JP2020045992A - Control device - Google Patents

Abstract

To obtain a technology which can suppress a change of a vehicle behavior to the minimum when making a transmission form a target gear change stage from a state that a vehicle is in a neutral traveling state.SOLUTION: When a vehicle is transited to a second mode from a first mode by making a first engagement device CL1 and a second engagement device CL2 engaged with each other, a control device performs engagement control for making the first engagement device CL1 engaged, and rotational speed control for controlling the output torque of a drive force source so that a rotational speed N of an input member rises up to a target rotational speed. With a gear change stage which is formed in a state that the first engagement device CL1 is engaged with a gear change engagement device whose drag torque in a release state is equal to a regulation value or larger set as a specified gear change stage, the control device controls a state of the engagement of the first engagement device CL1 so that the transmission of the torque by the first engagement device CL1 in the engagement control is started after the rotational speed N of the input member exceeds a synchronized rotational speed Ns corresponding to the specified gear change stage whose gear change ratio is smaller than that of the target gear change stage.SELECTED DRAWING: Figure 8

Description

  The present invention provides a vehicle drive including a driving force source, an input member drivingly connected to the driving force source, an output member drivingly connected to the wheels, and a transmission having a plurality of speed change engagement devices. The present invention relates to a control device that controls a device.

  An example of such a control device is described in International Publication WO2017 / 057764 (Patent Document 1). The control device described in Patent Literature 1 controls a vehicle drive device having an engine as a driving force source, and is characterized by the control content when the vehicle is started from a stopped state of the engine. Specifically, when the vehicle is started from a stopped state of the engine, the control device controls a part of the plurality of hydraulic elements (the shift engagement device and the parking mechanism) to be controlled. Is started using the hydraulic pressure stored in the accumulator before the engine is started, and the control of the remaining hydraulic elements is started using the hydraulic pressure after the engine is started. Thus, as described in paragraphs 0009 and 0048 of Patent Document 1, it is possible to prevent the supply hydraulic pressure from the accumulator from becoming insufficient at the time of starting the vehicle, and to start the vehicle smoothly. That is, it is possible to suppress a change in vehicle behavior when the vehicle starts moving.

  By the way, the situation where the gear position is formed from the neutral state in which all of the transmission engagement devices included in the transmission are released is not only when the vehicle is started as described above, but also when the vehicle runs in the neutral state (for example, This also occurs when the transmission is set to the target gear position from the state of inertia traveling and the vehicle is returned to normal traveling. In this latter case as well, it is desirable that the change in vehicle behavior be kept small, but Patent Document 1 does not describe this point.

WO 2017/057764

  Therefore, there is a need for a technique capable of suppressing a change in vehicle behavior to be small when the transmission is set to a target gear from a state in which the vehicle is running in a neutral state.

  A control device according to the present disclosure includes a driving force source, an input member that is drivingly connected to the driving force source, an output member that is drivingly connected to wheels, and a transmission having a plurality of gearshift engagement devices. Wherein the transmission forms a gear position corresponding to a state of engagement of each of the gear engagement devices, and changes the speed of rotation of the input member at a gear ratio corresponding to the gear position, thereby providing the output. A first mode in which the vehicle is driven in a neutral state in which all of the shift engagement devices are released; and And a second mode in which the vehicle travels in a state where a gear is formed, wherein one of the plurality of shift engagement devices engaged to form the target shift speed is a first engagement device. And the remainder as the second engagement device, and the change formed by the transmission. The rotational speed of the input member, which is determined according to the gear ratio of the gear and the rotational speed of the output member, is defined as the synchronous rotational speed. The first engagement device is engaged when the first engagement device and the second engagement device are engaged from a state where the rotation speed is low to shift from the first mode to the second mode. Engaging control and rotational speed control for controlling the output torque of the driving force source so that the rotational speed of the input member rises to the target rotational speed, and the first engagement device is released. In the engagement control, the first gear is formed in a state in which the third engagement device, which is the engagement device for shifting, in which the drag torque in the state is equal to or more than a specified value, is defined as the specific gear. Transmission of torque by the engagement device is The engagement state of the first engagement device is controlled such that the rotation speed of the first engagement device is started after the rotation speed of the input member exceeds the synchronous rotation speed corresponding to the specific gear position having a gear ratio smaller than the target gear position. I do.

  According to this configuration, in a state where the vehicle is traveling in the neutral state, the first engagement device and the second engagement device are engaged from the state where the rotation speed of the input member is lower than the target rotation speed, and the first engagement device is engaged. By executing the engagement control and the rotation speed control when shifting from the mode to the second mode, the rotation speed difference between the pair of engagement members of the second engagement device can be made close to zero. Therefore, according to the above configuration, when the transmission is set to the target shift speed from the state where the vehicle is traveling in the neutral state, the change in the vehicle behavior can be suppressed to a small value.

  By the way, the shift speed formed when the first engagement device and the third engagement device, which is a shift engagement device having a drag torque in the released state of not less than a specified value, is engaged is a specific shift speed. In a state where only the first engagement device among the plurality of shift engagement devices is engaged, the drag torque of the third engagement device acts on the output member. The direction of the drag torque of the third engagement device acting on the output member is opposite to each other depending on whether the rotational speed of the input member is lower than or higher than the synchronous rotational speed corresponding to the specific shift speed. . Therefore, during the execution of the rotation speed control, if the rotation speed of the input member exceeds the synchronous rotation speed corresponding to the specific shift speed in a state where the first engagement device has the torque capacity, the operation is performed on the output member. The vehicle behavior can be changed by reversing the direction of the drag torque of the third engaging device when the rotation speed of the input member exceeds the synchronous rotation speed.

  In view of the above, in this control device, in the engagement control, the transmission of the torque by the first engagement device causes the synchronous rotation speed corresponding to the specific shift speed having a lower speed ratio than the target shift speed to be adjusted by the input member. The engagement state of the first engagement device is controlled so as to start after the rotation speed has exceeded. Thus, the rotational speed of the input member can be made to exceed the synchronous rotational speed corresponding to the specific gear in a state where the drag torque of the third engagement device does not substantially act on the output member. Thus, it is possible to adopt a configuration in which the change in the vehicle behavior hardly occurs as described above.

  As described above, according to the above configuration, it is possible to suppress a change in the behavior of the vehicle to be small when the transmission is set to the target gear from the state where the vehicle is traveling in the neutral state.

  Further features and advantages of the control device will become clear from the following description of an embodiment, which is described with reference to the drawings.

Schematic diagram of a vehicle according to an embodiment Schematic configuration diagram of a vehicle drive device according to an embodiment Skeleton diagram of the transmission according to the embodiment Operation table of the transmission according to the embodiment Speed diagram of the transmission according to the embodiment Time chart showing an example of the control behavior of the engagement control according to the comparative example Velocity diagram showing an example of the control behavior of the engagement control according to the comparative example 4 is a time chart showing an example of a control behavior of engagement control according to the embodiment. Velocity diagram showing an example of the control behavior of the engagement control according to the embodiment. Velocity diagram showing another example of the control behavior of the engagement control according to the comparative example Velocity diagram showing another example of the control behavior of the engagement control according to the embodiment. Schematic configuration diagram of a vehicle drive device according to another embodiment Schematic configuration diagram of a vehicle drive device according to another embodiment Schematic diagram of a vehicle according to another embodiment

  An embodiment of a control device will be described with reference to the drawings. In this specification, the term “rotating electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator that performs both functions of a motor and a generator as necessary. I have. In this specification, “drive connection” means a state in which two rotating elements are connected so as to be able to transmit driving force (synonymous with torque). This concept includes a state in which two rotating elements are connected so as to rotate integrally, and 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. . Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at a variable speed, and an engagement device that selectively transmits rotation and driving force. (A friction engagement device, a meshing engagement device, etc.) may be included.

