JP6064742B2 - 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, and the starting control of the internal combustion engine is performed.

JP 2012-121568 A

By the way, in order to improve the fuel efficiency of the vehicle, it is conceivable to control the hydraulic pressure supplied to each engagement device that forms the gear stage from the maximum hydraulic pressure within a range in which the direct engagement state of each engagement device can be maintained. .
When the start control of the internal combustion engine is started when the supply hydraulic pressure is reduced in this way, among the engagement devices that form the shift stage, the engagement devices that are not controlled to the slip engagement state are detected. There is a possibility that the sliding engagement state may be unintentionally caused by the torque fluctuation caused by the start control. When an engagement device that is not controlled to the slip engagement state is in the slip engagement state, the start control cannot be executed systematically, or the state of the engagement device that is controlled to the slip engagement state cannot be properly observed. Or

  In the technique of Patent Document 1, the hydraulic pressure supplied to each engagement device forming the gear stage of the transmission is set to the maximum hydraulic pressure before starting control of the internal combustion engine is started. In the technique disclosed in Patent Document 1, the hydraulic pressure supplied to the engagement device that controls the sliding engagement state is reduced from the maximum hydraulic pressure during the start control of the internal combustion engine. Therefore, Patent Document 1 corresponds to a case where control is performed to reduce the hydraulic pressure supplied to each engagement device that forms the shift stage from the maximum hydraulic pressure before starting the start control of the internal combustion engine. The technology that can be done is not disclosed.

  Therefore, even when the hydraulic pressure supplied to each engagement device that forms the shift stage is reduced from the maximum hydraulic pressure before the start control of the internal combustion engine is started, slipping is performed during the execution of the start control of the internal combustion engine. There is a need for a control device that can prevent an engagement device that is not controlled to be in an engaged state from being in a sliding engagement state.

  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 device includes a plurality of engagement devices, and a plurality of shift speeds are selectively formed according to the engagement state of the plurality of engagement devices. A holding hydraulic pressure that is equal to or higher than the lowest hydraulic pressure that can be maintained in the direct engagement state and less than the maximum hydraulic pressure that is set in the direct engagement state is supplied to the engagement device that forms the gear stage, The shift control unit to be formed, and the engagement that forms the shift stage formed by the shift control unit when the engine separating engagement device is shifted from the released state to the engaged state to start the internal combustion engine. In the first engagement device which is one of the combined devices The hydraulic pressure to be supplied is lowered from the holding hydraulic pressure so that the first engagement device is in a sliding engagement state, and the engagement devices other than the first engagement device among the engagement devices that form the shift stage And a start control unit that increases the hydraulic pressure supplied to the second engagement device, which is a device, from the holding hydraulic pressure.

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.

  Unlike the characteristic configuration described above, when the internal combustion engine start control is started in a state in which the hydraulic pressure supplied to each engagement device forming the gear stage is controlled to the holding hydraulic pressure, the second engagement device A configuration in which the supplied hydraulic pressure is maintained as the holding hydraulic pressure without increasing from the holding hydraulic pressure is conceivable. In the case of this configuration, the second engagement device may unintentionally enter a sliding engagement state due to a torque fluctuation or the like generated during start control. The holding oil pressure is set to be greater than the minimum oil pressure that can be maintained in the direct engagement state and less than the maximum oil pressure that can be set in the direct engagement state, in order to improve fuel efficiency by reducing hydraulic pump loss. When the fluctuation occurs, the engagement device may be in a sliding engagement state. During the start control, the engine separation engagement device is shifted from the released state to the engagement state, and combustion of the internal combustion engine is started, so that torque fluctuation may increase, and the second engagement device is in the slip engagement state. Is likely to become. In particular, if the second engagement device is in the slip engagement state during the start control, the start control cannot be executed systematically, or the engagement state of the first engagement device cannot be observed appropriately.

  According to the above characteristic configuration, even when the start control of the internal combustion engine is started in a state where the hydraulic pressure supplied to each engagement device that forms the gear stage is controlled to the holding hydraulic pressure, the start control of the internal combustion engine is started. After starting, the hydraulic pressure supplied to the first engagement device to be controlled to the sliding engagement state is decreased from the holding hydraulic pressure, and the hydraulic pressure supplied to the second engagement device to be maintained in the direct engagement state is increased from the holding hydraulic pressure. . Therefore, it is possible to prevent the second engagement device from unintentionally entering the sliding engagement state due to a torque fluctuation or the like generated during the start control. Therefore, when the second engagement device enters the sliding engagement state, the start control cannot be executed systematically, and the engagement state of the first engagement device cannot be appropriately observed. Can be suppressed.

  Here, a failure determination unit that determines a failure of the first engagement device is further provided, and the start control unit is configured such that a rotational speed difference between the engagement members of the first engagement device is a predetermined determination speed difference. After determining that the above has been reached, the hydraulic pressure supplied to the engine separation engagement device is increased to shift the engine separation engagement device from the released state to the engagement state, and the failure determination unit is controlled by the start control unit. After a decrease in the hydraulic pressure supplied to the first engagement device is started, a state in which the rotational speed difference between the engagement members of the first engagement device is less than the determination speed difference continues for a predetermined determination time. If it is determined that the output torque of the rotating electrical machine is increased, the engagement member of the first engaging device is started even if the increase amount of the output torque of the rotating electrical machine exceeds a predetermined failure determination value. It is determined that the rotational speed difference between the two remains less than the judgment speed difference. The first engagement device is determined to be malfunctioning, and the start control unit determines that the first engagement device is malfunctioning when the failure determination unit determines that the first engagement device is malfunctioning. Instead of one engagement device, the hydraulic pressure supplied to the second engagement device is lowered below the holding hydraulic pressure so that the second engagement device is in a sliding engagement state. After determining that the rotational speed difference between the engagement members is equal to or greater than the predetermined determination speed difference, the hydraulic pressure supplied to the engine separation engagement device is increased to engage the engine separation engagement device from the released state. It is preferable to shift to the combined state.

