as the target rotational speed ωeo of the engine E as shown in the following equation.
ωeo = ωm + Δωo (8)
The temperature increase control unit 49 is configured to perform rotational speed control that changes the engine required torque Terq so that the rotational speed ωe of the engine E approaches the target rotational speed ωeo. At least in the steady state, the output torque Te of the engine E matches the transmission torque Tcl of the first engagement device CL1 as shown in the following equation.
Te = Tcl (9)

Next, the energy balance will be described with reference to FIG. 6, 8, 10, and 12, the oil ATF stored in the oil reservoir 50 is sucked by the hydraulic pump OP in the case Cs that houses the vehicle drive device 1, and the oil supply unit 51. Schematically shows a configuration in which the oil ATF supplied to the rotary electric machine MG and the first engagement device CL1 is heated by the rotary electric machine MG and the first engagement device CL1 and then returned to the oil reservoir 50. ing.
In the control mode 1, electric energy Ein is supplied from the power storage device BT to the rotating electrical machine MG via the inverter IN. A part of the electric energy Ein becomes electric loss heat Emgq. The electric loss heat Emgq is cooled by the oil ATF supplied to the rotary electric machine MG. That is, the oil ATF is heated by the electric loss heat Emgq. As shown in the following equation, the energy obtained by subtracting the electric loss heat Emgq from the electric energy Ein is transmitted to the rotating shaft (the input shaft I and the intermediate shaft M) as the driving energy Emgtr of the rotating electrical machine MG. The driving energy is a value obtained by multiplying the torque and the rotational speed.
Emgtr = Ein−Emgq (10)
A part of the driving energy Ee of the engine E becomes frictional heat Eclq between the engaging members when the first engaging device CL1 controlled to be in the sliding engagement state is transmitted. The frictional heat Eclq is cooled by the oil ATF supplied to the first engagement device CL1. That is, the oil ATF is heated by the frictional heat Eclq. As shown in the following equation, the energy obtained by subtracting the frictional heat Eclq from the drive energy Ee of the engine E becomes the drive energy Ecltr transmitted from the first engagement device CL1 to the rotating electrical machine MG side.
Ecltr = Ee−Eclq (11)
Then, as shown in the following equation, the total energy of the drive energy Emgtr of the rotating electrical machine MG and the drive energy Ecltr of the first engagement device CL1 becomes the drive energy Edr of the vehicle drive device 1 and is in the transmission state. Is transmitted to the wheel W via the transmission mechanism TM.
Edr = Ecltr + Emgtr (12)
In this way, in addition to heating a portion of the drive energy Ee of the engine E to the frictional heat Eclq of the first engagement device CL1 and heating the oil ATF by the temperature increase control, the power is supplied from the power storage device BT. The oil ATF can be heated by changing a part of the electric energy Ein to the electric loss heat Emgq of the rotating electrical machine MG.

3-4-5-2. Control mode 2
As described above, when the temperature change control unit 49 determines that the speed change mechanism TM is in the transmission state and the charge / discharge determination unit 48 charges, the temperature increase control unit 49 determines the control mode to 2 and moves the rotating electrical machine MG in the forward direction. And the rotating electrical machine MG is caused to output torque in the reverse rotation direction (that is, negative direction).
Further, in the present embodiment, the temperature increase control unit 49 is configured so that the total torque Tdr of the output torque Tmg of the rotating electrical machine MG and the transmission torque Tcl of the first engagement device CL1 approaches the vehicle required torque Trq. Output torque Te, the transmission torque Tcl of the first engagement device CL1, and the output torque Tmg of the rotating electrical machine MG are controlled.
Further, the temperature increase control unit 49 controls the transmission torque Tcl of the first engagement device CL1 and the rotation of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 is equal to or less than the frictional heat limit value Eclqmx. It is configured to control the speed difference Δω.

