JP5939173B2 - Control device for vehicle drive device - Google Patents

Description

  The present invention controls a vehicle drive device in which an engine separation engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine in a power transmission path connecting the internal combustion engine and wheels. Relates to the device.

With respect to the control device as described above, for example, a technique described in Patent Document 1 below is already known. In the technique described in Patent Document 1, when there is a request for starting an internal combustion engine, the engine separation engagement device is controlled to be in a sliding engagement state, and a plurality of engagements that form a gear stage of the transmission device are provided. One of the combined devices is controlled to be in a sliding engagement state so that the rotational speed of the rotating electrical machine is increased from the rotational speed of the rotating electrical machine when the engaging device that controls the sliding engagement state is in the direct engagement state. It is configured.
Further, in the technique of Patent Document 1, when there is no downshift request when performing the start control, the torque fluctuation generated on the driving force source side among the plurality of engaging devices forming the shift stage is interrupted. When the engagement device having the maximum effect is controlled to the sliding engagement state and there is a downshift request, the shift gear after the downshift is formed among the plurality of engagement devices forming the shift gear. The plurality of engaging devices and the non-common engaging device are configured to control the sliding engagement state.

JP 2012-121568 A

  However, when the transmission has a one-way shift stage that is a shift stage formed by engagement of the one-way engagement device, the start control is performed in a state where a shift stage other than the one-way shift stage is formed. Sometimes, the one-way engagement device may be engaged when the engagement device forming the gear stage is controlled to the slip engagement state and the rotational speed of the rotating electrical machine is increased. When the one-way engagement device is engaged, a one-way shift stage is formed, and torque fluctuation generated on the driving force source side in accordance with the start control is transmitted to the wheel side via the one-way shift stage, which makes the driver feel uncomfortable. There is a risk of giving. Further, when the one-way engagement device is engaged, a one-way shift stage is formed and the gear ratio is changed, so that the torque transmitted to the wheels may fluctuate.

  In addition, when there is a request to change the gear position while the engagement device forming the gear stage is controlled to be in the sliding engagement state, the gear position is changed so that the gear position can be changed as easily as possible. Of the plurality of engaging devices forming the gear, the plurality of engaging devices forming the gear stage that is likely to be changed and the non-common engaging device can be controlled to the sliding engagement state as much as possible. desirable.

  Therefore, when starting control is performed in a state where a gear other than the one-way gear is formed, the engaging device that forms the gear is controlled to be in a sliding engagement state, and the rotation speed of the rotating electrical machine is controlled. There is a need for a control device that can suppress the engagement of the one-way engaging device even if the gear is raised, and that can change the gear position as easily as possible when there is a request to change the gear position.

  According to the present invention, a vehicle drive device in which an engine separating engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels is a control target. A characteristic configuration of the control device is that the transmission includes at least a one-way shift stage formed by engagement of the first engagement device and the one-way engagement device, and a shift step having a lower gear ratio than the one-way shift step. And at least a low gear stage formed by engagement of the first engagement device and the second engagement device, and when there is a request to start the internal combustion engine, start control of the internal combustion engine is performed. When performing the start control in a state where the start control unit and the low gear are formed, the first engagement device or the second engagement device is controlled to be in a slip engagement state, and the rotating electrical machine The first engagement device or the second engagement device is directly connected to the rotation speed of A shift slip control unit that performs shift slip control for increasing the rotation speed of the rotating electrical machine by a predetermined offset speed when in the state, and in the shift slip control, the second engagement device is controlled to a slip engagement state. When the rotational speed of the rotating electrical machine is increased by a predetermined offset speed and the rotational speed difference between the engaging members of the one-way engaging device is less than a predetermined determination speed difference, When it is determined that there is a high possibility that the directional engagement device is engaged, and the rotational speed difference between the engagement members of the unidirectional engagement device is equal to or greater than the determination speed difference, the unidirectional engagement device is engaged. A one-way engagement determination unit that determines that the possibility of engagement is low, and the shift slip control unit determines that the second engagement is determined when the possibility is low by the one-way engagement determination unit. Control the combined device to a sliding engagement state, and If it is determined that there is a high possibility the determination unit is that it controls the first engagement device in the slipping engagement state.

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

According to the characteristic configuration described above, the common engagement device for the one-way gear position and the low gear position is the first engagement device, and the non-common engagement device is the one-way engagement device and the second engagement device. It is a combined device.
In the shift slip control, when the second engagement device that is a non-common engagement device is controlled to the slip engagement state, the first engagement device that is the common engagement device is maintained in the direct engagement state. When changing the gear stage to a one-way gear stage or the like during gear shift slip control, the second engagement device, which is a non-common engagement device controlled to the slip engagement state, is released as it is, and the direct engagement state is established. Since the first engagement device which is a common engagement device maintained in the state can be maintained in the direct engagement state, the shift stage can be easily changed. However, when the rotational speed of the rotating electrical machine is increased, depending on the conditions, a one-way engagement device that is also a non-common engagement device may be engaged to form a one-way shift stage. When the one-way shift stage is formed, torque fluctuation generated on the driving force source side with the start control is transmitted to the wheel side through the one-way shift stage, which may give the driver a sense of incongruity. In addition, when the one-way shift stage is formed, the transmission ratio of the transmission changes, so that the torque transmitted to the wheels may fluctuate.

  On the other hand, in the shift slip control, when the first engagement device that is a common engagement device is controlled to the slip engagement state, the second engagement device that is a non-common engagement device is maintained in the direct engagement state. Therefore, when the rotational speed of the rotating electrical machine is increased, it is unlikely to occur when a one-way engagement device that is also a non-common engagement device is engaged to form a one-way gear. However, when changing the gear position to a one-way gear position or the like during gear shift slip control, the second engagement device, which is a non-common engagement device maintained in the direct engagement state, is released and slip engagement is performed. Since the first engagement device, which is a common engagement device that is controlled to be in the state, needs to be in a direct engagement state, changing the gear position is complicated.

  Therefore, according to the above-described characteristic configuration, the one-way engagement determination unit controls the second engagement device, which is a non-common engagement device, to the sliding engagement state, and the rotational speed of the rotating electrical machine is set to a predetermined offset. When the speed is increased, the one-way engagement device, which is also a non-common engagement device, is configured to determine whether the possibility of engagement is high or low. When the shift slip control unit determines that the possibility is low by the one-way engagement determination unit, it controls the second engagement device, which is a non-common engagement device, to the slip engagement state, When it is determined that the possibility is high by the engagement determination unit, the first engagement device which is a common engagement device is controlled to be in a sliding engagement state. Therefore, when it is determined that the one-way engagement device is likely to be engaged, the one-way engagement device controls the first engagement device, which is a common engagement device, to the sliding engagement state. Engagement and formation of a one-way gear can be effectively suppressed. On the other hand, when it is determined that the one-way engagement device is unlikely to be engaged, the second engagement device, which is a non-common engagement device, is controlled to the slip engagement state. Also, the gear position can be easily changed.

  Here, the one-way engagement determination unit determines from the rotational speed of the rotating electrical machine that the one-way engagement device engages when the second engagement device is controlled to the slip engagement state in the shift slip control. If the rotational speed difference obtained by subtracting the rotational speed obtained by adding the offset speed to the actual rotational speed of the rotating electrical machine is greater than or equal to the determination speed difference, the one-way engagement device is unlikely to be engaged. If the rotation speed difference is less than the determination speed difference, it is preferable to determine that the one-way engagement device is likely to be engaged.

When the second engagement device is controlled to be in the sliding engagement state, the rotation speed of the rotating electrical machine engaged with the one-way engagement device (referred to as the engagement rotation speed) and the rotation speed of the rotating electrical machine increased by the offset speed (Referred to as an ascending rotational speed) and when the ascending rotational speed exceeds the engaging rotational speed, the one-way engagement device is engaged. According to the above configuration, in this case, since the rotational speed difference becomes a negative value and is less than the determination speed difference, it can be determined that the one-way engagement device is likely to be engaged.
On the other hand, when the rising rotation speed is lower than the engagement rotation speed, the one-way engagement device is not statically engaged. However, even in this case, the one-way engagement device may be engaged when the rotational speed of the rotating electrical machine fluctuates due to torque fluctuation accompanying the start control. According to the above configuration, when the rotational speed difference becomes a positive value and becomes greater than or equal to the determination speed difference, it is determined that the one-way engagement device is unlikely to be engaged. Therefore, it is possible to make a precise determination by reflecting the fluctuations.

  Here, it is preferable that the one-way engagement determination unit sets the determination speed difference as the wheel acceleration that is the rotational acceleration of the wheel increases, and sets the determination speed difference as the wheel acceleration decreases. It is.

  When the wheel acceleration is large, the vehicle speed increases during execution of the shift slip control, so that the rotational speed difference increases. That is, even if the rotational speed difference is small at the start of the shift slip control, the rotational speed difference may increase during the execution of the shift slip control. According to the above configuration, the one-way engagement determination unit can set the determination speed difference small in anticipation that the rotational speed difference increases during execution of the shift slip control when the wheel acceleration is large. . That is, it can be determined that the possibility is low as the wheel acceleration increases. Therefore, it is possible to increase the number of situations where the second engagement device, which is a non-common engagement device, is controlled to the slip engagement state as much as possible, and to easily change the gear position even during the shift slip control.

  Here, the shift slip control unit is configured such that the actual rotational speed of the rotating electrical machine is determined based on the rotational speed of the rotating electrical machine when the first engagement device or the second engagement device is in the direct engagement state. It is preferable to execute the rotational speed control for controlling the output torque of the rotating electrical machine so as to approach the target rotational speed set higher by the offset speed.

  According to this configuration, the rotational speed control can accurately control the rotational speed difference between the first engagement device and the second engagement device and maintain the sliding engagement state.

  Here, after it is determined that the combustion of the internal combustion engine has started during the start control, the transmission torque capacity of the engine separating engagement device is reduced, and then the rotational speed of the internal combustion engine can be autonomously operated. And a capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separation engagement device again, and the shift slip control unit is controlled by the capacity increase / decrease control unit. After the transmission torque capacity of the engine separation engagement device is increased again, the first engagement device or the second engagement device that is controlled to the slip engagement state is shifted to the direct engagement state, and the shift It is preferable to end the slip control.

When the combustion of the internal combustion engine starts, the rotational speed of the internal combustion engine increases beyond the rotational speed of the rotating electrical machine. At this time, according to the above configuration, since the transmission torque capacity of the engine separation engagement device is reduced, the transmission torque capacity is increased from the internal combustion engine side where the rotational speed is high to the rotating electrical machine side where the rotational speed is low. It is possible to prevent the slip torque from being transmitted. Therefore, it is possible to suppress an increase in the rotational speed of the internal combustion engine due to the slip torque, and to improve the startability of the internal combustion engine.
When the rotational speed of the internal combustion engine increases to a rotational speed at which autonomous operation is possible, the internal combustion engine can stably output torque. According to the above configuration, the transmission torque capacity of the machine engine separation engagement device is increased again, so that the output torque of the internal combustion engine can be transmitted to the wheel side.
When the re-increase of the transmission torque capacity is completed, the output torque of the internal combustion engine can be stably transmitted to the wheel side, and the possibility of torque fluctuations accompanying the start control is reduced. Therefore, according to the above configuration, after the transmission torque capacity is increased again, the first engagement device or the second engagement device that is controlled to the slip engagement state is shifted to the direct engagement state, and the The shift slip control can be terminated.

  Here, after it is determined that the combustion of the internal combustion engine has started during the start control, the transmission torque capacity of the engine separating engagement device is reduced, and then the rotational speed of the internal combustion engine can be autonomously operated. A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separation engagement device again, and a shift speed determination unit that determines a shift speed to be formed in the transmission. During the start control, the shift engagement control unit controls the first engagement device to be in a slip engagement state, and the shift stage determination unit changes the shift stage from the low shift stage to the one-way shift stage. When the downshift determination to be changed to is performed, the downshift determination is a reincrease time when the transmission torque capacity of the engine separation engagement device starts to be increased again by the capacity increase / decrease control unit. If the timing determination unit determines whether the downshift determination is earlier than the re-increase timing, the second engagement device is released to release the first engagement device. After engaging the direction engagement device, the transmission increase / decrease control unit again increases the transmission torque capacity of the engine separation engagement device, and then shifts the first engagement device to the direct engagement state. Control is executed, and if the timing determination unit determines that the downshift determination is after the re-increase timing, the capacity increase / decrease control unit increases the transmission torque capacity of the engine separation engagement device again. After that, a downshift control unit that performs post-shift control that releases the second engagement device to engage the one-way engagement device and then shifts the first engagement device to the direct engagement state. And further comprising That.

A torque fluctuation occurs due to the re-increase of the transmission torque capacity of the engine separating engagement device. Further, torque fluctuation occurs due to engagement or disengagement of the engagement device in the downshift.
According to the above configuration, when the downshift determination is before the re-increase timing, the second engagement device maintained in the direct engagement state is released and the one-way engagement device is engaged to reduce the low shift determination. After downshifting from the gear stage to the one-way gear stage, the transmission torque capacity can be increased again. On the other hand, if the downshift determination is after the re-increase timing, after re-increasing the transmission torque capacity, the second engagement device is released and the one-way engagement device is engaged, A downshift can be performed to the one-way gear.
Therefore, it is possible to suppress the torque fluctuation due to the re-increase of the transmission torque capacity and the torque fluctuation due to the downshift from occurring at the same time. For this reason, even when a downshift is performed during shift slip control, the first engagement device that is controlled to the slip engagement state by torque variation can be prevented from being in the direct engagement state, and torque variation accompanying start control Can be transmitted to the wheel side. Further, even during the shift slip control, the downshift can be executed as early as possible, and the driving performance can be improved.
According to the above configuration, after the downshift control and the re-increase of the transmission torque capacity are executed, the first engagement device that is controlled to the slip engagement state is shifted to the direct engagement state, Thus, the shift slip control can be ended.