According to this configuration, whether or not the first engagement device is in the sliding engagement state by determining whether or not the rotational speed difference between the engagement members of the first engagement device is greater than or equal to the determination speed difference. It is possible to accurately determine whether or not. At this time, as described above, since the hydraulic pressure supplied to the second engagement device is increased from the holding hydraulic pressure, the possibility that the second engagement device is in the sliding engagement state can be reduced. Can be prevented from being erroneously determined that the first engagement device has entered the slip engagement state.
Since it is possible to accurately determine the sliding engagement state of the first engagement device, as described above, after determining that the rotational speed difference between the engagement members of the first engagement device is greater than or equal to the determination speed difference, Even when the engine separating engagement device is shifted to the engaged state and the internal combustion engine is started, it is possible to suppress the torque fluctuation from being transmitted to the wheel side.

On the other hand, according to the above configuration, even if the hydraulic pressure supplied to the first engagement device is lowered from the holding hydraulic pressure, the output torque of the rotating electrical machine is increased and the torque transmitted to the first engagement device is increased, When the rotational speed difference between the engagement members of the first engagement device does not increase, it can be determined that some failure has occurred in the first engagement device. In addition, since the output torque of the rotating electrical machine is increased, if the rotational speed difference is difficult to increase due to temporary factors such as catching of the engaging member of the first engaging device, the state is resolved. In some cases, the rotational speed difference can be increased, and the failure determination accuracy can be improved.
At this time, since the hydraulic pressure supplied to the second engagement device is increased from the holding hydraulic pressure as described above, even if the output torque of the rotating electrical machine is increased, the second engagement device is in the sliding engagement state. Since the second engagement device is in the sliding engagement state, it is possible to suppress erroneous determination that the rotational speed difference between the engagement members of the first engagement device has increased.

  According to the above configuration, even when the first engagement device is out of order, instead of the first engagement device, the second engagement device is shifted to the sliding engagement state, and the start control is systematically performed. Can be executed. Specifically, after reducing the hydraulic pressure supplied to the second engagement device below the holding hydraulic pressure, and determining that the rotational speed difference between the engagement members of the second engagement device is greater than or equal to the determination speed difference, The hydraulic pressure supplied to the engine separation engagement device can be increased to shift the engine separation engagement device from the released state to the engaged state. Thereby, even when the first engagement device is out of order, the internal combustion engine can be started without transmitting torque fluctuations accompanying the start control of the internal combustion engine to the wheels.

  Here, the failure determination unit controls the output torque of the rotating electrical machine so that the rotation speed difference between the engagement members of the first engagement device approaches a predetermined target rotation speed difference. It is preferable to increase the output torque of the rotating electrical machine.

  According to this configuration, the output torque of the rotating electrical machine can be appropriately increased by the rotational speed control so that the rotational speed difference between the engaging members of the first engagement device increases. In addition, when the rotational speed difference between the engaging members of the first engagement device increases during the execution of the rotational speed control, the rotational speed control is continuously executed, so that the first engagement device is slid as it is. The engaged state can be maintained.

  Here, the engine control unit determines that the rotational speed difference between the engagement members of the first engagement device or the second engagement device is equal to or greater than the determination speed difference, and then the engine separation engagement. The hydraulic pressure supplied to the device is increased to shift the engine separation engagement device from the released state to the engaged state, and the rotational speed difference between the engagement members of the first engagement device or the second engagement device is increased. It is preferable to control the output torque of the rotating electrical machine so as to approach the target rotational speed difference.

  According to this configuration, while the engine separating engagement device is shifted to the engaged state and the internal combustion engine is started, the rotational speed is controlled by the output torque of the rotating electric machine having good controllability, The rotational speed difference between the engagement members of the engagement device or the second engagement device can be maintained with high accuracy, and the first engagement device or the second engagement device can be more reliably maintained in the sliding engagement state. Therefore, it is possible to more reliably prevent torque fluctuations generated during the start control of the internal combustion engine from being transmitted to the wheel side.

Here, the start control unit returns the hydraulic pressure supplied to the first engagement device and the second engagement device forming the shift stage to the holding hydraulic pressure after the start of the internal combustion engine is completed. Is preferred.

According to this configuration, when the start of the internal combustion engine is completed and the possibility of torque fluctuation due to the start control is reduced, the engagement device that is controlled to the slip engagement state among the engagement devices that form the gear stage. Need to be maintained in the sliding engagement state, and the possibility of the engagement device being controlled to the direct engagement state being reduced to the sliding engagement state due to torque fluctuation due to the start control is reduced. Therefore, according to the above configuration, after the start of the internal combustion engine is completed, the hydraulic pressure supplied to the first engagement device and the second engagement device, which are the engagement devices that form the shift speed , is returned to the holding hydraulic pressure. As a result, the engagement device that is controlled to be in the sliding engagement state is shifted to the direct engagement state, the start control is terminated, and fuel efficiency can be improved.