<Configuration example of temperature rise control in control mode 2>
The temperature increase control in the control mode 2 as described above can be configured as in the example described below.
First, torque control will be described with reference to FIG.
The temperature increase control unit 49 compensates the output torque Tmg of the rotating electrical machine MG, which is a negative torque, with the transmission torque Tcl of the first engagement device CL1, and outputs the vehicle request torque Trq.
In this example, as shown in the following equation, the temperature increase control unit 49 is configured to determine the rotating electrical machine required torque Tmgrq and the first target torque capacity Tclrq based on the vehicle required torque Trq. Here, the distribution coefficient K2 is set to a value greater than 0 and less than 1. Further, the distribution coefficient K2 is configured to be changed according to the vehicle required torque Trq so that the target rotational speed difference Δωo set based on the first target torque capacity Tclrq becomes an appropriate value.
Trq = Tmgrq + Tclrq
Tmgrq = Trq × (−K2)
Tclrq = Trq × (1 + K2) (13)
0 <K2 <1

As in the control mode 1, the temperature increase control unit 49 sets the target frictional heat Eclqo and the first frictional heat Eclqo as shown in the equation (7) so that the frictional heat Eclq of the first engagement device CL1 becomes the target frictional heat Eclqo. Based on one target torque capacity Tclrq, the target rotational speed difference Δωo of the first engagement device CL1 is determined. In this example, the target frictional heat Eclqo is configured to be set to the frictional heat limit value Eclqmx.
Further, as shown in the equation (8), the temperature increase control unit 49 sets a value obtained by adding the target rotational speed difference Δωo to the rotational speed ωm of the rotating electrical machine MG as the target rotational speed ωeo of the engine E. It is configured.
The temperature increase control unit 49 is configured to perform rotational speed control that changes the engine required torque Terq so that the rotational speed ωe of the engine E approaches the target rotational speed ωeo.

Next, the energy balance will be described with reference to FIG.
Similar to the control mode 1, a part of the driving energy Ee of the engine E becomes frictional heat Eclq between the engaging members when the first engaging device CL1 controlled to the sliding engagement state is transmitted. Oil ATF is heated by frictional heat Eclq. As shown in Expression (11), the energy obtained by subtracting the frictional heat Eclq from the driving energy Ee of the engine E becomes the driving energy Ecltr transmitted from the first engagement device CL1 to the rotating electrical machine MG side.

In the control mode 2, a part of the driving energy Ecltr of the first engagement device CL1 is lost as the driving energy Emgtr of the rotating electrical machine MG for regeneration. That is, as shown in the following equation, the energy obtained by subtracting the drive energy Emgtr of the rotating electrical machine MG from the drive energy Ecltr of the first engagement device CL1 becomes the drive energy Edr of the vehicle drive device 1 and is in the transmission state. Is transmitted to the wheel W via the transmission mechanism TM.
Edr = Ecltr−Emgtr (14)

A part of the driving energy Emgtr of the rotating electrical machine MG becomes electric loss heat Emgq. Oil ATF is heated by electric loss heat Emgq. As shown in the following equation, the energy obtained by subtracting the electric loss heat Emgq from the drive energy Emgtr of the rotating electrical machine MG becomes electric energy Ein and is supplied to the power storage device BT via the inverter IN.
Ein = Emgtr−Emgq (15)
As described above, in addition to heating a portion of the drive energy Ee of the engine E into the frictional heat Eclq of the first engagement device CL1 and heating the oil ATF by the temperature increase control, the electric energy Ein is supplied to the power storage device BT. The oil ATF can be heated by changing a part of the drive energy Emgtr of the rotating electrical machine MG for regeneration to the electric loss heat Emgq of the rotating electrical machine MG.

3-4-5-3. Control mode 3
As described above, when the speed change mechanism TM is in the non-transmission state and the charge / discharge determination unit 48 determines that the discharge is to be performed, the temperature increase control unit 49 determines the control mode to 3 and sets the rotating electrical machine MG to be negative. And rotating the rotating electrical machine MG to output torque in the rotating direction (ie, negative direction).
In the present embodiment, the temperature increase control unit 49 outputs the output torque Te of the engine E so that the total torque Tdr of the output torque Tmg of the rotating electrical machine MG and the transmission torque Tcl of the first engagement device CL1 approaches zero. The transmission torque Tcl of the first engagement device CL1 and the output torque Tmg of the rotating electrical machine MG are controlled.
Further, the temperature increase control unit 49 controls the transmission torque Tcl of the first engagement device CL1 and the rotation of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 is equal to or less than the frictional heat limit value Eclqmx. It is configured to control the speed difference Δω.

