JP2020104729A - Control device - Google Patents

Abstract

To obtain a technology which can suppress torque variations which may be transmitted to wheels when transiting a friction engagement device to a direct-connection engagement state from a slide engagement state to the minimum without comparing a rotational speed difference between an input-side rotating element and an output-side rotating element, and a threshold.SOLUTION: A control device changes the output torque of a drive force source so that input torque Tin is changed following a torque change pattern for making a rotational speed of an input-side rotating element 31 coincide with a rotational speed of an output-side rotating element 32. The control device determines the torque change pattern so that a change rate of the output torque of the drive force source falls within a tolerable range, the rotational speed of the input-side rotating element 31 reaches the rotational speed of the output-side rotating element 32 at a specified time point before a time point at which a target time t0 elapses after a start of torque change control, and the input torque Tin coincides with target torque T0 at the specified time point.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle including an input member drivingly connected to a driving force source, an output member drivingly connected to a wheel, and a friction engagement device provided in a power transmission path between the input member and the output member. The present invention relates to a control device that controls a drive transmission device for a vehicle.

An example of the control device as described above is disclosed in Japanese Unexamined Patent Application Publication No. 2018-39317 (Patent Document 1). Patent Document 1 describes a technique for suppressing the difference in torque transmitted to the drive wheels before and after the shift when the friction clutch is shifted from the slip engagement state to the complete engagement state. Specifically, when the friction clutch is requested to be engaged in a state where the friction clutch is controlled to be in the slip engagement state, the control device of Patent Document 1 makes the target engagement capacity of the friction clutch correspond to the vehicle target driving force. While maintaining the capacity control, the target rotation speed in the rotation speed control of the drive motor is controlled to decrease toward the slip convergence rotation speed of the friction clutch. Then, when it is determined that the slip rotation speed (differential rotation speed) of the friction clutch is less than or equal to the engagement completion determination value, the control device increases the engagement capacity of the friction clutch to bring the friction clutch into the completely engaged state. Is configured.

JP, 2008-39317, A

As described above, when the control device of Patent Document 1 shifts the friction engagement device (the friction clutch in Patent Document 1) from the sliding engagement state to the direct engagement state, the input side rotating element of the friction engagement device is used. It is configured to increase the engagement pressure of the friction engagement device on condition that the rotational speed difference between the output rotation element and the output rotation element becomes equal to or less than a predetermined threshold value. Then, since this threshold value is generally set to a value of a certain size in consideration of control error, detection error, etc., in the technique described in Patent Document 1, basically, the input-side rotating element and the output The engagement pressure of the friction engagement device is increased in a state where there is a rotation speed difference equal to or less than the threshold value with the side rotation element. As a result, when the engagement pressure of the friction engagement device increases, an inertia torque is generated due to a change in the rotation speed of at least one of the input side rotation element and the output side rotation element, and the torque transmitted to the wheels fluctuates. May occur. In addition, the technique described in Patent Document 1 also requires a matching man-hour for appropriately setting the threshold value.

Therefore, without comparing the rotational speed difference between the input-side rotating element and the output-side rotating element with the threshold value, the frictional engagement device is transmitted to the wheels when shifting from the sliding engagement state to the direct engagement state. It is desired to realize a technology capable of suppressing possible torque fluctuations.

A control device according to the present disclosure includes an input member that is drivingly connected to a driving force source, an output member that is drivingly connected to a wheel, and frictional engagement provided in a power transmission path between the input member and the output member. A drive transmission device for a vehicle including a device, wherein the friction engagement device includes an input side rotation element that is a rotation element on the side of the input member, and a side of the output member. And an output side rotating element that is a rotating element of the output member, the output member is rotating with a torque required to be transmitted from the driving force source side to the output member as a required torque, and From the state in which the friction engagement device is controlled to the sliding engagement state so that the transmission torque capacity of the friction engagement device matches the target torque according to the required torque, the friction engagement device is directly connected to the engagement state. In the case of shifting to, the input torque transmitted from the driving force source to the input side rotation element is in accordance with a torque change pattern for matching the rotation speed of the input side rotation element with the rotation speed of the output side rotation element. The torque change control for changing the output torque of the driving force source is executed so as to change, and the torque change pattern is set to the target time from the start to the end of the torque change control and the start time of the torque change control. Based on the rotational speed difference between the input-side rotating element and the output-side rotating element and the allowable range of the rate of change of the output torque of the driving force source, the rate of change of the output torque of the driving force source is The rotation speed of the input side rotation element reaches the rotation speed of the output side rotation element at a specific time point before the target time elapses after the torque change control is started within the allowable range. And, the input torque is determined to match the target torque at the specific time point.

According to this configuration, when the output member is rotating and the friction engagement device is controlled in the sliding engagement state so that the transmission torque capacity of the friction engagement device matches the target torque, When the engagement device is shifted to the direct coupling engagement state, the torque change control is executed to realize a state where the rotation speed of the input-side rotating element and the rotation speed of the output-side rotating element are equal to or close to each other, and the friction is controlled. The engagement device can be shifted from the sliding engagement state to the direct engagement state. At this time, since it is possible to continuously control the transmission torque capacity of the friction engagement device to match the target torque, the torque change control should be executed while maintaining the state where the required torque is transmitted to the output member. You can

In the above configuration, the torque change pattern used in the torque change control is determined so that the change rate of the output torque of the driving force source falls within the allowable range. It can be appropriately changed according to the pattern. Further, the torque change pattern used in the torque change control is such that the rotation speed of the input side rotating element becomes the rotation speed of the output side rotating element at a specific time point before the target time elapses after starting the torque change control. It is determined that the input torque has reached the target torque at the specific time. The friction engagement device transmits the input torque from the state in which the friction engagement device transmits the torque having the magnitude of the transmission torque capacity as the friction engagement device changes from the sliding engagement state to the direct engagement state. However, by determining the torque change pattern in this way, ideally, in the state where the input torque matches the target torque that is the control target of the transmission torque capacity of the friction engagement device, the friction coefficient is changed. The coupling device can be shifted from the sliding engagement state to the direct engagement state. Therefore, before and after the friction engagement device shifts from the sliding engagement state to the direct coupling engagement state, it is possible to maintain the state in which the friction engagement device transmits the target torque or a torque close to the target torque. It is possible to suppress the torque fluctuation that can be transmitted to the wheels when the device is shifted from the sliding engagement state to the direct engagement state.

As described above, according to the above configuration, the friction engagement device is directly connected from the sliding engagement state without comparing the rotation speed difference between the input side rotation element and the output side rotation element with the threshold value. It is possible to suppress the torque fluctuation that can be transmitted to the wheels when shifting to the combined state to be small.

Further features and advantages of the control device will be apparent from the following description of the embodiments described with reference to the drawings.

Schematic configuration diagram of a vehicle drive transmission device according to an embodiment The flowchart which shows the process procedure of the transfer control from the sliding engagement state to the direct engagement state of the friction engagement device which concerns on embodiment. A time chart showing an example of control behavior of transition control from a sliding engagement state to a direct coupling engagement state of a friction engagement device according to an embodiment The figure which shows an example of the torque change pattern which concerns on embodiment. Schematic configuration diagram of a vehicle drive transmission device according to another embodiment Schematic configuration diagram of a vehicle drive transmission device according to another embodiment

An embodiment of a control device will be described with reference to the drawings. In addition, in the present specification, the “rotary electric machine” is used as a concept including both a motor (electric motor), a generator (generator), and a motor/generator that performs both functions of the motor and the generator as necessary. There is. Further, in the present specification, “drive connection” means a state in which two rotating elements are connected so as to be able to transmit a 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 the 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 changed speed, and an engagement device that selectively transmits rotation and driving force. (Friction engagement device, meshing engagement device, etc.) may be included.

Further, in the present specification, the “engaged state”, which is the state in which the friction engagement device is engaged, means that the friction engagement device has a transmission torque capacity (torque capacity). It means having a torque capacity). The transmission torque capacity is the maximum magnitude of torque that the friction engagement device can transmit by friction, and the magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement device. Here, the engagement pressure is a pressure that presses the input side rotation element and the output side rotation element, which are a pair of engagement members included in the friction engagement device, against each other. The "engaged state" includes a "directly coupled engagement state" in which there is no rotational speed difference (slip) between the pair of engaging members (that is, between the input-side rotating element and the output-side rotating element), and a pair of engaging states. "Sliding engagement state" in which there is a rotational speed difference between the coupling members is included. Further, the "direct engagement state" includes the "completely engaged state", which is the state in which the direct engagement is constantly performed. The complete engagement state is an engagement pressure (complete engagement pressure) at which slippage does not occur between the pair of engagement members even when the torque transmitted to the friction engagement device fluctuates. It is in a state of being engaged so as to rotate.