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 figure explaining the hydraulic control apparatus concerning the embodiment of the present invention. It is a time chart of the starting control in the normal time which concerns on embodiment of this invention. It is a time chart of the starting control at the time of the failure determination which concerns on embodiment of this invention. It is a time chart of the starting control at the time of normal determination, although the failure determination based on embodiment of this invention was performed. 3 is a flowchart of start control and failure determination according to the embodiment of the present invention. 3 is a flowchart of start control and failure determination according to the embodiment of the present 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 shift control unit 43, a start control unit 45, and a failure determination unit 46.
The transmission apparatus TM includes a plurality of engagement devices C1, B1,... And is engaged with the plurality of engagement devices C1, B1,. Accordingly, a plurality of shift stages 1st, 2nd... Are selectively formed.
The shift control unit 43 applies a holding hydraulic pressure that is equal to or higher than the lowest hydraulic pressure that can be maintained in the direct engagement state and less than the maximum hydraulic pressure that is set in the direct engagement state to the engagement device that forms the target shift speed. Supply to form a gear stage.
The start control unit 45 is one of the engagement devices that form the gear stage formed by the shift control unit 43 when starting the internal combustion engine ENG by shifting the engine separation clutch SSC from the released state to the engaged state. The first engagement device is one of the engagement devices that reduce the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure so that the first engagement device is in a sliding engagement state, and forms a shift stage. This is characterized in that the hydraulic pressure supplied to the second engagement device which is an engagement device other than the above is increased from the holding hydraulic pressure.
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 device TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices C1, B1,. The transmission TM shifts the rotational speed of the input shaft I at the gear ratio of each gear, converts 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, as shown in the operation table of FIG. 4, the transmission apparatus TM has six speeds (first speed 1st, second speed 2nd, third speed 3rd, and fourth speed) having different speed ratios (reduction ratios). 4th, 5th stage 5th, and 6th stage 6th) as forward stages. 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 FIG. 4, “◯” 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, for example, when engine braking is performed. Further, “Δ” indicates a released state when rotating in one direction (the carrier CA2 rotates in the positive direction) and engaging when rotating in the other direction (the carrier CA2 rotates in the negative direction). It shows that it will be in the state.

  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. That is, 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. 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 that meshes with both the first sun gear S2 and the ring gear R2, and the long pinion gear P2 and the second sun gear S2. It has four rotating elements, a common carrier CA2 that supports a short pinion gear P3 that meshes with the two sun gears S3.

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 second sun gear S3 of the second planetary gear mechanism PG2 by the third clutch C3, and the first sun gear of the second planetary gear mechanism PG2 by the first clutch C1. It is drive-coupled so as to selectively rotate integrally with S2, and is selectively fixed to the case CS by the first brake B1. The ring gear R1 is drivingly connected so as to rotate integrally with the input shaft I.
The first sun gear S2 of the second planetary gear mechanism PG2 is drivingly connected to the carrier CA1 of the first planetary gear mechanism PG1 so as to selectively rotate integrally with the first clutch C1. The carrier CA2 is drivingly connected so as to selectively rotate integrally with the input shaft I by the second clutch C2, and is selectively fixed to the case CS as a non-rotating member by the second brake B2 or the one-way brake OWC. . The one-way brake OWC selectively fixes the carrier CA2 to the case CS by preventing only rotation in one direction. The ring gear R2 is drivingly connected so as to rotate integrally with the output shaft O. The second sun gear S3 is drivingly connected so as to selectively rotate integrally with the carrier CA1 of the first planetary gear mechanism PG1 by the third clutch C3, and is selectively fixed to the case CS by the first brake B1.

  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.

2. Next, the hydraulic control system of the vehicle drive device 1 will be described. As shown in FIG. 5, the hydraulic control system sucks the hydraulic oil stored in the oil pan OP, and in this embodiment, as a hydraulic source for supplying the hydraulic oil to each part of the vehicle drive device 1, There are two types of pumps, a type pump MP and an electric pump EP. Here, the mechanical pump MP is an oil pump that is driven by the rotational driving force of the rotating electrical machine MG or the internal combustion engine ENG as a driving force source and discharges hydraulic oil. As such a mechanical pump MP, for example, a gear pump or a vane pump is preferably used. In this example, the mechanical pump MP is drivingly coupled so as to rotate integrally with the rotating electrical machine MG (input shaft I). In the present embodiment, an electric pump EP is provided as a pump for assisting the mechanical pump MP. The electric pump EP is an oil pump that is driven by the rotational driving force of the electric motor 23 and discharges hydraulic oil. As the electric pump EP, for example, a gear pump, a vane pump, or the like is preferably used. The electric motor 23 that drives the electric pump EP is electrically connected to the battery, and receives a supply of electric power from the battery to generate a driving force.

  Further, the hydraulic control system includes a hydraulic control device PC for adjusting the hydraulic pressure of the hydraulic oil supplied from the mechanical pump MP and the electric pump EP to a predetermined pressure. As shown in FIG. 5, the hydraulic control device PC includes a first regulator valve (primary regulator) as an adjustment valve for adjusting the hydraulic pressure of the hydraulic oil supplied from the mechanical pump MP and the electric pump EP to a predetermined pressure. Valve) PV and a second regulating valve (secondary regulator valve) SV. The first adjustment valve PV is an adjustment valve that adjusts the hydraulic pressure of the hydraulic oil supplied from the mechanical pump MP and the electric pump EP to the first hydraulic pressure PR1. The second adjustment valve SV is an adjustment valve that adjusts the hydraulic pressure of excess oil from the first adjustment valve PV to the second hydraulic pressure PR2. Therefore, the second hydraulic pressure PR2 is set to a value lower than the first hydraulic pressure PR1. The first hydraulic pressure PR1 corresponds to a line pressure that is a reference hydraulic pressure of the vehicle drive device 1, and a value thereof is determined based on a signal pressure supplied from the linear solenoid valve SLT.

