JP5418850B2 - Control device - Google Patents

Description

  The present invention relates to a control device that controls a driving device in which a friction engagement device is provided on a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel.

  As a conventional technique related to the control device as described above, for example, there is a technique described in Patent Document 1 below. The control device described in Patent Document 1 sets the transmission torque capacity of the friction engagement device based on the rotational speed of the internal combustion engine when the vehicle starts. Specifically, the transmission torque capacity is set to a value obtained by multiplying the capacity coefficient when the friction engagement device is assumed to be a fluid coupling by the square of the rotational speed of the internal combustion engine. Thus, it is described that the torque transmission characteristic of the friction engagement device can be approximated to the torque transmission characteristic of the fluid coupling, and a driving feeling similar to that of the fluid coupling can be obtained.

  By the way, when the internal combustion engine is started, in order to prevent the internal combustion engine from stalling, a large torque is output from the internal combustion engine, and the rotational speed of the internal combustion engine increases rapidly. Therefore, when the internal combustion engine is started from the stopped state and the vehicle is accelerated (for example, started), the transmission torque capacity of the friction engagement device is set based on the rotational speed of the internal combustion engine as described in Patent Document 1. Then, the transmission torque capacity rapidly increases as the rotational speed of the internal combustion engine increases rapidly. As a result, the torque transmitted to the wheel side increases rapidly and a shock occurs.

Japanese Patent Publication No. 6-26943

  Therefore, it is desired to realize a control device that can suppress a shock when the internal combustion engine is started from the stopped state to accelerate the vehicle.

  Features of a control device according to the present invention, which controls a drive device in which a friction engagement device is provided on a power transmission path that connects an input member that is drive-coupled to an internal combustion engine and an output member that is drive-coupled to a wheel. The configuration instructs the internal combustion engine to execute torque control for matching the output torque to a torque command value, and sets the transmission torque capacity of the friction engagement device based on the rotational speed of the input member to accelerate the vehicle. A normal acceleration control unit for executing normal acceleration control, a normal rotation speed deriving unit for deriving a normal rotation speed that is a rotation speed of the input member when the normal acceleration control is performed, and starting the internal combustion engine And controlling the rotational speed of the input member to be close to the normal rotational speed after the internal combustion engine is started. A specific acceleration control unit that executes a specific acceleration control for accelerating the vehicle by setting the capacity according to the required torque for running the vehicle, and the rotational speed of the input member is predetermined with respect to the normal rotational speed When the rotational speed is equal to or higher than the rotational speed to which the determination threshold is added, it is determined that the engine is in an overspeed state, and the normal rotational state is detected when the difference rotational speed between the rotational speed of the input member and the normal rotational speed is less than the determination threshold An input rotation determining unit that determines that the vehicle is in an engine; and when the internal combustion engine is operating at the time when acceleration of the vehicle is requested, the execution of the normal acceleration control is determined, and when acceleration of the vehicle is requested, An acceleration control determination unit that determines execution of the specific acceleration control when the internal combustion engine is stopped, and the input rotation determination unit is changed from the overspeed state to the normal rotation state during the execution of the specific acceleration control. Judgment If, from the specific acceleration control point and a acceleration control switching unit for switching to the normal acceleration control.

  The “drive connection” means a state in which two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two The rotating element is used as a concept including a state in which the driving force is connected to be transmitted through one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Further, as such a transmission member, an engagement device that selectively transmits rotation and driving force, for example, a friction clutch or a meshing clutch may be included. Here, “driving force” is used synonymously with “torque”.

According to this characteristic configuration, the specific acceleration control is executed when acceleration of the vehicle is requested while the internal combustion engine is stopped. Here, in the specific acceleration control, the internal combustion engine is instructed to start, and the transmission torque capacity of the friction engagement device is set to a capacity corresponding to the required torque for running the vehicle. Therefore, the torque transmitted to the wheel side via the friction engagement device is in accordance with the required torque regardless of the rotational speed of the internal combustion engine (input member). Thereby, the vehicle can be appropriately accelerated by the torque transmitted to the wheel side via the friction engagement device while suppressing a shock caused by the rapid increase in the rotational speed of the internal combustion engine.
Further, in the specific acceleration control, control is performed to bring the rotational speed of the input member close to the normal rotational speed. Therefore, the rotational speed of the internal combustion engine (input member) that has rapidly increased due to start-up gradually decreases, and the rotational speed of the input member When the difference rotational speed from the normal rotational speed is less than the determination threshold, the specific acceleration control is switched to the normal acceleration control. In the normal acceleration control, the transmission torque capacity of the friction engagement device is set based on the rotation speed of the input member. When switching from the specific acceleration control to the normal acceleration control, the rotational speed of the internal combustion engine (input member) matches or substantially matches the rotational speed when the vehicle is accelerated from the state where the internal combustion engine is operating. . Therefore, it becomes easy to suppress the occurrence of shock due to control switching. Then, after switching to normal acceleration control, the transmission torque capacity of the friction engagement device is set in the same manner as when the internal combustion engine was operating when acceleration was requested, and the vehicle is appropriately accelerated. be able to.
As described above, according to the above characteristic configuration, the specific acceleration control is executed to accelerate the vehicle in a state where the rotational speed of the internal combustion engine changes transiently by starting, and the rotational speed of the internal combustion engine is stabilized. After that, the vehicle is accelerated by executing normal acceleration control, so that a shock at the time of accelerating the vehicle by starting the internal combustion engine from the stopped state of the internal combustion engine can be suppressed.

  Here, the specific acceleration control unit derives an input member torque which is a torque transmitted to the input member from the internal combustion engine side, and the normal rotation speed deriving unit performs the input when the specific acceleration control is executed. Based on a value obtained by dividing the rotational speed of the output member by a speed ratio, which is a ratio of the rotational speed of the input member and the rotational speed of the output member, determined based on the member torque and the rotational speed of the output member. It is preferable that the normal rotational speed is derived.

  According to this configuration, the normal rotation speed can be derived based on the input member torque and the rotation speed of the output member regardless of the rotation speed of the input member. Therefore, it is possible to appropriately derive the normal rotation speed when executing the specific acceleration control executed in a state where the rotation speed of the input member is transiently high.

  Further, based on a speed ratio that is a ratio between the rotational speed of the input member and the rotational speed of the output member, torque capacity coefficient derivation that derives a torque capacity coefficient that represents the characteristics of a predetermined torque converter according to the speed ratio. And the normal acceleration control unit multiplies the torque capacity coefficient derived by the torque capacity coefficient deriving unit by the square of the rotational speed of the input member. A configuration in which the value is set is preferable.

  According to this configuration, the power transmission behavior of the friction engagement device can be made to simulate the power transmission behavior of the predetermined torque converter when the normal acceleration control is executed. Therefore, when the vehicle is accelerated by the normal acceleration control, a behavior similar to that of the torque converter can be realized.

  The drive device includes a rotating electrical machine on the output member side of the friction engagement device on the power transmission path, and the rotating electrical machine is obtained by subtracting a transmission torque capacity of the friction engagement device from the required torque. It is preferable to control to output a torque corresponding to the value.

  The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  According to this configuration, when the drive device includes the rotating electrical machine, the rotating electrical machine can be used to control so that the driving force corresponding to the required torque is always transmitted to the wheels. Therefore, the vehicle can be appropriately accelerated even when the transmission torque capacity of the friction engagement device fluctuates, such as when the internal combustion engine is started.