  Further, in the present specification, regarding the state of engagement of the friction engagement device, the “engagement state” is a state in which a transmission torque capacity (torque capacity) is generated in the friction engagement device (that is, the friction engagement device is not engaged). (A state having torque capacity). The transmission torque capacity is the maximum torque that the friction engagement device can transmit by friction. The transmission torque capacity is determined by the engagement pressure of the friction engagement device (the pair of engagement members The pressure changes with pressure. The “engaged state” includes a “directly engaged state” in which there is no rotation speed difference (slip) between the pair of engagement members of the friction engagement device, and a “rotation speed” between the pair of engagement members of the friction engagement device. “Sliding engagement state” with a difference is included.

  Regarding the engagement state of the friction engagement device, the “disengaged state” is a state in which the transmission torque capacity is not generated in the friction engagement device. Even when the control device does not issue a command to generate the transmission torque capacity, the friction engagement device may generate the transmission torque capacity due to drag between the engagement members (friction members). In the present specification, such drag torque is not considered when classifying the state of engagement, and the transmission torque capacity is generated due to drag between the engagement members when a command for generating the transfer torque capacity is not issued. The state (that is, the state where the drag torque is generated) is also included in the “release state”.

  As shown in FIG. 2, the control device 1 includes a driving force source D, an input member 34 that is drivingly connected to the driving force source D, an output member 36 that is drivingly connected to the first wheel W1, The control device is a vehicle drive device 3 including a transmission 35 having an engagement device CL. The transmission 35 forms a shift speed according to the state of engagement of each of the shift engagement devices CL, shifts the rotation of the input member 34 at a speed ratio according to the shift speed, and transmits the speed to the output member 36. introduce. That is, the input member 34 is a member (shift input member) for inputting rotation to the transmission 35 from the driving force source D side, and the output member 36 rotates from the transmission 35 to the first wheel W1 side. (A shift output member). The vehicle driving device 3 transmits the output torque of the driving force source D to the first wheel W1, and causes the vehicle V (see FIG. 1) on which the vehicle driving device 3 is mounted to run. In the present embodiment, the first wheel W1 corresponds to a “wheel”.

  The vehicle drive device 3 includes one or more driving force sources D. In the present embodiment, as shown in FIG. 2, the vehicle drive device 3 includes an internal combustion engine EG and a first rotating electrical machine MG1 as the driving force source D. Here, the “internal combustion engine” is a prime mover (for example, a gasoline engine or a diesel engine) driven by combustion of fuel inside the engine to take out power. Here, an internal combustion engine output member 31 which is an output member of the internal combustion engine EG is connected to an input member 34 via a disconnecting engagement device 32. Further, the first rotating electric machine MG1 is connected so as to rotate integrally with the input member 34. When the disconnecting engagement device 32 is engaged, the internal combustion engine output member 31 is connected so as to rotate integrally with the input member 34, and when the disconnection engaging device 32 is released, the internal combustion engine The connection between the output member 31 and the input member 34 is released. Note that, in the present embodiment, the internal combustion engine EG is configured to be placed horizontally, and the internal combustion engine output member 31 is arranged along the width direction of the vehicle V.

  Although not shown, the first rotating electric machine MG1 includes a stator fixed to a non-rotating member such as a case, and a rotor rotatably supported by the stator. The first rotating electrical machine MG1 is electrically connected to a power storage device such as a battery or a capacitor via an inverter that performs power conversion between DC power and AC power, and receives power supplied from the power storage device. The power generation or power generated by the output torque of the internal combustion engine EG, the inertial force of the vehicle V, or the like is supplied to the power storage device and stored. A second rotating electrical machine MG2 described below has the same configuration as the first rotating electrical machine MG1.

  In the present embodiment, a power transmission path is provided so as to connect the driving force source D and the two left and right first wheels W1. The vehicle driving device 3 outputs the output torque of the driving force source D (here, the internal combustion engine). The output torque of at least one of the engine EG and the first rotating electrical machine MG1) is transmitted to the two left and right first wheels W1. Specifically, as shown in FIG. 2, the vehicle drive device 3 includes a transmission 35 and two left and right first axles 39 (shaft members that rotate integrally with the first wheel W1) in the power transmission path. , A first differential gear device 38 (output differential gear device) is provided, and the first differential gear device 38 is provided with a rotation input from the driving force source D side (the transmission 35 side). And the torque is distributed and transmitted to the two left and right first wheels W1. In the present embodiment, a counter gear mechanism 37 is provided in a power transmission path between the transmission 35 (output member 36) and the first differential gear device 38, and the rotation of the output member 36 is controlled by the counter gear mechanism 37. The data is input to the first differential gear device 38 through the first differential gear device 38.

  As shown in FIG. 1, in the present embodiment, the vehicle V is provided with a second wheel W2 independent of a power transmission path connecting the driving force source D and the first wheel W1. One of the first wheel W1 and the second wheel W2 (in this example, the first wheel W1) is the front wheel of the vehicle V, and the other of the first wheel W1 and the second wheel W2 (in this example, the second wheel W2). ) Are the rear wheels of the vehicle V. In the present embodiment, the vehicle V is provided with the second rotating electric machine MG2 as a driving force source for the second wheel W2. Here, a second differential gear device 48 (output differential gear device) is provided between the second rotary electric machine MG2 and the two left and right second axles 49 (shaft members that rotate integrally with the second wheel W2). The second differential gear device 48 distributes the rotation and torque input from the second rotating electric machine MG2 to the two left and right second wheels W2 and transmits the same.

  The transmission 35 is a stepped automatic transmission capable of forming a plurality of speed stages having different speed ratios, and changes the rotation of the input member 34 at a speed ratio corresponding to the speed stage that is formed. 36. As shown in simplified form in FIG. 2, the transmission 35 includes a plurality of gearshift engagement devices CL, and a plurality of gearshifts are selected according to the respective engagement states of the gearshift engagement devices CL. Is established. In the present embodiment, among the plurality of shift engagement devices CL included in the transmission 35, the clutch C that engages the rotating members 5 and the non-rotating member 6 (for example, the case of the transmission 35) are rotated. And a brake B for engaging the member 5.

  As shown in FIGS. 3 and 4, in the present embodiment, the transmission 35 includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a first clutch C4 as a shift engagement device CL. A brake B1, a second brake B2, and a one-way clutch F (one-way clutch) are provided. In the present embodiment, each of the shift engagement devices CL except the one-way clutch F is a friction engagement device. Then, as shown in the operation table of FIG. 4, the plurality of gearshift engagement devices CL (in this embodiment, two gearshift engagement devices CL) with “○” are engaged, and the remaining gearshift engagement devices CL are engaged. In the state where the engagement device CL is released, the respective gears are formed. Further, in a state where all of the shift engagement devices CL are released, a neutral stage indicated by “N” in FIG. 4 is formed. In a state where the neutral stage is formed, the transmission 35 is in a neutral state where power is not transmitted. In the operation table of FIG. 4, “(」) ”indicates that the first rotating electric machine MG1 outputs a negative torque (regenerative torque) during regenerative running, or during braking using the rotational resistance of the internal combustion engine EG (so-called engine). (During braking) and the like.

  As shown in FIG. 4, the transmission 35 according to this embodiment includes eight forward gears (first gear 1st, second gear 2nd, third gear 3rd, fourth gear 4th, and fifth gear 5) having different gear ratios. 5th, 6th, 6th, 7th, and 8th gears) and two reverse gears (first reverse gear Rev1 and second reverse gear Rev2) having different speed ratios can be formed. Is configured. In the plurality of forward gears, the gear ratio gradually decreases from the first gear 1st to the eighth gear 8th (that is, toward the higher gear). Here, the “gear ratio” is a ratio of the rotation speed of the input member 34 to the rotation speed of the output member 36.