Further, in the present specification, the “released state”, which is the state in which the friction engagement device is released, means the state in which the transfer torque capacity is not generated in the friction engagement device. Even if the control device does not issue a command to generate the transfer torque capacity, the friction engagement device may generate the transfer torque capacity due to dragging between the engaging members (friction members). In this specification, such drag torque is not taken into consideration when classifying the engagement state, and the transfer torque capacity is generated by the drag between the engaging members when no command to generate the transfer torque capacity is issued. The state (that is, the state in which dragging torque is generated) is also included in the “released state”.

In the engaged state in which the frictional engagement device is engaged, the torque is transmitted between the pair of engaging members due to the friction between the pair of engaging members. In the sliding engagement state where the frictional engagement device is in sliding engagement, dynamic friction causes a torque (slip torque) of a transmission torque capacity to be transmitted from the engagement member having a higher rotational speed to the engagement member having a lower rotational speed. It Further, in the direct engagement state in which the friction engagement device is directly engaged, the torque acting between the pair of engagement members is transmitted by static friction with the magnitude of the transmission torque capacity as the upper limit.

As shown in FIG. 1, the control device 1 is a control device that controls a vehicle drive transmission device 100. The vehicle drive transmission device 100 is provided in an input member 20 drivingly connected to the driving force source 10, an output member 21 drivingly connected to the wheels 13, and a power transmission path between the input member 20 and the output member 21. The friction engagement device 30 is provided. The driving force source 10 is a driving force source for the wheels 13. The output torque of the driving force source 10 is transmitted to the output member 21 drivingly connected to the wheel 13 by the vehicle drive transmission device 100, and the torque transmitted to the output member 21 drives the wheel 13 to drive the vehicle. (Vehicle equipped with the vehicle drive transmission device 100, the same applies hereinafter) travels. In the present embodiment, the output member 21 is drivingly connected to the wheels 13 so as to rotate in conjunction with the wheels 13 at all times. Therefore, when the vehicle is traveling, the output member 21 is rotating. In this specification, regarding the rotation direction of the output member 21, the rotation direction when the vehicle is traveling forward is a positive direction, and the rotation direction when the vehicle is traveling backward is a negative direction. Further, in the present embodiment, the input member 20 is arranged along the lateral width direction of the vehicle.

The input member 20 is drivingly connected to one or more driving force sources 10. In the present embodiment, the input member 20 is drivingly connected to the two driving force sources 10. Specifically, the input member 20 is drivingly connected to the internal combustion engine 11 as one of the driving force sources 10, and is drivingly connected to the rotary electric machine 12 as another one of the driving force sources 10. The internal combustion engine 11 is a prime mover (for example, a gasoline engine, a diesel engine, etc.) that is driven by combustion of fuel inside the engine to take out power. The vehicle drive transmission device 100 of the present embodiment transmits the output torque of one or both of the internal combustion engine 11 and the rotary electric machine 12 to the output member 21 to drive the vehicle. That is, the vehicle drive transmission device 100 of the present embodiment is a drive transmission device for a vehicle (hybrid vehicle) that includes both the internal combustion engine 11 and the rotary electric machine 12 as the driving force source 10 for the wheels 13.

The internal combustion engine 11 is provided outside the power transmission path between the input member 20 and the output member 21, and the input member 20 is connected to the internal combustion engine 11 via the disengagement engagement device 33. Specifically, the input member 20 is connected to the connecting member 23, which is connected to the output member (crankshaft or the like) of the internal combustion engine 11, via the separation engagement device 33. The connecting member 23 is connected so as to rotate integrally with the output member of the internal combustion engine 11, or is connected to the output member of the internal combustion engine 11 via another member such as a damper. The separation engagement device 33 selectively connects (ie, connects or disconnects) the input member 20 and the connecting member 23. When the separation engagement device 33 is engaged, the connection between the input member 20 and the connection member 23 is maintained, and in the present embodiment, the separation engagement device 33 is engaged (here, the direct engagement condition). ), the input member 20 and the connecting member 23 are connected so as to rotate integrally. Further, when the separation engagement device 33 is released, the connection between the input member 20 and the connection member 23 is released, and the internal combustion engine 11 is separated from the wheel 13. In this embodiment, a friction engagement device is used as the separation engagement device 33.

The input member 20 is connected to the rotary electric machine 12. The input member 20 is connected to the rotary electric machine 12 without an engaging device, and in the present embodiment, is connected so as to rotate integrally with the rotary electric machine 12. Although illustration is omitted, the rotary electric machine 12 includes a stator fixed to a non-rotating member such as a case, and a rotor rotatably supported by the stator, and the input member 20 is a rotor of the rotary electric machine 12. They are connected so as to rotate integrally. In the present embodiment, as the rotary electric machine 12, an AC rotary electric machine driven by three-phase alternating current (an example of polyphase alternating current) is used. The rotary electric machine 12 is electrically connected to a power storage device 4 such as a battery or a capacitor via an inverter device 3 that performs power conversion between DC power and AC power, and supplies power from the power storage device 4. The electric power generated by the output torque of the internal combustion engine 11 or the inertial force of the vehicle is supplied to the power storage device 4 to be stored therein.

In the present embodiment, the vehicle drive transmission device 100 includes a transmission 40 that shifts the rotation of the shift input member and transmits the rotation to the shift output member. The shift input member is a member for inputting rotation from the driving force source 10 side to the transmission 40, and the shift output member is a member for outputting rotation from the transmission 40 to the wheel 13 side. The transmission 40 is configured to be able to change the speed ratio, which is the ratio of the rotation speed of the speed change input member to the rotation speed of the speed change output member, in a stepwise or stepless manner. The speed is changed by and is transmitted to the speed change output member. The transmission 40 is provided in a power transmission path between the input member 20 and the output member 21. Therefore, the shift input member is the input member 20 or a rotating member drivingly connected to the input member 20, and the shift output member is the output member 21 or a rotating member drivingly connected to the output member 21. In the present embodiment, the transmission 40 is provided in the power transmission path between the friction engagement device 30 and the output member 21. The intermediate member 22 connected to the input member 20 via the friction engagement device 30 is a shift input member, and the output member 21 is a shift output member. As the friction engagement device 30, for example, a wet friction engagement device (wet multi-plate clutch or the like) can be used.

The friction engagement device 30 includes an input-side rotary element 31 that is a rotary element on the input member 20 side and an output-side rotary element 32 that is a rotary element on the output member 21 side. The input side rotation element 31 is one of a pair of engagement members included in the friction engagement device 30, and the output side rotation element 32 is the other of a pair of engagement members included in the friction engagement device 30. The input-side rotating element 31 is drivingly connected to the input member 20, and specifically, is not connected to the output-side rotating element 32 and is drive-connected to the input member 20. The output side rotation element 32 is drivingly connected to the output member 21, and specifically, is not connected to the input side rotation element 31 and is drive connected to the output member 21. In the present embodiment, the friction engagement device 30 is provided in the power transmission path between the input member 20 and the intermediate member 22, and selectively connects the input member 20 and the intermediate member 22. Then, in the present embodiment, the input side rotation element 31 is connected so as to rotate integrally with the input member 20, and the output side rotation element 32 is connected so as to rotate integrally with the intermediate member 22. .. Therefore, in the state where the frictional engagement device 30 is directly coupled and engaged, the input member 20 and the intermediate member 22 are coupled so as to rotate integrally.

In the present embodiment, the output member 21 is drivingly connected to the two left and right wheels 13, and the vehicle drive transmission device 100 transmits the output torque of the driving force source 10 to the two left and right wheels 13 to drive the vehicle. .. Specifically, the vehicle drive transmission device 100 includes a differential gear device 42 (output device) in a power transmission path between the output member 21 and two left and right axles 14 (a shaft member that rotates integrally with the wheel 13). The differential gear device 42 distributes and transmits the rotation and torque input from the output member 21 side to the two left and right wheels 13. The differential gear device 42 is configured using, for example, a bevel gear type or planetary gear type differential gear mechanism. Further, in the present embodiment, the vehicle drive transmission device 100 includes the counter gear mechanism 41 in the power transmission path between the output member 21 and the differential gear device 42, and the rotation of the output member 21 is the counter gear. It is input to the differential gear unit 42 via the mechanism 41.

Next, the configuration of the control device 1 according to the present embodiment will be described. The control device 1 drives and controls the driving force source 10 and controls the engagement state of the friction engagement device 30. In the present embodiment, the control device 1 further controls the engagement state of the separation engagement device 33 and the transmission 40. Control state and. 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) or 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 unit 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 pieces of hardware (a plurality of pieces of separated hardware) that can communicate with each other, instead of one piece of hardware. When the control device 1 is configured by a set of a plurality of hardware capable of communicating with each other in this way, the control device 1 is provided in a vehicle-mounted device in the vehicle and outside the vehicle to communicate with the device in the vehicle. It may be configured such that it is separated into an external device that can communicate via a network (for example, the Internet), and at least a part of the functions of the control device 1 is provided in the external device. Further, the control device 1 may have at least a function (including a function of determining a torque change pattern described later) of executing a torque change control described later among the functions described in this specification. The function other than the above may be configured to be included in another control device (for example, a control device higher than the control device 1) capable of communicating with the control device 1.