It is a schematic diagram which shows schematic structure of the drive device and drive device control unit which concern on embodiment of this invention. It is a time chart which shows an example of the operation state of each part at the time of switching from the specific acceleration control which concerns on embodiment of this invention to normal acceleration control, and accelerating a vehicle. It is a graph which shows the relationship between the speed ratio and torque capacity coefficient which concern on embodiment of this invention. It is a graph which shows the relationship between the value which remove | divided the input shaft torque which concerns on embodiment of this invention by the square of the intermediate shaft rotational speed, and speed ratio. It is a flowchart which shows the whole process sequence of the acceleration control which concerns on embodiment of this invention. It is a flowchart which shows the process sequence of the normal acceleration control which concerns on embodiment of this invention. It is a flowchart which shows the process sequence of the specific acceleration control which concerns on embodiment of this invention.

  An embodiment of a control device according to the present invention will be described with reference to the drawings. The drive device control unit 40 as a control device according to the present embodiment is a drive device control device whose control target is the drive device 1. Here, the driving apparatus 1 according to the present embodiment is a vehicle driving apparatus (hybrid vehicle driving apparatus) for driving a vehicle (hybrid vehicle) 6 including both the internal combustion engine 11 and the rotating electrical machine 12 as driving force sources. ). Hereinafter, the drive device control unit 40 according to the present embodiment will be described in detail. In the following description, the rotational speed of the internal combustion engine 11, the rotational speed of the input shaft I, and the rotational speed of the intermediate shaft M are respectively referred to as “internal combustion engine rotational speed”, “input shaft rotational speed”, and “intermediate shaft”. It may be called “rotational speed”.

1. Configuration of Drive Device First, the configuration of the drive device 1 to be controlled by the drive device control unit 40 according to the present embodiment will be described. The drive device 1 according to the present embodiment is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle. As shown in FIG. 1, the drive device 1 includes a starting clutch CS on a power transmission path that connects an input shaft I that is drivingly connected to the internal combustion engine 11 and an intermediate shaft M that is drivingly connected to the wheels 15. Yes. Furthermore, in this embodiment, the rotating electrical machine 12 is provided on the intermediate shaft M side from the starting clutch CS on this power transmission path. A transmission mechanism 13 is provided on a power transmission path that connects the intermediate shaft M and the output shaft O that is drivingly connected to the wheels 15. That is, in the present embodiment, the starting clutch CS, the rotation from the input shaft I side on the power transmission path connecting the input shaft I drivingly connected to the internal combustion engine 11 and the output shaft O drivingly connected to the wheels 15. The electric machine 12 and the speed change mechanism 13 are provided in this order. And these are arrange | positioned coaxially and are accommodated in the drive device case (not shown). In the present embodiment, the input shaft I corresponds to the “input member” in the present invention, and the intermediate shaft M corresponds to the “output member” in the present invention.

  The internal combustion engine 11 is a prime mover that is driven by combustion of fuel inside the engine to extract power. For example, various known engines such as a gasoline engine and a diesel engine can be used. The internal combustion engine 11 is drivingly connected to the input shaft I. Specifically, an output shaft such as a crankshaft of the internal combustion engine 11 is drivingly connected to the input shaft I. In this example, the internal combustion engine 11 is drivingly connected so as to rotate integrally with the input shaft I, and the rotational speed of the input shaft I becomes equal to the rotational speed of the internal combustion engine 11. It is also preferable that the internal combustion engine 11 is drivingly connected to the input shaft I via another device such as a damper. The internal combustion engine 11 is drivably coupled to the rotating electrical machine 12 via the starting clutch CS.

  The operation of the internal combustion engine 11 is controlled by the internal combustion engine control unit 30. The internal combustion engine control unit 30 sets a target torque and a target rotational speed as control targets for the output torque and the rotational speed of the internal combustion engine 11, and operates the internal combustion engine 11 in accordance with the control target. Perform motion control. In this example, the internal combustion engine control unit 30 performs operation control of the internal combustion engine 11 by torque control or rotational speed control based on a command from the drive device control unit 40. Here, the torque control is a control in which the target torque is set to the torque command value for the internal combustion engine 11 determined by the drive device control unit 40, and the output torque of the internal combustion engine 11 is matched with the torque command value. The torque command value for the internal combustion engine 11 is a required torque for driving the vehicle 6 (hereinafter referred to as “vehicle required torque”) when traveling in a parallel traveling mode (described later) in which the start clutch CS is in a fully engaged state. ).) Is determined by the drive unit control unit 40 as a share of the internal combustion engine 11. The rotational speed control is a control in which the target rotational speed is set to the rotational speed command value for the internal combustion engine 11 determined by the drive device control unit 40, and the rotational speed of the internal combustion engine 11 is adjusted to the rotational speed command value. Further, the internal combustion engine control unit 30 executes internal combustion engine start control for starting the internal combustion engine 11 based on a command from the drive device control unit 40.

  In this embodiment, a starter / alternator 11 a is provided adjacent to the internal combustion engine 11. The starter / alternator 11a includes a starting rotating electrical machine that is drivingly connected to the output shaft of the internal combustion engine 11, a driving circuit thereof, and the like. The starting rotating electrical machine is electrically connected to a power storage device (battery, capacitor, etc., not shown). It is connected to the. When the internal combustion engine 11 is started, the starter / alternator 11a rotates the output shaft of the internal combustion engine 11 (cranking) by powering the starting rotary electric machine. The starter / alternator 11a outputs a negative torque to the starting rotating electrical machine as necessary, and supplies the electric power generated by the torque of the internal combustion engine 11 to the power storage device.

  The starting clutch CS is provided between the internal combustion engine 11 and the rotating electrical machine 12. The starting clutch CS is a friction engagement device that selectively drives and connects a member that is drivingly connected to the input side engaging member and a member that is drivingly connected to the output side engaging member. In this example, the input side engaging member of the starting clutch CS is drivingly connected so as to rotate integrally with the input shaft I, and the output side engaging member of the starting clutch CS is drivingly connected so as to rotate integrally with the intermediate shaft M. Yes. Thus, the starting clutch CS selectively drives and connects the input shaft I and the intermediate shaft M. Further, the rotational speed of the input side engaging member of the start clutch CS is equal to the rotational speed of the input shaft I, and the rotational speed of the output side engaging member of the start clutch CS is equal to the rotational speed of the intermediate shaft M. In this example, the starting clutch CS is configured as a wet multi-plate clutch that operates by hydraulic pressure. In the present embodiment, the starting clutch CS corresponds to the “friction engagement device” according to the present invention.

  The rotating electrical machine 12 includes a rotor and a stator (not shown), and functions as a motor (electric motor) that generates power by receiving power supply and generates power by receiving power supply. It is possible to fulfill the function as a generator (generator). The rotor of the rotating electrical machine 12 is drivingly connected so as to rotate integrally with the intermediate shaft M. The rotating electrical machine 12 is electrically connected to a power storage device (battery, capacitor, etc., not shown). The rotating electrical machine 12 is powered by receiving power from the power storage device or supplies the power storage device with power generated by the torque output from the internal combustion engine 11 or the inertial force of the vehicle 6. The intermediate shaft M that rotates integrally with the rotor of the rotating electrical machine 12 is drivingly connected to the speed change mechanism 13. That is, the intermediate shaft M is an input shaft (transmission input shaft) of the transmission mechanism 13.

  In this embodiment, the speed change mechanism 13 is an automatic stepped speed change mechanism that can switch between a plurality of speed stages having different speed ratios. In order to form the plurality of shift speeds, the speed change mechanism 13 engages or releases one or more planetary gear mechanisms and the like and a rotation element of the gear mechanism to change the speed stages. A plurality of friction engagement devices such as a clutch and a brake.

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

  Note that the transmission mechanism 13 may be, for example, an automatic continuously variable transmission mechanism that can change the transmission ratio steplessly, a manual stepped transmission mechanism that is capable of manually switching a plurality of transmission steps having different transmission ratios, and a fixed transmission ratio ( It is also possible to configure as a fixed transmission mechanism or the like having only one shift speed (including “1”).