  As shown in FIG. 5, the signal pressure from the common hydraulic pressure adjusting linear solenoid valve SLT is supplied to the first adjustment valve PV and the second adjustment valve SV. The first adjustment valve PV is supplied from the mechanical pump MP and the electric pump EP according to the supplied signal pressure, and is upstream from the first adjustment valve PV (the mechanical pump MP and the electric pump EP side). Is adjusted to the first hydraulic pressure PR1. The first adjustment valve PV is based on the balance between the signal pressure supplied from the linear solenoid valve SLT and the feedback pressure of the first hydraulic pressure PR1 adjusted by the first adjustment valve PV, and the mechanical pump MP and the electric pump EP. Is adjusted to discharge the hydraulic oil supplied from the second control valve SV side. Thereby, the hydraulic pressure of the hydraulic fluid upstream from the first adjustment valve PV is adjusted to the first hydraulic pressure PR1 corresponding to the signal pressure.

  The second regulating valve SV is a hydraulic pressure of excess oil discharged from the first regulating valve PV in accordance with the signal pressure supplied from the linear solenoid valve SLT, that is, the downstream side of the first regulating valve PV (second regulating valve (SV side) and upstream of the second adjustment valve SV (first adjustment valve PV side), the hydraulic pressure is adjusted to a predetermined second hydraulic pressure PR2. The second adjustment valve SV is discharged from the first adjustment valve PV based on the balance between the signal pressure supplied from the linear solenoid valve SLT and the feedback pressure of the second hydraulic pressure PR2 adjusted by the second adjustment valve SV. Adjust the amount of excess hydraulic oil discharged (drained) into the oil pan. As a result, the hydraulic pressure of the hydraulic oil upstream of the second adjustment valve SV is adjusted to the second hydraulic pressure PR2 corresponding to the signal pressure.

  The linear solenoid valve SLT receives the supply of the hydraulic oil of the first hydraulic pressure PR1 after adjustment by the first adjustment valve PV, and adjusts the opening of the valve according to the signal value supplied from the control device 30. Hydraulic fluid with a signal pressure corresponding to the signal value is output. The hydraulic oil having the signal pressure output from the linear solenoid valve SLT is supplied to the first adjustment valve PV and the second adjustment valve SV. The control device 30 is configured to control the first adjustment valve PV and the second adjustment valve SV by the signal value supplied to the linear solenoid valve SLT and adjust the first adjustment pressure PV1 and the second adjustment pressure PR2.

The hydraulic control device PC includes linear solenoid valves SLC1, SLC2,... For adjusting the hydraulic pressure supplied to the engagement devices C1, B1,. In the present embodiment, for each of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2, the first linear solenoid valve SLC1, the second linear solenoid valve SLC2, A third linear solenoid valve SLC3, a fourth linear solenoid valve SLC4, and a fifth linear solenoid valve SLC5 are provided. Each linear solenoid valve SLC1, SLC2,... Receives the hydraulic fluid of the first hydraulic pressure PR1 adjusted by the first adjustment valve PV, and each linear solenoid valve SLC1, SLC2,. By adjusting the opening of the valve in accordance with the signal value supplied to the hydraulic pressure, hydraulic oil corresponding to the signal value is supplied to the engagement devices C1, B1,.
The hydraulic control device PC includes a linear solenoid valve SLV for adjusting the hydraulic pressure supplied to the engine separation clutch SSC. The linear solenoid valve SLV is supplied with the hydraulic oil of the first hydraulic pressure PR1, and adjusts the opening of the valve according to the signal value supplied from the control device 30, thereby operating the hydraulic pressure according to the signal value. Oil is supplied to the engine separation clutch SSC.
In the present embodiment, signal values supplied from the control device 30 to the linear solenoid valves SLT, SLC1, SLC2,..., SLV are current values. The hydraulic pressure output from the linear solenoid valves SLT, SLC1, SLC2,..., SLV is basically proportional to the current value supplied from the control device 30.
The hydraulic oil of the second hydraulic pressure PR2 adjusted by the second regulating valve SV is supplied for lubrication and cooling of each gear of the transmission apparatus TM.

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 function units 41 to 46 of the control device 30 are configured by software (program) stored in the ROM of the control device, hardware such as a separately provided arithmetic circuit, or both. 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 46 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 combustion start request of the internal combustion engine, the internal combustion engine control unit 41 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 device TM and an engine separation engagement device control unit 44 that controls the engine separation clutch SSC.

3-2-1. Shift control unit 43
The shift control unit 43 is a functional unit that controls the transmission device TM. The shift control unit 43 determines a target shift stage to be formed in the transmission apparatus TM based on sensor detection information such as the vehicle speed, the accelerator opening, and the shift position. Then, the shift control unit 43 controls the hydraulic pressure supplied to the plurality of engagement devices C1, B1,... Provided in the transmission device TM via the hydraulic control device PC, whereby each engagement device C1, B1... Is engaged or released, and the target gear stage is formed in the transmission apparatus TM. Specifically, the shift control unit 43 instructs the target hydraulic pressure (hydraulic pressure command) of each engagement device to the hydraulic pressure control device PC, and the hydraulic pressure control device PC sets the hydraulic pressure of the commanded target hydraulic pressure (hydraulic pressure command) to each Supply to the engagement device. In this embodiment, the shift control unit 43 is supplied to each engagement device by controlling the signal value supplied to each linear solenoid valve SLT, SLC1, SLC2,... Provided in the hydraulic control device PC. The hydraulic pressure is controlled.

  When performing shift speed switching control (shift control), the shift control unit 43 controls the hydraulic command of each engagement device C1, B1,..., And engages each engagement device C1, B1,. The gear position to be formed in the transmission apparatus TM is switched to the target gear position. At this time, the shift control unit 43 releases one of the engaging devices engaged before the shift according to the shift control sequence planned in advance, and the engagement device released before the shift. A so-called transition shift is performed to engage one of them.