  Here, after it is determined that the combustion of the internal combustion engine has started during the start control, the transmission torque capacity of the engine separating engagement device is reduced, and then the rotational speed of the internal combustion engine can be autonomously operated. A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separation engagement device again, and a shift speed determination unit that determines a shift speed to be formed in the transmission. During the start control, the shift engagement control unit controls the second engagement device to be in a slip engagement state, and the shift stage determination unit changes the shift stage from the low shift stage to the one-way shift stage. When the downshift determination to be changed to is made, the transmission torque capacity of the engine separation engagement device is increased again by the capacity increase / decrease control unit, and then the second engagement device is released to release the one-way engagement. Combination A downshift control section to perform shifting post-control to engage the, further comprising a suitable.

According to the above configuration, after the transmission torque capacity is increased again, the second engagement device that is controlled to be in the sliding engagement state is released and the one-way engagement device is engaged. A downshift can be performed to the one-way gear.
Therefore, it is possible to suppress the torque fluctuation due to the re-increase of the transmission torque capacity and the torque fluctuation due to the downshift from occurring at the same time. For this reason, even when a downshift is performed during shift slip control, the second engagement device that is controlled to the slip engagement state due to torque variation can be prevented from entering the direct engagement state, and torque variation associated with start control Can be transmitted to the wheel side.
Further, according to the above configuration, after the re-increase of the transmission torque capacity is performed, the second engagement device that is controlled to the slip engagement state is shifted to the direct engagement state to appropriately perform the shift slip control. Can be terminated.

  Here, the transmission is a gear having a gear ratio lower than that of the one-way gear and higher than that of the low gear, and at least when the first engagement device and the third engagement device are engaged. An intermediate shift stage formed; during the start control, after determining that combustion of the internal combustion engine has started, the transmission torque capacity of the engine separation engagement device is reduced, and then the rotation of the internal combustion engine A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separation engagement device again after determining that the speed has increased to a rotational speed at which autonomous operation is possible, and a gear stage that is formed in the transmission The second engagement device is controlled to be in a slip engagement state by the shift slip control unit during the start control, and the shift step determination unit lowers the shift step by the shift step determination unit. Shift to the middle When the downshift determination to change to a high gear is performed, is the downshift determination before the re-increase time, which is the time when the transmission torque capacity of the engine separation engagement device starts to increase again by the capacity increase / decrease control unit? In the timing determination unit for determining whether or not, and in the shift slip control, the third engagement device is controlled to be in a slip engagement state instead of the second engagement device, and the rotation speed of the rotating electrical machine is set to the first A shift engagement determination unit that determines whether or not the one-way engagement device is likely to be engaged when the offset speed is increased from the rotation speed when the three-engagement device is in the direct engagement state. And the second engagement device when the timing determination unit determines that the downshift determination is before the re-increase timing and the shift engagement determination unit determines that the possibility is low. In place of The engagement device is controlled to be in a sliding engagement state, and the rotation speed of the rotating electrical machine is increased by the offset speed from the rotation speed when the third engagement device is in the direct engagement state, and then the capacity increase / decrease The transmission torque capacity of the engine separation engagement device is increased again by the control unit, and then the shift pre-control is performed to shift the third engagement device to the direct engagement state, and the downshift determination is performed by the timing determination unit Is determined to be after the re-increase time, or when it is determined by the shift engagement determination unit that the possibility is high, the transmission torque capacity of the engine separation engagement device is determined by the capacity increase / decrease control unit. It is preferable to further comprise a downshift control unit that executes post-shift control for releasing the second engagement device and shifting the third engagement device to the direct engagement state after increasing the value again. .

When downshifting from the low shift stage to the intermediate shift stage during the shift slip control, it is desirable to control the engagement device to the slip engagement state even at the intermediate shift stage.
According to the above configuration, when the shift engagement determining unit controls the third engagement device, which is a non-common engagement device at the intermediate shift stage, to the slip engagement state and increases the rotation speed of the rotating electrical machine. In addition, it is determined whether the possibility that the one-way engagement device is engaged is high or low. If it is determined that the one-way engagement device is unlikely to be engaged, and it is determined that the downshift determination is before the re-increase timing of the transmission torque capacity, the second engagement device is used. Control the third engagement device to the slip engagement state, increase the rotational speed of the rotating electrical machine to the rotational speed corresponding to the intermediate gear, perform a downshift, and then increase the transmission torque capacity again. Can do.
Therefore, even if a downshift is performed to the intermediate shift stage during the shift slip control, it is possible to prevent the one-way engagement device from being engaged to form the one-way shift stage and to form the shift stage. Can be maintained in a sliding engagement state. Further, it is possible to suppress the torque fluctuation due to the re-increase of the transmission torque capacity and the torque fluctuation due to the downshift occurring at the same time.
On the other hand, according to the above configuration, when it is determined that there is a high possibility that the one-way engagement device is engaged, or when it is determined that the downshift determination is after the re-increase timing of the transmission torque capacity, After re-increasing the transmission torque capacity, the second engagement device controlled to the sliding engagement state is released, and the third engagement device is shifted to the direct engagement state, so that a downshift can be performed. .
Therefore, it is possible to prevent the one-way engagement device from being engaged by the downshift to form the one-way shift stage, and to slide the second engagement device in the sliding engagement state until the increase in the transmission torque capacity is completed. Can be maintained. Further, it is possible to suppress the torque fluctuation due to the re-increase of the transmission torque capacity and the torque fluctuation due to the downshift occurring at the same time.

It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on embodiment of this invention. It is a block diagram which shows schematic structure of the control apparatus which concerns on embodiment of this invention. It is a skeleton figure of the drive device for vehicles concerning the embodiment of the present invention. It is an operation | movement table | surface of the transmission which concerns on embodiment of this invention. It is a speed diagram of the transmission which concerns on embodiment of this invention. 3 is a shift map of the transmission according to the embodiment of the present invention. It is a speed diagram for demonstrating the one-way gear position and low gear position which concern on embodiment of this invention. It is a velocity diagram for demonstrating the 2nd engagement apparatus made into the sliding engagement state. It is a velocity diagram for demonstrating the subject at the time of making a 2nd engagement apparatus into a sliding engagement state. It is a velocity diagram for demonstrating Case2-1 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case1-1 which concerns on embodiment of this invention. It is a setting map of the judgment speed difference concerning the embodiment of the present invention. It is a velocity diagram for demonstrating Case1-1 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case1-2 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case1-2 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case1-3 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-1 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-2 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-3 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-3 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-3 which concerns on embodiment of this invention. It is a velocity diagram for demonstrating Case2-4 which concerns on embodiment of this invention. It is a flowchart of torque capacity increase / decrease control according to an embodiment of the present invention. It is a flowchart of the shift slip control which concerns on embodiment of this invention. It is a flowchart of the shift slip control which concerns on embodiment of this invention. It is a flowchart of the shift slip control which concerns on embodiment of this invention. It is a flowchart of the shift slip control which concerns on embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on other embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on other embodiment of this invention.

  An embodiment of a control device 30 (hereinafter simply referred to as a control device 30) of a vehicle drive device 1 according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 and a control device 30 according to the present embodiment. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the hydraulic oil supply path, and the alternate long and short dash line indicates the signal transmission path. As shown in this figure, the vehicle drive apparatus 1 according to the present embodiment schematically includes an internal combustion engine ENG and a rotating electrical machine MG as drive force sources, and the drive forces of these drive force sources are transmitted as power. It is the structure which transmits to the wheel W via a mechanism. The vehicle drive device 1 is provided with an engine separation clutch SSC, a rotating electrical machine MG, and a transmission TM in order from the internal combustion engine ENG side in a power transmission path 2 that connects the internal combustion engine ENG and the wheels W. Here, the engine separation clutch SSC is in a state in which the internal combustion engine ENG and the rotating electrical machine MG are selectively connected or separated according to the engaged state. The engine separation clutch SSC corresponds to the “engine separation engagement device” in the present invention.

  The hybrid vehicle includes a control device 30 that controls the vehicle drive device 1. The control device 30 according to the present embodiment integrates a rotating electrical machine control unit 32 that controls the rotating electrical machine MG, a power transmission control unit 33 that controls the transmission TM and the engine separation clutch SSC, and these control devices. And a vehicle control unit 34 for controlling the vehicle drive device 1. The hybrid vehicle is also provided with an internal combustion engine control device 31 that controls the internal combustion engine ENG.

As shown in FIG. 2, the control device 30 includes functional units such as a start control unit 45, a shift slip control unit 46, and a one-way engagement determination unit 47.
The start control unit 45 performs start control of the internal combustion engine ENG that increases the rotation speed of the internal combustion engine ENG when there is a start request for the internal combustion engine ENG.

For example, as shown in FIG. 3, the transmission TM includes a plurality of engagement devices OWC, C1, B1,..., And the engagement states of the plurality of engagement devices OWC, C1, B1,. Has a plurality of shift stages 1st, 2nd.
The transmission TM is a one-speed shift stage GOW formed by engagement of at least the first engagement apparatus E1 and the one-way engagement apparatus OWE, and a shift stage having a gear ratio lower than that of the one-way shift stage GOW. And a low gear stage GL formed by engagement of the first engagement device E1 and the second engagement device E2. In the present embodiment, as shown in an operation table in FIG. 4 and a velocity diagram in FIG. 7 described later, the engagement device corresponding to the one-way engagement device OWE is a one-way brake OWC, and the first engagement device E1. The engaging device corresponding to is the first clutch C1, and the gear stage corresponding to the one-way gear stage GOW is the first stage 1st. Further, the gear stage corresponding to the low gear stage GL is a gear stage having a gear ratio lower than that of the first gear stage 1st, and is formed by engagement of the first clutch C1 that is at least the first engagement device E1. Among the second speed, the third speed 3rd, and the fourth speed 4th, the shift speed is formed in the transmission device TM when starting control is started. The engagement device corresponding to the second engagement device E2 is the first brake B1 when the second gear 2nd corresponds to the low gear GL, and the third gear 3rd corresponds to the low gear GL. Is the third clutch C3, and is the second clutch C2 when the fourth stage 4th corresponds to the low gear stage GL.

  The transmission TM is a gear having a gear ratio lower than that of the one-way gear GOW and higher than that of the low gear GL, and at least when the first engagement device E1 and the third engagement device E3 are engaged. It further has an intermediate gear stage GM formed. In the present embodiment, as shown in the operation table of FIG. 4, the speed diagram of FIG. 7, and the like, the gear stage corresponding to the intermediate gear stage GM does not exist when the second stage 2nd corresponds to the low gear stage GL. However, when the third stage 3rd corresponds to the low speed stage GL, the second stage 2nd, and when the fourth stage 4th corresponds to the low speed stage GL, the third stage 3rd or the second stage 2nd. The engagement device corresponding to the third engagement device E3 is the first brake B1 when the second gear 2nd corresponds to the intermediate gear GM, and the third gear 3rd corresponds to the intermediate gear GM. Is the third clutch C3.

  The shift slip control unit 46 controls the first engagement device E1 or the second engagement device E2 to the slip engagement state when performing the start control in a state where the low gear stage GL is formed, so that the rotating electrical machine Shift slip control is performed to increase the rotation speed of the MG by a predetermined offset speed Δωof from the rotation speed of the rotating electrical machine MG when the first engagement device E1 or the second engagement device E2 is in the direct engagement state.

In the shift slip control, the one-way engagement determination unit 47 controls the second engagement device E2 to the slip engagement state and increases the rotation speed of the rotating electrical machine MG by a predetermined offset speed Δωof. When the rotational speed difference between the engaging members of the direction engagement device OWE is less than a predetermined determination speed difference, it is determined that the one-way engagement device OWE is likely to be engaged, and the one-way engagement device When the rotational speed difference between the engagement members of the OWE is equal to or larger than the determination speed difference, it is determined that the possibility that the one-way engagement device OWE is engaged is low.
In such a configuration, the shift slip control unit 46 controls the second engagement device E2 to the slip engagement state when the one-way engagement determination unit 47 determines that the possibility is low, and the one-way engagement is determined. A characteristic is that the first engagement device E <b> 1 is controlled to be in a sliding engagement state when the possibility determination unit 47 determines that the possibility is high.
Hereinafter, the vehicle drive device 1 and the control device 30 according to the present embodiment will be described in detail.

1. Configuration of Vehicle Drive Device 1 First, the configuration of the vehicle drive device 1 for a hybrid vehicle according to the present embodiment will be described. As shown in FIG. 1, the hybrid vehicle includes an internal combustion engine ENG and a rotating electrical machine MG as drive power sources of the vehicle, and a parallel hybrid vehicle in which the internal combustion engine ENG and the rotating electrical machine MG are connected in series. It has become. The hybrid vehicle includes a transmission TM, and the transmission TM shifts the rotational speed of the internal combustion engine ENG and the rotating electrical machine MG transmitted to the input shaft I and converts the torque to transmit to the output shaft O. .