  In the present embodiment, the drive device 1 includes an oil pump (not shown) that is drivingly connected to the intermediate shaft M. The oil pump functions as a hydraulic pressure source for sucking oil stored in an oil pan (not shown) and supplying the oil to each part of the driving device 1. The oil pump is driven and operated by the driving force of one or both of the rotating electrical machine 12 and the internal combustion engine 11 transmitted through the intermediate shaft M, and discharges oil to generate hydraulic pressure. The pressure oil from the oil pump is adjusted to a predetermined oil pressure by the oil pressure control device 25 and then supplied to the starting clutch CS, the clutch, the brake, and the like provided in the transmission mechanism 13. Although not described in detail, the hydraulic control device 25 drains from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the proportional solenoid valve for regulating hydraulic pressure. The amount of hydraulic oil to be adjusted is adjusted to adjust the hydraulic pressure of the hydraulic oil to one or more predetermined pressures. In addition, it is good also as a structure provided with the electric oil pump separately from this oil pump.

  As shown in FIG. 1, each part of the vehicle 6 on which the drive device 1 is mounted has a plurality of sensors, specifically, an input shaft rotational speed sensor Se1, an intermediate shaft rotational speed sensor Se2, and an output shaft rotational speed. A sensor Se3 and an accelerator opening sensor Se4 are provided. Information indicating the detection results of these sensors Se <b> 1 to Se <b> 4 is output to the drive device control unit 40.

  The input shaft rotational speed sensor Se1 is a sensor that detects the rotational speed of the input shaft I. In this example, the rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1 is equal to the rotational speed of the internal combustion engine 11 and the rotational speed of the input side engaging member of the starting clutch CS. The intermediate shaft rotation speed sensor Se2 is a sensor that detects the rotation speed of the intermediate shaft M. In this example, the rotational speed of the intermediate shaft M detected by the intermediate shaft rotational speed sensor Se2 is equal to the rotational speed of the rotating electrical machine 12 and the rotational speed of the output side engaging member of the starting clutch CS. In this example, since the rotational speed of the intermediate shaft M is equal to the rotational speed of the rotating electrical machine 12, a rotation sensor (such as a resolver) of the rotating electrical machine 12 can be used as the intermediate shaft rotational speed sensor Se2. The output shaft rotation speed sensor Se3 is a sensor that detects the rotation speed of the output shaft O. In this example, the drive device control unit 40 derives the vehicle speed based on the rotation speed of the output shaft O detected by the output shaft rotation speed sensor Se3. The accelerator opening sensor Se4 is a sensor that detects the accelerator opening by detecting the operation amount of the accelerator pedal 17.

2. Configuration of Drive Device Control Unit Next, the configuration of the drive device control unit 40 according to the present embodiment will be described. As shown in FIG. 1, the drive device control unit 40 according to this embodiment includes a travel mode determination unit 41, a required torque determination unit 42, a rotating electrical machine control unit 43, a starting clutch operation control unit 44, and a transmission mechanism operation control unit 45. , Start condition determination unit 46, normal acceleration control unit 50, normal rotation speed deriving unit 51, specific acceleration control unit 52, input rotation determination unit 53, acceleration control determination unit 54, acceleration control switching unit 55, and torque capacity coefficient deriving unit 56.

  The drive device control unit 40 includes an arithmetic processing device such as a CPU as a core member, and includes a storage device such as a RAM and a ROM (not shown). Each functional unit of the drive unit control unit 40 is configured by software (program) stored in a ROM or the like, hardware such as a separately provided arithmetic circuit, or both. Each of these functional units is configured to exchange information with each other. Further, the drive device control unit 40 is configured to be able to acquire information on detection results from the sensors Se1 to Se4 described above. In the present embodiment, the drive device control unit 40 corresponds to the “control device” in the present invention.

  The travel mode determination unit 41 is a functional unit that determines the travel mode of the vehicle 6. The travel mode determination unit 41 is detected by, for example, a vehicle speed derived based on a detection result of the output shaft rotational speed sensor Se3, an accelerator opening detected by the accelerator opening sensor Se4, and a storage state sensor (not shown). The driving mode to be realized by the drive device 1 is determined based on the power storage state (power storage amount, temperature, etc.) that is the state of the power storage device to be operated. At that time, the travel mode determination unit 41 refers to a mode selection map (not shown) that prescribes the relationship between the vehicle speed, the accelerator opening, the power storage state, and the travel mode, which is stored in a recording device such as a memory. To do.

  In this example, the driving modes that can be determined by the driving mode determination unit 41 include an electric driving mode and a parallel driving mode. In the electric travel mode, the starting clutch CS is released and the vehicle 6 is traveled only by the output torque of the rotating electrical machine 12. The electric travel mode is selected when the vehicle 6 starts, for example. In the parallel traveling mode, the starting clutch CS is completely engaged, and the vehicle 6 is caused to travel by at least the output torque of the internal combustion engine 11. At that time, the rotating electrical machine 12 outputs positive torque as necessary to assist the output torque of the internal combustion engine 11, or outputs negative torque to generate electric power using a part of the output torque of the internal combustion engine 11. Note that the modes described here are merely examples, and a configuration including various modes other than these can be employed.

  The required torque determining unit 42 is a functional unit that determines the vehicle required torque. The required torque determination unit 42 creates a predetermined map (not shown) based on the vehicle speed derived based on the detection result of the output shaft rotational speed sensor Se3 and the accelerator opening detected by the accelerator opening sensor Se4. The required torque of the vehicle is determined by referring to it.

  The rotating electrical machine control unit 43 is a functional unit that controls the operation of the rotating electrical machine 12. The rotating electrical machine control unit 43 sets a target torque and a target rotational speed as control targets for the output torque and rotational speed of the rotating electrical machine 12, and operates the rotating electrical machine 12 according to the control target. Perform motion control. In this example, the rotating electrical machine control unit 43 controls the operation of the rotating electrical machine 12 by torque control or rotational speed control. Here, the torque control is a control for setting a target torque for the rotating electrical machine 12 and adjusting the output torque of the rotating electrical machine 12 to the target torque. The target torque for the rotating electrical machine 12 is determined as a share of the vehicle required torque by the rotating electrical machine 12. Note that the target torque for the rotating electrical machine 12 is determined so that the sum of the torque command value for the internal combustion engine 11 is equal to the vehicle required torque when traveling in the parallel traveling mode in which the starting clutch CS is in the fully engaged state. The The rotational speed control is a control for setting a target rotational speed for the rotating electrical machine 12 and adjusting the rotational speed of the rotating electrical machine 12 to the target rotational speed.

  The starting clutch operation control unit 44 is a functional unit that controls the operation of the starting clutch CS. The start clutch operation control unit 44 controls the operation of the start clutch CS by controlling the hydraulic pressure (supply pressure to the start clutch CS) supplied to the start clutch CS via the hydraulic control device 25. Specifically, the starting clutch operation control unit 44 generates a hydraulic pressure command value Pcs for the starting clutch CS, and the hydraulic control device 25 supplies the hydraulic pressure of the hydraulic pressure command value Pcs to the starting clutch CS.

  For example, the start clutch operation control unit 44 sets the start clutch CS in a released state by setting the supply pressure to the start clutch CS to a pressure (for example, a release pressure) lower than the release side slip boundary pressure. Further, the start clutch operation control unit 44 sets the start clutch CS in a fully engaged state by setting the supply pressure to the start clutch CS to a pressure (for example, a complete engagement pressure) larger than the engagement side slip boundary pressure. Further, the start clutch operation control unit 44 sets the start clutch CS in the slip engagement state by setting the supply pressure to the start clutch CS to a pressure larger than the release side slip boundary pressure and lower than the engagement side slip boundary pressure. .