<Holding hydraulic pressure>
The shift control unit 43 is set in the direct engagement state in the steady state where the shift stage is not switched, in an engagement device that forms the target shift stage, which is equal to or higher than the minimum hydraulic pressure that can be maintained in the direct engagement state. A holding hydraulic pressure that is lower than the maximum hydraulic pressure is supplied to form a shift stage.
In the present embodiment, the shift control unit 43 controls the first hydraulic pressure PR1 (line pressure) by controlling the linear solenoid valve SLT in the steady state where the shift stage is not switched, during the shift stage switching. The first hydraulic pressure PR1 (line pressure) is not reduced or reduced from the set maximum hydraulic pressure, and the holding hydraulic pressure supplied to each engagement device forming the gear stage is generated. Yes. The first hydraulic pressure PR1 (line pressure) is set in accordance with the highest hydraulic pressure among the holding hydraulic pressures for the engagement devices that form the gear position. Note that the shift control unit 43 is configured to increase the first hydraulic pressure PR1 (line pressure) to the maximum hydraulic pressure that is set during the shift stage switching.

  In the present embodiment, during the start control described later, the shift control unit 43 matches the hydraulic pressure supplied to each engagement device of the transmission TM with the hydraulic command of each engagement device commanded from the vehicle control unit 34. The signal values supplied to the linear solenoid valves SLT, SLC1, SLC2,... Provided in the hydraulic control device PC are controlled.

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 hydraulic pressure supplied to the engine separation clutch SSC matches the hydraulic pressure command of the engine separation clutch SSC commanded from the vehicle control unit 34. The signal value supplied to each linear solenoid valve SLT, SLV provided in the PC is controlled.

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 which is the target driving force to be calculated 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.
The vehicle control unit 34 then requests an internal combustion engine required torque that is an output torque required for the internal combustion engine ENG, a rotating electrical machine required torque that is an output torque required for the rotating electrical machine MG, and a hydraulic pressure that is supplied to the engine separation clutch SSC. , And the hydraulic command that is the target of the hydraulic pressure to be supplied to each of the engagement devices C1, B1,... Of the transmission device TM, and outputs them to the other control units 32, 33 and the internal combustion engine control device. 31 is instructed to perform integrated control.
In the present embodiment, a start control unit 45, a failure determination unit 46, and the like are provided. Hereinafter, each control unit will be described in detail.

3-4-1. Start Control at Normal Time The start control unit 45 is a functional unit that performs start control to start the internal combustion engine ENG by shifting the engine separation clutch SSC from the released state to the engaged state.
When the engine separation clutch SSC is shifted from the released state to the engaged state, the rotational driving force on the rotating electrical machine MG side is transmitted to the internal combustion engine ENG side via the engine separation clutch SSC, thereby increasing the rotational speed of the internal combustion engine ENG. The internal combustion engine ENG can be started.

  The transmission device is configured so that a change in the engagement state of the engine separation clutch SSC due to the execution of the start control and a torque fluctuation caused by the start of combustion of the internal combustion engine ENG are not transmitted to the wheel W side through the transmission device TM. One of the engagement devices forming the TM gear stage is configured to be controlled to the sliding engagement state. As a result, torque according to the transmission torque capacity of the engagement device controlled to the sliding engagement state is transmitted from the transmission device TM to the wheel W side, so that the torque fluctuation generated on the driving force source side is the wheel W side. Can not be transmitted to.

Specifically, as in the example of the time chart shown in FIG. 6, the start control unit 45 is one of the engagement devices that form the gear stage formed by the shift control unit 43 when performing start control. The hydraulic pressure (hydraulic pressure command) supplied to the first engagement device is reduced from the holding hydraulic pressure so that the first engagement device is in the sliding engagement state (after time T01).
In addition, when performing start control, the start control unit 45 supplies hydraulic pressure (hydraulic pressure command) supplied to a second engagement device that is an engagement device other than the first engagement device among the engagement devices that form a gear position. ) Is increased from the holding oil pressure (after time T01). Thereby, it is possible to prevent the second engagement device, which is an engagement device other than the first engagement device, from unintentionally entering the sliding engagement state due to a torque variation or the like generated during the start control. Moreover, when performing failure determination of the first engagement device, which will be described later, it is possible to suppress the second engagement device that is not a determination target from being in a sliding engagement state, and to correctly perform the failure determination.

In the example shown in FIG. 6, the vehicle is running and the rotating electrical machine MG is rotating until the time T01 until the speed change state is formed in the transmission device TM in the direct engagement state of the engagement device. The electric mode is determined as the operation mode, the engine separation clutch SSC is controlled to the released state, and the rotation of the internal combustion engine ENG is stopped. Torque corresponding to the vehicle required torque is output to the rotating electrical machine MG. Until time T01, the hydraulic pressure supplied to the engagement device that forms the gear stage is a holding hydraulic pressure because it is a steady state in which the gear stage is formed in the direct engagement state.
In the example shown in FIG. 6, at time T01, the charge amount of the battery decreases, and the operation mode is changed from the electric mode to the parallel mode in order to cause the rotating electrical machine MG to generate electric power with the driving force of the internal combustion engine ENG. Then, it is determined to start the internal combustion engine ENG, and the start control of the internal combustion engine ENG is started.