  As shown in FIG. 3, the transmission 35 according to the present embodiment is configured using two planetary gear mechanisms (a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2). Specifically, the first planetary gear mechanism PG1 is configured as a double pinion type, and has three rotating elements of a first sun gear S1, a first carrier CA1, and a first ring gear R1. The first sun gear S1 is fixed to the non-rotating member 6, and the first carrier CA1 is connected to rotate integrally with the input member. Further, the second planetary gear mechanism PG2 is configured in a Ravigneaux type, and has four rotating elements of a second sun gear S2, a third sun gear S3, a second carrier CA2, and a second ring gear R2. The second carrier CA2 includes a plurality of long pinion gears that mesh with the third sun gear S3 and the second ring gear R2, and a plurality of short pinion gears that mesh with each of the long pinion gear and the second sun gear S2. The second ring gear R2 is connected to rotate integrally with the output member 36.

  The first clutch C1 is provided so as to selectively connect the first ring gear R1 and the second sun gear S2, and the first clutch C1 is engaged in a state where the first clutch C1 is engaged (here, a state in which the first clutch C1 is directly engaged). The one ring gear R1 and the second sun gear S2 rotate integrally. The second clutch C2 is provided so as to selectively connect the first carrier CA1 and the second carrier CA2, and the first carrier C1 is engaged in a state in which the second clutch C2 is engaged (here, in a state of being directly engaged). CA1 and the second carrier CA2 rotate integrally. The third clutch C3 is provided to selectively connect the first ring gear R1 and the third sun gear S3, and the first clutch C3 is engaged with the first ring gear R1 (here, directly engaged). R1 and the third sun gear S3 rotate integrally. The fourth clutch C4 is provided so as to selectively connect the first carrier CA1 and the third sun gear S3, and the first carrier C1 is engaged in a state in which the fourth clutch C4 is engaged (here, in a state of being directly engaged). CA1 and the third sun gear S3 rotate integrally.

  Further, the first brake B1 is provided so as to selectively fix the third sun gear S3 to the non-rotating member 6, and the third brake is provided in a state in which the first brake B1 is engaged (here, a state in which it is directly engaged). The sun gear S3 is fixed to the non-rotating member 6. The second brake B2 is provided so as to selectively fix the second carrier CA2 to the non-rotating member 6, and the second carrier CA2 is in a state in which the second brake B2 is engaged (here, in a state of being directly connected and engaged). Is fixed to the non-rotating member 6. One-way clutch F allows forward rotation of second carrier CA2 (rotation in the same direction as the rotation direction of second ring gear R2 during forward running of vehicle V), and negative rotation of second carrier CA2 (opposite to the positive direction). Direction rotation).

  FIG. 5 is a speed diagram (collinear diagram) of the transmission 35 configured as described above. In FIG. 5, the vertical axis corresponds to the rotation speed of each of the rotating elements (three rotating elements of the first planetary gear mechanism PG1 and four rotating elements of the second planetary gear mechanism PG2) shown at the top, and is “0”. Indicates that the rotation speed is zero, the upper side is positive, and the lower side is negative. The same applies to FIGS. 7 and 9 to 11 to be referred to later. Then, as shown in FIG. 4, the respective gears are formed by controlling the respective engagement states of the shift engagement device CL. In the present embodiment, the rotation speed of the first carrier CA1 is equal to the rotation speed of the input member 34, and the rotation speed of the second ring gear R2 is equal to the rotation speed of the output member 36.

  In the present embodiment, each of the shift engagement devices CL is a hydraulically driven friction engagement device (such as a wet multi-plate clutch or a wet multi-plate brake). Note that the speed change engagement device CL does not include the one-way clutch F, and the same applies in the following paragraphs. The vehicle drive device 3 is provided with a hydraulic control device 4 (see FIG. 1) that controls the hydraulic pressure of oil discharged from an oil pump (not shown) and supplies it to at least the transmission 35. The control device 1 described below controls the hydraulic pressure (operating hydraulic pressure) supplied to each hydraulic drive unit (hydraulic servo mechanism or the like) of the shift engagement device CL via the hydraulic control device 4, thereby changing the speed of the shift engagement device CL. The state of each engagement of the engagement device CL is controlled. Although not described in detail, the hydraulic control device 4 includes a plurality of hydraulic control valves, and each opening of the hydraulic control valve is adjusted according to a hydraulic command signal output from the control device 1, The hydraulic pressure supplied to each hydraulic drive unit of the shift engagement device CL is controlled. In the present embodiment, each of the speed change engagement devices CL is a normally open type friction engagement device, which engages when the operating oil pressure is supplied, and is released when the supply of the operating oil pressure is stopped. You.

  The control device 1 includes an arithmetic processing device such as a CPU (Central Processing Unit) as a core member and a storage device such as a RAM (Random Access Memory) and a ROM (Read Only Memory) that can be referred to by the arithmetic processing device. ing. Each function of the control device 1 is realized by software (program) stored in a storage device such as a ROM, hardware such as a separately provided arithmetic circuit, or both. The arithmetic processing device included in the control device 1 operates as a computer that executes each program.

  The control device 1 may be configured by a set of a plurality of hardware (a plurality of separated hardware) that can communicate with each other. For example, the function of the control device 1 for executing the later-described engagement control and the function of the control device 1 for executing the later-described rotational speed control may be implemented by being divided into a plurality of mutually communicable hardware. In addition, when the control device 1 is configured by a set of a plurality of hardware that can communicate with each other, the control device 1 is provided on an in-vehicle device mounted on the vehicle V and provided outside the vehicle V, It is also possible to adopt a configuration in which the in-vehicle device and an out-of-vehicle device capable of communicating via a communication network (for example, the Internet) are separated and at least a part of the function of the control device 1 is provided in the out-of-vehicle device.

  The vehicle V is provided with various sensors, and the control device 1 is configured to be able to acquire detection information (sensor detection information) of the various sensors. In the present embodiment, as illustrated in FIG. 2, the plurality of sensors from which the control device 1 can obtain the detection information include a first sensor 51 and a second sensor 52.

  The first sensor 51 is a sensor for acquiring the rotation speed of the input member 34, and the control device 1 acquires the rotation speed of the input member 34 based on the detection information of the first sensor 51. In the present embodiment, the first sensor 51 is provided to detect the rotation speed of the input member 34. The first sensor 51 is provided so as to detect the rotation speed of another member that rotates integrally with the input member 34, or detects the rotation speed of another member in which the rotation speed ratio with the input member 34 is always constant. You may provide so that it may detect.

  The second sensor 52 is a sensor for acquiring the rotation speed of the output member 36, and the control device 1 acquires the rotation speed of the output member 36 based on the detection information of the second sensor 52. In the present embodiment, the second sensor 52 is provided to detect the rotation speed of the output member 36. The second sensor 52 is provided so as to detect the rotation speed of another member that rotates integrally with the output member 36, or the second sensor 52 detects the rotation speed of another member in which the rotation speed ratio with the output member 36 is always constant. You may provide so that it may detect. As shown in FIG. 2, in the present embodiment, the rotation speed of the output member 36 is always proportional to the vehicle speed or the wheel speed. Therefore, a sensor for detecting the vehicle speed or the wheel speed may be used as the second sensor 52.