  Here, the “released state” is a state in which rotation and driving force are not transmitted between the input side engaging member (here, the input shaft I) and the output side engaging member (here, the intermediate shaft M) of the starting clutch CS. It is. The “slip engagement state” is a state in which the input side engagement member and the output side engagement member are engaged with each other with a rotational speed difference. The “completely engaged state” is a state in which the input side engaging member and the output side engaging member are engaged with each other in an integrally rotating state, and the input side engaging member and the output side engaging member are directly connected. Directly engaged.

  The “release pressure” is a pressure at which the starting clutch CS is constantly released. The “release side slip boundary pressure” is a pressure at which the start clutch CS enters a release side slip boundary state at the boundary between the released state and the slip engagement state. The “engagement side slip boundary pressure” is a pressure at which the start clutch CS enters an engagement side slip boundary state at the boundary between the slip engagement state and the complete engagement state. The “complete engagement pressure” is a pressure at which the start clutch CS is constantly in a complete engagement state, in other words, a pressure at which the start clutch CS is in a complete engagement state regardless of fluctuations in the driving force transmitted by the start clutch CS.

  In the slip engagement state of the starting clutch CS, the driving force is transmitted between the input shaft I and the intermediate shaft M in a relative rotation state. Note that the magnitude of torque that can be transmitted in the fully engaged state or the slip engaged state of the starting clutch CS is determined according to the engagement pressure of the starting clutch CS at that time. The magnitude of the torque at this time is defined as the transmission torque capacity of the starting clutch CS. In this embodiment, according to the hydraulic pressure command value Pcs for the starting clutch CS, the amount of oil supplied to the starting clutch CS and the magnitude of the supply pressure are continuously controlled by the proportional solenoid valve, thereby transmitting torque of the starting clutch CS. Increase / decrease in capacity can be controlled continuously. In the slip engagement state of the starting clutch CS, the torque (slip torque) having the magnitude of the transmission torque capacity of the starting clutch CS from the higher rotational speed of the input shaft I and the intermediate shaft M toward the smaller rotational speed. Is transmitted.

  In this embodiment, the starting clutch operation control unit 44 controls the operation of the starting clutch CS by torque control or rotational speed control. Here, the torque control is a control for setting the target transmission torque for the starting clutch CS and generating the hydraulic pressure command value Pcs so that the transmission torque capacity of the starting clutch CS matches the target transmission torque capacity. Further, the rotational speed control sets a target differential rotational speed for the starting clutch CS, and the rotational speed of the input side engaging member (here, the input shaft I) and the output side engaging member (here, the intermediate shaft M). In this control, the hydraulic pressure command value Pcs is generated so that the differential rotational speed between the rotational speed and the target differential rotational speed is matched.

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

  The start condition determination unit 46 is a functional unit that determines whether or not a predetermined internal combustion engine start condition is satisfied. Here, the internal combustion engine start condition is a condition for starting the internal combustion engine 11 in a stopped state, and is established when the vehicle 6 is in a situation that requires the torque of the internal combustion engine 11. For example, when the vehicle 6 is stopped or the vehicle is traveling in the electric travel mode, the driver strongly depresses the accelerator pedal 17, so that the driving force corresponding to the vehicle required torque cannot be obtained only by the rotating electrical machine 12. In this case, the travel mode determination unit 41 determines to set the parallel travel mode. With this determination, the internal combustion engine start condition is satisfied. In addition, when the amount of power stored in the power storage device has decreased to a predetermined threshold value or less, it becomes necessary to start the internal combustion engine 11 and generate electric power in the rotating electrical machine 12 using the driving force to charge the power storage device. However, the internal combustion engine start condition is satisfied.

  When the internal combustion engine start condition is satisfied, the drive device control unit 40 issues a start command for the internal combustion engine 11 to the internal combustion engine control unit 30 so that the internal combustion engine control unit 30 starts the internal combustion engine 11. The internal combustion engine start control is executed. In this embodiment, the case where the internal combustion engine 11 is started mainly by the starter / alternator 11a will be described. However, the output shaft of the internal combustion engine 11 is driven to rotate (cranking) by the torque of the rotating electrical machine 12 instead of the starter / alternator 11a. When the internal combustion engine 11 is started, the internal combustion engine control unit 30 and the drive device control unit 40 cooperate to execute the internal combustion engine start control.

  The normal acceleration control unit 50 is a functional unit that executes acceleration control when the internal combustion engine 11 is operating when acceleration of the vehicle 6 is requested. Specifically, the normal acceleration control unit 50 instructs the internal combustion engine 11 to execute torque control, and sets the transmission torque capacity of the start clutch CS based on the rotational speed of the input shaft I to accelerate the vehicle 6. Execute normal acceleration control. In this normal acceleration control, the transmission torque capacity of the starting clutch CS is set based on the rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1. Specifically, in the present embodiment, the normal acceleration control unit 50 sets the transmission torque capacity of the starting clutch CS to the torque capacity coefficient derived by the torque capacity coefficient deriving part 56, and the square of the rotational speed of the input shaft I. Set to the multiplied value.

  As will be described later, the torque capacity coefficient deriving unit 56 derives a torque capacity coefficient representing the characteristics of a predetermined torque converter. And the rotational speed of the input shaft I corresponds with the rotational speed of the internal combustion engine 11 in this example. Therefore, in the present embodiment, the transmission torque capacity of the starting clutch CS during normal acceleration control is determined so as to satisfy the torque converter characteristic equation: transmission torque capacity = (torque capacity coefficient × square of internal combustion engine rotational speed). Based on this, the slip engagement state of the starting clutch CS is controlled. Therefore, in the present embodiment, the power transmission behavior of the starting clutch CS during normal acceleration control is a simulation of the power transmission behavior of a predetermined torque converter.

  The normal rotation speed deriving unit 51 is a functional unit that derives a normal rotation speed that is the rotation speed of the input shaft I when normal acceleration control is performed. That is, the normal rotation speed deriving unit 51 performs virtual acceleration when normal acceleration control is performed instead of the acceleration control when executing acceleration control (in this example, specific acceleration control described later) different from normal acceleration control. The rotational speed of the input shaft I is calculated and derived as a normal rotational speed. As described above, in the normal acceleration control according to the present embodiment, the power transmission behavior of the start clutch CS simulates the power transmission behavior of a predetermined torque converter. Therefore, the normal rotation speed, which is the virtual rotation speed of the internal combustion engine 11 (input shaft I) during normal acceleration control, is transmitted to the input shaft I from the internal combustion engine 11 side, that is, the torque for rotating the input shaft I. Calculated as the square root of the value obtained by dividing the torque (hereinafter referred to as “input shaft torque”) by the torque capacity coefficient. In the present embodiment, the input shaft torque corresponds to the “input member torque” in the present invention.

Incidentally, as shown in FIG. 3, the torque capacity coefficient of the torque converter is a speed ratio (= intermediate shaft rotational speed / input shaft rotational speed) which is a ratio between the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M. , Hereinafter simply referred to as “speed ratio”). As will be described below, the speed ratio is determined based on the input shaft torque and the rotational speed of the intermediate shaft M. That is, when the speed ratio is “e”, the input shaft rotational speed is “Ni”, the intermediate shaft rotational speed is “Nm”, the input shaft torque is “Ti”, and the torque capacity coefficient is “C”, the following relational expression is obtained. It holds.
e = Nm / Ni (1)
C = Ti / Ni ² (2)
From these formulas (1) and (2), the following formula (3) is obtained.
C / e ² = Ti / Nm ² (3)
As shown in FIG. 3, since the torque capacity coefficient C is uniquely determined according to the speed ratio e, from the equation (3), a virtual speed during normal acceleration control is determined by the input shaft torque Ti and the intermediate shaft rotational speed Nm. It can be seen that the speed ratio e is obtained. FIG. 4 shows an example of the relationship between the speed ratio e and the value obtained by dividing the input shaft torque Ti by the square of the intermediate shaft rotational speed Nm (the right side of the expression (3)). When the speed ratio e is obtained, the virtual input shaft rotational speed Ni at the time of normal acceleration control, that is, the normal rotational speed, is obtained by dividing the intermediate shaft rotational speed Nm by the speed ratio e based on the equation (1). .