The control device 1 is configured to be able to acquire detection information (sensor detection information) of various sensors provided in the vehicle. The sensor detection information includes, for example, information on the accelerator opening, information on the vehicle speed, information on the state of charge of the power storage device 4, or information on the amount of power storage. Then, the control device 1 determines the required torque, which is the torque required to be transmitted from the driving force source 10 side to the output member 21, based on the sensor detection information by referring to the control map, and the like. The driving mode and the state to be realized in the transmission 40 are determined. Here, the traveling mode includes an electric traveling mode and a hybrid traveling mode. The electric travel mode is a travel mode in which the output torque of the rotary electric machine 12 is transmitted to the output member 21 and the vehicle travels with the disengagement engagement device 33 released and the friction engagement device 30 engaged. In the hybrid travel mode, the output torque of both the internal combustion engine 11 and the rotary electric machine 12 is transmitted to the output member 21 with the disengagement engagement device 33 engaged and the friction engagement device 30 engaged. It is a mode for running the.

The control device 1 determines the internal combustion engine required torque and the rotary electric machine required torque in consideration of the torque sharing ratio between the internal combustion engine 11 and the rotary electric machine 12 based on the determined required torque. The internal combustion engine required torque is a torque required to be output by the internal combustion engine 11, and the rotary electric machine required torque is a torque required to be output by the rotary electric machine 12. The control device 1 basically has a combined torque of the internal combustion engine required torque converted into the torque of the output member 21 and the rotary electric machine required torque converted into the torque of the output member 21 (that is, the positive/negative of these two torques). Is calculated so that the sum) in consideration of is equal to the required torque. The internal combustion engine required torque is set to zero during execution of the electric travel mode.

In this specification, regarding the positive/negative of the torque, the torque in the direction in which the output member 21 is positively rotated (rotated in the positive direction) (that is, the direction in which the vehicle is moved forward) is defined as positive torque, and the output member 21 is negatively rotated (negative). The torque in the direction of rotation (that is, the torque in the opposite direction to the positive torque) is defined as the negative torque. In the state where the output member 21 is positively rotating, the output torque when the rotary electric machine 12 powers is positive torque, and the output torque when the rotary electric machine 12 generates power is negative torque. On the other hand, the output torque of the internal combustion engine 11 during the combustion operation is always positive torque. In addition, in the present specification, the magnitude of the torque is set in consideration of the positive/negative (sign) instead of the absolute value. Therefore, the minimum torque that the rotary electric machine 12 can output is negative torque that maximizes the absolute value, and the maximum torque that the rotary electric machine 12 can output is positive torque that maximizes the absolute value.

The control device 1 controls the internal combustion engine 11 so as to output the torque demanded by the internal combustion engine, and controls the rotary electric machine 12 so as to output the torque demanded for the rotary electric machine. In the present embodiment, an internal combustion engine control device 2 that controls the operation of the internal combustion engine 11 is provided in the vehicle separately from the control device 1, and the control device 1 drives the internal combustion engine 11 via the internal combustion engine control device 2. Control. Specifically, the internal combustion engine control device 2 controls the internal combustion engine 11 so as to output the internal combustion engine required torque in response to a command from the control device 1. Further, the internal combustion engine controller 2 starts the internal combustion engine 11 by starting fuel supply and ignition to the internal combustion engine 11 when the controller 1 requests the internal combustion engine 11 to start, When there is a request to stop the internal combustion engine 11 from 1, the internal combustion engine 11 is stopped by stopping fuel supply to the internal combustion engine 11 or ignition. The control device 1 may have the function of the internal combustion engine control device 2.

The control device 1 drives and controls the rotating electric machine 12 via the inverter device 3. The control device 1 drives and controls the rotary electric machine 12 via the inverter device 3 by pulse width modulation based on the carrier frequency, for example. The inverter device 3 includes an inverter circuit configured by using a plurality of switching elements, and the plurality of switching elements are individually subjected to switching control according to a switching control signal generated by the control device 1, so that the inverter device 3 AC power is supplied to the rotary electric machine 12 to drive the rotary electric machine 12.

The control device 1 controls the engagement state of the friction engagement device 30 and the engagement state of the separation engagement device 33 so as to realize the determined traveling mode. During execution of the electric travel mode, the disengagement engagement device 33 is controlled to be in the released state, and the friction engagement device 30 is controlled to be in the engagement state (basically, the direct engagement state). Further, during execution of the hybrid travel mode, both the friction engagement device 30 and the separation engagement device 33 are controlled so as to be in the engagement state (basically, the direct engagement state).

In the present embodiment, the frictional engagement device 30 is a hydraulically driven frictional engagement device that includes a hydraulic drive unit (hydraulic servo mechanism or the like) that operates according to the supplied hydraulic pressure. The engagement pressure of the friction engagement device 30 changes according to the hydraulic pressure supplied to the hydraulic drive unit of the friction engagement device 30, and the transmission torque capacity of the friction engagement device 30 changes. That is, the engagement state of the friction engagement device 30 is controlled to any of the direct engagement state, the sliding engagement state, and the release state according to the hydraulic pressure supplied to the hydraulic drive unit. The vehicle drive transmission device 100 is provided with a hydraulic control device 5 that controls the hydraulic pressure of oil discharged from an oil pump (not shown). The control device 1 includes a hydraulic drive unit of the friction engagement device 30. By controlling the hydraulic pressure (operating hydraulic pressure) supplied to the hydraulic control device 5 via the hydraulic control device 5, the engagement state of the friction engagement device 30 is controlled. Although not described in detail, the hydraulic control device 5 includes a hydraulic control valve, and the opening degree of the hydraulic control valve is adjusted according to a hydraulic pressure command signal output from the control device 1 to provide a friction engagement device. The hydraulic pressure supplied to the hydraulic drive unit of 30 is controlled. In the present embodiment, in addition to the friction engagement device 30, the separation engagement device 33 is also a hydraulically driven engagement device (for example, a friction engagement device), and the control device 1 controls the hydraulic pressure of the separation engagement device 33. By controlling the hydraulic pressure supplied to the drive unit via the hydraulic control device 5, the engagement state of the separation engagement device 33 is controlled.

The control device 1 controls the state of the transmission 40 so as to realize the state determined as the state to be realized in the transmission 40. The state of the transmission 40 is controlled to either a drive transmission state in which the drive force is transmitted or a neutral state in which the drive force is not transmitted, and a desired state when the transmission 40 is controlled. It is controlled so that the rotation of the shift input member is shifted according to the gear ratio and is transmitted to the shift output member. For example, when the transmission 40 is a stepped automatic transmission capable of switching a plurality of gears having different gear ratios, when the transmission 40 is controlled to be in the drive transmission state, the desired gear is Controlled to be formed. The control device 1 controls the state of the transmission 40 by controlling the engagement state of a shift engagement device (not shown) included in the transmission 40. In the present embodiment, the shift engagement device is a hydraulic drive type engagement device (for example, a friction engagement device), and the control device controls the hydraulic pressure supplied to the hydraulic drive unit of the shift engagement device. By controlling through the hydraulic control device 5, the engagement state of the gear shift engagement device is controlled.

In the control device 1 according to the present disclosure, the output member 21 is rotating, and the friction engagement device 30 is controlled to be in the sliding engagement state so that the transmission torque capacity of the friction engagement device 30 matches the target torque T0. It is characterized by the control contents when the frictional engagement device 30 is shifted from the operating state (hereinafter, referred to as “specific state”) to the direct coupling engagement state. Here, the target torque T0 is a torque according to the required torque, and specifically, it corresponds to the required torque converted into the torque in the friction engagement device 30 (specifically, the output side rotation element 32). It is torque. The required torque converted into the torque in the friction engagement device 30 is the required torque in the output member 21, and the gear shift between the friction engagement device 30 (specifically, the output side rotation element 32) and the output member 21. It depends on the ratio and. In the present embodiment, this gear ratio changes according to the current gear ratio of the transmission 40. The target torque T0 is basically set to a torque equal to the required torque converted into the torque in the friction engagement device 30.

When the required torque is a positive torque in the specific state, the friction engagement device 30 is controlled to be in the slip engagement state so that the rotation speed of the input side rotation element 31 becomes higher than the rotation speed of the output side rotation element 32. A positive torque having a magnitude corresponding to the transmission torque capacity of the friction engagement device 30 is transmitted from the driving force source 10 side to the output member 21. Further, when the required torque is a negative torque in the specific state, the friction engagement device 30 is brought into the sliding engagement state so that the rotation speed of the input side rotation element 31 becomes lower than the rotation speed of the output side rotation element 32. The negative torque that is controlled and has a magnitude corresponding to the transmission torque capacity of the friction engagement device 30 is transmitted from the driving force source 10 side to the output member 21. In the specific state, the control device 1 maintains the frictional engagement device 30 in the sliding engagement state by executing the rotation speed control of the rotary electric machine 12, for example. Here, the rotation speed control is control in which the output torque is controlled so that the rotation speed follows the target rotation speed.