  The control device 1 performs various controls (torque control, rotation speed control, engagement control, and the like) performed on the driving force source D (in the present embodiment, the internal combustion engine EG and the first rotating electrical machine MG1), the transmission 35, and the like. ) As a whole vehicle (vehicle integrated control). In the present embodiment, the control target by the vehicle integrated control also includes the disconnecting engagement device 32 and the second rotating electric machine MG2. Note that the vehicle integrated control may be performed not by the control device 1 alone, but by the control device 1 and another control device (for example, a higher-level control device of the control device 1) in cooperation. That is, the control device 1 only needs to have at least a function of performing engagement control and rotation speed control described later among the functions described in this specification, and other functions can communicate with the control device 1. Other control devices may have a configuration.

  The control device 1 determines a target shift speed of the transmission 35 based on the sensor detection information by referring to a control map or the like, and controls the transmission 35 to form the determined target shift speed. Specifically, the control device 1 forms the determined target gear by outputting a hydraulic command signal for controlling the respective engagement states of the shift engagement device CL to the hydraulic control device 4. The transmission 35 is controlled as described above.

  In the present embodiment, the control device 1 is configured to control the state of engagement of the disconnecting engagement device 32 as well. Specifically, the disengagement engagement device 32 is a hydraulic drive type engagement device (here, a friction engagement device), and the control device 1 supplies the hydraulic force to the hydraulic drive unit of the disconnection engagement device 32. By controlling the hydraulic pressure to be applied via the hydraulic control device 4, the engagement state of the disconnection engagement device 32 is controlled. The disconnecting engagement device 32 causes the vehicle V to travel by transmitting at least the output torque of the internal combustion engine EG to the first wheel W1, or causes the first rotating electrical machine MG1 to generate power using the output torque of the internal combustion engine EG. It is engaged in some cases. The disconnecting engagement device 32 is released when the vehicle V travels by transmitting only the output torque of the first rotating electrical machine MG1 to the first wheel W1.

  In addition, the control device 1 determines the target torque of the driving force source D based on the sensor detection information by referring to a control map or the like, and controls the driving force source D so as to output the determined target torque. In the present embodiment, the control device 1 determines the target torque of the internal combustion engine EG (target torque of the internal combustion engine), and controls the operating point (rotational speed and output torque) of the internal combustion engine EG via the internal combustion engine control device 2. Thus, the internal combustion engine EG is controlled so as to output the determined internal combustion engine target torque. Further, control device 1 determines a target torque (first rotating electrical machine target torque) of first rotating electrical machine MG1, and controls an operating point of first rotating electrical machine MG1 via an inverter (not shown). The first rotating electrical machine MG1 is controlled so as to output the determined first rotating electrical machine target torque. In the present embodiment, the control device 1 further determines a target torque of the second rotating electrical machine MG2, and controls the operating point of the second rotating electrical machine MG2 via an inverter (not shown) to thereby determine the determined target torque. The second rotating electric machine MG2 is controlled so as to output a torque (second rotating electric machine MG2).

  The control device 1 according to the present disclosure is configured to control the transmission 35 to form the target shift speed from a state in which the vehicle V is traveling in a neutral state in which all of the shift engagement devices CL are released (a neutral traveling state). It has features in the control contents. That is, the control device 1 is characterized in the control content when returning from the neutral running state to the state in which the output torque of the driving force source D is transmitted to the first wheel W1 to run the vehicle V (normal running state). Have. Hereinafter, this control content will be described.

  The control device 1 performs a first mode in which the vehicle V travels in a neutral state in which all the shift engagement devices CL are released, and a second mode in which the vehicle V travels in a state in which the transmission 35 has formed a target shift speed. And The first mode includes a mode in which the vehicle V travels by inertia (coast traveling) on a gentle downhill or the like. In the present embodiment, the first mode includes a mode in which the vehicle V travels by the driving force of the second rotating electrical machine MG2 without using the driving force of the driving force source D. In this example, the mode in which the vehicle V travels by the driving force of the second rotating electric machine MG2 without using the driving force of the driving force source D is transmitted by transmitting the output torque of the second rotating electric machine MG2 to the second wheel W2. This is a mode in which the V travels. When the vehicle V is running in the first mode, the internal combustion engine EG is controlled, for example, to be in a combustion stop state or to be in an idling state.

  The second mode is a mode in which the output torque of the driving force source D is transmitted to the first wheels W1 to cause the vehicle V to travel. In the present embodiment, the second mode is a mode in which the output torque of at least one of the internal combustion engine EG and the first rotary electric machine MG1 is transmitted to the first wheel W1, and the vehicle V runs. In the present embodiment, the second mode includes a mode in which the vehicle V runs only by the driving force of the driving force source D without using the driving force of the second rotating electric machine MG2, A mode in which the vehicle V travels using the driving force of the second rotary electric machine MG2 is also included. In the latter mode, the output torque of at least one of the internal combustion engine EG and the first rotating electric machine MG1 is transmitted to the first wheel W1, and the output torque of the second rotating electric machine MG2 is transmitted to the wheel (in the present embodiment, the second wheel W2 ) In which the vehicle V travels.

  Here, one of the plurality of shift engagement devices CL engaged to form the target shift speed is referred to as a first engagement device CL1, and the rest is referred to as a second engagement device CL2. Here, among the plurality of shift engagement devices CL engaged to form the target shift speed, the shift engagement device CL first engaged when forming the target shift speed from the neutral state. Is the first engagement device CL1. In the present embodiment, when the target shift speed is the first speed 1st, the second speed 2nd, the third speed 3rd, or the fourth speed 4th, the first clutch C1 is set to the first engagement device CL1, and the target speed When the shift speed is the fifth speed 5th, the sixth speed 6th, the seventh speed 7th, or the eighth speed 8th, the second clutch C2 is set as the first engagement device CL1.

  The control device 1 engages the first engagement device CL1 and the second engagement device CL2 from a state where the rotation speed of the input member 34 is lower than the target rotation speed that is the synchronous rotation speed Ns corresponding to the target shift speed. When shifting from the first mode to the second mode, the engagement control for engaging the first engagement device CL1 and the output of the driving force source D so that the rotation speed of the input member 34 increases to the target rotation speed. And a rotational speed control for controlling the torque. Here, the synchronous rotation speed Ns is a rotation speed of the input member 34 that is determined according to a speed ratio of a gear stage formed by the transmission 35 and a rotation speed of the output member 36, specifically, a rotation speed of the output member 36. Is multiplied by the gear ratio. Therefore, the target rotation speed is a rotation speed obtained by multiplying the rotation speed of the output member 36 by the gear ratio of the target shift speed. Further, the synchronous rotation speed Ns corresponding to the specific gear position described below is a rotational speed obtained by multiplying the rotation speed of the output member 36 by the gear ratio of the specific gear position. Note that the control device 1 determines to shift from the first mode to the second mode when the mode shift condition is satisfied while the vehicle V is running in the first mode. Although the details are omitted, the mode transition condition is satisfied, for example, when the accelerator opening increases, when the amount of charge (charge amount) of the power storage device decreases, and the like.

  The specific gear position is established when the first engagement device CL1 is engaged with the third engagement device CL3, which is a shift engagement device CL having a drag torque that is greater than or equal to a specified value in a released state. In the engagement control, the control device 1 controls the transmission of the torque by the first engagement device CL1 to use the synchronous rotation speed Ns corresponding to the specific gear speed having a smaller gear ratio than the target gear speed to rotate the input member 34. The engagement state of the first engagement device CL1 is controlled so as to start after the speed (hereinafter, referred to as “input rotation speed N”) exceeds. As a result, as described below, when the transmission 35 forms the target shift speed from the neutral traveling state and shifts from the first mode to the second mode, it is possible to suppress a change in the vehicle behavior to be small. I have. The specified value is set, for example, when a change in vehicle behavior caused by transmission of the drag torque of the third engagement device CL3 to the first wheel W1 is set near a lower limit torque at which an occupant of the vehicle V can sense. It is suitable. In this way, it is possible to suppress the change in the vehicle behavior due to the drag torque of the shift engagement device CL to a level that is hardly perceived by the occupant of the vehicle V.