  In the present embodiment, the normal rotation speed deriving unit 51 uses the above relationship to derive the normal rotation speed when executing the specific acceleration control. That is, the normal rotation speed deriving unit 51 normally performs the normal acceleration based on the value obtained by dividing the rotation speed of the intermediate shaft M by the speed ratio determined based on the input shaft torque and the rotation speed of the intermediate shaft M when executing the specific acceleration control. The rotational speed is derived. Specifically, the normal rotation speed deriving unit 51 calculates the speed ratio based on the input shaft torque derived by the specific acceleration control unit 52 and the rotation speed of the intermediate shaft M detected by the intermediate shaft rotation speed sensor Se2. To derive. At this time, the normal rotational speed deriving unit 51 derives a value obtained by dividing the input shaft torque by the square of the intermediate shaft rotational speed based on the input shaft torque and the intermediate shaft rotational speed, and calculates the input shaft torque to the square of the intermediate shaft rotational speed. A speed ratio map corresponding to the value is derived by referring to a speed ratio map as shown in FIG. 4 in which the relationship between the value divided by and the speed ratio is mapped. In this example, the normal rotation speed deriving unit 51 includes a speed ratio map, and the speed ratio map has a relationship between the value obtained by dividing the input shaft torque obtained in advance by the square of the intermediate shaft rotation speed and the speed ratio. It is prescribed. Then, the normal rotation speed deriving unit 51 derives the input shaft rotation speed as the normal rotation speed from Expression (1) based on the intermediate shaft rotation speed and the speed ratio. That is, in this example, the normal rotation speed deriving unit 51 derives the normal rotation speed based on two physical quantities, that is, the input shaft torque and the intermediate shaft rotation speed.

  The specific acceleration control unit 52 is a functional unit that executes acceleration control when the internal combustion engine 11 is stopped when acceleration of the vehicle 6 is requested. Specifically, the specific acceleration control unit 52 instructs the internal combustion engine 11 to start, performs control to bring the rotational speed of the input shaft I close to the normal rotational speed after the internal combustion engine 11 is started, Specific acceleration control for accelerating the vehicle 6 is performed by setting the transmission torque capacity of the start clutch CS to a capacity corresponding to the vehicle required torque. As described above, in the present embodiment, the normal rotation speed is derived by the normal rotation speed deriving unit 51 based on the two physical quantities of the input shaft torque and the intermediate shaft rotation speed. The specific acceleration control unit 52 is configured to derive an input shaft torque used for deriving the normal rotation speed. In this example, the specific acceleration control unit 52 derives a torque command value for the internal combustion engine 11 as an input shaft torque. In the present embodiment, the torque command value for the internal combustion engine 11 is controlled as control for bringing the rotational speed of the input shaft I close to the normal rotational speed after the internal combustion engine 11 is started. Further, in the present embodiment, the specific acceleration control unit 52 sets the transmission torque capacity of the start clutch CS to a capacity that makes the sum of the target torque of the rotating electrical machine 12 equal to the vehicle request torque according to the vehicle request torque. To do. The specific contents of the specific acceleration control will be described in Section 3.

  The input rotation determination unit 53 determines that the input shaft I is in an overspeed state when the rotation speed of the input shaft I is equal to or higher than a rotation speed obtained by adding a predetermined determination threshold N to the normal rotation speed. This is a functional unit that determines that the normal rotation state exists when the difference rotation speed between the rotation speed and the normal rotation speed is less than the determination threshold value N. The determination threshold N can be set to a value (including 0) within a range of 0 rpm to 50 rpm, for example. The rotation speed of the input shaft I is the detection result of the input shaft rotation speed sensor Se1, and the normal rotation speed is the result derived by the normal rotation speed deriving unit 51. Information on the determination result by the input rotation determination unit 53 is output to the acceleration control switching unit 55 and the like. Note that the information on the determination result also includes information related to switching of the state between the over-rotation state and the normal rotation state.

  The acceleration control determination unit 54 determines execution of normal acceleration control when the internal combustion engine 11 is operating when acceleration of the vehicle 6 is requested, and the internal combustion engine 11 is activated when acceleration of the vehicle 6 is requested. This is a functional unit that determines execution of the specific acceleration control when the vehicle is stopped. In this example, the acceleration control determination unit 54 normally performs acceleration when the vehicle 6 is requested to be accelerated in a state where the start clutch CS is in a released state (such as when the vehicle 6 is stopped or traveling in the electric travel mode). Execution of acceleration control or specific acceleration control is determined. It should be noted that the acceleration control determination unit 54 is configured so that the driving mode determination unit 41 sets the parallel travel mode when the internal combustion engine start condition is satisfied because the driving force corresponding to the vehicle required torque cannot be obtained by the rotating electrical machine 12 alone. It is determined that there is a request for acceleration when the decision is made. That is, not only when the driving force of the internal combustion engine 11 is required for increasing the vehicle speed, but also the driving force of the internal combustion engine 11 is required for suppressing the decrease in the vehicle speed (for example, maintaining the vehicle speed on an uphill). It is determined that there was a request for acceleration even when

  The acceleration control switching unit 55 is a functional unit that switches from the specific acceleration control to the normal acceleration control when the input rotation determination unit 53 determines that the normal rotation state has been changed from the over rotation state during execution of the specific acceleration control. Specifically, the acceleration control switching unit 55, when the input shaft rotation speed in the specific acceleration control is changed from the over-rotation state to the normal rotation state by the control for bringing the input shaft rotation speed close to the normal rotation speed, the information is input to the input rotation determination unit. 53 and switch from specific acceleration control to normal acceleration control.

  Based on the speed ratio that is the ratio of the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M, the torque capacity coefficient deriving unit 56 calculates a torque capacity coefficient that represents the characteristics of a predetermined torque converter according to the speed ratio. It is a functional part to derive. As described above, the torque capacity coefficient representing the characteristics of the torque converter changes according to the speed ratio as shown in FIG. In the present embodiment, the torque capacity coefficient deriving unit 56 includes the rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1 and the rotational speed of the intermediate shaft M detected by the intermediate shaft rotational speed sensor Se2. The speed ratio is derived based on the above, and the torque capacity coefficient corresponding to the speed ratio is derived with reference to the torque capacity coefficient map as shown in FIG. 3 in which the relationship between the speed ratio and the torque capacity coefficient is mapped. In this example, the torque capacity coefficient deriving unit 56 includes a torque capacity coefficient map, and a torque capacity coefficient corresponding to a speed ratio representing a characteristic of a predetermined torque converter is defined in advance in the torque capacity coefficient map. . Information regarding the torque capacity coefficient derived by the torque capacity coefficient deriving unit 56 is output to the normal acceleration control unit 50.

3. Specific Contents of Specific Acceleration Control Specific contents of the specific acceleration control according to the present embodiment will be described with reference to FIG. Note that FIG. 2 shows an example of a time chart when the vehicle 6 is accelerated by switching from the specific acceleration control to the normal acceleration control in order to start the vehicle 6. In FIG. 2, the internal combustion engine 11 is stopped until time T01, the acceleration of the vehicle 6 is requested at time T01, and execution of the specific acceleration control is determined. At time T03, the specific acceleration control is changed to the normal acceleration control. It is assumed that the normal acceleration control is executed until time T04 after switching.