  The internal combustion engine ENG is a heat engine that is driven by the combustion of fuel. For example, various known internal combustion engines such as a gasoline engine and a diesel engine can be used. In this example, an internal combustion engine output shaft Eo such as a crankshaft of the internal combustion engine ENG is selectively drive-coupled with an input shaft I that is drive-coupled to the rotating electrical machine MG via an engine separation clutch SSC. That is, the internal combustion engine ENG is selectively drive-coupled to the rotating electrical machine MG via the engine separation clutch SSC that is a friction engagement device. Further, the internal combustion engine output shaft Eo is provided with a damper (not shown), which is configured to attenuate output torque and rotational speed fluctuations caused by intermittent combustion of the internal combustion engine ENG and transmit them to the wheel W side. Yes.

  The rotating electrical machine MG includes a stator St fixed to a case CS that accommodates the vehicle drive device 1, and a rotor Ro that is rotatably supported radially inward at a position corresponding to the stator ( (See FIG. 3). The rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input shaft I. That is, in the present embodiment, both the internal combustion engine ENG and the rotating electrical machine MG are drivingly connected to the input shaft I. The rotating electrical machine MG is electrically connected to a battery as a power storage device via an inverter that performs direct current to alternating current conversion. The rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. That is, the rotating electrical machine MG is powered by receiving power supply from the battery via the inverter, or generates power by the rotational driving force transmitted from the internal combustion engine ENG or the wheel W, and the generated power is transmitted via the inverter. It is stored in the battery.

  The transmission TM is drivingly connected to the input shaft I to which the driving force source is drivingly connected. In the present embodiment, the transmission apparatus TM is a stepped automatic transmission apparatus having a plurality of shift stages having different speed ratios. The transmission TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices OWC, C1, B1,. The transmission TM shifts the rotational speed of the input shaft I at the gear ratio of each gear, converts the torque, and transmits the torque to the output shaft O. Torque transmitted from the transmission TM to the output shaft O is distributed and transmitted to the left and right axles AX via the output differential gear unit DF, and is transmitted to the wheels W that are drivingly connected to the respective axles AX. . Here, the gear ratio is the ratio of the rotational speed of the input shaft I to the rotational speed of the output shaft O when each gear stage is formed in the transmission apparatus TM. In this application, the rotational speed of the input shaft I is defined as the output shaft. The value divided by the rotation speed of O. That is, the rotational speed obtained by dividing the rotational speed of the input shaft I by the gear ratio becomes the rotational speed of the output shaft O. Further, torque obtained by multiplying the torque transmitted from the input shaft I to the transmission device TM by the transmission ratio becomes the torque transmitted from the transmission device TM to the output shaft O.

  In the present embodiment, the transmission apparatus TM includes six gear stages (first stage 1st, second stage 2nd, third stage 3rd, fourth stage 4th, fifth stage 5th, and sixth stage having different speed ratios (reduction ratios). Stage 6th) is provided as a forward stage. In order to configure these shift speeds, the transmission TM includes a gear mechanism including a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2, and six engagement devices C1, C2, C3, B1, B2, OWC. By controlling the engagement and disengagement of the plurality of engagement devices C1, B1,... Except for the one-way brake OWC, the rotation state of each rotation element of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 is switched. By selectively engaging the plurality of engagement devices C1, B1,..., Six shift stages are switched. Note that the transmission device TM includes a reverse gear Rev in addition to the above six gears.

  In the present embodiment, as shown in FIG. 3, the first planetary gear mechanism PG <b> 1 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. In other words, the first planetary gear mechanism PG1 is configured to include three rotating elements: a carrier CA1 that supports a plurality of pinion gears P1, and a sun gear S1 and a ring gear R1 that respectively mesh with the pinion gears P1. These three rotating elements of the first planetary gear mechanism PG1 are a sun gear S1 (first rotating element), a carrier CA1 (second rotating element), and a ring gear R1 (third rotating element) in the order of rotation speed. .

  The second planetary gear mechanism PG2 is a Ravigneaux type planetary gear mechanism arranged coaxially with the input shaft I. That is, the second planetary gear mechanism PG2 includes the first sun gear S2 and the second sun gear S3, the ring gear R2, the long pinion gear P2, the long pinion gear P2 and the first pinion gear P2 that mesh with both the second sun gear S3 and the ring gear R2. It has four rotating elements, a common carrier CA2 that supports a short pinion gear P3 that meshes with the sun gear S2. These four rotating elements included in the second planetary gear mechanism PG2 are, in order of rotational speed, a second sun gear S3 (first rotating element), a carrier CA2 (second rotating element), a ring gear R2 (third rotating element), and a second One sun gear S2 (fourth rotating element) is provided.

  The “order of rotational speed” is the order of rotational speed in the rotational state of each rotating element. The rotational speed of each rotating element varies depending on the rotational state of the planetary gear mechanisms PG1 and PG2, but the order in which the rotational speeds of the rotating elements are arranged is determined by the structure of the planetary gear mechanisms PG1 and PG2. It becomes. Note that “the order of the rotational speed of each rotating element” is equal to the order of arrangement in the speed diagram (collinear diagram) of each rotating element. Here, “arrangement order in the velocity diagram of each rotating element” means the order in which the axis corresponding to each rotating element in the velocity diagram (collinear diagram) is arranged along the direction orthogonal to the axis. That is.

  The sun gear S1 of the first planetary gear mechanism PG1 is fixed to a case CS as a non-rotating member. The carrier CA1 is drivingly connected so as to selectively rotate integrally with the first sun gear S2 of the second planetary gear mechanism PG2 via the first clutch C1, and the second planetary gear mechanism PG2 via the third clutch C3. The second sun gear S3 is selectively coupled to the second sun gear S3. The ring gear R1 is drive-coupled to rotate integrally with the input shaft I, and is also drive-coupled to selectively rotate integrally with the carrier CA2 of the second planetary gear mechanism PG2 via the second clutch C2.

  The second sun gear S3 of the second planetary gear mechanism PG2 is drivingly connected to the carrier CA1 of the first planetary gear mechanism PG1 through the third clutch C3 so as to selectively rotate integrally. The carrier CA2 is drivingly connected so as to selectively rotate integrally with the input shaft I and the ring gear R1 of the first planetary gear mechanism PG1 via the second clutch C2, and via the second brake B2 or the one-way brake OWC. It is selectively fixed to the case CS as a non-rotating member. The ring gear R2 is drivingly connected so as to rotate integrally with the output shaft O. The first sun gear S2 is drivingly connected to the carrier CA1 of the first planetary gear mechanism PG1 through the first clutch C1 so as to selectively rotate integrally.

  Here, the one-way engagement device OWE such as the one-way brake OWC is engaged when the relative rotation direction between the pair of engagement members is the first direction, and the relative rotation direction is opposite to the first direction. In the second direction, the engaging device is released. In other words, the one-way engagement device OWE is in a direct engagement state when the input-side engagement member rotates in the first direction with respect to the output-side engagement member, and the rotational speed difference between the engagement members. And the input engagement member rotates in a second direction opposite to the first direction with respect to the output engagement member. It is an engagement device that produces a difference. In other words, the one-way engagement device OWE is in a direct engagement state when a relative rotational speed difference between the engaging members causes a rotational speed difference in the first direction, and a rotational speed difference in the second direction occurs. If it is released. In the present embodiment, the one-way brake OWC is configured such that the input-side engagement member connected to the carrier CA2 of the second planetary gear mechanism PG2 is connected to the case CS and the rotation speed is zero. On the other hand, it is configured to be in a directly engaged state when it is negatively rotated and to be released when it is positively rotated. That is, the one-way brake OWC is in a direct engagement state when the carrier CA2 of the second planetary gear mechanism PG2 rotates in the negative direction (rotational speed becomes zero or less), and the carrier CA2 rotates in the positive direction (rotation). It is configured to be released when the speed is greater than zero). Therefore, the rotation speed of the carrier CA2 does not decrease below zero.

  In the present embodiment, the plurality of engagement devices C1, C2, C3, B1, and B2 except for the one-way brake OWC included in the transmission device TM are engaged or released regardless of the direction of relative rotation between the pair of engagement members. Is an engagement device that can be controlled. In the present embodiment, the plurality of engagement devices C1, C2, C3, B1, and B2 except for the one-way brake OWC included in the transmission apparatus TM are all friction engagement devices. Specifically, these are constituted by a multi-plate clutch or a multi-plate brake operated by hydraulic pressure. These engagement devices C1, C2, C3, B1, and B2 are controlled in their engagement states by the hydraulic pressure supplied from the hydraulic control device PC. The engine separation clutch SSC is also a friction engagement device.

  The friction engagement device transmits torque between the engagement members by friction between the engagement members. When there is a difference in rotational speed (slip) between the engagement members of the friction engagement device, torque (slip torque) having a magnitude of the transmission torque capacity is transmitted from a member having a higher rotational speed to a smaller member by dynamic friction. Is done. When there is no rotational speed difference (slip) between the engagement members of the friction engagement device, the friction engagement device acts between the engagement members of the friction engagement device by static friction up to the size of the transmission torque capacity. Torque is transmitted. Here, the transmission torque capacity is the maximum torque that the friction engagement device can transmit by friction. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement device. The engagement pressure is a pressure that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other. In the present embodiment, the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in this embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement device.

  Each friction engagement device is provided with a return spring, and is biased to the release side by the reaction force of the spring. When the force generated by the hydraulic pressure supplied to the hydraulic cylinder of each friction engagement device exceeds the reaction force of the spring, a transmission torque capacity starts to be generated in each friction engagement device, and each friction engagement device is released from the released state. Change to engaged state. The hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure. Each friction engagement device is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure. Note that the friction engagement device may not be provided with a return spring, and may be configured to be controlled by a differential pressure of the hydraulic pressure applied to both sides of the piston of the hydraulic cylinder.

  In the present embodiment, the engagement state is a state where a transmission torque capacity is generated in the engagement device, and includes a slip engagement state and a direct engagement state. The released state is a state where no transmission torque capacity is generated in the engagement device. The slip engagement state is an engagement state in which there is a difference in rotational speed (slip) between the engagement members of the engagement device, and the direct engagement state is the rotation speed between the engagement members of the engagement device. The engaged state has no difference (slip). Further, the non-directly coupled state is an engaged state other than the directly coupled state, and includes a released state and a sliding engaged state.

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

  Next, the six shift speeds realized by the transmission apparatus TM will be described. FIG. 4 is an operation table showing operation states of the plurality of engagement devices OWC, C1, B1,. In this figure, “◯” indicates that each engaging device is in an engaged state, and “no mark” indicates that each engaging device is in a released state. “(◯)” indicates that the engagement device is brought into an engaged state when engine braking is performed. “Δ” indicates a release state when rotating in the first direction (the carrier CA2 rotates in the positive direction), and is directly connected when rotating in the second direction (the carrier CA2 rotates in the negative direction). It shows that it will be in an engagement state.

  FIG. 5 is a speed diagram of the transmission apparatus TM. In this velocity diagram, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the first planetary gear mechanism PG1 and each rotation element of the second planetary gear mechanism PG2. That is, “R1”, “CA1”, and “S1” described above each vertical line correspond to the ring gear R1, the carrier CA1, and the sun gear S1 of the first planetary gear mechanism PG1, respectively. Further, “S2”, “R2”, “CA2”, and “S3” described above each vertical line are the first sun gear S2, ring gear R2, carrier CA2, and second sun gear of the second planetary gear mechanism PG2, respectively. This corresponds to S3. The interval between the plurality of vertical lines arranged in parallel is the gear ratio λ of each planetary gear mechanism PG1, PG2 (the number of teeth of the sun gear and the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). ).

  In addition, “●” indicates that the engaging device connected to each rotating element is in the direct engagement state. “C1”, “C2”, “C3”, “B1”, “B2”, and “OWC” described adjacent to each “●” indicate an engagement device in a direct engagement state. Yes. “☆” indicates the state of the rotational speed of the rotating element (ring gear R2 of the second planetary gear mechanism PG2) connected to the output shaft O. Note that “1st”, “2nd”, “3rd”, “4th”, “5th”, “6th”, and “Rev”, which are described adjacent to each “☆”, indicate the shift speed to be formed. Show.

  As shown in FIGS. 4 and 5, the first stage 1st is realized by the cooperation of the engagement of the first clutch C1 and the one-way brake OWC. That is, in the state where the first clutch C1 is engaged, the rotational driving force of the driving force source input from the input shaft I to the ring gear R1 of the first planetary gear mechanism PG1 is decelerated based on the gear ratio λ3, and the second planetary gear. It is transmitted to the first sun gear S2 of the gear mechanism PG2. The one-way brake OWC is engaged when the rotational driving force from the input shaft I to the output shaft O is transmitted and the carrier CA2 of the second planetary gear mechanism PG2 rotates negatively with the first clutch C1 engaged. The combined state is fixed to the case CS, and the rotational driving force of the first sun gear S2 is decelerated based on the gear ratio λ2 and transmitted to the output shaft O. When the rotational driving force is transmitted from the output shaft O to the input shaft I and the carrier CA2 of the second planetary gear mechanism PG2 rotates forward, the one-way brake OWC is released. The first stage realized in this way is a one-way shift stage GOW that transmits the rotational driving force from the input shaft I to the output shaft O and does not transmit the rotational driving force from the output shaft O to the input shaft I. .