  In the present embodiment, the drag torque when the first brake B1 is released is equal to or greater than the specified value, and the drag torque when the shift engagement device CL other than the first brake B1 is released. Is less than the above specified value. Therefore, the first brake B1 becomes the third engagement device CL3. That is, in the present embodiment, the third engagement device CL3 is the brake B. As described above, in the present embodiment, when the target gear is the first gear 1st, the second gear 2nd, the third gear 3rd, or the fourth gear 4th, the first clutch C1 is connected to the first engagement device. When the target shift speed is the fifth speed 5th, the sixth speed 6th, the seventh speed 7th, or the eighth speed 8th, the second clutch C2 is set as the first engagement device CL1. Therefore, as is apparent from FIG. 4, when the target gear is the fifth gear 5th, the sixth gear 6th, or the seventh gear 7th, the gear ratio of the eighth gear 8th is smaller than that of the target gear. It becomes a specific gear stage. When the target gear is the first gear 1st, the second gear 2nd is a specific gear having a smaller gear ratio than the target gear. On the other hand, when the target gear is the second gear 2nd, the third gear 3rd, the fourth gear 4th, or the eighth gear 8th, there is no specific gear having a smaller gear ratio than the target gear.

  Hereinafter, the content of the engagement control (FIGS. 8 and 9) according to the present embodiment when the target shift speed is the fifth speed 5th will be described with reference to comparative examples shown in FIGS. 6 and 7. The control according to the comparative example is the same as the control according to the present embodiment except for the timing at which the engagement control is started (here, the timing at which the control for engaging the second engagement device CL2 is further started). Therefore, in the following, in order to facilitate understanding, comparative examples will be described using the same reference numerals as in the present embodiment.

  In the example shown in FIGS. 6 and 8, during traveling in the first mode (during forward traveling, that is, in a state where the output member 36 is rotating forward), the target rotational speed (here, according to the fifth gear 5th) is changed. It is assumed that the engagement control and the rotation speed control are executed from the state where the input rotation speed N is lower than the synchronized rotation speed Ns (5th)) to shift from the first mode to the second mode. Here, a situation in which the input rotation speed N before the execution of the rotation speed control is lower than the synchronous rotation speed Ns corresponding to the specific shift speed (here, the synchronous rotation speed Ns (8th) corresponding to the eighth speed 8th). Specifically, it is assumed that the input rotation speed N before the execution of the rotation speed control is zero.

  The comparative example shown in FIG. 6 will be described. After it is determined that the mode shifts from the first mode to the second mode before the time t1, the rotation speed control is started, and the input rotation speed N is set to the target rotation speed. Control is performed so as to increase to a synchronous rotation speed Ns (5th) corresponding to a certain fifth stage 5th. In this comparative example, as in the present embodiment, the input rotation speed N is increased by controlling the output torque of the internal combustion engine EG or by controlling the output torque of the first rotating electrical machine MG1. Further, in this comparative example, similarly to the present embodiment, the input rotation speed N is increased at a constant rate of change.

  The engagement control is executed in parallel with the rotation speed control. In this comparative example, as in the present embodiment, the second clutch C2, which is the first engagement device CL1, is a hydraulically driven friction engagement device, and the second clutch C2 is driven in response to a hydraulic command signal output from the control device 1. When the hydraulic pressure is supplied to the hydraulic drive unit of the first engagement device CL1, the first engagement device CL1 is engaged. Here, as shown in FIG. 6, the hydraulic command for the first engagement device CL1 is a command in which a fast fill command, a standby command, and a sweep command appear in the order of description.

  The hydraulic command value P in the fast fill command is a constant value (for example, when the hydraulic control valve is fully opened) at which hydraulic oil can be rapidly introduced into the hydraulic drive unit (specifically, in the hydraulic cylinder) of the first engagement device CL1. Value). The piston is stroked by the clearance between the friction plates by the pressure oil introduced into the hydraulic drive unit in response to the fast fill command (that is, so-called backlash reduction is performed). Further, the hydraulic pressure command value P in the standby command is set to a constant value smaller than the hydraulic pressure command value P in the fast fill command. Further, the hydraulic pressure command value P in the sweep command is set to gradually increase from the hydraulic pressure command value P in the standby command.

  In FIG. 6, as indicated by a broken line, the actual oil pressure (actual oil pressure) acting on the oil pressure drive unit of the first engagement device CL1 is a fast fill period (a period from time t1 to time t2) which is a period of the fast fill command. The actual oil pressure gradually rises to near the stroke end pressure. Here, the stroke end pressure is a hydraulic pressure immediately before the friction engagement device starts to have a torque capacity. When the actual hydraulic pressure reaches the stroke end pressure at any time (here, time t3) in a standby period (a period starting from time t2), which is a period of the standby command, the first engagement device CL1 Begins to have torque capacity. That is, at a predetermined time after the elapse of the fast fill period, the first engagement device CL1 starts to have the torque capacity. Thereafter, the actual hydraulic pressure gradually increases to a predetermined pressure (for example, a pressure for directly engaging the first engagement device CL1) in a sweep period (a period ending at time t5), which is a period of the sweep command. In the example shown in FIG. 6, the sweep period has ended at the point in time when the input rotation speed N reaches the target rotation speed (time t5).

  Although not described in detail, the control for engaging the first clutch C1, which is the second engagement device CL2, is performed at a timing delayed with respect to the engagement control for engaging the first engagement device CL1. The control for engaging the second engagement device CL2 is performed in the same manner as the above-described engagement control for engaging the first engagement device CL1. In the example illustrated in FIG. 6, the sweep period of the second engagement device CL2 is started at the time t5 when the input rotation speed N reaches the target rotation speed.

  In the comparative example shown in FIG. 6, at time t3, the first engagement device CL1 starts to have a torque capacity, and at time t4 after this time t3, the input rotation speed N becomes the synchronous rotation speed Ns corresponding to the specific gear position. (Here, the synchronous rotation speed Ns (8th) corresponding to the eighth stage 8th) is reached and exceeds the synchronous rotation speed Ns (8th). As described above, during the execution of the rotation speed control, if the input rotation speed N exceeds the synchronous rotation speed Ns corresponding to the specific shift speed while the first engagement device CL1 has the torque capacity, the output member 36 The direction of the drag torque of the third engagement device CL3 (here, the first brake B1) acting on the vehicle when the input rotation speed N exceeds the synchronous rotation speed Ns, the vehicle behavior changes. I can do it.

  That is, as shown in FIG. 7, the input rotation speed N (the rotation speed of the first carrier CA1) is lower than the synchronous rotation speed Ns (8th) (the rotation speed indicated by “N1” in FIG. 7). Then, when the first engagement device CL1 (the second clutch C2) has the torque capacity and the first engagement device CL1 is in the direct engagement state, in this state, the third engagement device CL3 (the first brake B1) is engaged. ), A drag torque in the forward direction is generated as shown by a white arrow, and the direction of the drag torque of the third engagement device CL3 acting on the output member 36 (second ring gear R2) is shown by a white arrow. It becomes a negative direction. On the other hand, when the input rotation speed N is higher than the synchronization rotation speed Ns (8th), as is clear from the speed diagram in a state where the input rotation speed N has increased to the target rotation speed Ns (5th). The third engagement device CL3 (the first brake B1) generates a drag torque in the negative direction as indicated by the black arrow, and acts on the output member 36 (the second ring gear R2). The direction of the drag torque of CL3 is the positive direction as shown by the black arrow. Therefore, when the input rotation speed N increases from the rotation speed indicated by “N1” in FIG. 7 to the target rotation speed, the direction of the drag torque of the third engagement device CL3 acting on the output member 36 (second ring gear R2). However, when the input rotation speed N exceeds the synchronous rotation speed Ns (8th), the vehicle behavior may change by reversing (here, reversing from the negative direction to the positive direction).