<Configuration example of temperature rise control in control mode 3>
The temperature increase control in the control mode 3 as described above can be configured as in the example described below.
First, torque control will be described with reference to FIG.
In this example, the temperature increase control unit 49 determines the target rotational speed ωeo of the engine E, the target rotational speed ωmo of the rotating electrical machine MG, and the target rotational speed difference Δωo of the first engagement device CL1 in the control mode 3. It is configured.
The target rotational speed ωeo of the engine E is set to be equal to or higher than the rotational speed at which autonomous operation can be performed, such as an idle rotational speed. The target rotational speed ωmo of the rotating electrical machine MG is set to a negative rotational speed. The target rotational speed difference Δωo of the first engagement device CL1 is a deviation between the target rotational speed ωeo of the engine E and the target rotational speed ωmo of the rotating electrical machine MG, as shown in the following equation.
Δωo = ωeo−ωmo (16)
ωmo <0

As shown in the following equation, the temperature increase control unit 49 sets the difference between the target frictional heat Eclqo and the target rotational speed of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 becomes the target frictional heat Eclqo. Based on Δωo, the first target torque capacity Tclrq of the first engagement device CL1 is determined. In this example, the target frictional heat Eclqo is configured to be set to the frictional heat limit value Eclqmx.
Tclrq = Eclqo / Δωo
Eclqo = Eclqmx (17)

In this example, the temperature increase control unit 49 is configured to perform rotation speed control that changes the engine required torque Terq so that the rotation speed ωe of the engine E approaches the target rotation speed ωeo. Further, the temperature increase control unit 49 performs the rotational speed control that changes the required rotating electrical machine torque Tmgrq so that the rotational speed ωm of the rotating electrical machine MG approaches the target rotational speed ωmo.
As a result of these rotational speed controls, at least in the steady state, as shown in the following equation, the transmission torque Tcl of the first engagement device CL1 is canceled by the output torque Tmg of the rotating electrical machine MG, and the total torque Tdr becomes zero. . Further, at least in the steady state, the output torque Te of the engine E matches the transmission torque Tcl of the first engagement device CL1.
Tcl + Tmg = 0
Tmg <0 (18)
Te = Tcl

Next, the energy balance will be described with reference to FIG.
In the control mode 3, as in the control mode 1, the electric energy Ein is supplied from the power storage device BT to the rotating electrical machine MG via the inverter IN. A part of the electric energy Ein becomes electric loss heat Emgq. Oil ATF is heated by electric loss heat Emgq. As shown in Expression (10), the energy obtained by subtracting the electric loss heat Emgq from the electric energy Ein is transmitted to the rotating shaft as the driving energy Emgtr of the rotating electrical machine MG. Note that the rotating electrical machine MG outputs a torque in the negative direction while rotating in the negative direction, so that the drive energy Emgtr has a positive value, that is, a power running.

Although the transmission torque Tcl transmitted from the first engagement device CL1 to the rotary electric machine MG is a positive value, the rotation speed of the rotary electric machine MG is a negative value, and thus the first engagement device CL1 and the rotary electric machine MG. The driving energy transmitted to the side becomes a negative value. That is, the drive energy Ecltr is transmitted from the rotating electrical machine MG side to the first engagement device CL1. As shown in the following equation, the driving energy Ee of the engine E transmitted from the engine E side to the first engaging device CL1, and the driving energy Ecltr transmitted from the rotating electrical machine MG side to the first engaging device CL1 Is the frictional heat Eclq between the engaging members. Oil ATF is heated by frictional heat Eclq.
Eclq = Ee + Ecltr (19)
Further, as shown in the following equation, the driving energy Ecltr transmitted to the first engagement device CL1 and the driving energy Emgtr of the rotating electrical machine MG have the same magnitude, so that the driving energy Emgtr of the rotating electrical machine MG is equal to the first It is transmitted to the engagement device CL1 and converted into frictional heat Eclq.
Ecltr = Emgtr (20)

  In this way, by the temperature increase control, in addition to the drive energy Ee of the engine E, the drive energy Emgtr of the rotating electrical machine MG supplied from the power storage device BT is converted into the frictional heat Eclq of the first engagement device CL1, and the oil ATF can be heated. Furthermore, the oil ATF can be heated by the electric loss heat Emgq which is the loss of the electric energy Ein supplied from the power storage device BT. That is, the electric energy Ein supplied from the power storage device BT can be converted into either the frictional heat Eclq or the electric loss heat Emgq and used for heating the oil ATF.