  Further, the first stage 1st is realized even when the engagement of the first clutch C1 and the engagement of the second brake B2 cooperate. In the present embodiment, the first stage 1st is formed even when the second brake B2 is engaged and the one-way brake OWC is idle and not engaged, for example, when performing engine braking. Specifically, with the first clutch C1 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is decelerated based on the gear ratio λ3, and the first sun gear of the second planetary gear mechanism PG2 is engaged. Is transmitted to S2. Further, the carrier CA2 of the second planetary gear mechanism PG2 is fixed to the case CS with the second brake B2 engaged. Then, the rotational driving force of the first sun gear S2 is further decelerated based on the gear ratio λ2 and transmitted to the output shaft O.

  The second stage 2nd is realized by cooperation of the engagement of the first clutch C1 and the engagement of the first brake B1. That is, with the first clutch C1 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is decelerated based on the gear ratio λ3 and transmitted to the first sun gear S2 of the second planetary gear mechanism PG2. Is done. Further, the second sun gear S3 of the second planetary gear mechanism PG2 is fixed to the case CS with the first brake B1 engaged. Then, the rotational driving force of the first sun gear S2 is further decelerated based on the gear ratios λ2 and λ1, and transmitted to the output shaft O.

  The third stage 3rd is realized by cooperation of the first clutch C1 and the engagement of the third clutch C3. That is, with the first clutch C1 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is decelerated based on the gear ratio λ3 and transmitted to the first sun gear S2 of the second planetary gear mechanism PG2. Is done. Further, with the third clutch C3 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ3 and transmitted to the second sun gear S3 of the second planetary gear mechanism PG2. Then, as the second sun gear S3 and the first sun gear S2 rotate at the same speed, the rotational driving force of the input shaft I decelerated based on the gear ratio λ3 is transmitted to the output shaft O as it is.

  The fourth stage 4th is realized by cooperation between the engagement of the first clutch C1 and the engagement of the second clutch C2. That is, with the first clutch C1 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is decelerated based on the gear ratio λ3 and transmitted to the first sun gear S2 of the second planetary gear mechanism PG2. Is done. Further, with the second clutch C2 engaged, the rotational driving force of the input shaft I is directly transmitted to the carrier CA2 of the second planetary gear mechanism PG2. Then, the rotational driving force of the input shaft I determined based on the rotational speed of the carrier CA2 and the first sun gear S2 and the gear ratio λ2 is transmitted to the output shaft O.

  The fifth stage 5th is realized by cooperation of the second clutch C2 and the engagement of the third clutch C3. That is, with the second clutch C2 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is directly transmitted to the carrier CA2 of the second planetary gear mechanism PG2. Further, with the third clutch C3 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ3 and transmitted to the second sun gear S3 of the second planetary gear mechanism PG2. Then, the rotational driving force of the input shaft I determined based on the rotational speed of the second sun gear S3 and the carrier CA2 and the gear ratio λ1 is transmitted to the output shaft O.

  The sixth stage 6th is realized by cooperation of the second clutch C2 and the engagement of the first brake B1. That is, with the second clutch C2 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is directly transmitted to the carrier CA2 of the second planetary gear mechanism PG2. Further, the second sun gear S3 of the second planetary gear mechanism PG2 is fixed to the case CS with the first brake B1 engaged. Then, the rotational driving force of the carrier CA2 is increased based on the gear ratio λ1 and transmitted to the output shaft O.

  The reverse speed Rev is realized by the engagement of the third clutch C3 and the engagement of the second brake B2. That is, with the third clutch C3 engaged, the rotational driving force of the input shaft I transmitted from the driving force source is decelerated based on the gear ratio λ3 and transmitted to the second sun gear S3 of the second planetary gear mechanism PG2. Is done. Further, the carrier CA2 of the second planetary gear mechanism PG2 is fixed to the case CS with the second brake B2 engaged. Then, the rotational driving force of the first sun gear S2 is decelerated based on the gear ratio λ1, and the rotational direction is reversed and transmitted to the output shaft O.

  The transmission TM according to the present embodiment includes at least a first speed 1st, a second speed 2nd, a third speed 3rd, and a fourth speed 4th as speed changes realized by engagement of the first clutch C1. . In each of these shift speeds, the first speed 1st, the second speed 2nd, the third speed 3rd, the fourth speed 4th, and the fifth speed in the descending order of the speed ratio (reduction ratio) between the input shaft I and the output shaft O. There are a stage 5th and a sixth stage 6th.

2. Configuration of Hydraulic Control System The hydraulic control system of the vehicle drive device 1 is a hydraulic control device for adjusting the hydraulic pressure of hydraulic fluid supplied from a hydraulic pump driven by a vehicle driving force source or a dedicated motor to a predetermined pressure. A PC is provided. Although detailed explanation is omitted here, the hydraulic control device PC drains from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the linear solenoid valve for hydraulic regulation. The hydraulic oil pressure is adjusted to one or more predetermined pressures by adjusting the amount of hydraulic oil. The hydraulic oil adjusted to a predetermined pressure is supplied to a plurality of engagement devices C1, B1,.

3. Configuration of Control Device Next, the configuration of the control device 30 that controls the vehicle drive device 1 and the internal combustion engine control device 31 will be described with reference to FIG.
The control units 32 to 34 of the control device 30 and the internal combustion engine control device 31 include an arithmetic processing unit such as a CPU as a core member, and a RAM (random / random configuration) configured to be able to read and write data from the arithmetic processing unit. (Access memory) and a storage device such as a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing unit. The functional units 41 to 51 of the control device 30 are configured by software (program) stored in the ROM or the like of the control device, hardware such as a separately provided arithmetic circuit, or both. The control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 are configured to communicate with each other, share various information such as sensor detection information and control parameters, and perform cooperative control. The functions of the functional units 41 to 51 are realized.

The vehicle drive device 1 includes sensors Se <b> 1 to Se <b> 3, and electric signals output from the sensors are input to the control device 30 and the internal combustion engine control device 31. The control device 30 and the internal combustion engine control device 31 calculate detection information of each sensor based on the input electric signal.
The input rotation speed sensor Se1 is a sensor for detecting the rotation speed of the input shaft I. Since the rotor of the rotating electrical machine MG is integrally connected to the input shaft I, the rotating electrical machine control unit 32 determines the rotational speed (angular speed) of the rotating electrical machine MG based on the input signal of the input rotational speed sensor Se1, and The rotational speed of the input shaft I is detected. The output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output shaft O. The power transmission control unit 33 detects the rotational speed (angular speed) of the output shaft O based on the input signal of the output rotational speed sensor Se2. Further, since the rotational speed of the output shaft O is proportional to the vehicle speed, the power transmission control unit 33 calculates the vehicle speed based on the input signal of the output rotational speed sensor Se2. The engine rotation speed sensor Se3 is a sensor for detecting the rotation speed of the internal combustion engine output shaft Eo (internal combustion engine ENG). The internal combustion engine control device 31 detects the rotational speed (angular speed) of the internal combustion engine ENG based on the input signal of the engine rotational speed sensor Se3.

3-1. Internal combustion engine control device 31
The internal combustion engine control device 31 includes an internal combustion engine control unit 41 that controls the operation of the internal combustion engine ENG. In the present embodiment, when the internal combustion engine required torque is commanded from the vehicle control unit 34, the internal combustion engine control unit 41 sets the internal combustion engine required torque commanded from the vehicle control unit 34 to the output torque command value, Torque control is performed to control the internal combustion engine ENG to output the output torque command value. Further, when there is a request to start combustion of the internal combustion engine, the internal combustion engine control device 31 determines that the combustion start of the internal combustion engine ENG has been commanded, and starts fuel supply and ignition to the internal combustion engine ENG. Then, control for starting combustion of the internal combustion engine ENG is performed.

3-2. Power transmission control unit 33
The power transmission control unit 33 includes a transmission control unit 43 that controls the transmission TM and an engine separation engagement device control unit 44 that controls the engine separation clutch SSC.

3-2-1. Transmission control unit 43
The transmission control unit 43 is a functional unit that controls the transmission TM. The transmission control unit 43 determines a target shift stage to be formed in the transmission TM based on sensor detection information such as vehicle speed, accelerator opening, and shift position. Then, the transmission control unit 43 controls the hydraulic pressure supplied to the plurality of engagement devices C1, B1,... Provided in the transmission TM via the hydraulic control device PC, and thereby each engagement device C1. , B1... Are engaged or released to cause the transmission device TM to form a target gear position. Specifically, the transmission control unit 43 commands the target hydraulic pressure (command pressure) of each engagement device to the hydraulic control device PC, and the hydraulic control device PC sets the hydraulic pressure of the commanded target hydraulic pressure (command pressure). Supply to each engagement device.

The transmission control unit 43 includes a shift speed determination unit that determines a target shift speed that is a shift speed to be formed in the transmission TM. In the present embodiment, the shift speed determination unit is configured to determine a target shift speed with reference to a shift map stored in a memory as shown in FIG. The shift map is a map that defines the relationship between the accelerator opening and the vehicle speed, and the target shift stage to be formed in the transmission apparatus TM.
As shown in FIG. 6, the shift map includes a plurality of upshift lines (solid lines) and a plurality of downshift lines (broken lines) represented by lines in which the accelerator opening increases as the vehicle speed increases. Is set. For example, the upshift line indicated by “1-2” in FIG. 6 is a line in which the vehicle speed and the accelerator opening for changing the target shift stage from the first stage 1st to the second stage 2nd are set. The downshift line indicated by “2-1” in FIG. 6 is a line in which the vehicle speed and the accelerator opening for changing the target shift stage from the second stage 2nd to the first stage 1st are set. The downshift line indicated by “” is a line in which the vehicle speed and the accelerator opening for changing the target shift speed from the third speed 3rd to the second speed 2nd are set. The upshift means switching from a gear stage having a large gear ratio to a gear stage having a small gear ratio, and the downshift means switching from a gear stage having a small gear ratio to a gear stage having a large gear ratio. It should be noted that the gear ratio is set to decrease in the order of the first stage 1st, the second stage 2nd, the third stage 3rd, the fourth stage 4th, the fifth stage 5th, and the sixth stage 6th.

When the vehicle speed and the accelerator opening change so as to cross the upshift line or the downshift line on the shift map, the shift speed determination unit determines a new target shift speed in the transmission apparatus TM. For example, as indicated by arrows 1 and 2 in FIG. 6, the downshift line from the second stage 2nd to the first stage 1st is caused by an increase in the accelerator opening while the target speed change bullet is determined to be the second stage 2nd. Is shifted from the bottom to the top, the shift speed determination unit changes the target shift speed from the second speed 2nd to the first speed 1st. Further, as indicated by an arrow 3 in FIG. 6, the downshift line from the third stage 3rd to the second stage 2nd is changed from the bottom by increasing the accelerator opening while the target speed change bullet is determined to be the third stage 3rd. When straddling upward, the gear position determination unit changes the target gear position from the third speed 3rd to the second speed 2nd.
Also, the target shift speed may be changed when the shift position is changed. For example, the target gear position may be changed even when it is detected that the second range or the low range has been changed.

  The transmission control unit 43 normally controls the hydraulic pressure command of each of the engagement devices C1, B1,... When performing shift speed switching control (shift control), so that each of the engagement devices C1, B1,. The gear stage to be formed in the transmission apparatus TM is switched to the target gear stage. At this time, the transmission control unit 43 releases one of the engagement devices engaged before the shift (hereinafter referred to as a release-side engagement device) in accordance with a previously planned shift control sequence. At the same time, a so-called transition shift is performed in which one of the engagement devices released before the shift (hereinafter referred to as an engagement-side engagement device) is engaged. For example, when downshifting is performed, the transmission control unit 43 releases the disengagement-side engagement device that is one of the engagement devices that form a high gear position with a small gear ratio, and the gear ratio is large. Downshift control is performed to engage an engagement-side engagement device that is one of the engagement devices that form the low gear stage GL. When an upshift is performed, the transmission control unit 43 releases the disengagement-side engagement device that is one of the engagement devices that form the low gear stage GL with a large gear ratio, and the gear ratio is Upshift control is performed to engage an engagement-side engagement device that is one of the engagement devices that form a small high gear.

  In the present embodiment, the transmission control unit 43 is configured so that the transmission torque capacity of each engagement device C1, B1,... The hydraulic pressure supplied to each engagement device is controlled via the hydraulic control device PC so as to match the target torque capacity of the device. Specifically, the transmission control unit 43 commands the target hydraulic pressure (command pressure) set based on the target torque capacity of each engagement device to the hydraulic control device PC, and the hydraulic control device PC Hydraulic pressure (command pressure) is supplied to each engagement device.

3-2-2. Engine separation engagement device controller 44
The engine separation engagement device controller 44 controls the engagement state of the engine separation clutch SSC. In the present embodiment, the engine separation engagement device controller 44 controls the hydraulic control device so that the transmission torque capacity of the engine separation clutch SSC matches the target torque capacity of the engine separation clutch SSC commanded from the vehicle control unit 34. The hydraulic pressure supplied to the engine separation clutch SSC via the PC is controlled. Specifically, the engine separation engagement device control unit 44 commands the target hydraulic pressure (command pressure) set based on the target torque capacity to the hydraulic control device PC, and the hydraulic control device PC outputs the commanded target hydraulic pressure (command pressure). (Command pressure) is supplied to the engine separation clutch SSC.

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

3-4. Vehicle control unit 34
The vehicle control unit 34 integrates various torque controls performed on the internal combustion engine ENG, the rotating electrical machine MG, the transmission TM, the engine separation clutch SSC, and the like, and engagement control of each engagement device as a whole vehicle. The function part which performs is provided.