Then, the control device 1 executes the torque change control when shifting the friction engagement device 30 from the specific state to the direct engagement state. Here, in the torque change control, the input torque Tin transmitted from the driving force source 10 to the input side rotation element 31 is a torque for making the rotation speed of the input side rotation element 31 match the rotation speed of the output side rotation element 32. The control is to change the output torque of the driving force source 10 so as to change according to the change pattern. By executing such torque change control when shifting the friction engagement device 30 from the specific state to the direct coupling engagement state, the rotation speed of the input side rotation element 31 and the rotation speed of the output side rotation element 32 are changed. The frictional engagement device 30 can be shifted from the sliding engagement state to the direct engagement state by realizing a coincident state or a state close to the coincident state. In the present embodiment, the control device 1 executes the control for matching the transmission torque capacity of the friction engagement device 30 with the target torque T0 (that is, while continuing the control performed in the specific state). It is configured to execute the torque change control. As a result, a state in which the rotation speed of the input side rotation element 31 and the rotation speed of the output side rotation element 32 match while maintaining the state in which the required torque is transmitted from the driving force source 10 side to the output member 21. Alternatively, it is possible to realize a state close to that.

In the present embodiment, the combined torque of the internal combustion engine 11 and the rotary electric machine 12 transmitted to the input side rotating element 31 becomes the input torque Tin. That is, the combined torque of the output torque of the internal combustion engine 11 converted into the torque of the input side rotating element 31 and the output torque of the rotary electric machine 12 converted into the torque of the input side rotating element 31 becomes the input torque Tin. In the present embodiment, since the input member 20 is connected to the internal combustion engine 11 via the separation engagement device 33, the input member 20 is in the engaged state (here, the direct engagement state) in the input side. The combined torque of the internal combustion engine 11 and the rotary electric machine 12 transmitted to the rotating element 31 becomes the input torque Tin. When executing the torque change control with the disengagement engagement device 33 engaged (here, in the direct engagement state), the control device 1 changes the input torque Tin according to the torque change pattern so as to change the internal combustion engine. The output torque of at least one of 11 and the rotary electric machine 12 (in the present embodiment, the output torque of the rotary electric machine 12) is changed. On the other hand, when the disengagement engagement device 33 is released, the torque transmitted from the rotary electric machine 12 to the input side rotary element 31 (that is, the output torque of the rotary electric machine 12 converted into the torque at the input side rotary element 31) is It becomes the input torque Tin. When executing the torque change control with the disengagement engagement device 33 released, the control device 1 changes the output torque of the rotary electric machine 12 so that the input torque Tin changes according to the torque change pattern.

The control device 1 transmits the output torque of the rotary electric machine 12 to the output member 21 in a state in which the disengagement engagement device 33 is released and the friction engagement device 30 is engaged (for example, in a direct coupling engagement state). Output of the rotary electric machine 12 by engaging the disengagement engagement device 33 in order to start the internal combustion engine 11 from a state in which the vehicle is traveling with the electric vehicle running (that is, a state in which the vehicle is traveling in the electric traveling mode). When the rotational speed of the internal combustion engine 11 is increased by the torque, the torque change control is executed. When performing such control, the control device 1 shifts the disengagement engagement device 33 from the disengaged state to the slip engagement state so that the transmission is transmitted from the rotary electric machine 12 to the internal combustion engine 11 via the disengagement engagement device 33. The torque that increases the rotational speed of the internal combustion engine 11. When the rotational speed difference between the pair of engaging members of the separation engagement device 33 becomes equal to or less than the set threshold value, the control device 1 increases the engagement pressure of the separation engagement device 33 (for example, line pressure or the like). By raising the pressure to the full engagement pressure), the separation engagement device 33 is maintained in the direct engagement state (for example, the full engagement state). The combustion of the internal combustion engine 11 is started after the rotational speed of the internal combustion engine 11 exceeds the combustible rotational speed.

Further, when the friction engagement device 30 is controlled in the direct engagement state, the control device 1 reduces the engagement pressure of the friction engagement device 30 to bring the friction engagement device 30 into the direct engagement state. To the sliding engagement state. Then, the control device 1 maintains the frictional engagement device 30 in the sliding engagement state until the transmission torque capacity of the frictional engagement device 30 matches the target torque T0 until the start of the internal combustion engine 11 is completed. .. In this example, this state corresponds to the specific state described above. The completion time of the start of the internal combustion engine 11 is, for example, a time when the internal combustion engine 11 is in a state where it can stably continue the self-sustaining operation, or for maintaining the disengagement engagement device 33 in the direct engagement state. This can be the time when the above-described increase in the engagement pressure is completed. Then, the control device 1 executes the torque change control when shifting the friction engagement device 30 to the direct engagement state after the start of the internal combustion engine 11 is completed. As described above, by executing the torque change control, it is possible to realize a state in which the rotation speed of the input-side rotation element 31 and the rotation speed of the output-side rotation element 32 are equal to or close to each other. After the torque change control is completed, the control device 1 raises the engagement pressure of the friction engagement device 30 (for example, raises it to the complete engagement pressure such as line pressure) to directly connect the friction engagement device 30. The combined state (for example, the completely engaged state) is maintained.

The scene in which the control device 1 executes the torque change control is not limited to this. For example, when a starter motor, which is a dedicated rotating electric machine for starting the internal combustion engine 11, is provided, the output torque of the starter motor for starting the internal combustion engine 11 from the state in which the vehicle is running in the electric running mode. When the rotational speed of the internal combustion engine 11 is increased by the above, the friction engagement device 30 is slid so that the transmission torque capacity of the friction engagement device 30 matches the target torque T0 until the start of the internal combustion engine 11 is completed. The torque change control may be executed when the frictional engagement device 30 is maintained in the engaged state and is shifted to the direct engagement state after the start of the internal combustion engine 11 is completed.

In addition, after the vehicle is stopped, the output torque of the driving force source 10 is transmitted to the output member 21 via the frictional engagement device 30 in the sliding engagement state to start the vehicle, and then the frictional engagement device. Torque change control may be executed when shifting 30 from the sliding engagement state to the direct engagement state. For example, the separation engagement device 33 and the friction engagement device 30 are released, and the frictional engagement device 30 is shifted to the sliding engagement state from the state in which the rotation electrical machine 12 is rotating, and the output of the rotation electrical machine 12 is output. When the torque is transmitted to the output member 21 and the vehicle is started, the transmission torque capacity of the friction engagement device 30 matches the target torque T0 until the rotation speed of the output member 21 reaches the set rotation speed. When the frictional engagement device 30 is maintained in the sliding engagement state and the rotational speed of the output member 21 reaches the set rotational speed and the frictional engagement device 30 is shifted to the direct engagement state, the torque change control is executed. can do.

Here, the set rotation speed is set to a rotation speed that can maintain the rotation speed of the rotary electric machine 12 at a required rotation speed or higher when the friction engagement device 30 is moved to the direct coupling engagement state. For example, when an oil pump (mechanical oil pump) driven by the rotation of the input member 20 is provided, this required rotation speed is necessary for causing the oil pump to generate a hydraulic pressure required when the vehicle starts. The rotation speed. Even if an electric oil pump driven by a dedicated electric motor is provided separately from such a mechanical oil pump, the viscosity of the oil becomes high when the vehicle is started at extremely low temperatures, for example. Therefore, it may be difficult for the electric oil pump to obtain the required hydraulic pressure. In such a situation, however, in such a situation, the output torque of the rotary electric machine 12 is transmitted through the friction engagement device 30 in the sliding engagement state as described above. It is assumed that the vehicle is started by transmitting the output to the output member 21.

As described above, in the torque change control executed by the control device 1, the torque change pattern for matching the rotation speed of the input side rotation element 31 with the rotation speed of the output side rotation element 32 is used. Hereinafter, a method of determining such a torque change pattern will be described.

The control device 1 acquires the rotation speed of the input-side rotation element 31 and determines the rotation speed of the output-side rotation element 32 based on the detection information of the first sensor 51 for acquiring the rotation speed of the input-side rotation element 31. The rotation speed of the output side rotation element 32 is acquired based on the detection information of the second sensor 52 to be acquired, and the torque change pattern used when executing the torque change control is determined. The first sensor 51 is provided so as to detect the rotation speed of the input-side rotation element 31 or the rotation member (the input member 20 in the present embodiment) having a constant rotation speed ratio with the input-side rotation element 31. The second sensor 52 is provided so as to detect the rotation speed of the output-side rotation element 32 or the rotation member (in the present embodiment, the intermediate member 22) having a constant rotation speed ratio with the output-side rotation element 32.