  Until time T01, the starting clutch CS is released and the internal combustion engine 11 is stopped, and the rotational speed of the input shaft I is zero. Further, the control of the rotating electrical machine 12 is torque control, and a target torque having a value equal to the vehicle request torque is set for starting the vehicle 6. Therefore, at time T01, the rotation speed of the intermediate shaft M is slightly increased from zero due to the output torque of the rotating electrical machine 12. In this example, since the vehicle 6 is assumed to start, the first speed stage is formed in the speed change mechanism 13, and the driving force is transmitted between the intermediate shaft M and the output shaft O. It is said that. Therefore, although not shown, the rotational speed (vehicle speed) of the output shaft O changes (increases) in the same manner as the rotational speed of the intermediate shaft M.

  When acceleration of the vehicle 6 is requested at time T01, the internal combustion engine 11 is in a stopped state at this time, so the acceleration control determination unit 54 determines execution of the specific acceleration control. Then, the specific acceleration control unit 52 starts execution of the specific acceleration control. Specifically, the specific acceleration control unit 52 commands the internal combustion engine 11 to start, and the internal combustion engine control unit 30 performs start control of the internal combustion engine 11. In this example, the output shaft of the internal combustion engine 11 is rotationally driven by the starter / alternator 11a, and the internal combustion engine 11 is started.

  At this time, in order to prevent the internal combustion engine 11 from stalling, a large torque is output from the internal combustion engine 11 when the internal combustion engine 11 is started, and the rotational speed of the internal combustion engine 11 (the rotational speed of the input shaft I) rapidly increases ( Blow up). In this example, the internal combustion engine 11 is controlled by torque control after startup, and the drive device control unit 40 sets the torque command value for the internal combustion engine 11 to a value corresponding to the vehicle request torque (in this example, equal to the vehicle request torque). Value). The internal combustion engine control unit 30 controls the operation of the internal combustion engine 11 using the torque command value as a target torque.

  FIG. 2 shows an example of the normal rotation speed that is the rotation speed of the virtual input shaft I when the internal combustion engine 11 is operating at time T01 and normal acceleration control is performed. In this case, the rotational speed of the internal combustion engine 11, that is, the normal rotational speed is set to a predetermined rotational speed (for example, idle rotational speed) until time T01. Then, after acceleration of the vehicle 6 is requested at time T01, the normal rotation speed gradually increases from the predetermined rotation speed as shown in FIG. Therefore, at the start of execution of the specific acceleration control (time T01), the rotational speed of the input shaft I (zero in this example) is lower than the normal rotational speed. To rise. In this example, the internal combustion engine 11 is actually stopped at time T01, and at least the normal rotation speed from time T01 to time T03 is a virtual rotation speed calculated by the normal rotation speed deriving unit 51. It is.

  As described above, since the internal combustion engine 11 outputs a large torque at the time of start-up, the rotational speed of the internal combustion engine 11 rapidly increases and then greatly increases beyond the normal rotational speed. Then, when the input rotation determination unit 53 determines that the input shaft I is in an over-rotation state at time T02, the specific acceleration control unit 52 performs control for bringing the rotation speed of the input shaft I close to the normal rotation speed ( Hereinafter, “rotational approach control”) is started. In the present embodiment, the specific acceleration control unit 52 performs control to reduce the torque command value for the internal combustion engine 11 from the value at time T02 as the rotation approach control. It should be noted that the torque command value for the internal combustion engine 11 is maintained in a state of being lowered from the value at time T02 until time T03 when the difference rotational speed between the rotational speed of the input shaft I and the normal rotational speed is less than the determination threshold N. The In the example shown in FIG. 2, the torque command value for the internal combustion engine 11 is adjusted in accordance with the magnitude of the differential rotational speed between the input shaft I and the normal rotational speed from time T02 to time T03. Done.

  When the input rotation determination unit 53 determines that the input shaft I is in an overspeed state at time T02, the specific acceleration control unit 52 sets the transmission torque capacity of the start clutch CS to a capacity corresponding to the vehicle request torque. Then, the starting clutch CS is controlled by torque control. In this example, the transmission torque capacity of the starting clutch CS is set to a value equal to the vehicle request torque except for the transitional range. In FIG. 2, the actual transmission torque capacity of the starting clutch CS that is increased (sweep up) at a constant rate of change toward the vehicle required torque and then maintained at the vehicle required torque is set by the specific acceleration control unit 52. It is shown. In the example shown in FIG. 2, the case where the vehicle request torque is constant is illustrated, but when the vehicle request torque is changed, the transmission torque capacity of the start clutch CS is also matched to the vehicle request torque. Be changed.

  From time T02 to time T04, the starting clutch CS is in a slip engagement state. Therefore, the magnitude of the torque transmitted from the internal combustion engine 11 side to the rotating electrical machine 12 side via the start clutch CS does not depend on the magnitude of the output torque of the internal combustion engine 11, and the set value of the transfer torque capacity of the start clutch CS (In this example, it is equal to the vehicle required torque).

  On the other hand, the target torque of the rotating electrical machine 12 is set so that the sum of the transmission torque capacity of the starting clutch CS is equal to the vehicle required torque. Therefore, in this example, as shown in FIG. 2, the target torque of the rotating electrical machine 12 decreases (sweep down) in accordance with the increase (sweep up) of the transmission torque capacity of the start clutch CS. When the transmission torque capacity of the starting clutch CS becomes equal to the vehicle required torque, the target torque of the rotating electrical machine 12 becomes zero. When the transmission torque capacity of the start clutch CS is set to a value smaller than or greater than the vehicle request torque, the target torque of the rotating electrical machine 12 is the difference between the transfer torque capacity of the start clutch CS and the vehicle request torque. Is set to a value equal to. When the transmission torque capacity of the starting clutch CS is smaller than the vehicle required torque, the rotating electrical machine 12 outputs a positive torque and performs powering, and when the transmission torque capacity of the starting clutch CS is larger than the vehicle required torque. The rotating electrical machine 12 generates negative torque (regenerative torque) to generate electric power. As described above, in the present embodiment, the rotating electrical machine 12 transmits the transmission torque of the start clutch CS from the vehicle request torque in a state where the start clutch CS is in the slip engagement state (when normal acceleration control and specific acceleration control are executed). Control is performed to output a torque corresponding to a value obtained by subtracting the capacity.

  As described above, between time T02 and time T03, adjustment of the torque command value for the internal combustion engine 11, specifically, torque reduction is performed. As a result, the rotational speed of the input shaft I that has suddenly increased due to the starting torque gradually decreases from a certain time. When the difference rotational speed between the rotational speed of the input shaft I and the normal rotational speed becomes less than the determination threshold N at time T03 and the input rotational determination unit 53 determines that the normal rotational state is changed from the over-rotation state, acceleration control is performed. Switching from the specific acceleration control to the normal acceleration control by the switching unit 55 is performed. Then, execution of normal acceleration control by the normal acceleration control unit 50 is started. Specifically, the normal acceleration control unit 50 instructs the internal combustion engine 11 to execute torque control, and sets the transmission torque capacity of the starting clutch CS based on the rotational speed of the input shaft I. In the present embodiment, the normal acceleration control unit 50 sets the torque command value for the internal combustion engine 11 to a value corresponding to the vehicle request torque (in this example, a value equal to the vehicle request torque), and the internal combustion engine control unit 30 The operation of the internal combustion engine 11 is controlled using the torque command value as a target torque. Further, the normal acceleration control unit 50 sets the transmission torque capacity of the starting clutch CS to a value obtained by multiplying the torque capacity coefficient by the square of the rotational speed of the input shaft I.