  In view of the above, in the control device 1, in the engagement control, the transmission of the torque by the first engagement device CL1 causes the synchronous rotation speed Ns corresponding to the specific gear speed having a smaller gear ratio than the target gear speed to be controlled. The engagement state of the first engagement device CL1 is controlled so as to start after the input rotation speed N has exceeded. That is, the control device 1 controls the engagement state of the first engagement device CL1 so that the first engagement device CL1 starts to have the torque capacity after the input rotation speed N exceeds the synchronous rotation speed Ns. . Thereby, the input rotation speed N can be made to exceed the synchronous rotation speed Ns corresponding to the specific shift speed in a state where the drag torque of the third engagement device CL3 does not substantially act on the output member 36, As a result, it is possible to adopt a configuration in which the change in the vehicle behavior hardly occurs as described above.

  The engagement control according to the present embodiment will be specifically described with reference to the example illustrated in FIG. 8. In the example illustrated in FIG. 8, the engagement control (the first engagement device CL1) is performed with respect to the comparative example illustrated in FIG. The timing for starting the control for engaging the second engagement device CL2 is also delayed by the same amount. Specifically, in the example shown in FIG. 8, the fast-fill period ends at the time when the input rotational speed N reaches the synchronous rotational speed Ns (8th) (time t11 corresponding to time t4 in FIG. 6). The start time of the control for engaging the first engagement device CL1 is set to time t10. In the present embodiment, the start time is the time at which the control device 1 starts outputting a hydraulic command signal (here, a fast fill command signal) for engaging the first engagement device CL1. In the example shown in FIG. 8, since the fast fill period ends at the timing when the input rotational speed N reaches the synchronous rotational speed Ns (8th), the time when the input rotational speed N reaches the synchronous rotational speed Ns (8th) At a time t12 after the time t11, the first engagement device CL1 starts to have a torque capacity. In this case, as shown in FIG. 9, the input rotation speed N (the rotation speed of the first carrier CA1) is higher than the synchronous rotation speed Ns (8th) (the rotation speed indicated by “N1” in FIG. 9). In this state, the first engagement device CL1 is in the direct connection engagement state, so that the third engagement device acting on the output member 36 (second ring gear R2) in the process of thereafter increasing the input rotation speed N to the target rotation speed. The direction of the drag torque of CL3 is not reversed (here, maintained in the positive direction), and the change in the vehicle behavior as described above hardly occurs.

  In the example shown in FIG. 8, the timing at which the engagement control is started is delayed as compared with the comparative example shown in FIG. 6. Therefore, the time when the input rotation speed N reaches the target rotation speed (corresponding to the time t5 in FIG. 6). At time (time t14) after the time t13), the sweep period for the first engagement device CL1 ends, and at that time, the sweep period for the second engagement device CL2 has started. As described above, the sweep period of the second engagement device CL2 is started at the time when the input rotation speed N reaches the target rotation speed or after the time (that is, when the second engagement device CL2 is fully engaged). In this case, the second engagement device CL2 can be engaged in a synchronized state in which the rotational speed difference between the pair of engagement members of the second engagement device CL2 is equal to or less than a predetermined value. Changes in vehicle behavior when engaging the joint device CL2 can be reduced.

  The specific gear stage is formed in a state in which the first engagement device CL1 is engaged with the third engagement device CL3 which is a shift engagement device CL whose drag torque in the released state is equal to or more than a specified value. Gears to be set. That is, the specific shift speed is limited to the shift speed in which the change in the vehicle behavior as described above easily occurs when the input rotation speed N exceeds the corresponding synchronous rotation speed Ns. Therefore, for example, in a shift speed having a speed ratio between the specific shift speed and the target shift speed, the first engagement device CL1 is engaged with the shift engagement in which the drag torque in the released state is less than a specified value. In the case where there is a non-specific shift speed that is formed in a state in which the device CL is engaged, the start time of torque transmission by the first engagement device CL1 is input to the synchronous rotation speed Ns corresponding to the non-specific shift speed. It is not necessary to delay until the rotation speed N exceeds. For example, in the example shown in FIGS. 8 and 9, between the eighth gear 8th as the specific gear and the fifth gear 5th as the target gear, the seventh gear 7th and the sixth gear as non-specific gears are provided. Although the 6th exists, the input rotation speed N exceeds the synchronous rotation speed Ns according to the seventh gear 7th or the synchronous rotation speed Ns according to the sixth gear 6th when the torque transmission by the first engagement device CL1 starts. No need to delay until. Therefore, it is possible to perform the engagement control as described above while suppressing an increase in the shift time.

  In the present embodiment, in the engagement control, the control device 1 controls the time from the start of the control for engaging the first engagement device CL1 to the start of transmission of torque by the first engagement device CL1. (In the example shown in FIG. 8, the time from time t10 to time t12) and the time until the input rotational speed N reaches the synchronous rotational speed Ns corresponding to the specific gear position (in the example shown in FIG. 8, Based on the prediction result of the time from the present time to time t11), the point in time at which the control for engaging the first engagement device CL1 is started (time t10 in the example shown in FIG. 8) is determined. It is configured. Specifically, the control device 1 performs the first engagement based on these prediction results such that the fast fill period ends when the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific gear position. It is configured to determine a point in time when control for engaging the joint device CL1 is started.

  The time from the start of the control for engaging the first engagement device CL1 to the start of the transmission of torque by the first engagement device CL1 may be predicted based on, for example, a learning result. Can be. Further, the time until the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific gear position may be predicted based on a calculation result or with reference to a map. For example, the time required for the input rotational speed N to reach the synchronous rotational speed Ns corresponding to the specific gear position is determined by the value of the input rotational speed N and the rate of change (increase rate) and the synchronous rotational speed Ns corresponding to the specific gear position. It is possible to adopt a configuration in which prediction is performed based on a calculation result using a value and a change rate. If the value of the synchronous rotation speed Ns corresponding to the specific gear can be regarded as constant, the change rate of the synchronous rotation speed Ns does not need to be considered. Also, the relationship between the rotational speed difference between the input rotational speed N and the synchronous rotational speed Ns according to the specific gear position and the time until the input rotational speed N reaches the synchronous rotational speed Ns according to the specific gear position is defined. A configuration in which the time required for the input rotational speed N to reach the synchronous rotational speed Ns corresponding to the specific gear position may be predicted with reference to the map. In this case, if the change rate of the input rotation speed N changes each time the rotation speed control is performed, a map may be prepared for each change rate of the input rotation speed N.

  When the target shift speed is the first shift speed 1st, the transmission of the torque by the first engagement device CL1 (first clutch C1) is performed at the synchronous rotation speed corresponding to the specific shift speed having a lower gear ratio than the target shift speed. The engagement state of the first engagement device CL1 is controlled so that the input rotation speed N starts after the input rotation speed N exceeds Ns (specifically, the synchronous rotation speed Ns (2nd) corresponding to the second stage 2nd). Thus, similarly to the case where the target shift speed is the fifth speed 5th, a change in vehicle behavior can be suppressed to a small value.