The control device 1 determines the torque change pattern based on the target time t0 from the start to the end of the torque change control and the rotation speed difference between the input side rotation element 31 and the output side rotation element 32 at the start of the torque change control. On the basis of the allowable range of the change rate of the output torque of the driving force source 10 and the change rate of the output torque of the driving force source 10 are within the allowable range, the target time t0 has elapsed after the torque change control is started. It is determined that the rotation speed of the input-side rotary element 31 reaches the rotation speed of the output-side rotary element 32 at a specific time point before the elapsed time point, and the input torque Tin matches the target torque T0 at the specific time point. In the present embodiment, the control device 1 determines the torque change pattern so that the time point at which the target time t0 elapses after starting the torque change control is the specific time point. The target time t0 may be a fixed value (for example, a fixed value that is set based on the heat generation amount or durability of the friction engagement device 30) or a variable value (for example, the input side rotation at the start of torque change control). It may be a variable value that changes according to the rotational speed difference between the element 31 and the output side rotating element 32.

Here, the allowable range of the change rate of the output torque of the driving force source 10 is the change of the output torque of the driving force source 10 in which the output torque is changed in the torque change control in order to change the input torque Tin according to the torque change pattern. When the output torques of the plurality of driving force sources 10 are changed, it is the allowable range of the combined torque change rate of the output torques of the plurality of driving force sources 10. In the present embodiment, in the torque change control, the output torque of the rotary electric machine 12 is changed so that the input torque Tin changes according to the torque change pattern. Therefore, the allowable range of the change rate of the output torque of the driving force source 10 is The allowable range of the rate of change of the output torque of the electric machine 12 is set. The allowable range of the rate of change in the output torque of the driving force source 10 is determined for each driving force source 10 according to the characteristics of the driving force source 10, the characteristics of the control device that controls the driving force source 10, and the like.

As will be described later with reference to FIG. 4, in the present embodiment, the control device 1 increases or decreases the output torque of the driving force source 10 at a constant set change rate at the beginning of the execution period of the torque change control. The torque change pattern is determined so that the output torque of the driving force source 10 is decreased or increased at the set change rate at the end of the execution period of the torque change control. Further, in the present embodiment, the control device 1 determines the torque change pattern so that the output torque of the driving force source 10 is maintained constant during the intermediate period between the start and end of the torque change control execution period. To do.

Further, in the present embodiment, the control device 1 determines the torque change pattern so that the set change rate becomes the maximum change rate within the allowable range of the change rate of the output torque of the driving force source 10. The amount of change in the rotational speed of the input side rotating element 31 (the amount of change in the rotational speed of the output side rotating element 32) is determined according to the time integral value of the amount of change in the input torque Tin from the target torque T0. By setting the setting change rate to the maximum change rate within the allowable range, the rotation speed of the input-side rotary element 31 at the specific time point described above is compared to the case where the setting change rate is a value smaller than the maximum change rate. The maximum change amount of the input torque Tin from the target torque T0 during the execution period of the torque change control required to reach the rotation speed of the output side rotation element 32 (the second torque control amount TC2 in FIG. 4 to be referred to later). The absolute value of can be kept small. For example, when the control device 1 drives and controls the rotary electric machine 12 via the inverter device 3 by pulse width modulation based on the carrier frequency, an audible sound having a frequency corresponding to the carrier frequency may be generated, The frequency may be increased or decreased in accordance with the change in the output torque of the rotating electric machine 12, but by suppressing the maximum change amount to be small, it is possible to suppress the frequency change of the audible sound accompanying the increase or decrease in the carrier frequency. Become.

As will be described later with reference to FIG. 4, in the control device 1, the time integrated value of the difference between the input torque Tin and the target torque T0 in the execution period of the torque change control is the input side at the start of the torque change control. The torque change pattern is set to a value (for example, a value equal to the product) corresponding to the product of the rotational speed difference between the rotating element 31 and the output-side rotating element 32 and at least the inertia of the driving force source 10. decide.

In the present embodiment, the total inertia of the driving force source 10 that affects the change in the rotation speed of the input side rotating element 31 changes according to the engagement state of the separation engagement device 33. Specifically, when the disengagement engagement device 33 is engaged (here, in the direct engagement state), the total inertia of the driving force source 10 that affects the change in the rotation speed of the input side rotation element 31 is: With the sum of the inertia of the internal combustion engine 11 and the inertia of the rotary electric machine 12, and when the disengagement engagement device 33 is released, the total inertia of the driving force source 10 that affects the change in the rotation speed of the input-side rotating element 31 is It becomes the inertia of the rotary electric machine 12. Therefore, in the present embodiment, the control device 1 controls the inertia of the internal combustion engine 11 and the rotary electric machine 12 as the inertia of the driving force source 10 when the separation engagement device 33 is engaged (here, in the direct engagement condition). In consideration of both inertias (specifically, the sum of the inertia of the internal combustion engine 11 and the inertia of the rotary electric machine 12 is used as the inertia of the driving force source 10), the torque change pattern is determined and the disengagement engagement device 33 In the state in which the torque is released, the torque change pattern is determined by considering only the inertia of the rotating electric machine 12 as the inertia of the driving force source 10 (specifically, the inertia of the rotating electric machine 12 is used as the inertia of the driving force source 10). .. The inertia of the driving force source 10 can be obtained, for example, by design or experimentally.

FIG. 2 shows an example of a processing procedure for shifting the friction engagement device 30 from the specific state described above to the direct engagement state. When the condition for shifting the frictional engagement device 30 to the direct engagement state is satisfied in the specific state (step #01: Yes), the control device 1 acquires the parameter for determining the torque change pattern (step #02). ). For example, as described above, when performing control to start the internal combustion engine 11 from the state in which the vehicle is running in the electric travel mode, the friction engagement device 30 slides until the start of the internal combustion engine 11 is completed. When the engagement state is maintained, the completion of the start-up of the internal combustion engine 11 can be set as a condition for shifting the friction engagement device 30 to the direct engagement state in step #01. In step #02, the control device 1 uses, as parameters for determining the torque change pattern, the rotation speed of the input side rotation element 31, the rotation speed of the output side rotation element 32, the target time t0, and the driving force source 10. And the change rate of the output torque of the driving force source 10 (the above-mentioned set change rate) at the beginning and the end of the execution period of the torque change control.

The control device 1 determines the torque change pattern based on the acquired parameters (step #03), and starts the torque change control using the determined torque change pattern (step #04). Then, when the torque change control ends (step #05: Yes), the control device 1 increases the engagement pressure of the friction engagement device 30 (for example, increases to the complete engagement pressure such as the line pressure). The process is executed (step #06). As described above, in the present embodiment, the torque change pattern is determined such that the time point at which the target time t0 elapses after the torque change control is started becomes the specific time point. Therefore, the time when the torque change control ends (that is, the time when the input torque Tin matches the target torque T0) matches the time when the target time t0 elapses after the torque change control starts. Unlike such a configuration, when the torque change pattern is determined such that the time point before the target time t0 elapses after the torque change control is started becomes the specific time point, in step #05. Instead of determining whether or not the torque change control has ended (that is, whether or not a specific time point has been reached), it is determined whether or not the target time t0 has elapsed since the torque change control was started. can do.

Next, specific contents of the torque change control according to the present embodiment will be described with reference to FIGS. 3 and 4. Note that, in FIG. 3, temporal changes in the rotational speeds (N) of the input-side rotary element 31 and the output-side rotary element 32 (changes with respect to time t) and the friction engagement device 30 and the separation engagement device 33, respectively. Change in the engagement pressure (P) (corresponding to hydraulic pressure in the present embodiment) of the target torque T0, the input torque Tin, the output torque of the internal combustion engine 11 converted into the torque of the input side rotating element 31, and the input The time change of each torque (T) of the output torque of the rotary electric machine 12 converted into the torque in the side rotating element 31 is shown. In addition, FIG. 4 shows a time change of the rotational speed (N) of each of the input side rotation element 31 and the output side rotation element 32 (change with respect to time t) and a time change of the input torque Tin defined by the torque change pattern. (Change in target time) is shown.

In FIG. 3, after performing control to start the internal combustion engine 11 from the state where the vehicle is traveling in the electric traveling mode as described above, the disengagement engagement device 33 is engaged (here, direct engagement is engaged). Further, the torque change control is executed from the state where the friction engagement device 30 is maintained in the sliding engagement state so that the transmission torque capacity of the friction engagement device 30 matches the target torque T0. A situation is assumed in which 30 is shifted to the direct engagement state. Here, it is assumed that the disengagement engagement device 33 is maintained in the engagement state (here, the direct coupling engagement state) and the target torque T0 is maintained at a constant positive torque during the execution period of the torque change control. doing.