By the way, until time T03, the transmission torque capacity of the starting clutch CS is set to a capacity corresponding to the vehicle request torque (in this example, a value equal to the vehicle request torque). At time T03, the transmission torque capacity of the starting clutch CS is set to a value obtained by multiplying the torque capacity coefficient by the square of the rotational speed of the input shaft I, and the torque command value for the internal combustion engine 11 corresponds to the vehicle required torque. (In this example, a value equal to the vehicle request torque). Here, referring to Equation (2), the transmission torque capacity of the starting clutch CS is set to C × Ni ² = Ti at time T03. Here, Ti is the input shaft torque (torque command value for the internal combustion engine 11), which is set to a value corresponding to the vehicle required torque. Thus, the transmission torque capacity of the starting clutch CS is a value corresponding to the vehicle request torque before and after time T03. In this example, the transmission torque capacity of the start clutch CS is set to a value equal to the vehicle request torque both before and after time T03, so that the start clutch CS is switched when switching from specific acceleration control to normal acceleration control at time T03. The transmission torque capacity can be made continuous, and the shock at the time of switching can be suppressed.

  When the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M are synchronized at time T04, the starting clutch operation control unit 44 brings the starting clutch CS into a completely engaged state, and the normal acceleration control is finished. Note that the synchronization between the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M is determined when the differential rotational speed between them becomes less than a predetermined threshold (for example, a value within a range of 0 rpm to 50 rpm). can do.

4). Processing procedure of acceleration control Next, the processing procedure of the specific acceleration control and the normal acceleration control according to the present embodiment will be described with reference to the flowcharts of FIGS. 5 is a flowchart showing the entire processing procedure of acceleration control, FIG. 6 is a flowchart showing the processing procedure of normal acceleration control in step # 03 of FIG. 5, and FIG. 7 is step # 04 of FIG. It is a flowchart which shows the process sequence of specific acceleration control in. Each processing procedure described below is executed by each functional unit of the drive device control unit 40. When each function part is comprised by a program, the arithmetic processing unit with which the drive device control unit 40 is provided operate | moves as a computer which runs the program which comprises said each function part.

  As shown in FIG. 5, when acceleration of the vehicle 6 is requested (step # 01: Yes), the acceleration control determination unit 54 determines whether or not the internal combustion engine 11 is operating (step # 02). . The acceleration control determination unit 54 determines execution of normal acceleration control when the internal combustion engine 11 is operating (step # 03), and executes specific acceleration control when the internal combustion engine 11 is stopped. Is determined (step # 04). If execution of the specific acceleration control is determined, the specific acceleration control is executed before the switching from the specific acceleration control to the normal acceleration control by the acceleration control switching unit 55 (step # 04). After execution of switching to normal acceleration control by the acceleration control switching unit 55, normal acceleration control is executed (step # 03).

  Next, the normal acceleration control in step # 03 will be described with reference to FIG. When the execution of the normal acceleration control is determined, the normal acceleration control unit 50 instructs the internal combustion engine 11 to execute the torque control (step # 10), and the transmission torque capacity of the starting clutch CS is set as a torque capacity coefficient. Is multiplied by the square of the rotational speed of the input shaft I (step # 11). Until the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M are synchronized (step # 12: No), the torque is based on the rotational speed of the input shaft I and the rotational speed of the intermediate shaft M that change over time. The capacity coefficient deriving unit 56 derives a torque capacity coefficient corresponding to the latest speed ratio, and the normal acceleration control unit 50 transmits the start clutch CS based on the latest torque capacity coefficient and the latest rotation speed of the input shaft I. Set the torque capacity. When the rotation speed of the input shaft I and the rotation speed of the intermediate shaft M are synchronized (step # 12: Yes), the start clutch operation control unit 44 brings the start clutch CS into a fully engaged state (step # 13). Normal acceleration control ends.

  Next, the specific acceleration control in step # 04 will be described with reference to FIG. When execution of the specific acceleration control is determined, the specific acceleration control unit 52 commands the internal combustion engine 11 to start (step # 20). As a result, the internal combustion engine 11 is started, and the rotational speed of the input shaft I increases toward the normal rotational speed. Then, the input rotation determination unit 53 makes a determination based on the normal rotation speed derived by the normal rotation speed deriving unit 51 (step # 21), and when it is determined that the input shaft I is in an over-rotation state (step # 21: Yes), the specific acceleration control unit 52 executes control of a torque command value for the internal combustion engine 11 as control (rotation approach control) for bringing the rotation speed of the input shaft I close to the normal rotation speed (step # 22). Further, the specific acceleration control unit 52 sets the transmission torque capacity of the start clutch CS to a capacity corresponding to the vehicle request torque (step # 23), and sets the target torque of the rotating electrical machine 12 from the vehicle request torque to the start clutch CS. A value obtained by subtracting the transmission torque capacity is set (step # 24).

  Until the input rotation determination unit 53 determines that the input shaft I has changed from the over-rotation state to the normal rotation state (step # 25: No), the processing from step # 22 to step # 24 is performed as necessary. Is executed. When the input rotation determination unit 53 determines that the input shaft I has changed from the over-rotation state to the normal rotation state (step # 25: Yes), the specific acceleration control ends, and as shown in FIG. Processing proceeds to execution of acceleration control (step # 03). In other words, when it is determined that the input shaft I has changed from the over-rotation state to the normal rotation state, the processing is switched from the specific acceleration control to the normal acceleration control, and this switching is executed by the acceleration control switching unit 55 as described above. .

5. Other Embodiments Finally, other embodiments according to the present invention will be described. Note that the features disclosed in each of the following embodiments can be used only in that embodiment, and can be applied to other embodiments as long as no contradiction arises.

(1) In the above embodiment, the normal rotation speed deriving unit 51 derives a value obtained by dividing the input shaft torque by the square of the intermediate shaft rotation speed, and a value obtained by dividing the input shaft torque by the square of the intermediate shaft rotation speed. The configuration for deriving the speed ratio corresponding to the value has been described with reference to the speed ratio map in which the relationship with the speed ratio is mapped. However, the embodiment of the present invention is not limited to this, and is provided with a speed ratio map that defines the relationship between the three parameters of the input shaft torque, the intermediate shaft rotational speed, and the speed ratio obtained in advance, and the normal rotational speed. The deriving unit 51 may derive a speed ratio by referring to the speed ratio map based on the input shaft torque and the intermediate shaft rotation speed.

  In addition, a normal rotation speed map that defines the relationship between the three parameters of the input shaft torque, the intermediate shaft rotation speed, and the normal rotation speed obtained in advance is provided, and the normal rotation speed deriving unit 51 does not derive the speed ratio. A configuration in which the normal rotation speed is directly derived by referring to the normal rotation speed map based on the input shaft torque and the intermediate shaft rotation speed may be employed. In this case, the normal rotation speed map defines a normal rotation speed derived in advance by dividing the intermediate shaft rotation speed by a speed ratio determined based on the input shaft torque and the intermediate shaft rotation speed. Alternatively, the normal rotation speed deriving unit 51 may calculate the normal rotation speed based on the input shaft torque and the intermediate shaft rotation speed each time using the relational expression.

(2) In the above embodiment, in the specific acceleration control, the torque command value for the internal combustion engine 11 is controlled as control (rotational approach control) for bringing the rotational speed of the input shaft I close to the normal rotational speed after the internal combustion engine 11 is started. The configuration in which the adjustment is performed has been described as an example. However, the embodiment of the present invention is not limited to this, and as rotation approach control, for example, a negative torque is output to the starter / alternator 11a so that the rotation speed of the internal combustion engine 11 approaches the normal rotation speed. You can also

(3) In the above embodiment, the normal acceleration control unit 50 multiplies the torque capacity coefficient derived by the torque capacity coefficient deriving unit 56 by the square of the rotational speed of the input shaft I by the transmission torque capacity of the starting clutch CS. As an example, the configuration in which the power transmission behavior of the starting clutch CS simulates the power transmission behavior of a predetermined torque converter has been described. However, the specific content of the normal acceleration control is not limited to this, and various controls can be used. For example, the normal acceleration control unit 50 may be configured to set the transmission torque capacity of the starting clutch CS to a value obtained by multiplying the rotational speed of the input shaft I by a predetermined proportional coefficient. Further, the rotational speed of the internal combustion engine 11 can be controlled by adjusting the transmission torque capacity of the starting clutch CS based on the rotational speed of the input shaft I.