The vehicle control unit 34 is a torque required for driving the wheel W according to the accelerator opening, the vehicle speed, the battery charge amount, and the like, and is transmitted from the input shaft I side to the output shaft O side. The vehicle request torque Trq, which is a target driving force, is calculated, and the operation modes of the internal combustion engine ENG and the rotating electrical machine MG are determined. The operation mode includes an electric mode in which only the rotating electrical machine MG is used as a driving force source and a parallel mode in which at least the internal combustion engine ENG is used as a driving force source. For example, when the accelerator opening is small and the battery charge is large, the electric mode is determined as the operation mode, and in other cases, that is, when the accelerator opening is large or the battery charge is small, the operation mode is determined. The parallel mode is determined as follows.
Then, the vehicle control unit 34 requests the internal combustion engine required torque that is the output torque required for the internal combustion engine ENG, the rotating electrical machine required torque that is the output torque required for the rotating electrical machine MG, and the engine separation clutch SSC. A target torque capacity that is a transmission torque capacity to be transmitted and a target torque capacity that is a transmission torque capacity required for each engagement device C1, B1,... 33 and the internal combustion engine controller 31 are instructed to perform integrated control.
In the present embodiment, a start control unit 45, a shift slip control unit 46, a one-way engagement determination unit 47, and the like are provided. Hereinafter, each control unit will be described in detail.

3-4-1. Shifting slip control The start control unit 45 performs start control of the internal combustion engine ENG when there is a start request for the internal combustion engine ENG. In the present embodiment, the start control unit 45 controls the engine separation clutch SSC to a sliding engagement state when a request for starting the internal combustion engine ENG is made in a state where the engine separation clutch SSC is released. The engine is configured to perform start control of the internal combustion engine ENG that increases the rotational speed of the ENG.

During the start control, torque fluctuation is likely to occur due to a change in the engagement state of the engine separation clutch SSC or a change in the output torque of the internal combustion engine ENG. At this time, if all of the engagement devices forming the shift stage are in the direct engagement state, the torque fluctuation generated on the internal combustion engine ENG side is transmitted to the wheels W via the transmission device TM, and is transmitted to the driver. Make you feel uncomfortable.
Therefore, the shift slip control unit 46 slips at least one of the engagement devices forming the shift stage when performing the start control in a state where the shift stage is formed in the direct engagement state with the transmission TM. The rotational speed of the rotating electrical machine MG is controlled by the engagement state, and is determined from the rotational speed (also referred to as a synchronous rotational speed) of the rotating electrical machine MG when the engaging device that controls the sliding engagement state is in the direct engagement state. Shift slip control for increasing the offset speed Δωof is performed.

  When the engagement device that forms the shift stage is controlled to be in the slip engagement state, torque corresponding to the slip torque transmitted between the engagement members of the engagement device in the slip engagement state is It is transmitted from the transmission TM to the wheel W side. For this reason, it is possible to suppress the torque fluctuation generated on the internal combustion engine ENG side from being transmitted to the wheel W side via the transmission TM during the start control. At this time, the rotational speed of the rotating electrical machine MG is increased by the offset speed Δωof as compared to the case of the direct engagement state, so that the rotational speed difference between the engaging members of the engaging device is determined by the rotational speed difference corresponding to the offset speed Δωof And can be maintained in the sliding engagement state. Here, the magnitude of the offset speed Δωof is set with a margin so that even if the rotational speed of the rotating electrical machine MG fluctuates due to torque fluctuation generated on the internal combustion engine ENG side, the rotational speed does not drop to the rotational speed at which the direct engagement state is achieved. Is done. That is, the magnitude of the offset speed Δωof is set to be larger than the fluctuation amount of the rotating speed of the rotating electrical machine MG that can be caused by the torque fluctuation generated on the internal combustion engine ENG side.

  The shift slip control unit 46 slips the first engagement device E1 or the second engagement device E2 forming the low shift stage GL when performing the start control in a state where the low shift stage GL is formed. By controlling to the engaged state, the rotational speed of the rotating electrical machine MG is set to a predetermined offset speed Δωof from the rotational speed of the rotating electrical machine MG when the first engagement device E1 or the second engagement device E2 is in the direct engagement state. It is configured to perform shift slip control that is increased only by this amount.

  As described above, the transmission TM includes at least a one-way gear GOW formed by engagement of the first engagement device E1 and the one-way engagement device OWE, and a gear having a lower gear ratio than the one-way gear GOW. And at least a low gear stage GL formed by engagement of the first engagement device E1 and the second engagement device E2. In the present embodiment, as shown in the operation table of FIG. 4, the engagement device corresponding to the one-way engagement device OWE is a one-way brake OWC, and the engagement device corresponding to the first engagement device E1 is a first clutch. The shift stage that is C1 and corresponds to the one-way shift stage GOW is the first stage 1st. The gears corresponding to the low gear GL are gears having a gear ratio lower than that of the first gear 1st, and at least a second gear 2nd, a third gear 3rd, and a third gear 3rd formed by engaging the first clutch C1, and In the fourth stage 4th, it is a shift stage formed in the transmission apparatus TM when starting control is started. The engagement device corresponding to the second engagement device E2 is the first brake B1 when the second gear 2nd corresponds to the low gear GL, and the third gear 3rd corresponds to the low gear GL. Is the third clutch C3, and is the second clutch C2 when the fourth stage 4th corresponds to the low gear stage GL.

3-4-1-1. Problems of Shift Slip Control When controlling one of the plurality of engagement devices forming the current shift stage to the slip engagement state, the plurality of engagement devices forming the current shift stage, and the current shift A plurality of engagement devices that form a gear stage (also referred to as a proximity gear stage) having a gear ratio close to the gear stage, and an engagement device (also referred to as a non-common engagement device) that is not common between them are in a sliding engagement state It is desirable to maintain the common engagement device (also referred to as a common engagement device) in the direct connection state. This is a non-common control that controls the slip engagement state when the target shift stage is changed from the current shift stage to the close shift stage while the engagement device is controlled to the slip engagement state. This is because the gear position can be changed by simply disengaging the engaging device and engaging the non-common engaging device forming the close gear position.

For example, when the current shift stage is the low shift stage GL, the common engagement device is the first engagement device E1 and the non-common engagement device is the first engagement device E1. A two-engagement device E2. That is, the first engagement device E1 is a common engagement device between the low gear stage GL and the one-way gear stage GOW, and the second engagement device E2 and the one-way engagement device OWE are non-common engagement devices. It is a combined device.
In the transmission apparatus TM according to the present embodiment, as shown in FIGS. 4 and 7, the shift stages corresponding to the low shift stage GL are the second stage 2nd, the third stage 3rd, and the fourth stage 4th. An engagement device corresponding to the first engagement device E1 (also referred to as a common engagement device E1) is the first clutch C1. The engagement device corresponding to the second engagement device E2 (also referred to as non-common engagement device E2) which is a non-common engagement device is the first brake B1 in the case of the second stage 2nd, and the third stage. In the case of 3rd, it is the third clutch C3, and in the case of the fourth stage 4th, it is the second clutch C2.

  The transmission TM is a gear having a gear ratio lower than that of the one-way gear GOW and higher than that of the low gear GL, and at least when the first engagement device E1 and the third engagement device E3 are engaged. It further has an intermediate gear stage GM formed. In the present embodiment, as shown in the operation table of FIG. 4, there is no gear stage corresponding to the intermediate gear stage GM when the second stage 2nd corresponds to the low gear stage GL, and the third stage 3rd is low. When it corresponds to the gear stage GL, it is the second stage 2nd, and when the fourth stage 4th corresponds to the low gear stage GL, it is the third stage 3rd or the second stage 2nd. The engagement device corresponding to the third engagement device E3 is the first brake B1 when the second gear 2nd corresponds to the intermediate gear GM, and the third gear 3rd corresponds to the intermediate gear GM. Is the third clutch C3.

  FIG. 7 shows a one-way shift in the case where the engagement devices forming the respective shift stages are in the direct engagement state under the condition that the rotation speed of the rotating electrical machine MG is the same and the rotation speed (vehicle speed) of the output shaft O is different. A speed diagram in a case where the first stage 1st as the stage GOW, the second stage 2nd, the third stage 3rd, and the fourth stage 4th as the low speed stage GL are formed is shown. In this state, the rotational speed of the carrier CA2 of the second planetary gear mechanism PG2 at each low gear stage GL (2nd, 3rd, 4th) is greater than zero, and between the engagement members of the one-way brake OWC that is the one-way engagement device OWE. The rotational speed difference of is greater than zero. Here, the engagement member of the one-way brake OWC is closer to the first gear 1st, which is the one-speed gear GOW, and the gear ratio is closer to the first gear 1st (that is, the second gear 2nd, the third gear 3rd, the fourth gear 4th). The difference in rotational speed is small.

As shown in FIG. 8, the first clutch C1, which is the common engagement device E1, is maintained in the direct engagement state, and the respective low shift speeds GL (2nd in the state where the rotation speed (vehicle speed) of the output shaft O does not change. 3rd, 4th), the first brake B1, the third clutch C3, and the second clutch C2, which are non-common engaging devices E2, are controlled to be in a sliding engagement state, and the rotational speed of the rotating electrical machine MG is increased by the offset speed Δωof. As a result, the rotational speed of the carrier CA2 of the second planetary gear mechanism PG2 is reduced by a predetermined speed as compared with the case where the carrier CA2 is in the direct engagement state. Therefore, the rotational speed difference between the engaging members of the one-way brake OWC is reduced. At this time, the engagement member of the one-way brake OWC is closer to the first gear 1st, which is the one-speed gear GOW, as the gear ratio is closer to the first gear 1st (that is, the second gear 2nd, the third gear 3rd, and the fourth gear 4th). The rotational speed difference between the two-way brakes is further reduced, and the difference from the directly connected engagement state of the one-way brake OWC is reduced.
Here, “●” indicates that the engagement device connected to each rotation element is in the direct engagement state. “◯” indicates that the engaging device connected to each rotating element is in a sliding engagement state. A thin solid line indicates that the engagement members of the engagement device are connected in a direct engagement state. A thin broken line indicates that the engagement members of the engagement device are connected in a sliding engagement state. “C1 (E1)” or the like described adjacent to each “●” or “◯” indicates a corresponding engagement device. “☆” indicates the state of the rotational speed of the rotating element (ring gear R2 of the second planetary gear mechanism PG2) connected to the output shaft O. Note that “2nd (GL)” or the like described adjacent to each “☆” indicates a shift speed to be formed.

  The rotational speed difference of the one-way brake OWC decreases in this way in the non-common engagement device E2 on the speed diagram of the second planetary gear mechanism PG2, which is a planetary gear mechanism connected to the output shaft O. The second engaging device E2 (B1, C3, C2) and the rotating element (carrier CA2, second sun gear S3) connected to the one-way engaging device OWE (OWC) are connected to the output shaft O (wheel W). When the rotation element (ring gear R2) is on the opposite side to the rotation element (first sun gear S2) connected to the first engagement device E1 (C1) which is a common engagement device E1. Arise. That is, for the rotation element (ring gear R2) connected to the output shaft O (wheel W), the rotation element (first sun gear S2) connected to the common engagement device E1 and the non-common engagement device E2 And the rotating elements (carrier CA2, second sun gear S3) connected to the left and right are arranged on the left and right sides on the velocity diagram. In other words, the rotational speeds are arranged so that the rotation speed is a rotation element connected to the common engagement device E1, a rotation element connected to the output shaft O, and a rotation element connected to the non-common engagement device E2. Has been. For this reason, when the rotational speed of the rotating element connected to the common engaging device E1 increases, the non-common engagement arranged on the left and right opposite side with respect to the rotating element connected to the output shaft O (wheel W). The rotational speed of the rotating element connected to the device E2 decreases. Therefore, the rotational speed difference between the engaging members of the one-way brake OWC, which is also a non-common engaging device E2, is reduced.

The amount of decrease in the rotational speed difference between the engaging members of the one-way brake OWC with respect to the increase in the rotational speed of the rotating electrical machine MG is the same regardless of the rotational speed (vehicle speed) of the output shaft O. The closer the gear ratio is to the first speed 1st, which is the one-way speed GOW, the smaller the rotational speed difference of the one-way brake OWC before the rotational speed increases, and thus the greater the influence of the rotational speed difference decrease.
Further, the lower the rotational speed (vehicle speed) of the output shaft O, the smaller the rotational speed difference of the one-way brake OWC before the rotational speed increases, so the influence of the rotational speed difference decrease becomes greater.
Therefore, as shown in FIG. 9, when the second stage 2nd is formed, and the rotational speed (vehicle speed) of the output shaft O is low, an attempt is made to increase the rotational speed of the rotating electrical machine MG by the offset speed Δωof. It is necessary to reduce the rotational speed of the carrier CA2 to less than zero. However, when the rotational speed difference of the one-way brake OWC decreases to zero, the one-way brake OWC enters the direct engagement state, and the rotational speed of the carrier CA2 cannot be decreased below zero. For this reason, the rotation speed of the rotating electrical machine MG cannot be increased by the offset speed Δωof, and the increase in the rotation speed is limited.