Before time t10, the rotational speed control of the rotary electric machine 12 is executed, so that the friction engagement device 30 slides so that the rotational speed of the input side rotating element 31 becomes higher than the rotational speed of the output side rotating element 32. Is maintained in good condition. In this example, before the time t10, the input torque Tin matches the target torque T0. When the condition for shifting the frictional engagement device 30 to the direct engagement state is satisfied at time t10, the control device 1 determines a torque change pattern as shown in FIG. 4 and inputs the input torque Tin according to the torque change pattern. The output torque of the driving force source 10 is changed so that In the present embodiment, the output torque of the internal combustion engine 11 is not changed, but the output torque of the rotary electric machine 12 is changed to change the input torque Tin so as to follow the torque change pattern. That is, after time t10, torque control (output torque feedforward control) that changes the output torque of the rotary electric machine 12 so that the input torque Tin changes according to the torque change pattern is executed.

Here, since the rotation speed of the input side rotation element 31 is higher than the rotation speed of the output side rotation element 32 at the start of the torque change control, as shown in FIG. 4, the driving force at the beginning of the execution period of the torque change control is The torque change pattern is determined such that the output torque of the power source 10 is decreased at a constant setting change rate and the output torque of the driving force source 10 is increased at the setting change rate at the end of the execution period of the torque change control. Although illustration is omitted, when the rotation speed of the input side rotation element 31 is lower than the rotation speed of the output side rotation element 32 at the start of the torque change control, the driving force source 10 is at the beginning of the execution period of the torque change control. Is increased at a constant setting change rate, and the torque change pattern is determined such that the output torque of the driving force source 10 is decreased at the set change rate at the end of the torque change control execution period.

In the torque change pattern shown in FIG. 4, the input torque Tin decreases at the first change rate ΔT1 at the beginning of the execution period of the torque change control (the period of the first sweep time ts1 from time t20 to time t21). During the intermediate period of the torque change control execution period (the period from time t21 to time t22), the input torque Tin is maintained constant, and the end of the torque change control execution period (the second sweep from time t22 to time t23) is performed. The target time change of the input torque Tin is defined so that the input torque Tin rises at the second rate of change ΔT2 during the period of time ts2). Here, in the present embodiment, the first change rate ΔT1 and the second change rate ΔT2 are change rates obtained by converting the above-described set change rate into a change rate of torque in the input side rotation element 31, and have the same magnitude. Is the rate of change.

In FIG. 3, since the output torque of the rotary electric machine 12 is changed so that the input torque Tin changes according to the torque change pattern shown in FIG. 4, the time t10 corresponding to the time t20 in FIG. During the period from time t11 corresponding to time t21, the input torque Tin decreases as the output torque of the rotary electric machine 12 decreases, and between the time t11 and time t12 corresponding to time t22 in FIG. During the period, the input torque Tin is kept constant by keeping the output torque of the rotary electric machine 12 constant, and during the period between time t12 and time t13 corresponding to time t23 in FIG. The input torque Tin increases as the output torque of the electric machine 12 increases. Then, when the torque change control is completed at time t13, the control device 1 performs the pressure increasing process of increasing the engagement pressure of the friction engagement device 30 (for example, increasing to the complete engagement pressure such as the line pressure). Execute.

As described above, the torque change pattern is such that the input side rotation element 31 is at a specific time point (a time point when the target time t0 elapses in the present embodiment) before the time point when the target time t0 elapses after the torque change control is started. Is reached so as to reach the rotation speed of the output-side rotating element 32, and the input torque Tin is determined to match the target torque T0 at a specific time. Therefore, ideally, at time t13 in FIG. 3, which is the end point of the torque change control, in a state where the input torque Tin matches the target torque T0 that is the control target of the transmission torque capacity of the friction engagement device 30, The friction engagement device 30 can be shifted from the sliding engagement state to the direct coupling engagement state. Therefore, before and after the frictional engagement device 30 shifts from the sliding engagement state to the direct engagement state, the state in which the frictional engagement device 30 transmits the target torque T0 or a torque close thereto can be maintained, and as a result, The torque fluctuation that can be transmitted to the wheels 13 when the frictional engagement device 30 is shifted from the sliding engagement state to the direct engagement state can be suppressed to a small level.

Next, a method of determining the torque change pattern will be supplementarily described with reference to FIG. The amount of change in the rotation speed of the input-side rotating element 31 (the amount of change with respect to the rotation speed of the output-side rotating element 32, the same applies hereinafter) is the time-integrated value of the difference between the input torque Tin and the target torque T0. And a value obtained by dividing by the total inertia of the rotating member that rotates in conjunction with it. For example, when the input torque Tin during the execution period of the torque change control (the period from time t20 to time t23 in FIG. 4) can be a constant torque like the reference torque T1 in FIG. At the start of the control (time t20 in FIG. 4), the rotation speed of the input-side rotary element 31 is set to "N31", and the rotation speed of the output-side rotary element 32 is set to "N32". By setting the total inertia of the rotating member that rotates by “I” and setting the first torque control amount TC1 that is the change amount of the reference torque T1 from the target torque T0 so as to satisfy the following equation (1), The amount of change in the rotation speed of the input-side rotary element 31 at the end time point of the torque change control (in the present embodiment, after the lapse of the target time t0 from the start time point of the torque change control) is calculated at the start of the torque change control. The rotation speed difference between the input side rotating element 31 and the output side rotating element 32 can be matched. In addition, when the execution period of the torque change control is shorter than the target time t0 (that is, when the time point before the time point when the target time t0 elapses after starting the torque change control is the specific time point). "T0" in the following equation (1) and the following equations may be replaced with the length of the period.
TC1*t0=(N32-N31)*I...(1)

The left side of the equation (1) is equal to the time integral value of the first torque control amount TC1 which is the difference between the input torque Tin (here, the reference torque T1) and the target torque T0 in the execution period of the torque change control. Even when the input torque Tin is not a constant torque such as the reference torque T1 but a torque that changes with time, the difference between the input torque Tin and the target torque T0 in the execution period of the torque change control. If the input torque Tin is changed so that the time integrated value matches the absolute value of {(N32−N31)×I}, the rotation speed of the input side rotating element 31 at the end of the torque change control is output. It is possible to match the rotation speed difference of the side rotation element 32. Further, most of the total inertia of the input side rotating element 31 and the rotating member that rotates in conjunction with the input side rotating element 31 is the inertia of the driving force source 10. In consideration of these, in the present embodiment, the control device 1 determines that the time integrated value of the difference between the input torque Tin and the target torque T0 in the execution period of the torque change control is the input side rotation at the start of the torque change control. A value according to the product of the rotational speed difference between the element 31 and the output-side rotating element 32 and at least the inertia of the driving force source 10 (in this embodiment, only the inertia of the driving force source 10) (for example, the product The torque change pattern is determined such that the torque change pattern becomes equal to In addition, in FIG. 3, since it is assumed that the disengagement engagement device 33 is engaged (here, the direct engagement is engaged) during the execution period of the torque change control, the inertia of the driving force source 10 is , The sum of the inertia of the internal combustion engine 11 and the inertia of the rotary electric machine 12.

By the way, as shown in FIG. 4, three regions surrounded by the input torque Tin and the reference torque T1 are a first region A1 (triangular region), a second region A2 (trapezoidal region), and a third region A3. As the (triangular area), the torque change pattern is determined such that the sum of the area of the first area A1 and the area of the third area A3 is equal to the area of the second area A2, and the input torque Tin and The time integral value of the difference from the target torque T0 during the execution period of the torque change control can be made equal to the absolute value on the left side of the expression (1). Therefore, the first sweep time ts1 which is the length of the beginning of the execution period of the torque change control, the second sweep time ts2 which is the length of the end of the execution period of the torque change control, and the intermediate period of the torque change control. The second torque control amount TC2, which is the change amount of the input torque Tin from the target torque T0, is geometrically calculated to determine the first torque control amount TC1, the target time t0, the first change rate ΔT1, and the second change. It can be derived based on the rate ΔT2.

In the present embodiment, the first change rate ΔT1 and the second change rate ΔT2 are set to have the same change rate (common change rate ΔT). Therefore, the first sweep time ts1 and the second sweep time ts2 are times having the same length (common sweep time ts). In this case, the common sweep time ts and the second torque control amount TC2 are based on the following equations (2) to (4), and the first torque control amount TC1, the target time t0, and the common change rate ΔT (change rate). Absolute value) and. Note that these expressions (2) to (4) are relational expressions for making the sum of the area of the first area A1 and the area of the third area A3 equal to the area of the second area A2. It can be derived by dynamic calculation.
ts=|TC1|/ΔT+(t0-2×|TC1|/ΔT−√A)/2 (2)
A=t0×t0-4×t0×|TC1|/ΔT (3)
|TC2|=ΔT×ts (4)

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

(1) In the above-described embodiment, the control device 1 raises or lowers the output torque of the driving force source 10 at a constant set change rate at the beginning of the execution period of the torque change control, and at the same time of the execution period of the torque change control. At the end, the torque change pattern is determined so that the output torque of the driving force source 10 is decreased or increased at the set change rate, and the set change rate is within the allowable range of the change rate of the output torque of the drive force source 10. The configuration has been described as an example in which the torque change pattern is determined so as to have the maximum change rate. However, without being limited to such a configuration, the setting change rate may be a change rate that is equal to or more than the minimum change rate within the allowable range and less than the maximum change rate. Further, the torque change pattern is determined so that the change rate of the output torque of the driving force source 10 does not become constant at the beginning and end of the torque change control execution period, and the torque change pattern is determined by the start and end of the torque change control execution period. It is also possible to determine the torque change pattern so that the change rates of the output torque of the driving force source 10 are different from each other.