3-4-5-4. Control mode 4
As described above, when the speed change mechanism TM is in the non-transmission state and the charge / discharge determination unit 48 determines that the charging is to be performed, the temperature increase control unit 49 determines the control mode to 4 and corrects the rotating electrical machine MG. And rotating the rotating electrical machine MG to output torque in the reverse direction (that is, negative direction).
In the present embodiment, the temperature increase control unit 49 outputs the output torque Te of the engine E so that the total torque Tdr of the output torque Tmg of the rotating electrical machine MG and the transmission torque Tcl of the first engagement device CL1 approaches zero. The transmission torque Tcl of the first engagement device CL1 and the output torque Tmg of the rotating electrical machine MG are controlled.
Further, the temperature increase control unit 49 controls the transmission torque Tcl of the first engagement device CL1 and the rotation of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 is equal to or less than the frictional heat limit value Eclqmx. It is configured to control the speed difference Δω.

<Configuration example of temperature rise control in control mode 4>
The temperature increase control in the control mode 4 as described above can be configured as in the example described below.
First, torque control will be described with reference to FIG.
In this example, the temperature increase control unit 49 determines the target rotational speed ωeo of the engine E, the target rotational speed ωmo of the rotating electrical machine MG, and the target rotational speed difference Δωo of the first engagement device CL1 in the control mode 4. It is configured.
The target rotational speed ωeo of the engine E is set to be equal to or higher than the rotational speed at which autonomous operation can be performed, such as an idle rotational speed. The target rotational speed ωmo of the rotating electrical machine MG is set to a positive rotational speed lower than the target rotational speed ωeo of the engine E. The target rotational speed difference Δωo of the first engagement device CL1 is a deviation between the target rotational speed ωeo of the engine E and the target rotational speed ωmo of the rotating electrical machine MG, as shown in the following equation.
Δωo = ωeo−ωmo (21)
ωeo>ωmo> 0

  As shown in the equation (17), the temperature increase control unit 49 sets the target friction heat Eclqo and the target rotation of the first engagement device CL1 so that the friction heat Eclq of the first engagement device CL1 becomes the target friction heat Eclqo. The first target torque capacity Tclrq of the first engagement device CL1 is determined based on the speed difference Δωo.

In this example, the temperature increase control unit 49 is configured to perform rotation speed control that changes the engine required torque Terq so that the rotation speed ωe of the engine E approaches the target rotation speed ωeo. In addition, the temperature increase control unit 49 is configured to perform rotation speed control that changes the rotation electrical machine required torque Tmgrq so that the rotation speed ωm of the rotation electrical machine MG approaches the target rotation speed ωmo.
As a result of these rotational speed controls, at least in the steady state, as shown in Expression (18), the transmission torque Tcl of the first engagement device CL1 is canceled by the output torque Tmg of the rotating electrical machine MG, and the total torque Tdr is zero. become. Further, at least in the steady state, the output torque Te of the engine E matches the transmission torque Tcl of the first engagement device CL1.

Next, the energy balance will be described with reference to FIG.
A part of the driving energy Ee of the engine E becomes frictional heat Eclq between the engaging members when the first engaging device CL1 controlled to be in the sliding engagement state is transmitted. Oil ATF is heated by frictional heat Eclq. As shown in Expression (11), the energy obtained by subtracting the frictional heat Eclq from the driving energy Ee of the engine E becomes the driving energy Ecltr transmitted from the first engagement device CL1 to the rotating electrical machine MG side.
In the control mode 4, as shown in the equation (20), the drive energy Ecltr of the first engagement device CL1 is lost as the drive energy Emgtr of the rotating electrical machine MG for regeneration.

A part of the driving energy Emgtr of the rotating electrical machine MG becomes electric loss heat Emgq. Oil ATF is heated by electric loss heat Emgq. As shown in Expression (15), energy obtained by subtracting the electric loss heat Emgq from the driving energy Emgtr of the rotating electrical machine MG is supplied to the power storage device BT via the inverter IN as electric energy Ein.
As described above, in addition to heating a portion of the drive energy Ee of the engine E into the frictional heat Eclq of the first engagement device CL1 and heating the oil ATF by the temperature increase control, the electric energy Ein is supplied to the power storage device BT. The oil ATF can be heated by changing a part of the drive energy Emgtr of the rotating electrical machine MG for regenerating to the electrical loss heat Emgq of the rotating electrical machine MG.