  In this state, the first stage 1st is formed, and the transmission ratio of the transmission TM increases, so the torque transmitted to the wheels W is amplified. Therefore, during the start of the internal combustion engine, the torque transmitted to the wheels W increases, which makes the driver feel uncomfortable. On the other hand, it is conceivable that the amount of increase in the rotational speed of the rotating electrical machine MG is reduced from the offset speed Δωof so that the rotational speed of the carrier CA2 does not decrease to zero. Therefore, a sufficient margin cannot be ensured when the rotational speed of the rotating electrical machine MG varies due to the torque variation generated on the internal combustion engine ENG side. For this reason, the rotational speed difference of the first brake B1 (E2) that is controlled to be in the slipping engagement state is reduced to be in the direct engagement state, which may cause torque fluctuation. Further, since the rotational speed difference of the one-way brake OWC cannot be sufficiently secured, the torque fluctuation accompanying the start control may reduce the rotational speed difference of the one-way brake OWC, resulting in a direct engagement state, and torque fluctuation may occur.

  On the other hand, as shown in FIG. 10, when the second stage 2nd is formed, but the rotational speed (vehicle speed) of the output shaft O is not as low as that shown in FIG. 9, the rotational speed of the rotating electrical machine MG is set to the offset speed. Even if Δωof is increased, the rotation speed of the carrier CA2 does not decrease to zero, and there is a margin with respect to zero. For this reason, the rotational speed difference of the one-way brake OWC becomes larger than zero, and the one-way brake OWC can be maintained in the released state. Therefore, it is possible to prevent the first stage 1st from being formed and maintain the state in which the second stage 2nd is formed. Therefore, there is a low possibility that the first brake B1 (E2) or the one-way brake OWC that is controlled to be in the slip engagement state will be in the direct engagement state due to the torque fluctuation accompanying the start control.

3-4-1-2. Accordingly, in this embodiment, the one-way engagement determination unit 47 puts the second engagement device E2 in the slip engagement state in the shift slip control performed in a state where the low gear stage GL is formed. When the rotational speed of the rotating electrical machine MG is increased by a predetermined offset speed Δωof when the rotational speed difference between the engagement members of the one-way engagement device OWE is less than a predetermined determination speed difference. If the one-way engagement device OWE is determined to be highly likely to be engaged, and the rotational speed difference between the engagement members of the one-way engagement device OWE is greater than or equal to the determination speed difference, the one-way engagement device OWE Is configured to determine that there is a low possibility of engagement.
When the one-way engagement determination unit 47 determines that the one-way engagement device OWE is unlikely to be engaged, the shift slip control unit 46 is not common as shown in the example of FIG. The second engagement device E2 (in the example shown in the figure, the first brake B1 of the second stage 2nd) is controlled to be in a sliding engagement state. On the other hand, when the one-way engagement determining unit 47 determines that the one-way engagement device OWE is likely to be engaged, the shift slip control unit 46, as shown in the example of FIG. The first engagement device E1 (in the example shown in the figure, the first clutch C1 of the second stage 2nd) that is the combined device E1 is configured to be controlled to be in a sliding engagement state.

  With this configuration, when the one-way brake OWC is highly likely to be engaged as shown in FIG. 9, the first clutch C <b> 1 that is the common engagement device E <b> 1 is in a sliding engagement state as shown in FIG. 11. And the rotational speed of the rotating electrical machine MG is increased by the offset speed Δωof from the rotational speed of the rotating electrical machine MG when the first clutch C1 is in the direct engagement state. One brake B1 is maintained in the direct engagement state. For this reason, unless the rotational speed (vehicle speed) of the output shaft O becomes zero, the rotational speed difference of the one-way brake OWC does not become zero. In other words, even if torque fluctuations associated with the start control occur, it is possible to prevent the one-way brake OWC from being in a direct engagement state. However, in this case, the common engagement device E1 is controlled to be in the slip engagement state and the non-shared engagement device E2 is maintained in the direct engagement state. When the target shift speed is changed, it is necessary to shift the non-shared engagement device E2 from the direct engagement state to the release state.

  In the present embodiment, the one-way engagement determination unit 47 slips the second engagement device E2 in the shift slip control as a rotational speed difference between the engagement members of the one-way engagement device OWE as shown in the following equation. When the engagement state is controlled, the second engagement device E2 is directly connected from the rotation speed ωmcn of the rotating electrical machine MG to which the one-way engagement device OWE is engaged (also referred to as the synchronous rotation speed ωmcn of the one-way shift stage GOW). A rotational speed obtained by subtracting a rotational speed ωmof (also referred to as an offset addition speed ωmof) obtained by adding an offset speed Δωof to a rotational speed ωmL (also referred to as a synchronous rotational speed ωmL of the low gear GL) in the combined state. When the difference Δωmg (also referred to as a margin rotational speed difference Δωmg) is equal to or greater than a determination speed difference Δωjd set corresponding to the margin rotational speed difference Δωmg, the one-way engagement device OWE may be engaged. Was determined to be low sexual afford rotational speed difference Δωmg is, if less than the determination speed difference Δωjd one-way coupling device OWE is configured to determine that there is a high possibility that the engagement. Here, the synchronous rotational speed ωmL of the low gear stage GL may be the actual rotational speed ωm of the rotating electrical machine MG, or the speed ratio KgL of the low gear stage GL is set to the actual rotational speed ωo of the output shaft O. It may be calculated by multiplication. The synchronous rotational speed ωmcn of the unidirectional gear stage GOW is calculated by multiplying the actual rotational speed ωo of the output shaft O by the speed ratio KgW of the unidirectional gear stage GOW.

1) Δωmg = ωmcn−ωmov ≧ Δωjd
It is determined that the possibility is low. 2) Δωmg = ωmcn−ωmov <Δωjd (1)
Determined likely
ωmof = ωmL + Δωof
ωmL = ωm or ωmL = ωo × KgL
ωmcn = ωo × KgW

  Here, as with the offset speed Δωof, the value of the determination speed difference Δωjd is directly linked to the rotational speed difference of the one-way engagement device OWE even if the rotational speed of the rotating electrical machine MG varies due to torque fluctuation accompanying the start control. It is set with a margin that does not decrease to the rotational speed at which the engagement state is reached. That is, the value of the determination speed difference Δωjd is set to be larger than the amount of fluctuation in the rotational speed of the rotating electrical machine MG that can be caused by the torque fluctuation accompanying the start control. The value of the determination speed difference Δωjd may be set to the same value as the offset speed Δωof, or may be set to a different value. Note that the value of the determination speed difference Δωjd is set to a positive value that is at least greater than zero so that the rotational speed difference of the one-way engagement device OWE does not become zero.

  In the present embodiment, the determination by the one-way engagement determination unit 47 is executed at the start of the shift slip control. That is, the determination by the one-way engagement determination unit 47 is executed before starting the control for slidingly engaging the first engagement device E1 or the second engagement device E2.

In the present embodiment, as shown in FIG. 12, the one-way engagement determination unit 47 sets the determination speed difference Δωjd to be smaller as the wheel acceleration α, which is the rotational acceleration of the wheel W, increases, and the wheel acceleration α becomes smaller. Accordingly, the determination speed difference Δωjd is set to be large. In addition, you may use vehicle request torque Trq as a parameter | index showing wheel acceleration (alpha).
If the wheel acceleration is large, the vehicle speed (the rotational speed of the output shaft O) increases during execution of the shift slip control (for example, when the torque fluctuation occurs due to the start control), and therefore, the marginal rotational speed difference Δωmg from the equation (1). It can be seen that increases. That is, even when the marginal rotational speed difference Δωmg is small at the start of the shift slip control, the marginal rotational speed difference Δωmg may increase during execution of the shift slip control. Therefore, the one-way engagement determination unit 47 predicts in advance the determination speed in anticipation of an increase in the marginal rotational speed difference Δωmg during execution of the shift slip control when the wheel acceleration α is large at the start of the shift slip control. The difference Δωjd is set to be small.

In the example shown in FIG. 9, the synchronous rotational speed ωmcn of the one-way gear stage GOW is lower than the offset addition speed ωmov, and the margin rotational speed difference Δωmg obtained by subtracting the offset additional speed ωmov from the synchronous rotational speed ωmcn is a negative value. It becomes. For this reason, the marginal rotation speed difference Δωmg is less than the determination speed difference Δωjd, and it is determined that the one-way brake OWC is likely to be engaged.
On the other hand, in the example shown in FIG. 10, the synchronous rotational speed ωmcn of the one-way shift stage GOW is higher than the offset addition speed ωmov, and the marginal rotational speed difference Δωmg obtained by subtracting the offset additional speed ωmov from the synchronous rotational speed ωmcn is positive. It becomes the value of. In the example shown in FIG. 10, the marginal rotational speed difference Δωmg is equal to or greater than the determination speed difference Δωjd, and it is determined that the possibility that the one-way brake OWC is engaged is low.

3-4-1-3. Rotational Speed Control In the present embodiment, the shift slip control unit 46 determines that the actual rotational speed of the rotating electrical machine MG is the rotating electrical machine MG when the first engagement device E1 or the second engagement device E2 is in the direct engagement state. Rotational speed control for controlling the output torque of the rotating electrical machine MG is executed so as to approach the target rotational speed set higher by a predetermined offset speed Δωof than the rotational speed of the motor.
The rotational speed control is configured to change the output torque of the rotating electrical machine MG by feedback control such as proportional integral control based on the target rotational speed and the rotational speed and deviation of the rotating electrical machine MG, for example. In the rotation speed control, a change in the output torque of the rotating electrical machine MG may be changed in a feed-forward manner by predicting a change in the slip torque of the engine separation clutch SSC.

3-4-1-4. Torque capacity increase / decrease control In the present embodiment, the capacity increase / decrease control unit 48 determines that the combustion of the internal combustion engine ENG has started during the start control, then decreases the transmission torque capacity of the engine separation clutch SSC, and then the internal combustion engine ENG. After determining that the rotational speed of the engine has increased to a rotational speed at which autonomous operation is possible, torque capacity increase / decrease control is performed to increase the transmission torque capacity of the engine separation clutch SSC again.

3-4-1-5. End of shift slip control <Case 1-1, 2-1>
When the shift slip control unit 46 does not make a downshift determination during the shift slip control, the transmission torque capacity of the engine separation clutch SSC is increased again by the capacity increase / decrease control unit 48, and then the example of FIG. 13 or FIG. As shown in FIG. 1, the first engagement device E1 (first clutch C1 in the example of FIG. 13) or the second engagement device E2 (first brake B1 in the example of FIG. 17) controlled to the sliding engagement state. ) Is shifted to the direct engagement state, and the shift slip control is terminated.

3-4-2. Shift slip control when downshift determination is made When downshift determination is made during shift slip control, shift slip control for downshift is executed.

3-4-2-1. In case of slip control of the first engagement device E1 3-4-2-1-1. Determination of the downshift determination timing The timing determination section 49 is controlled so that the first engagement device E1 is in the slip engagement state by the shift slip control section 46 during the start control, and the target shift stage is lowered by the shift stage determination section. When the downshift determination to change from the shift speed GL to the one-way shift speed GOW is performed, the downshift determination is a time when the transmission torque capacity of the engine separation clutch SSC starts to be increased again by the capacity increase / decrease control unit 48. It is configured to determine whether it is before or after the increase time.

3-4-2-1-2. When downshift determination is before re-increase time <Case1-2>
If the downshift control unit 50 determines that the downshift determination is before the re-increase timing by the timing determination unit 49, the downshift control unit 50 maintains the direct engagement state as shown in the example of FIG. The engagement device E2 (in the example shown in the figure, the second brake 2nd first brake B1) is released and the one-way engagement device OWE (in the example shown in the figure, the one-way brake OWC) is engaged to change the one-way speed. After the stage GOW (first stage 1st in the example shown in the figure) is formed, the transmission torque capacity of the engine separation clutch SSC is increased again by the capacity increase / decrease control unit 48, and then, as shown in the example of FIG. The first engagement device E1 (in the example shown in the figure, the first clutch C1 in the first stage 1st) is configured to execute a shift pre-control that shifts to the direct engagement state.

3-4-2-1-3. When downshift determination is after re-increase time <Case1-3>
When the downshift control unit 50 determines that the downshift determination is after the re-increase timing by the timing determination unit 49, the downshift control unit 50 increases the transmission torque capacity of the engine separation clutch SSC again by the capacity increase / decrease control unit 48. As shown in the example of FIG. 16, the second engagement device E <b> 2 (in the example shown in the figure, the first brake B <b> 1 of the second stage 2nd) that has been maintained in the direct engagement state is released to perform one-way engagement. The device OWE (in the example shown in the figure, the one-way brake OWC) is engaged to form a one-way shift stage GOW (in the example shown in the figure, the first stage 1st), and then, as shown in the example of FIG. The first shift device E1 (in the example shown in the figure, the first clutch C1 of the first stage 1st) is configured to execute post-shift control for shifting to the direct engagement state.

3-4-2-2. In the case of slip control of the second engagement device E2 3-4-2-2-1. In case of downshift determination to one-way gear GOW <Case2-2>
During the start control, the downshift control unit 50 controls the second engagement device E2 to be in a slipping engagement state by the shift slip control unit 46, and shifts the shift stage from the low shift stage GL in one direction by the shift stage determination unit. When the downshift determination to change to the gear stage GOW is performed, the transmission torque capacity of the engine separation clutch SSC is increased again by the capacity increase / decrease control unit 48, and then the second engagement as shown in the example of FIG. The device E2 (in the example shown in the figure, the first brake B1 of the second stage 2nd) is released and the one-way engagement device OWE (in the example shown in the figure, the one-way brake OWC) is engaged so as to engage the one-way gear stage GOW. (In the example shown in the figure, it is configured to perform post-shift control for forming the first stage 1st).