In the present embodiment, the start control unit 45 includes a plurality of engagement devices that form the current shift speed, and a plurality of engagements that form a shift speed (also referred to as a proximity shift speed) that is close to the current shift speed. An engagement device that is not shared with the device (also referred to as a non-common engagement device) is set as the first engagement device, and a common engagement device (also referred to as a common engagement device) is set. The second engagement device is configured to be set. This is because the slip engagement state is controlled when the target shift stage is changed from the current shift stage to the close shift stage while the first engagement device is controlled to the slip engagement state. This is because the gear position can be changed simply by releasing the common engagement device and engaging the non-common engagement device forming the close gear position.
For example, as shown in FIG. 4, when the current shift speed is the second speed 2nd, the close speed is the first speed 1st and the third speed 3rd, and the first brake is a non-common engagement device. B1 is set as the first engagement device, and the first clutch C1, which is a common engagement device, is set as the second engagement device.

As shown in FIG. 6, in this embodiment, the start control unit 45 is configured to gradually reduce the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure (from time T01 to time T02). When the transmission torque capacity of the first engagement device falls below the torque transmitted to the first engagement device according to the vehicle required torque, the engagement members of the first engagement device begin to slip.
Further, the start control unit 45 is configured to increase the hydraulic pressure supplied to the second engagement device from the holding hydraulic pressure to the increased hydraulic pressure in steps (time T01).
Even if the output torque of the rotating electrical machine MG is increased by the failure determination value by the failure determination unit 46, which will be described later, and the torque acting on the second engagement device is increased, The hydraulic pressure is such that it does not become a joint state. For example, the increased hydraulic pressure is set to a minimum hydraulic pressure that can be transmitted by the second engagement device by multiplying a torque obtained by adding a failure determination value to the vehicle request torque and a predetermined safety factor (for example, 2.0). Is done. Alternatively, the increased hydraulic pressure may be set to a complete engagement pressure that is the maximum hydraulic pressure that is set in the direct engagement state. Here, the complete engagement pressure is the maximum hydraulic pressure that is set in order to maintain the engagement state without slipping even if the torque transmitted from the driving force source to each engagement device varies.

  As described above, the holding hydraulic pressure is a hydraulic pressure that is equal to or higher than the lowest hydraulic pressure that can be maintained in the direct engagement state and less than the maximum hydraulic pressure that is set in the direct connection engagement state. The holding hydraulic pressure is set to a minimum hydraulic pressure at which the engagement device can transmit a torque obtained by multiplying the vehicle required torque by a predetermined safety factor (for example, 1.5). More specifically, the vehicle required torque is multiplied by the gear ratio of the transmission TM acting on the engagement device to calculate the torque transmitted to the transmission, and the transmitted torque is given a predetermined safety factor (for example, , 1.5) is set to the holding hydraulic pressure for generating the transmission torque capacity having the magnitude of the torque.

  In the present embodiment, the holding hydraulic pressure set in the steady state is realized by reducing the first hydraulic pressure PR1 (line pressure) below the maximum hydraulic pressure as described above. The first hydraulic pressure PR1 (line pressure) is set in accordance with the highest hydraulic pressure among the holding hydraulic pressures for the engagement devices that form the gear position. The first hydraulic pressure PR1 (line pressure) is not reduced or reduced, and is supplied to each engagement device that forms a shift stage.

The start control unit 45 instructs the shift control unit 43 to increase the hydraulic pressure supplied to the second engagement device from the holding hydraulic pressure after the start control is started, so that the first hydraulic pressure PR1 (line pressure) is maintained. It is configured to perform pressure increase control to increase from the hydraulic pressure corresponding to. The start control unit 45 may increase the first hydraulic pressure PR1 (line pressure) to a hydraulic pressure corresponding to the increased hydraulic pressure of the second engagement device, or increase it to the maximum hydraulic pressure set during the shift stage switching. You may let them.
The start control unit 45 adjusts the amount of pressure reduction from the first hydraulic pressure PR1 (line pressure), thereby reducing the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure.

<Slip determination of the first engagement device>
When the start control unit 45 decreases the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure, the rotational speed difference between the engagement members of the first engagement device becomes equal to or greater than a predetermined determination speed difference. When it determines (time T02), it is comprised so that it may determine with the 1st engagement apparatus having been in the slip engagement state.
In the present embodiment, the start control unit 45 is configured to observe a rotational speed difference ΔW between the rotational speed of the rotating electrical machine MG and the output rotational speed as the rotational speed difference between the engaging members of the first engagement device. ing. The output rotation speed is a rotation speed obtained by multiplying the rotation speed of the output shaft O by the gear ratio of the gear stage formed in the transmission device TM, and each engagement device forming the gear stage is in the direct engagement state. Is equal to the rotational speed of the rotating electrical machine MG (the rotational speed of the input shaft I). The start control unit 45 determines that the first engagement device is in the slip engagement state when the rotation speed difference ΔW between the rotation speed of the rotating electrical machine MG and the output rotation speed is greater than or equal to the determination speed difference. It is configured.
Even when the second engagement device is in the sliding engagement state, the rotational speed difference ΔW between the rotation speed of the rotating electrical machine MG and the output rotation speed increases. Since the hydraulic pressure to be supplied is increased from the holding hydraulic pressure, the second engagement device is prevented from being in the sliding engagement state, and the first engagement device is brought into the sliding engagement state by observing the rotational speed difference ΔW. It can be accurately determined whether or not.

  When it is determined that the first engagement device is in the slip engagement state, the start control unit 45 ends the control for reducing the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure. Then, the start control unit 45 is configured so that the first engagement device in the slip engagement state can transmit torque corresponding to the vehicle required torque acting on the first engagement device to the wheel W side. The hydraulic pressure according to the vehicle required torque is configured to be supplied to the first engagement device. More specifically, the start control unit 45 multiplies the vehicle request torque by the gear ratio of the transmission TM acting on the first engagement device to calculate the torque transmitted to the slip transmission, and transmits the calculated torque. The hydraulic pressure that generates the transmission torque capacity of the magnitude of the torque to be set is set to the supply hydraulic pressure.