(2) The configuration of the vehicle drive transmission device 100 shown in the above embodiment is an example, and the configuration of the vehicle drive transmission device 100 can be appropriately changed. For example, in the above-described embodiment, the vehicle drive transmission device 100 has been described as an example of the configuration including the transmission 40, the counter gear mechanism 41, and the differential gear device 42. However, the vehicle drive transmission device 100 changes gears. The machine 40, the counter gear mechanism 41, and/or the differential gear device 42 may not be provided. In addition, in the above-described embodiment, the configuration in which the input member 20 is arranged along the lateral width direction of the vehicle has been described as an example. However, for example, as in the example shown in FIGS. It is also possible to adopt a configuration in which they are arranged along the front-back direction. In the example shown in FIGS. 5 and 6, unlike the above-described embodiment, the counter gear mechanism 41 is not provided in the power transmission path between the output member 21 and the differential gear device 42.

(3) In the above embodiment, the configuration in which the input member 20 is drivingly connected to the two driving force sources 10 (specifically, the internal combustion engine 11 and the rotary electric machine 12) has been described. However, without being limited to such a configuration, for example, a configuration in which the input member 20 is drivingly connected to only one driving force source 10 as in the example shown in FIG. It is also possible to adopt a configuration in which the force source 10 is drivingly connected. In the example shown in FIG. 6, the driving force source 10 is, for example, the internal combustion engine 11 or the rotary electric machine 12.

(4) In the above-described embodiment, the frictional engagement device that is the target of torque change control (the frictional engagement device 30 in the above-described embodiment) is provided in the power transmission path between the rotary electric machine 12 and the transmission 40. The configuration that is the friction engagement device provided has been described as an example. However, without being limited to such a configuration, another friction engagement device in which the friction engagement device to be subjected to the torque change control is provided in the power transmission path between the driving force source 10 and the output member 21. Can also be For example, when the separation engagement device 33 in the above embodiment is used as a friction engagement device to be subjected to torque change control, the torque change occurs when the friction engagement device is shifted from the sliding engagement state to the direct engagement state. It may be configured to execute control. In this case, the coupling member 23 corresponds to the “input member”, the separation engagement device 33 corresponds to the “friction engagement device”, and the input torque Tin is from the internal combustion engine 11 to the input side rotation element of the separation engagement device 33. The torque is transmitted to (the rotating element on the side of the connecting member 23). In addition, one of the plurality of shift engaging devices included in the transmission 40, specifically, the shift engaging device engaged to maintain the state of the transmission 40 in the drive transmission state. Also, the shift engagement device controlled to the slip engagement state may be the friction engagement device that is the target of the torque change control. Furthermore, when the vehicle drive transmission device 100 includes a torque converter in the power transmission path between the input member 20 and the output member 21 (for example, between the input member 20 and the transmission 40), the torque converter A direct coupling clutch (a clutch that directly couples the pump impeller and the turbine runner) may be a friction engagement device that is the target of torque change control.

(5) In the above embodiment, the friction engagement device 30, the separation engagement device 33, and the speed change engagement device included in the transmission 40 are all hydraulically driven engagement devices. did. However, without being limited to such a configuration, at least one of the friction engagement device 30, the separation engagement device 33, and the gear shift engagement device included in the transmission 40 has a driving force other than hydraulic pressure (for example, The engaging device may be controlled by the driving force of the electromagnet or the driving force of the servo motor).

(6) Note that the configurations disclosed in the above-described embodiments may be applied in combination with the configurations disclosed in other embodiments as long as no contradiction arises (of the embodiments described as other embodiments. (Including combinations) is also possible. Regarding other configurations, the embodiments disclosed in the present specification are merely examples in all respects. Therefore, various modifications can be appropriately made without departing from the spirit of the present disclosure.

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

Between the input member (20) drivingly connected to the driving force source (10), the output member (21) drivingly connected to the wheel (13), and between the input member (20) and the output member (21). A vehicle drive transmission device (100) including a frictional engagement device (30) provided in a power transmission path of the control device (1), the frictional engagement device (30) being a control target. An input side rotating element (31) which is a rotating element on the side of the input member (20) and an output side rotating element (32) which is a rotating element on the side of the output member (21), The output member (21) is rotating with the torque required to be transmitted from the side of the force source (10) to the output member (21) as the required torque, and the friction engagement device (30). Of the friction engagement device (30) from the state in which the friction engagement device (30) is controlled to be in the slip engagement state so that the transmission torque capacity of the friction engagement device matches the target torque (T0) corresponding to the required torque. When shifting to a direct coupling engagement state, the input torque (Tin) transmitted from the driving force source (10) to the input side rotation element (31) changes the rotation speed of the input side rotation element (31). The torque change control for changing the output torque of the driving force source (10) is executed so as to change according to the torque change pattern for matching with the rotation speed of the output side rotation element (32), and the torque change pattern is set as follows. , A target time (t0) from the start to the end of the torque change control, and a rotation speed difference between the input side rotation element (31) and the output side rotation element (32) at the start of the torque change control And the allowable range of the change rate of the output torque of the driving force source (10), the change rate of the output torque of the driving force source (10) falls within the allowable range and the torque change control is performed. The rotation speed of the input side rotation element (31) reaches the rotation speed of the output side rotation element (32) at a specific time point before the target time (t0) has elapsed from the start of It is determined that the input torque (Tin) matches the target torque (T0) at the specific time point.

According to this configuration, the output member (21) is rotating, and the friction engagement device (30) is slid so that the transmission torque capacity of the friction engagement device (30) matches the target torque (T0). When the frictional engagement device (30) is shifted to the direct coupling engagement state from the state in which the engagement state is controlled, the rotational speed of the input side rotation element (31) and the output side rotation element are controlled by executing the torque change control. The frictional engagement device (30) can be shifted from the sliding engagement state to the direct engagement state by realizing a state in which the rotation speed of (32) matches or a state close thereto. At this time, since it is possible to continue the control for matching the transmission torque capacity of the friction engagement device (30) with the target torque (T0), it is possible to maintain the state in which the required torque is transmitted to the output member (21). Meanwhile, the torque change control can be executed.

In the above configuration, the torque change pattern used in the torque change control is determined so that the rate of change in the output torque of the driving force source (10) falls within the allowable range. (Tin) can be appropriately changed according to the torque change pattern. Further, the torque change pattern used in the torque change control is such that the rotation speed of the input side rotating element (31) is at the output side at a specific time point before the target time (t0) has elapsed since the torque change control was started. It is determined that the rotation speed of the rotating element (32) is reached and the input torque (Tin) matches the target torque (T0) at a specific time. As the friction engagement device (30) shifts from the sliding engagement state to the direct engagement state, the friction engagement device (30) transfers the torque having the magnitude of the transmission torque capacity to the friction engagement device. (30) changes to the state of transmitting the input torque (Tin). By determining the torque change pattern in this way, ideally, the input torque (Tin) is equal to that of the friction engagement device (30). The friction engagement device (30) can be shifted from the sliding engagement state to the direct coupling engagement state in a state where it matches the target torque (T0) that is the control target of the transmission torque capacity. Therefore, before and after the frictional engagement device (30) shifts from the sliding engagement state to the direct coupling engagement state, the frictional engagement device (30) maintains the state of transmitting the target torque (T0) or a torque close thereto. As a result, the torque fluctuation that can be transmitted to the wheels (13) when the frictional engagement device (30) is shifted from the sliding engagement state to the direct engagement state can be suppressed to a small level.

As described above, according to the above configuration, the frictional engagement device (30) is provided without comparing the rotational speed difference between the input side rotation element (31) and the output side rotation element (32) with the threshold value. It is possible to suppress the torque fluctuations that can be transmitted to the wheels (13) when shifting (1)) from the sliding engagement state to the direct engagement state.

Here, at the beginning of the execution period of the torque change control, the output torque of the driving force source (10) is increased or decreased at a constant set change rate, and at the end of the execution period of the torque change control the driving force source. It is preferable that the torque change pattern is determined such that the output torque in (10) is decreased or increased at the set change rate.

According to this configuration, when the rate of change of the output torque of the driving force source (10) is not constant at the beginning and the end of the execution period of the torque change control, and the driving force is set at the beginning and the end of the execution period of the torque change control. The calculation for determining the torque change pattern can be simplified as compared with the case where the change rate of the output torque of the power source (10) is made different.

In the configuration for determining the torque change pattern as described above, it is preferable that the torque change pattern is determined so that the set change rate becomes the maximum change rate within the allowable range.