3-4-2-2-2. In the case of downshift determination to the intermediate gear stage GM 3-4-2-2-2-1. As shown in the example of FIG. 19, during the start control, the timing determination unit 49 determines whether the downshift determination timing is applied to the second engagement device E2 (in the example shown in the drawing, the third stage 3rd). The third clutch C3) is controlled to be in a sliding engagement state, and the shift speed determining unit shifts the shift speed from the low shift speed GL (third speed 3rd in the illustrated example) to the intermediate shift speed GM (example illustrated in the figure). Then, when the downshift determination to be changed to the second stage 2nd) is made, the downshift determination is a reincrease time when the transmission torque capacity of the engine separation clutch SSC starts to be increased again by the capacity increase / decrease control unit 48. It is configured to determine whether it is before or after.
In the shift slip control, the shift engagement determination unit 51 controls the third engagement device E3 to the slip engagement state instead of the second engagement device E2, and sets the rotation speed of the rotating electrical machine MG to the third engagement device. When the rotation speed is increased by the offset speed Δωof from the rotation speed when E3 is in the direct engagement state, it is determined whether or not the possibility that the one-way engagement device OWE is engaged is high or low.

  In the present embodiment, as shown in the following equation, the shift engagement determination unit 51 is changed when the third engagement device E3 is controlled to be in the slip engagement state instead of the second engagement device E2 in the shift slip control. From the rotational speed ωmcn (also referred to as the synchronous rotational speed ωmcn of the one-way gear GOW) of the rotating electrical machine MG to which the direction engaging device OWE is engaged, the rotating electrical machine MG when the third engaging device E3 is in the direct engagement state. The rotational speed difference Δωmg (also referred to as the marginal rotational speed difference Δωmg) obtained by subtracting the rotational speed ωmof (also referred to as the offset addition speed ωmov) obtained by adding the offset speed Δωof to the rotational speed ωmM (also referred to as the synchronous rotational speed ωmM of the intermediate shift stage GM). ) Is greater than or equal to the determination speed difference Δωjd, it is determined that the one-way engagement device OWE is unlikely to be engaged, and the marginal rotation speed difference Δωmg is less than the determination speed difference Δωjd. If the one-way coupling device OWE is configured to determine that there is a high possibility that the engagement. Here, the synchronous rotational speed ωmm of the intermediate shift stage GM is calculated by multiplying the actual rotational speed ωo of the output shaft O by the speed ratio Kgm of the intermediate shift stage GM. The synchronous rotational speed ωmcn of the unidirectional gear stage GOW is calculated by multiplying the actual rotational speed ωo of the output shaft O by the speed ratio KgW of the unidirectional gear stage GOW.

1) Δωmg = ωmcn−ωmov ≧ Δωjd
It is determined that the possibility is low. 2) Δωmg = ωmcn−ωmov <Δωjd (2)
Determined likely
ωmof = ωmM + Δωof
ωmm = ωo x Kgm
ωmcn = ωo × KgW

  Here, as with the offset speed Δωof, the value of the determination speed difference Δωjd is directly linked to the rotational speed difference of the one-way engagement device OWE even if the rotational speed of the rotating electrical machine MG varies due to torque fluctuation accompanying the start control. It is set with a margin that does not decrease to the rotational speed at which the engagement state is reached. That is, the value of the determination speed difference Δωjd is set to be larger than the amount of fluctuation in the rotational speed of the rotating electrical machine MG that can be caused by the torque fluctuation accompanying the start control. The value of the determination speed difference Δωjd may be set to the same value as the offset speed Δωof, or may be set to a different value. Note that the value of the determination speed difference Δωjd is set to a positive value that is at least greater than zero so that the rotational speed difference of the one-way engagement device OWE does not become zero.

3-4-2-2-2-2. When downshift determination is before re-increase time <Case2-3>
When the downshift control unit 50 determines that the downshift determination is before the re-increase timing and the shift engagement determination unit 51 determines that the possibility is low, the downshift control unit 50 in FIG. As shown in the example, instead of the second engagement device E2 (in the example shown in the figure, the third clutch C3 in the third stage 3rd), the third engagement device E3 (in the example shown in the figure, the second stage 2nd The first brake B1) is controlled to the slip engagement state, and the rotation speed of the rotating electrical machine MG is increased by the offset speed Δωof from the rotation speed when the third engagement device E3 is in the direct engagement state. The increase / decrease control unit 48 increases the transmission torque capacity of the engine separation clutch SSC again, and then, as shown in the example of FIG. 21, shift pre-control is performed to shift the third engagement device E3 to the direct engagement state. It is configured as follows.

3-4-2-2-2-3. When downshift determination is after re-increase time <Case2-4>
The downshift control unit 50 increases / decreases the capacity when the timing determination unit 49 determines that the downshift determination is after the re-increase timing, or when the shift engagement determination unit 51 determines that the possibility is high. After the transmission torque capacity of the engine separation clutch SSC is increased again by the control unit 48, as shown in the example of FIG. 22, the second engagement device E2 (in the example shown in the figure, the third clutch C3 of the third stage 3rd is used). ) And the third shift device E3 (in the example shown in the figure, the first brake B1 of the second stage 2nd) is shifted to the direct engagement state, and the post-shift control is executed.

3-4-3. Flowchart The above-described shift slip control and torque capacity increase / decrease control according to the present embodiment can be configured as shown in the flowchart examples shown in FIGS.
3-4-3-1. Torque Capacity Increase / Decrease Control As shown in FIG. 23, the start control unit 45 determines that the internal combustion engine ENG is requested when the engine separation clutch SSC is released (step # 60: Yes). The ENG start control is started. The start control unit 45 increases the transmission torque capacity of the engine separation clutch SSC in order to control the engine separation clutch SSC to the slip engagement state (step # 61). When it is determined that combustion of the internal combustion engine ENG has started (step # 62: Yes), the capacity increase / decrease control unit 48 decreases the transmission torque capacity of the engine separation clutch SSC (step # 63). If the capacity increase / decrease control unit 48 determines that the rotation speed of the internal combustion engine ENG has increased to a rotation speed at which autonomous operation is possible (step # 64: Yes), is the re-increase prohibited by the downshift control unit 50? Determination is made (step # 65). When the re-increase is not prohibited by the downshift control unit 50 (step # 65: No), the capacity increase / decrease control unit 48 increases the transmission torque capacity of the engine separation clutch SSC again (step # 66).

3-4-3-2. Shift Slip Control As shown in FIG. 24, the shift slip control unit 46 starts a series of shift slip control when there is a request for starting the internal combustion engine ENG and the start control is started (step # 01: Yes). Then, the shift slip control unit 46 determines whether or not the gear stage currently formed in the transmission apparatus TM is the low gear stage GL (step # 02). When it is determined that the gear position is the low gear stage GL (step # 02: Yes), the one-way engagement determination unit 47 controls the second engagement device E2 to the slip engagement state in the shift slip control, When the rotational speed of the rotating electrical machine MG is increased by a predetermined offset speed Δωof, it is determined whether the possibility that the one-way engagement device OWE is engaged is high or low (step # 03). If it is determined that the one-way engagement device OWE is likely to be engaged (step # 04: Yes), the shift slip control unit 46 controls the first engagement device E1 to the slip engagement state. Slip control is started (step # 05). In addition, when it is determined that the gear stage formed in the transmission device TM is the one-way gear stage GOW (step # 02: No), the slip control for controlling the first engagement device E1 to the slip engagement state. Is started (step # 05). This is because, since the one-way engagement device OWE cannot be controlled to the sliding engagement state in order to increase the rotation speed of the rotating electrical machine MG, it is necessary to control the first engagement device E1 to the sliding engagement state. is there.
On the other hand, when it is determined that the one-way engagement device OWE is unlikely to be engaged (step # 04: No), the shift slip control unit 46 controls the second engagement device E2 to the slip engagement state. Slip control is started (step # 11).

<When there is no downshift judgment>
<Case 1-1>
After the slip control of the first engagement device E1 was started in step # 05, no downshift determination was made until the re-increase in the transmission torque capacity of the engine separation clutch SSC was completed (step # 09: Yes). In this case (step # 06: No, step # 08: No), the shift slip control unit 46 controls the slip engagement state after the re-increase of the transmission torque capacity (step # 09: Yes). The first engagement device E1 is shifted to the direct engagement state (step # 10), and the shift slip control is finished.

<Case 2-1>
Similarly, after the slip control of the second engagement device E2 is started in step # 11, the downshift determination is performed until the re-increase of the transmission torque capacity of the engine separation clutch SSC is completed (step # 13: Yes). If there is not (step # 12: No), the shift slip controller 46 controls the second engagement, which is controlled to the slip engagement state after the re-increase in the transmission torque capacity (step # 13: Yes). The combined device E2 is shifted to the direct engagement state (step # 14), and the shift slip control is finished.

<When there is downshift determination>
<Case1-2>
After the slip control of the first engagement device E1 is started in step # 05, the re-increase in the transmission torque capacity of the engine separation clutch SSC is started (step # 07: Yes). If there is a downshift determination to change to the direction gear stage GOW (step # 06: Yes), the timing determination unit 49 determines that the downshift determination is before the re-increase timing.
Then, as shown in FIG. 25, the downshift control unit 50 re-increases the transmission torque capacity by the capacity increase / decrease control unit 48 until the second engagement device E2 is released and the one-way engagement device OWE is engaged. Is prohibited (step # 20). The downshift control unit 50 releases the second engagement device E2 that has been maintained in the direct engagement state and engages the one-way engagement device OWE so that the downshift from the low gear stage GL to the one-way gear stage GOW is performed. Shift is executed (step # 21). After the downshift is completed, the downshift control unit 50 permits the transmission torque capacity to be increased again by the capacity increase / decrease control unit 48 (step # 22).
After the re-increase of the transmission torque capacity is completed (step # 23: Yes), the downshift control unit 50 shifts the first engagement device E1 controlled to the slip engagement state to the direct engagement state ( Step # 24), the shift slip control is terminated.

<Case 1-3>
In step # 05, the slip control of the first engagement device E1 is started, and after the re-increase of the transmission torque capacity of the engine separation clutch SSC is started (step # 07: Yes), the re-increase is completed (step # 09: If there is a downshift determination to change from the low gear stage GL to the one-way gear stage GOW (step # 08: Yes), the timing determination unit 49 determines that the downshift determination is from the re-increase timing. Determine later.
Then, as shown in FIG. 26, the downshift control unit 50 moves the second engagement device E2 that has been maintained in the direct engagement state after the re-increase of the transmission torque capacity is finished (step # 30: Yes). The one-way engaging device OWE is released and the downshift from the low gear stage GL to the one-way gear stage GOW is executed (step # 31). After completion of the downshift, the shift slip control unit 46 shifts the first engagement device E1 controlled to the slip engagement state to the direct engagement state (step # 32), and ends the shift slip control.

When the slip control of the second engagement device E2 is started in step # 11 and the re-increase in the transmission torque capacity of the engine separation clutch SSC is completed (step # 13: Yes), a downshift determination is made In (Step # 12: Yes), downshift shift control is executed.
As shown in FIG. 27, the downshift control unit 50 determines whether the downshift determination is a downshift from the low shift stage GL to the one-way shift stage GOW, or the downshift determination from the low shift stage GL to the intermediate shift stage GM. It is determined whether it is shift determination.
<Case2-2>
If the downshift control unit 50 determines that it is a downshift determination to the one-way shift stage GOW (step # 40: Yes), after the re-increase of the transmission torque capacity is completed (step # 41: Yes), The second engagement device E2 is released and the one-way engagement device OWE is engaged, and a downshift from the low gear stage GL to the one-way gear stage GOW is executed (step # 42), and the shift slip control is terminated. .

  When it is determined that it is the downshift determination to the intermediate gear stage GM (step # 40: No), the timing determination unit 49 determines whether the downshift determination is before the re-increase timing of the transmission torque capacity of the engine separation clutch SSC. It is determined whether it is later (step # 43). Further, the shift engagement determination unit 51 controls the third engagement device E3 to be in a sliding engagement state instead of the second engagement device E2, and the third engagement device E3 directly connects the rotation speed of the rotating electrical machine MG. When the rotational speed in the engaged state is increased by the offset speed Δωof, it is determined whether the possibility that the one-way engagement device OWE is engaged is high or low (step # 44).

<Case2-3>
The downshift control unit 50 determines that the downshift determination is before the re-increase timing by the timing determination unit 49 and the shift engagement determination unit 51 determines that the possibility is low (step # 45: Yes) prohibits the increase in the transmission torque capacity by the capacity increase / decrease control unit 48 until the downshift is executed (step # 46). The downshift control unit 50 controls the third engagement device E3 to be in a sliding engagement state instead of the second engagement device E2, and the rotation speed of the rotating electrical machine MG is determined so that the third engagement device E3 is in the direct engagement state. Is increased by the offset speed Δωof from the rotational speed in the case of the above, and a downshift from the low gear stage GL to the intermediate gear stage GM is executed (step # 47). After the downshift is completed, the downshift control unit 50 allows the transmission torque capacity to be increased again by the capacity increase / decrease control unit 48 (step # 48).
After the re-increase of the transmission torque capacity is completed (step # 49: Yes), the downshift control unit 50 shifts the third engagement device E3 controlled to the slip engagement state to the direct engagement state ( Step # 50), the shift slip control is terminated.

<Case2-4>
The downshift control unit 50 determines that the downshift determination is after the re-increase timing by the timing determination unit 49 or the shift engagement determination unit 51 determines that the possibility is high (step # 45). : No), after the re-increase of the transmission torque capacity is completed (step # 51: Yes), the second engagement device E2 is released, and the third engagement device E3 is shifted to the direct engagement state, so that the low speed change is performed. A downshift from the stage GL to the intermediate shift stage GM is executed (step # 52), and the shift slip control is terminated.