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

(1) In the above-described embodiment, an example has been described in which the plurality of engagement devices of the speed change mechanism TM are in the released state, and thus the speed change mechanism TM is in the non-transmission state. However, the embodiment of the present invention is not limited to this. In other words, the vehicle drive device 1 further includes an engagement device in the power transmission path 2 between the rotating electrical machine MG and the transmission mechanism TM, and the engagement device is brought into a released state, so that the transmission mechanism TM is inactive. You may be comprised so that it may be in a transmission state.

(2) In the above embodiment, the case where the speed change mechanism TM is a stepped automatic speed change mechanism 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 any speed change mechanism as long as it changes the rotation speed of the intermediate shaft M to the rotation speed of the output shaft O at a predetermined speed ratio. The automatic transmission mechanism, the manual transmission mechanism, or the fixed speed ratio transmission mechanism may be used. Even in this case, the engagement device provided in the speed change mechanism TM or the engagement device provided in the power transmission path 2 between the rotating electrical machine MG and the wheel W separately from the speed change mechanism TM is in an engaged state or a released state. The transmission mechanism TM may be configured to be in a transmission state or a non-transmission state by being in the state.

(3) 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 49 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 be provided as a control device in which the above-described plurality of control units 32 to 34 are integrated or divided in any combination, and the sharing of the plurality of functional units 41 to 49 is also arbitrarily set. Can do.

(4) In the above embodiment, the case where the charge determination threshold is set to a value lower than the discharge determination threshold and the hysteresis characteristic is set has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the charge determination threshold value may be set to a value higher than the discharge determination threshold value, and the charge / discharge determination unit 48 determines to discharge when the charge amount becomes equal to or less than the discharge determination threshold value. However, it may be configured to determine that charging is performed when the amount of charge is equal to or greater than a charging determination threshold value.

(5) In the above embodiment, the transmission torque Tcl of the first engagement device CL1 and the rotation speed of the first engagement device CL1 so that the frictional heat Eclq of the first engagement device CL1 becomes the frictional heat limit value Eclqmx. The case where the difference Δω is configured to be controlled has been described as an example. However, the embodiment of the present invention is not limited to this. That is, when the control mode is determined as 1, the temperature increase control unit 49 is configured to set the target frictional heat Eclqo in accordance with the vehicle required torque Trq within the range of the frictional heat limit value Eclqmx or less. May be. In the above embodiment, in the control mode 1, as the vehicle required torque Trq approaches zero, the transmission torque Tcl of the first engagement device CL1 needs to approach zero, and the target frictional heat Eclqo becomes the frictional heat limit value Eclqmx. If it is set, the target rotational speed difference Δωo is increased from the equation (7). Therefore, as shown in FIG. 14, the target frictional heat Eclqo is set so as to approach zero as the vehicle required torque Trq approaches zero.

  The present invention provides a control device for controlling a vehicle drive device in which an engagement device, a rotating electrical machine, and a speed change mechanism are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels. It can be suitably used.

1: Vehicle drive device 2: Power transmission path 30: Vehicle drive device 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: Rotation Electric machine control unit 43: transmission mechanism control unit 44: first engagement device control unit 45: oil temperature detection unit 46: temperature increase execution determination unit 47: charge state detection unit 48: charge / discharge determination unit 49: temperature increase control unit 50 : Oil reservoir 51: Oil supply unit ATF: Oil BT: Power storage device CL1: First engagement device (engagement device)
CL2: second engagement device E: engine (internal combustion engine)
Eclq: Friction heat of the first engagement device Eclqmx: Friction heat limit value Eclqo: Target frictional heat Ecltr: Drive energy Edr transmitted to the first engagement device: Drive energy Ee of the vehicle drive device E: Drive energy Ein of the engine: Electric energy Emgq: Electric heat loss (copper heat loss, iron heat loss) of rotating electrical machines
Emgtr: Drive energy I of rotating electrical machine I: Input shaft M: Intermediate shaft O: Output shaft IN: Inverter MG: Rotating electrical machine Ro: Rotor St: Stator OP: Hydraulic pump PC: Hydraulic control device Se1: Input rotational speed sensor Se2: Output Rotational speed sensor Se3: Engine rotational speed sensor Se4: Charge state detection sensor TM: Transmission mechanism Tcl: Transmission torque Tclrq of the first engagement device: First target torque capacity Te of the first engagement device Te: Output torque Terq of the engine: Engine required torque Tmg: Output torque Tmgrq of rotating electrical machine: Rotating electrical machine required torque Trq: Vehicle required torque Tdr: Total torque (drive torque)
W: wheel Δω: rotation speed difference Δωmx of the first engagement device: speed difference limit value Δωo: target rotation speed difference of the first engagement device ωe: engine rotation speed ωeo: engine target rotation speed ωm: rotating electric machine Rotational speed ωmo: Target rotational speed of the rotating electrical machine