  That is, as shown in FIG. 10, the input rotation speed N (the rotation speed of the first carrier CA1) is lower than the synchronous rotation speed Ns (2nd) (the rotation speed indicated by "N1" in FIG. 10). Then, when the first engagement device CL1 (the first clutch C1) has the torque capacity and the first engagement device CL1 is in the direct engagement state, in this state, the third engagement device CL3 (the first brake B1) is engaged. ), A drag torque in the negative direction is generated as shown by a white arrow, and the direction of the drag torque of the third engagement device CL3 acting on the output member 36 (second ring gear R2) is shown by a white arrow. It becomes a negative direction. On the other hand, when the input rotation speed N is higher than the synchronization rotation speed Ns (2nd), as is clear from the speed diagram in the state where the input rotation speed N has increased to the target rotation speed Ns (1st). The third engagement device CL3 (first brake B1) generates a positive drag torque as indicated by the black arrow, and acts on the output member 36 (second ring gear R2). The direction of the drag torque of CL3 is the positive direction as shown by the black arrow. Therefore, when the input rotation speed N increases from the rotation speed indicated by “N1” in FIG. 10 to the target rotation speed, the direction of the drag torque of the third engagement device CL3 acting on the output member 36 (second ring gear R2). However, when the input rotation speed N exceeds the synchronous rotation speed Ns (2nd), the vehicle behavior can be changed by reversing (here, reversing from the negative direction to the positive direction).

  In contrast, in the engagement control according to the present embodiment, the transmission of torque by the first engagement device CL1 (first clutch C1) starts after the input rotation speed N exceeds the synchronous rotation speed Ns (2nd). As a result, the state of engagement of the first engagement device CL1 is controlled. In this case, as shown in FIG. 11, the input rotation speed N (the rotation speed of the first carrier CA1) is higher than the synchronous rotation speed Ns (2nd) (the rotation speed indicated by “N1” in FIG. 11). In this state, the first engagement device CL1 is in the direct connection engagement state, so that the third engagement device acting on the output member 36 (second ring gear R2) in the process of thereafter increasing the input rotation speed N to the target rotation speed. The direction of the drag torque of CL3 is not reversed (here, maintained in the positive direction), and the change in the vehicle behavior as described above hardly occurs. In the present embodiment, when the target shift speed is the first speed 1st, the second engagement device CL2 (one-way clutch F) is automatically engaged by executing the engagement control and the rotation speed control. Are combined.

[Other embodiments]
Next, another embodiment of the control device will be described.

(1) In the above embodiment, the control device 1 controls the first engagement device CL1 so that the fast-fill period ends when the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific gear position. The configuration for determining the point at which the control for engaging is started has been described as an example. However, without being limited to such a configuration, for example, the time from the end of the fast fill period to the time when the first engagement device CL1 starts to have the torque capacity (in the example shown in FIG. The control device 1 sets the fast-fill period at a time earlier than the time when the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific shift speed by a time less than the target time as a target time (time until t12). May be determined so that the control for engaging the first engagement device CL1 is started. Further, for example, the control device 1 controls the first engagement device CL1 so that the fast-fill period ends at a time later than the time when the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific gear position. It is also possible to adopt a configuration in which the point in time when the control for engaging is started is determined. In this case, the control device 1 controls the first engagement device CL1 so that the fast-fill period starts at the time when the input rotation speed N reaches the synchronous rotation speed Ns corresponding to the specific shift speed or at a time after that. It is good also as a structure which determines the time when the control for matching is started.

(2) In the above embodiment, the configuration in which the third engagement device CL3 is the brake B has been described as an example. However, the configuration is not limited to such a configuration, and the third engagement device CL3 may be configured to be the clutch C.

(3) In the above-described embodiment, the configuration in which each of the shift engagement devices CL (except for the one-way clutch F, the same applies hereinafter) is a hydraulic drive type engagement device has been described as an example. However, without being limited to such a configuration, each of the shifting engagement devices CL may be connected to an engagement device controlled by a driving force other than hydraulic pressure (for example, a driving force of an electromagnet or a driving force of a servomotor). You can also.

(4) The configuration of the transmission 35 shown in the above embodiment is an example, and the configuration of the transmission 35 can be changed as appropriate. For example, the number of shift speeds (forward shift speeds) that can be formed by the transmission 35 may be, for example, six instead of eight as in the above embodiment. Further, one shift speed is formed not by the engagement of the two shift engagement devices CL as in the above-described embodiment, but by the engagement of three or more shift engagement devices CL. May be adopted.

(5) In the above embodiment, the configuration in which the vehicle drive device 3 includes the internal combustion engine EG and the first rotary electric machine MG1 as the driving force source D has been described as an example. However, without being limited to such a configuration, the vehicle drive device 3 may include only one of the internal combustion engine EG and the first rotary electric machine MG1 as the driving force source D.

(6) In the above embodiment, the configuration in which the internal combustion engine output member 31 is arranged along the lateral width direction of the vehicle V has been described as an example. However, without being limited to such a configuration, for example, as in the example shown in FIG. 12, the internal combustion engine output member 31 is disposed along the front-rear direction of the vehicle V (that is, the internal combustion engine EG is Configuration). In the example shown in FIG. 12, the first wheel W1 is the rear wheel of the vehicle V.

(7) In the above embodiment, an example is given in which the second rotating electrical machine MG2 different from the first rotating electrical machine MG1 is provided in the vehicle V as a driving force source for a second wheel W2 different from the first wheel W1. It was explained as. However, without being limited to such a configuration, the second rotating electric machine MG2 may be provided in the vehicle drive device 3 as a driving force source of the first wheel W1. For example, as in the example shown in FIG. 13, the second rotating electric machine MG2 may be configured to be provided in a power transmission path between the transmission 35 (output member 36) and the first differential gear device 38. In the example shown in FIG. 13, the first wheel W1 is the rear wheel of the vehicle V. Note that a configuration in which the second rotating electric machine MG2 is not provided in the vehicle V may be adopted.

(8) In the above embodiment, the configuration in which the second rotating electrical machine MG2 is drivingly connected to the two left and right second wheels W2 has been described as an example. However, without being limited to such a configuration, it is also possible to adopt a configuration in which independent second rotary electric machines MG2 are respectively driven and connected to the two left and right second wheels W2 as in the example shown in FIG. . In this case, at least a part of the case of the second rotating electrical machine MG2 is arranged in a space radially inside the second wheel W2 (that is, the second rotating electrical machine MG2 is an in-wheel type rotating electrical machine). can do.

(9) The configurations disclosed in the above embodiments may be applied in combination with the configurations disclosed in other embodiments (unless there is a contradiction). (Including combinations) are also possible. Regarding other configurations, the embodiments disclosed in this specification are merely examples in all respects. Therefore, various modifications can be appropriately made without departing from the spirit of the present disclosure.

[Overview of the above embodiment]
Hereinafter, an outline of the control device described above will be described.

  A driving force source (D); an input member (34) drivingly connected to the driving force source (D); an output member (36) drivingly connected to the wheel (W1); And a transmission (35) having a transmission (CL), wherein the transmission (35) forms a transmission gear corresponding to a state of engagement of each of the transmission engagement devices (CL), and A control device (1) that controls a vehicle drive device (3) that controls the speed of rotation of the input member (34) at a speed ratio according to a shift speed and transmits the speed to the output member (36). A first mode in which the vehicle (V) travels in a neutral state in which all of the shift engagement devices (CL) are released, and the vehicle (V) in a state in which the transmission (35) forms a target shift speed. And a second mode in which the target gear is engaged. One of the above-mentioned transmission engagement devices (CL) is a first engagement device (CL1) and the other is a second engagement device (CL2), and the transmission (35) forms a shift speed The rotational speed (N) of the input member (34) determined according to the ratio and the rotational speed of the output member (36) is defined as the synchronous rotational speed (Ns), and the synchronous rotational speed (Ns) corresponding to the target shift speed is set. ), The first engagement device (CL1) and the second engagement device (CL2) are engaged from the state where the rotation speed (N) of the input member (34) is lower than the target rotation speed. When shifting from the first mode to the second mode, the engagement control for engaging the first engagement device (CL1) and the rotation speed (N) of the input member (34) are reduced to the target rotation speed. A circuit for controlling the output torque of the driving force source (D) so as to rise. Speed control, and the third engagement device (CL3), which is the first engagement device (CL1), and the speed-change engagement device (CL) whose drag torque in the released state is equal to or more than a specified value. In the engagement control, the transmission of torque by the first engagement device (CL1) is performed at a gear ratio smaller than the target gear position in the engagement control. The engagement state of the first engagement device (CL1) such that the rotation is started after the rotation speed (N) of the input member (34) exceeds the synchronous rotation speed (Ns) corresponding to the specific gear position. Control.