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

(1) In the above embodiment, the case where the engaging device is not provided in the power transmission path 2 between the rotating electrical machine MG and the transmission device TM has been described as an example. However, the embodiment of the present invention is not limited to this. That is, as shown in FIG. 28, the vehicle drive device 1 may be configured to further include an engagement device SSC2 in the power transmission path 2 between the rotating electrical machine MG and the transmission device TM.

  Alternatively, as shown in FIG. 29, the vehicle drive device 1 further includes a torque converter TC in the power transmission path 2 between the rotating electrical machine MG and the transmission device TM, and the input / output members of the torque converter TC are directly coupled to each other. You may comprise so that the lockup clutch SSC2 to be in a state may be provided.

(2) In the above embodiment, the case where the plurality of engagement devices C1, B1,... Of the engine separation clutch SSC and the transmission device TM are hydraulically controlled engagement devices has been described as an example. However, the embodiment of the present invention is not limited to this. That is, one or both of the engine separation clutch SSC and the plurality of engagement devices C1, B1,... Of the transmission TM are controlled by a driving force other than hydraulic pressure, for example, an electromagnet driving force, a servo motor driving force, or the like. It may be an engaging device.

(3) In the above embodiment, the control device 30 includes a plurality of control units 32 to 34, and a case where the plurality of control units 32 to 34 share a plurality of functional units 41 to 51 will be described as an example. did. However, the embodiment of the present invention is not limited to this. That is, the control device 30 may include a plurality of control units 32 to 34 described above as an integrated or separated control device in an arbitrary combination, and arbitrarily set the sharing of the plurality of functional units 41 to 51. Can do.

(4) In the above embodiment, the transmission TM has two planetary gear mechanisms, has six engagement devices, has six forward gears, and each gear has two engagements. The case where the elements are formed by being engaged has been described as an example. However, the embodiment of the present invention is not limited to this. In other words, the transmission TM is a one-speed shift stage GOW formed by engagement of at least the first engagement apparatus E1 and the one-way engagement apparatus OWE, and a shift stage having a gear ratio lower than that of the one-way shift stage GOW. Any configuration may be used as long as it has at least the low gear stage GL formed by the engagement of the first engagement device E1 and the second engagement device E2. In other words, the transmission TM may have two or more or one planetary gear mechanism, may have two or more engagement devices, and may have two or more forward gears. Each shift stage may be formed by engaging two or more or one engaging device.

(5) In the above embodiment, the one-way shift stage GOW is formed by the engagement of the first engagement device E1 and the one-way engagement device OWE, and the low shift stage GL is formed by the first engagement device E1 and the first engagement device E1. The case where the intermediate gear stage GM is formed by the engagement of the first engagement device E1 and the third engagement device E3 has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the one-way gear stage GOW only needs to be formed by at least the engagement of the first engagement device E1 and the one-way engagement device OWE, and the one-way gear step GOW is the first engagement device E1 and the one-way engagement member. In addition to the combined device OWE, it may be formed by engagement of one or more other engagement devices. Further, the low gear stage GL may be formed by at least the engagement of the first engagement device E1 and the second engagement device E2, and the low gear stage GL includes the first engagement device E1 and the second engagement device. In addition to E2, it may be formed by engagement of one or more other engagement devices. The intermediate speed GM may be formed by at least the engagement of the first engagement device E1 and the third engagement device E3. The intermediate speed GM is connected to the first engagement device E1 and the third engagement device E3. In addition, it may be formed by engagement of one or more other engagement devices.

(6) In the above embodiment, the case where the one-way gear stage GOW is the first gear stage 1st having the largest gear ratio has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the one-way gear GOW may be a gear other than the first gear 1st having the largest gear ratio, for example, the second gear 2nd.

(7) In the above embodiment, when the start control unit 45 makes a request to start the internal combustion engine ENG with the engine separation clutch SSC released, the engine separation clutch SSC is brought into the sliding engagement state. The case where the start control of the internal combustion engine ENG that increases the rotational speed of the internal combustion engine ENG by performing the control has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the vehicle drive device 1 includes a starter (motor) for starting the internal combustion engine ENG, and the start control unit 45 requests the start of the internal combustion engine ENG in a state where the engine separation clutch SSC is released. If there is, the starter of the internal combustion engine ENG that increases the rotational speed of the internal combustion engine ENG by driving the starter may be configured to be controlled. In this case, the engine separation clutch SSC is maintained in a released state during start control by the starter. Then, the capacity increase / decrease control unit 48 determines that the rotational speed of the internal combustion engine ENG has increased to a rotational speed at which autonomous operation is possible, and then increases the transmission torque capacity of the engine separation clutch SSC to shift to the engaged state. Configured.

  The present invention controls a vehicle drive device in which an engine separation engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine in a power transmission path connecting the internal combustion engine and wheels. It can utilize suitably for an apparatus.

1: Vehicle drive device 30: Vehicle drive device control device 45: Start control unit 46: Shift slip control unit 47: One-way engagement determination unit 48: Capacity increase / decrease control unit 49: Time determination unit 50: Downshift control Unit 51: Shift engagement determination unit E1: First engagement device E2: Second engagement device E3: Third engagement device OWE: One-way engagement device SSC: Engine separation clutch (engine separation engagement device)
GL: Low gear stage GM: Intermediate gear stage GOW: One-way gear stage I: Input shaft O: Output shaft MG: Rotary electric machine ENG: Internal combustion engine TM: Transmission device Trq: Vehicle required torque Tw: Wheel transmission torque Δωjd: Determination speed Difference Δωmg: Margin rotational speed difference (rotational speed difference)
Δωof: Offset speed ωmcn: Synchronous rotation speed ωmov of one-direction gear stage: Offset addition speed

Claims (8)

A control device for controlling a vehicle drive device in which an engine separation engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels. ,
The transmission includes at least a one-way shift stage formed by engagement of the first engagement device and the one-way engagement device, and a shift step having a lower gear ratio than the one-way shift step, and at least the first engagement. A low speed stage formed by engagement of the combined device and the second engagement device,
A start control unit that performs start control of the internal combustion engine when there is a request to start the internal combustion engine;
When performing the start control in a state where the low gear is formed, the rotational speed of the rotating electrical machine is controlled by controlling the first engagement device or the second engagement device to a sliding engagement state, A shift slip control unit that performs shift slip control to increase the rotation speed of the rotating electrical machine by a predetermined offset speed when the first engagement device or the second engagement device is in the direct engagement state;
In the shift slip control, when the second engagement device is controlled to the slip engagement state and the rotation speed of the rotating electrical machine is increased by a predetermined offset speed, the engagement member of the one-way engagement device The rotation speed difference between the engagement members of the one-way engagement device is determined to be high when the difference in rotation speed is less than a predetermined determination speed difference. A one-way engagement determining unit that determines that the one-way engagement device is unlikely to be engaged when the difference is equal to or greater than the determination speed difference;
When the one-way engagement determination unit determines that the shift slip control unit is less likely, the shift slip control unit controls the second engagement device to a slip engagement state, and the one-way engagement determination unit allows A control device for a vehicle drive device that controls the first engagement device to a sliding engagement state when it is determined that the performance is high.   The one-way engagement determining unit determines the rotation from the rotation speed of the rotating electrical machine engaged with the one-way engagement device when the second engagement device is controlled to be in a slip engagement state in the shift slip control. If the rotational speed difference obtained by subtracting the rotational speed obtained by adding the offset speed to the actual rotational speed of the electric machine is equal to or larger than the predetermined determination speed difference corresponding to the rotational speed difference, the one-way engagement The apparatus according to claim 1, wherein it is determined that the possibility that the device is engaged is low, and the possibility that the one-way engagement device is engaged is high when the rotation speed difference is less than the determination speed difference. The control apparatus of the vehicle drive device of description.   The one-way engagement determination unit sets the determination speed difference as the wheel acceleration that is the rotational acceleration of the wheel increases, and sets the determination speed difference as the wheel acceleration decreases. 3. A control device for a vehicle drive device according to 2.   The shift slip control unit is configured such that the actual rotational speed of the rotating electrical machine is a predetermined offset speed from the rotational speed of the rotating electrical machine when the first engagement device or the second engagement device is in the direct engagement state. The control device for a vehicle drive device according to any one of claims 1 to 3, wherein a rotational speed control is performed to control an output torque of the rotating electrical machine so as to approach a target rotational speed set as high as possible. During the start control, after determining that combustion of the internal combustion engine has started, the transmission torque capacity of the engine separation engagement device is reduced, and then the rotational speed of the internal combustion engine is increased to a rotational speed at which autonomous operation is possible. And further comprising a capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separation engagement device again,
The shift slip control unit is configured to control the first engagement device or the second engagement unit that is controlled to the slip engagement state after the transmission torque capacity of the engine separation engagement device is increased again by the capacity increase / decrease control unit. The control device for a vehicle drive device according to any one of claims 1 to 4, wherein the shift device is shifted to a direct engagement state to end the shift slip control. During the start control, after determining that combustion of the internal combustion engine has started, the transmission torque capacity of the engine separation engagement device is reduced, and then the rotational speed of the internal combustion engine is increased to a rotational speed at which autonomous operation is possible. A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separating engagement device again;
A shift speed determination unit that determines a shift speed to be formed in the transmission,
During the start control, the shift engagement control unit controls the first engagement device to be in a slip engagement state, and the shift speed determination unit changes the shift speed from the low shift speed to the one-way shift speed. When the downshift determination to be changed is performed, whether the downshift determination is before or after the re-increase time, which is the time when the transmission torque capacity of the engine separating engagement device starts to increase again by the capacity increase / decrease control unit. A time determination unit for determining;
When the time determination unit determines that the downshift determination is before the re-increase time, the second engagement device is released and the one-way engagement device is engaged, and then the capacity An increase / decrease control unit increases the transmission torque capacity of the engine separation engagement device again, and then executes shift pre-control for shifting the first engagement device to the direct engagement state, and the timing determination unit performs the downshift When it is determined that the determination is after the re-increase time, the transmission increase / decrease control unit increases the transmission torque capacity of the engine separation engagement device again, and then releases the second engagement device. The downshift control part which performs the post-shift control which engages the said one-way engagement apparatus and makes a 1st engagement apparatus transfer to a direct connection engagement state after that is further provided. Vehicle drive according to one item Control unit of the device. During the start control, after determining that combustion of the internal combustion engine has started, the transmission torque capacity of the engine separation engagement device is reduced, and then the rotational speed of the internal combustion engine is increased to a rotational speed at which autonomous operation is possible. A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separating engagement device again;
A shift speed determination unit that determines a shift speed to be formed in the transmission,
During the start control, the second engagement device is controlled to be in a slip engagement state by the shift slip control unit, and the shift step determination unit changes the shift step from the low shift step to the one-way shift step. When the downshift determination to be changed is performed, the transmission torque capacity of the engine separation engagement device is increased again by the capacity increase / decrease control unit, and then the second engagement device is released to perform the one-way engagement. The control device for a vehicle drive device according to any one of claims 1 to 6, further comprising a downshift control unit that executes post-shift control for engaging the device. The transmission is a shift stage having a speed ratio lower than that of the one-way speed stage and higher than that of the low speed stage, and is formed by engagement of at least the first engagement device and the third engagement device. An intermediate shift stage,
During the start control, after determining that combustion of the internal combustion engine has started, the transmission torque capacity of the engine separation engagement device is reduced, and then the rotational speed of the internal combustion engine is increased to a rotational speed at which autonomous operation is possible. A capacity increase / decrease control unit that performs torque capacity increase / decrease control for increasing the transmission torque capacity of the engine separating engagement device again;
A shift speed determination unit that determines a shift speed to be formed in the transmission,
During the start control, the shift engagement control unit controls the second engagement device to be in a slip engagement state, and the shift speed determination unit changes the shift speed from the low shift speed to the intermediate shift speed. When the downshift determination is made, it is determined whether the downshift determination is before or after the re-increase timing, which is the timing at which the transmission torque capacity of the engine separation engagement device starts to increase again by the capacity increase / decrease control unit. A time determination unit,
In the shift slip control, the third engagement device is controlled to be in a slip engagement state in place of the second engagement device, and the rotation speed of the rotating electrical machine is set so that the third engagement device is in a direct engagement state. A shift engagement determining unit that determines whether the one-way engagement device is likely to be engaged or not when the offset speed is increased from a rotation speed in a certain case;
When it is determined by the timing determination unit that the downshift determination is before the re-increase timing and the shift engagement determination unit determines that the possibility is low, the second engagement device is replaced. The third engagement device is controlled to be in a sliding engagement state, and the rotation speed of the rotating electrical machine is increased by the offset speed from the rotation speed when the third engagement device is in the direct engagement state. The transmission torque capacity of the engine separation engagement device is increased again by the capacity increase / decrease control unit, and then a shift pre-control is performed to shift the third engagement device to the direct engagement state, and the timing determination unit When it is determined that the downshift determination is after the re-increase time or the shift engagement determination unit determines that the possibility is high, the engine increase / decrease control unit performs the engine separation engagement device. Transmission tor 2. A downshift control unit that executes post-shift control for releasing the second engagement device and shifting the third engagement device to a direct engagement state after increasing the capacity again. The control device for a vehicle drive device according to any one of claims 1 to 7.

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