Claims (4)

A control device for controlling a vehicle drive device provided with an engagement device, a rotating electrical machine, and a speed change mechanism in order from the side of the internal combustion engine in a power transmission path connecting the internal combustion engine and the wheels,
An oil temperature detector that detects at least the temperature of oil supplied to the engagement device, the rotating electrical machine, and the transmission mechanism as a detected oil temperature;
Based on the detected oil temperature, a temperature increase execution determination unit that determines whether to execute temperature increase control for increasing the temperature of the oil;
A charge state detection unit for detecting a charge state of a power storage device used in the rotating electrical machine;
A charge / discharge determination unit that determines whether to discharge the power storage device or to charge the power storage device when executing the temperature increase control based on the charge state detected by the charge state detection unit;
When the temperature increase execution determination unit determines to execute the temperature increase control, the engagement device is controlled to be in a slip engagement state, the internal combustion engine is caused to output torque in the rotation direction, and the rotating electrical machine is A temperature increase control unit that executes the temperature increase control by outputting torque in the rotational direction or the reverse direction of rotation, and
The temperature increase control unit, when executing the temperature increase control, determines that the charge / discharge determination unit discharges, causes the rotating electrical machine to output torque in the rotation direction, and the charge / discharge determination unit charges If so, a control device for a vehicle drive device that causes the rotating electrical machine to output torque in the direction opposite to the rotation. The speed change mechanism is configured to be changeable between a transmission state in which power is transmitted between the rotating electrical machine and the wheel and a non-transmission state in which power is not transmitted between the rotating electrical machine and the wheel,
The rotational direction in the state where the rotation of the internal combustion engine is transmitted in each part of the power transmission path is the positive direction, and the opposite direction is the negative direction,
The temperature raising control unit rotates the rotating electrical machine in the forward direction and applies torque in the rotational direction to the rotating electrical machine when the transmission mechanism is in a transmission state and the charge / discharge determination unit determines that the electrical discharge is discharged. Output
When the temperature change control unit determines that the transmission mechanism is in a transmission state and the charge / discharge determination unit charges, the temperature increase control unit rotates the rotating electrical machine in the forward direction and causes the rotating electrical machine to rotate in the reverse rotation direction. Output
The temperature increase control unit rotates the rotating electrical machine in the negative direction and causes the rotating electrical machine to rotate in the rotational direction when the speed change mechanism is in a non-transmitting state and the charge / discharge determination unit determines to discharge. Output
The temperature raising control unit rotates the rotating electrical machine in the forward direction and rotates the rotating electrical machine in the reverse direction when the transmission mechanism is in a non-transmitting state and the charge / discharge determining unit determines to charge. The control device for a vehicle drive device according to claim 1, wherein torque is output. When the speed change mechanism is in the transmission state, the temperature increase control unit is configured such that the total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device is required for driving the wheel. Controlling the output torque of the internal combustion engine, the transmission torque of the engagement device, and the output torque of the rotating electrical machine so as to approach the vehicle required torque that is
When the transmission mechanism is in a non-transmission state, the output torque of the internal combustion engine and the transmission of the engagement device are such that the total torque of the output torque of the rotating electrical machine and the transmission torque of the engagement device approaches zero. The control device for a vehicle drive device according to claim 1, wherein the control device controls torque and output torque of the rotating electrical machine.   The charge / discharge determination unit determines to discharge from the power storage device when a charge amount as the charge state detected by the charge state detection unit is higher than a discharge determination threshold, and the charge amount is The vehicle drive device according to any one of claims 1 to 3, wherein it is determined that the power storage device is charged when the charge determination threshold value is lower than a charge determination threshold value set to be the same as or different from a discharge determination threshold value. Control device.

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