  According to this configuration, in a state where the vehicle (V) is traveling in the neutral state, the state of the rotation speed (N) of the input member (34) being lower than the target rotation speed is changed to the first engagement device (CL1) and the first engagement device (CL1). When the second mode is shifted from the first mode to the second mode by engaging the second engagement device (CL2), by executing the engagement control and the rotation speed control, the pair of the second engagement device (CL2) is executed. The rotation speed difference between the engagement members can be made close to zero. Therefore, according to the above configuration, when the transmission (35) is set to the target shift speed from the state in which the vehicle (V) is traveling in the neutral state, a change in vehicle behavior can be suppressed to a small value.

  By the way, in a state where the first engagement device (CL1) is engaged with the third engagement device (CL3) which is a shift engagement device (CL) in which the drag torque in the released state is equal to or more than a specified value. In a state where only the first engagement device (CL1) among the plurality of shift engagement devices (CL) is engaged with the gear position to be formed as the specific gear position, the third gear with respect to the output member (36) is engaged. The drag torque of the engagement device (CL3) acts. The third engagement acting on the output member (36) depending on whether the rotation speed (N) of the input member (34) is lower or higher than the synchronous rotation speed (Ns) corresponding to the specific gear position. The directions of the drag torques of the device (CL3) are opposite to each other. Therefore, during the execution of the rotation speed control, the rotation speed (N) of the input member (34) is changed to the synchronous rotation speed (Ns) corresponding to the specific gear while the first engagement device (CL1) has the torque capacity. When the rotational speed (N) of the third engaging device (CL3) acting on the output member (36) exceeds the rotational speed (N) of the input member (34), the synchronous rotational speed (Ns) The vehicle behavior may change by reversing when exceeds.

  In view of the above, in the control device (1), in the engagement control, the transmission of the torque by the first engagement device (CL1) is performed in synchronization with the specific gear position having a smaller gear ratio than the target gear position. The engagement state of the first engagement device (CL1) is controlled such that the rotation speed (Ns) is started after the rotation speed (N) of the input member (34) exceeds the rotation speed (Ns). As a result, the rotational speed (N) of the input member (34) is changed to the synchronous rotation according to the specific gear in a state where the drag torque of the third engagement device (CL3) does not substantially act on the output member (36). The vehicle speed can be made to exceed the speed (Ns). As a result, it is possible to adopt a configuration in which the change in the vehicle behavior as described above hardly occurs.

  As described above, according to the above configuration, when the transmission (35) is set to the target shift speed from the state in which the vehicle (V) is traveling in the neutral state, it is possible to suppress a change in vehicle behavior to be small. It becomes possible.

  Here, it is preferable that the third engagement device (CL3) is a brake (B) for engaging the non-rotating member (6) and the rotating member (5).

In the brake (B), since one of the pair of engaging members is a non-rotating member (6), friction is lower than that of the clutch (C) in which both of the pair of engaging members are the rotating member (5). Due to the nature of the characteristic, the drag torque in the released state may increase. Further, there is a case where an engaging device having a large engaging capacity is used as the brake (B) or a band brake is used as the brake (B). It may be used as a brake (B). Therefore, when there is a gear position formed in a state where the first engagement device (CL1) and the brake (B) are engaged, the rotation speed (N) of the input member (34) changes to the gear position. When the speed exceeds the corresponding synchronous rotation speed (Ns), there is a possibility that the change in the vehicle behavior as described above is likely to occur.
According to the above configuration, when the drag torque of the brake (B) in the released state is equal to or more than the specified value, the first engagement device (CL1) and the brake (B) are engaged. By setting the gear position to be changed to the specific gear position, it is possible to adopt a configuration in which a change in the vehicle behavior as described above hardly occurs.

  In the engagement control, the time from the start of the control for engaging the first engagement device (CL1) to the start of transmission of torque by the first engagement device (CL1) is determined. The first engagement is performed based on a prediction result and a prediction result of a time until the rotation speed (N) of the input member (34) reaches the synchronous rotation speed (Ns) corresponding to the specific gear position. It is preferable to determine a point in time when control for engaging the device (CL1) is started.

  According to this configuration, the time point at which the control for engaging the first engagement device (CL1) is started is appropriately determined, and the transmission of torque by the first engagement device (CL1) is performed to the specific gear position. The corresponding synchronous rotation speed (Ns) can be started after the rotation speed (N) of the input member (34) exceeds.

  The control device according to the present disclosure may have at least one of the effects described above.

1: Control device 3: Vehicle drive device 5: Rotating member 6: Non-rotating member 34: Input member 35: Transmission 36: Output member B: Brake CL: Shifting engagement device CL1: First engagement device CL2: Second engagement device CL3: third engagement device D: driving force source N: input rotation speed (rotation speed of input member)
Ns: Synchronous rotation speed V: Vehicle W1: First wheel (wheel)

Claims (3)

A driving force source, an input member that is drivingly connected to the driving force source, an output member that is drivingly connected to wheels, and a transmission having a plurality of shift engagement devices, wherein the transmission is A vehicle drive device that forms a gear corresponding to a state of engagement of each of the gearshift engagement devices, and that changes the speed of rotation of the input member at a gear ratio corresponding to the gear and transmits the rotation to the output member. Is a control device to be controlled,
A first mode in which the vehicle travels in a neutral state in which all of the shift engagement devices are released, and a second mode in which the vehicle travels in a state in which the transmission forms a target shift speed,
One of the plurality of shift engagement devices engaged to form the target shift speed is defined as a first engagement device, and the other is defined as a second engagement device; The rotational speed of the input member determined according to the speed ratio of the output member and the rotational speed of the output member as a synchronous rotational speed,
The first engagement device and the second engagement device are engaged from the state where the rotation speed of the input member is lower than a target rotation speed that is the synchronous rotation speed according to the target shift speed, and the first rotation is performed. When shifting from the mode to the second mode, engagement control for engaging the first engagement device, and output torque of the driving force source such that the rotation speed of the input member increases to the target rotation speed Control the rotational speed and execute
A gear stage formed when the first engagement device is engaged with a third engagement device that is the shift engagement device having a drag torque in a released state that is equal to or greater than a specified value is a specific gear stage. As
In the engagement control, the transmission of torque by the first engagement device is performed after the rotation speed of the input member exceeds the synchronous rotation speed corresponding to the specific shift speed having a lower gear ratio than the target shift speed. A control device for controlling a state of engagement of the first engagement device so as to be started.   The control device according to claim 1, wherein the third engagement device is a brake that engages the non-rotating member and the rotating member.   In the engagement control, a prediction result of a time from a start of control for engaging the first engagement device to a start of transmission of torque by the first engagement device, and the specific gear position And determining a time point at which control for engaging the first engagement device is started based on a prediction result of a time until the rotation speed of the input member reaches the synchronous rotation speed according to the following. Item 3. The control device according to item 1 or 2.

Images