<Engagement of engine separation clutch SSC>
In the present embodiment, the start control unit 45 determines that the rotational speed difference between the engaging members of the first engagement device is equal to or greater than a predetermined determination speed difference (after time T02), and then the engine separation clutch. The hydraulic pressure (hydraulic command) supplied to the SSC is increased to shift the engine separation clutch SSC from the released state to the engaged state. When the first engagement device is in the sliding engagement state, even if the engine separation clutch SSC is shifted to the engagement state and the internal combustion engine ENG is started, there is no fear that torque fluctuations are transmitted to the wheel W side.

  Further, in the present embodiment, the start control unit 45 releases the engine separation clutch SSC after determining that the difference in rotational speed between the engaging members of the first engagement device has reached or exceeded the determination speed difference (after time T02). Transition from the state to the sliding engagement state. The start control unit 45 supplies the engine separation clutch SSC in a sliding engagement state to the engine separation clutch SSC up to a hydraulic pressure at which the transmission torque that transmits the engine separation clutch SSC from the rotating electrical machine MG side to the internal combustion engine ENG side becomes a predetermined starting torque. Increase hydraulic pressure. The starting torque is set to a torque larger than the absolute value of the negative torque of the internal combustion engine ENG, such as the friction torque of the internal combustion engine ENG, so that the rotational speed of the internal combustion engine ENG can be increased. In the example shown in FIG. 6, the start control unit 45 temporarily sends a hydraulic pressure command from the hydraulic pressure command according to the start torque in order to speed up the actual hydraulic pressure increase immediately after the increase in the supply hydraulic pressure of the engine separation clutch SSC. Has been increased.

  When the rotational speed of the internal combustion engine ENG increases and the rotational speed difference between the engagement members of the engine separation clutch SSC becomes equal to or less than a predetermined direct coupling speed difference (time T03), the start control unit 45 performs engine separation. In order to shift the clutch SSC from the slip engagement state to the direct engagement state, the hydraulic pressure supplied to the engine separation clutch SSC is increased to the full engagement pressure. The start control unit 45 is configured to observe the rotational speed difference between the rotating electrical machine MG and the rotational speed of the internal combustion engine ENG as the rotational speed difference between the engagement members of the engine separation clutch SSC. Note that the start control unit 45, when the rotational speed of the internal combustion engine ENG exceeds the rotational speed of the rotating electrical machine MG, the rotational speed difference between the engagement members of the engine separation clutch SSC becomes equal to or less than the direct coupling speed difference. The hydraulic pressure supplied to the engine separation clutch SSC may be increased to the full engagement pressure.

<Rotational speed control>
The start control unit 45 determines that the difference in rotation speed between the engagement members of the first engagement device is equal to or greater than the determination speed difference (after time T02), and then the rotation speed between the engagement members of the first engagement device. The rotational speed control for controlling the output torque of the rotating electrical machine MG is started so that the difference approaches a predetermined target rotational speed difference.
By performing the rotational speed control, the engine separation clutch SSC is shifted to the engaged state, and while starting the internal combustion engine ENG, the rotational speed difference between the engagement members of the first engagement device can be maintained, The first engagement device can be maintained in the sliding engagement state.

  In the present embodiment, the start control unit 45 is configured to perform rotational speed control so that the rotational speed difference ΔW between the rotational speed of the rotating electrical machine MG and the output rotational speed approaches the target rotational speed difference. Specifically, the start control unit 45 sets the rotational speed obtained by adding the target rotational speed difference to the rotational speed of the rotating electrical machine MG as the target rotational speed so that the rotational speed of the rotating electrical machine MG approaches the target rotational speed. The rotation speed control for controlling the output torque of the rotating electrical machine MG is executed. As the rotational speed control, feedback control such as PI control based on the deviation between the rotational speed of the rotating electrical machine MG and the target rotational speed is used.

  In the example shown in FIG. 6, the output torque of the rotating electrical machine MG is increased by the amount of inertia torque (after time T02) in order to increase the rotational speed of the rotating electrical machine MG to the target rotational speed. Further, when the engine separation clutch SSC is in a sliding engagement state, slip torque corresponding to the transmission torque capacity is transmitted from the rotating electrical machine MG side to the internal combustion engine ENG side, so that the rotational speed of the rotating electrical machine MG decreases. To do. The output torque of the rotating electrical machine MG is increased by the slip torque so that the rotational speed of the rotating electrical machine MG is not reduced by the rotational speed control (from time T02 to time T03). When the engine separation clutch SSC is in the direct engagement state, the output torque of the internal combustion engine ENG is transmitted to the rotating electrical machine MG side (after time T03).

<Combustion start of internal combustion engine ENG>
When the rotational speed of the internal combustion engine ENG becomes equal to or higher than the predetermined rotational speed, the start control unit 45 instructs the internal combustion engine control device 31 to start combustion of the internal combustion engine ENG and starts combustion of the internal combustion engine ENG. (Around time T03).
After determining that combustion of the internal combustion engine ENG has started, torque control for causing the internal combustion engine ENG to output a torque corresponding to the required torque of the internal combustion engine is started. The output torque of the internal combustion engine ENG increases with a delay to the internal combustion engine required torque after the start of torque control. By increasing the output torque of the internal combustion engine ENG, the rotational speed of the rotating electrical machine MG is increased. The output torque of the rotating electrical machine MG decreases by the increase in the output torque of the internal combustion engine ENG (time T03 to time T04) so that the rotational speed of the rotating electrical machine MG does not increase due to the rotational speed control. In the present embodiment, the start control unit 45 is configured to determine that the start of the internal combustion engine ENG has ended when it is determined that the output torque of the rotating electrical machine MG has decreased by the amount required by the internal combustion engine. (Time T04). Note that the start control unit 45 may be configured to determine that the start of the internal combustion engine ENG has ended based on an elapsed time after the start of combustion.