The amount of change in the rotation speed of the input side rotation element (31) is determined according to the time integral value of the amount of change in the input torque (Tin) from the target torque (T0). According to the above configuration, by setting the setting change rate to the maximum change rate within the allowable range, compared to the case where the setting change rate is a value smaller than the maximum change rate, the input side at the specific time point described above. The maximum change in the input torque (Tin) from the target torque (T0) during the execution period of the torque change control, which is necessary for the rotation speed of the rotating element (31) to reach the rotation speed of the output-side rotating element (32). The amount can be kept small. Depending on the type of the driving force source (10), the loudness or frequency of the audible sound generated from the driving force source (10) may easily change depending on the magnitude of the output torque. By suppressing the maximum change amount of the input torque (Tin) from the above, it is possible to realize a configuration in which it is difficult for the occupant of the vehicle to perceive such a change in the size and frequency of the audible sound.

In the control device (1) having each of the above configurations, the time integral value of the difference between the input torque (Tin) and the target torque (T0) in the execution period of the torque change control is the time integral value at the start of the torque change control. The rotational speed difference between the input-side rotary element (31) and the output-side rotary element (32) and at least the inertia of the driving force source (10). It is preferable that the torque change pattern be determined.

The amount of change in the rotation speed of the input side rotation element (31) is the rotation that rotates the time integrated value of the difference between the input torque (Tin) and the target torque (T0) in conjunction with the input side rotation element (31). It can be expressed as a value divided by the total inertia of the member. According to the above configuration, the torque change pattern is determined so that the time point at which the torque change control is terminated coincides with the above-described specific time point, at least considering the inertia of the driving force source (10) having a relatively large inertia. Therefore, a more appropriate torque change pattern can be obtained.

Further, the input member (20) is connected to an internal combustion engine (11) as one of the driving force sources (10) provided outside the power transmission path via a separation engagement device (33). Is connected to the rotary electric machine (12) as another one of the driving force sources (10), and the torque change control is executed with the disengagement engagement device (33) engaged. In this case, the input torque (Tin), which is the combined torque of the internal combustion engine (11) and the rotary electric machine (12) transmitted to the input side rotating element (31), changes according to the torque change pattern. It is preferable that the output torque of at least one of the internal combustion engine (11) and the rotary electric machine (12) is changed.

In this configuration, when the torque change control is executed with the disengagement engagement device (33) engaged, in order to change the input torque (Tin) according to the torque change pattern, the internal combustion engine (11) and the rotating electric machine ( The output torque of at least one of 12) may be changed. Therefore, only the output torque of the internal combustion engine (11) and the rotary electric machine (12) that can easily change the output torque is changed, or the output torque of the one that can change the output torque at that time is changed. The torque change control can be appropriately executed by changing only the torque.

As described above, in the configuration in which the input member (20) is connected to the internal combustion engine (11) via the disengagement engagement device (33) and is also connected to the rotary electric machine (12). , In the state where the disengagement engagement device (33) is engaged, considering both the inertia of the internal combustion engine (11) and the inertia of the rotary electric machine (12) as the inertia of the driving force source (10), In the state where the torque change pattern is determined and the disengagement engagement device (33) is released, the torque change pattern is considered by considering only the inertia of the rotary electric machine (12) as the inertia of the driving force source (10). It is preferable to adopt a configuration for determining.

According to this configuration, the total inertia of the driving force source (10) that influences the change in the rotation speed of the input side rotation element (31) changes according to the engagement state of the separation engagement device (33). In consideration of this, the torque change pattern is determined according to the engagement state of the disengagement engagement device (33), so that a more appropriate torque change pattern can be obtained.

Further, the output torque of the rotating electric machine (12) is transmitted to the output member (21) while the separation engagement device (33) is released and the friction engagement device (30) is engaged, and the vehicle is transmitted. In order to start the internal combustion engine (11) while the vehicle is running, the disengagement engagement device (33) is engaged and the output torque of the rotating electric machine (12) causes the internal combustion engine (11) to move. When increasing the rotation speed, the friction engagement device is configured such that the transmission torque capacity of the friction engagement device (30) matches the target torque (T0) until the start of the internal combustion engine (11) is completed. The torque change control is executed when the engagement device (30) is maintained in the sliding engagement state and the friction engagement device (30) is shifted to the direct engagement state after the start of the internal combustion engine (11) is completed. It is preferable to adopt the configuration.

According to this configuration, when the control for increasing the rotation speed of the internal combustion engine (11) by the output torque of the rotating electric machine (12) is performed to start the internal combustion engine (11), the internal combustion engine (11) is started. Until the completion, the required torque is output by maintaining the friction engagement device (30) in the sliding engagement state so that the transmission torque capacity of the friction engagement device (30) matches the target torque (T0). While maintaining the state of being transmitted to the member (21), it is possible to make it difficult for torque fluctuations due to the start of the internal combustion engine (11) to be transmitted to the wheels (13). Then, when the frictional engagement device (30) is shifted to the direct engagement state after the start of the internal combustion engine (11) is completed, torque variation control is executed to reduce the torque variation that can be transmitted to the wheels (13). It is possible to shift the frictional engagement device (30) from the sliding engagement state to the direct coupling engagement state while keeping it small.

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

1: Control device 10: Driving force source 11: Internal combustion engine 12: Rotating electric machine 13: Wheel 20: Input member 21: Output member 30: Friction engagement device 31: Input side rotating element 32: Output side rotating element 33: Separation member Device 100: Vehicle drive transmission device T0: Target torque Tin: Input torque t0: Target time

Claims (7)

Vehicle drive including an input member drivingly connected to a driving force source, an output member drivingly connected to a wheel, and a friction engagement device provided in a power transmission path between the input member and the output member A control device for controlling a transmission device,
The friction engagement device includes an input-side rotary element that is a rotary element on the side of the input member, and an output-side rotary element that is a rotary element on the side of the output member,
The output member is rotating with a torque required to be transmitted from the driving force source side to the output member as a required torque, and the transmission torque capacity of the friction engagement device is in accordance with the required torque. When the frictional engagement device is shifted to the direct engagement state from the state in which the frictional engagement device is controlled to be in the sliding engagement state so as to match the target torque, The output torque of the driving force source is changed so that the input torque transmitted to the rotating element changes according to a torque change pattern for matching the rotation speed of the input-side rotating element with the rotation speed of the output-side rotating element. Torque change control to
The torque change pattern includes a target time from the start to the end of the torque change control, a rotation speed difference between the input-side rotating element and the output-side rotating element at the start of the torque change control, and the drive. Based on the allowable range of the change rate of the output torque of the force source, and the change rate of the output torque of the driving force source falls within the allowable range, and the target time has elapsed since the torque change control was started. At a specific time point before the time point to be determined, the rotation speed of the input-side rotary element reaches the rotation speed of the output-side rotary element, and the input torque is determined to match the target torque at the specific time point. Control device. At the beginning of the execution period of the torque change control, the output torque of the driving force source is increased or decreased at a constant set change rate, and at the end of the execution period of the torque change control, the output torque of the driving force source is set to the set value. The control device according to claim 1, wherein the torque change pattern is determined so as to decrease or increase at a change rate. The control device according to claim 2, wherein the torque change pattern is determined such that the set change rate is a maximum change rate within the allowable range. The time integral value of the difference between the input torque and the target torque in the execution period of the torque change control is the rotation speed between the input side rotation element and the output side rotation element at the start of the torque change control. The control device according to any one of claims 1 to 3, wherein the torque change pattern is determined so as to have a value corresponding to a product of the difference and at least the inertia of the driving force source. The input member is connected to an internal combustion engine, which is one of the driving force sources provided outside the power transmission path, via a disengagement engagement device, and is connected to another one of the driving force sources. Connected to a rotating electric machine as one,
When the torque change control is executed in a state in which the disengagement engagement device is engaged, the input torque that is a combined torque of the internal combustion engine and the rotary electric machine transmitted to the input side rotating element is the torque. The control device according to claim 1, wherein the output torque of at least one of the internal combustion engine and the rotary electric machine is changed so as to change according to a change pattern. In a state where the separation engagement device is engaged, both the inertia of the internal combustion engine and the inertia of the rotary electric machine are considered as the inertia of the driving force source to determine the torque change pattern,
The control device according to claim 5, wherein the torque change pattern is determined in consideration of only the inertia of the rotary electric machine as the inertia of the driving force source when the separation engagement device is released. Starting the internal combustion engine from a state in which the output torque of the rotating electric machine is transmitted to the output member and the vehicle is running in a state where the separation engagement device is released and the friction engagement device is engaged. Therefore, in the case of engaging the disengagement engagement device and increasing the rotation speed of the internal combustion engine by the output torque of the rotating electric machine, until the start of the internal combustion engine is completed, the friction engagement device When the frictional engagement device is maintained in the sliding engagement state so that the transmission torque capacity matches the target torque, and when the frictional engagement device is shifted to the direct engagement state after the start of the internal combustion engine is completed, The control device according to claim 5, which executes the torque change control.

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