(4) In the above embodiment, the configuration in which the torque capacity coefficient deriving unit 56 derives the torque capacity coefficient corresponding to the speed ratio with reference to the torque capacity coefficient map has been described as an example. However, the embodiment of the present invention is not limited to this, and the torque capacity coefficient deriving unit 56 may be configured to derive the torque capacity coefficient each time using a relational expression.

(5) In the above-described embodiment, the configuration in which the output shaft of the internal combustion engine 11 is rotationally driven by the starter / alternator 11a and the internal combustion engine 11 is started when the specific acceleration control is executed has been described as an example. However, the embodiment of the present invention is not limited to this, and is configured to start the internal combustion engine 11 by rotationally driving the output shaft of the internal combustion engine 11 by the driving force of the rotating electrical machine 12 when executing the specific acceleration control. This is also a preferred embodiment of the present invention.

(6) In the above embodiment, the specific acceleration control unit 52 has been described as an example of a configuration in which the torque command value for the internal combustion engine 11 is derived as the input shaft torque. However, the embodiment of the present invention is not limited to this, and the vehicle 6 includes a torque sensor that detects the torque of the input shaft I, and the specific acceleration control unit 52 determines the input shaft torque based on the detection result of the torque sensor. It can also be set as the structure which derives.

(7) In the above embodiment, the input side engaging member of the starting clutch CS is drivingly connected so as to rotate integrally with the input shaft I, and the output side engaging member of the starting clutch CS rotates integrally with the intermediate shaft M. The configuration that is drivingly connected to each other has been described as an example. However, the embodiment of the present invention is not limited to this, and the input side engaging member of the starting clutch CS and the input shaft I are drivingly connected to rotate at different rotational speeds via different members. Alternatively, the output side engaging member of the starting clutch CS and the intermediate shaft M may be driven and connected to rotate at different rotational speeds via another member. In these cases, the rotational speed ratio between the input side engaging member of the starting clutch CS and the input shaft I and the rotational speed ratio between the output side engaging member of the starting clutch CS and the intermediate shaft M are taken into consideration. Then, by multiplying the coefficient necessary for the rotational speed of the input shaft I and the intermediate shaft M, control can be performed in the same manner as in the above embodiment.

(8) In the above embodiment, the configuration in which the starting clutch CS is a friction engagement device that operates by hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this, and the starting clutch CS may be an electromagnetic friction engagement device in which the engagement pressure is controlled according to the electromagnetic force.

(9) In the above embodiment, the drive device 1 to be controlled by the drive device control unit 40 as the control device drives the vehicle 6 including both the internal combustion engine 11 and the rotating electrical machine 12 as drive force sources. The case of a vehicle drive device has been described as an example. However, the embodiment of the present invention is not limited to this, and the drive device 1 to be controlled by the drive device control unit 40 is a vehicle for driving the vehicle 6 having only the internal combustion engine 11 as a drive force source. It may be a driving device. That is, the rotating electrical machine 12 is not provided on the power transmission path connecting the input shaft I and the intermediate shaft M, and only the starting clutch CS can be provided.

(10) In the above embodiment, the configuration in which the internal combustion engine control unit 30 is provided separately from the drive device control unit 40 as the control device has been described as an example. However, the embodiment of the present invention is not limited to this, and the control device according to the present invention may be configured by integrating the drive device control unit 40 and the internal combustion engine control unit 30. Further, the assignment of the function units described in the above embodiment is merely an example, and a plurality of function units can be combined or one function unit can be further divided.

(11) Regarding other configurations as well, the embodiments disclosed herein are illustrative in all respects, and embodiments of the present invention are not limited thereto. In other words, as long as the configuration described in the claims of the present application and the configuration equivalent thereto are provided, a configuration obtained by appropriately modifying a part of the configuration not described in the claims is naturally also included in the present invention. Belongs to the technical scope.

  INDUSTRIAL APPLICABILITY The present invention is suitable for a control device that controls a drive device in which a friction engagement device is provided on a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel. Can be used.

1: drive device 6: vehicle 11: internal combustion engine 12: rotating electrical machine 15: wheel 40: drive device control unit (control device)
50: normal acceleration control unit 51: normal rotation speed deriving unit 52: specific acceleration control unit 53: input rotation determining unit 54: acceleration control determining unit 55: acceleration control switching unit 56: torque capacity coefficient deriving unit CS: starting clutch (friction Engagement device)
I: Input shaft (input member)
M: Intermediate shaft (output member)
N: Determination threshold

Claims (4)

A control device that controls a drive device in which a friction engagement device is provided on a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel,
Normal acceleration for instructing the internal combustion engine to execute torque control for adjusting the output torque to a torque command value and accelerating the vehicle by setting the transmission torque capacity of the friction engagement device based on the rotational speed of the input member A normal acceleration control unit for executing control;
A normal rotation speed deriving unit for deriving a normal rotation speed that is a rotation speed of the input member when the normal acceleration control is performed;
The internal combustion engine is instructed to start, and after the internal combustion engine is started, control is performed to bring the rotational speed of the input member closer to the normal rotational speed, and the transmission torque capacity of the friction engagement device is set to a vehicle. A specific acceleration control unit that executes a specific acceleration control for accelerating the vehicle by setting the capacity according to the required torque for running the vehicle;
When the rotational speed of the input member is equal to or higher than the rotational speed obtained by adding a predetermined determination threshold to the normal rotational speed, the input member is determined to be in an over-rotation state, and the rotational speed of the input member and the normal rotational speed are determined. An input rotation determination unit that determines that the rotation speed is in the normal rotation state when the difference rotational speed between
The execution of the normal acceleration control is determined when the internal combustion engine is in operation at the time when acceleration of the vehicle is requested, and the identification is performed when the internal combustion engine is stopped at the time when acceleration of the vehicle is requested. An acceleration control determination unit that determines execution of acceleration control;
An acceleration control switching unit that switches from the specific acceleration control to the normal acceleration control when the input rotation determination unit determines that the normal rotation state is changed from the overspeed state during execution of the specific acceleration control. Control device. The specific acceleration control unit derives an input member torque that is a torque transmitted to the input member from the internal combustion engine side,
The normal rotation speed deriving unit is a ratio between the rotation speed of the input member and the rotation speed of the output member, which is determined based on the input member torque and the rotation speed of the output member when executing the specific acceleration control. The control device according to claim 1, wherein the normal rotation speed is derived based on a value obtained by dividing the rotation speed of the output member at a certain speed ratio. A torque capacity coefficient deriving unit for deriving a torque capacity coefficient representing a characteristic of a predetermined torque converter according to the speed ratio based on a speed ratio that is a ratio of a rotation speed of the input member and a rotation speed of the output member; In addition,
The normal acceleration control unit sets the transmission torque capacity of the friction engagement device to a value obtained by multiplying the torque capacity coefficient derived by the torque capacity coefficient deriving part by the square of the rotational speed of the input member. Item 3. The control device according to Item 1 or 2. The drive device includes a rotating electrical machine on the output member side from the friction engagement device on the power transmission path,
4. The control device according to claim 1, wherein the rotating electrical machine is controlled to output a torque corresponding to a value obtained by subtracting a transmission torque capacity of the friction engagement device from the required torque. 5.

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