<End of start control>
After the start of the internal combustion engine ENG is completed (after time T04), the start control unit 45 returns the hydraulic pressure (hydraulic pressure command) supplied to each engagement device that forms the gear stage to the holding hydraulic pressure and ends the start control. Is configured to do.
In the present embodiment, after determining that the start of the internal combustion engine ENG has ended (after time T04), the start control unit 45 ends the rotation speed control of the rotating electrical machine MG (time T04), and the first engagement device The hydraulic pressure to be supplied is gradually increased to the holding hydraulic pressure (from time T04 to time T05), and the hydraulic pressure supplied to the second engagement device is decreased to the holding hydraulic pressure (time T05). Since the supply hydraulic pressure of the first engagement device is increased, the rotational speed difference between the engagement members of the first engagement device is reduced, and the state is shifted to the direct engagement state (from time T04 to time T05).

  In the present embodiment, the start control unit 45 is configured to decrease the first hydraulic pressure PR1 (line pressure) to a hydraulic pressure corresponding to the holding hydraulic pressure after the start of the internal combustion engine ENG is completed (time T05). The first hydraulic pressure PR1 (line pressure) is set in accordance with the highest hydraulic pressure among the holding hydraulic pressure for each engagement device that forms the shift speed and the holding hydraulic pressure for the engine separation clutch SSC.

3-4-2. Start Control at the Time of Failure Determination The failure determination unit 46 is a functional unit that determines a failure of the first engagement device.
As in the example of the time chart shown in FIG. 7, the failure determination unit 46 starts the first engagement device after the start control unit 45 starts to reduce the supply hydraulic pressure to the first engagement device (after time T11). When it is determined that the rotation speed difference between the engaging members is less than the determination speed difference has continued for a predetermined determination time (time T12), the output torque of the rotary electric machine MG starts to increase, and the rotary electric machine MG When it is determined that the rotational speed difference between the engagement members of the first engagement device remains less than the determination speed difference even when the increase amount of the output torque is equal to or greater than a predetermined failure determination value (time T13). ) To determine that the first engagement device has failed.

The determination time is set longer than an average time during which it is determined that the first engagement device is in the sliding engagement state at the normal time (for example, 1.5 times that at the normal time).
Factors that do not increase the rotational speed difference between the engagement members of the first engagement device include welding of the engagement members and deterioration of controllability of the supply hydraulic pressure.
Even if the hydraulic pressure supplied to the first engagement device is sufficiently reduced and the output torque of the rotating electrical machine MG is increased to increase the torque transmitted to the first engagement device, the rotational speed difference between the engagement members increases. If not, it can be determined that some failure has occurred. Since the output torque of the rotating electrical machine MG is increased, the rotational speed difference can be increased even when the rotational speed difference is difficult to increase due to temporary factors such as catching of the engaging member. Accuracy can be improved.
At this time, since the hydraulic pressure supplied to the second engagement device is increased from the holding hydraulic pressure as described above, the second engagement device does not slip even if the output torque of the rotating electrical machine MG is increased. The engagement state of the first engagement device can be prevented, and the engagement of the first engagement device can be prevented even though the first engagement device remains in the direct engagement state. It can suppress misjudging that the rotational speed difference between combined members increased.

  In the present embodiment, the failure determination unit 46 executes the rotational speed control that controls the output torque of the rotating electrical machine MG so that the rotational speed difference between the engaging members of the first engagement device approaches the target rotational speed difference. Thus, the output torque of the rotating electrical machine MG is increased. During the failure determination, the control gain of the rotational speed control such as the control gain of the PI control may be lowered so that the output torque of the rotating electrical machine MG does not increase rapidly. Alternatively, the failure determination unit 46 may be configured to gradually increase the output torque of the rotating electrical machine MG.

  The failure determination unit 46 is configured to hold the hydraulic pressure supplied to the first engagement device (hydraulic pressure command) at the hydraulic pressure just before the output torque starts increasing while the output torque of the rotating electrical machine MG is increasing. . It should be noted that the hydraulic pressure supplied to the first engagement device may be continuously decreased even while the output torque of the rotating electrical machine MG is increasing.

<Alternative to engagement device>
When the failure determination unit 46 determines that the first engagement device has failed, the start control unit 45 causes the second engagement device to be in a sliding engagement state instead of the first engagement device. In addition, the hydraulic pressure (hydraulic pressure command) supplied to the second engagement device is reduced below the holding hydraulic pressure, and the rotational speed difference between the engagement members of the second engagement device is equal to or greater than a predetermined determination speed difference. After the determination is made (after time T14), the hydraulic pressure (hydraulic pressure command) supplied to the engine separation clutch SSC is increased to shift the engine separation clutch SSC from the released state to the engaged state.

For example, as shown in FIG. 4, when the current shift speed is the second speed 2nd, since the second engagement device is only the first clutch C1, the first clutch C1 is set as the second engagement device. Is done. When the transmission TM having a plurality of engagement devices corresponding to the second engagement device is used, one of the plurality of second engagement devices is actually replaced with the first engagement device. The engagement device is controlled to be in the combined state.
When it is determined that the first engagement device has failed, the start control unit 45 performs hydraulic control similar to the hydraulic control for the first engagement device at the time of normal operation described above to the second engagement at the time of failure determination. The hydraulic control similar to the hydraulic control for the second engagement device in the normal state is performed on the second engagement device other than the first engagement device and the second engagement device at the time of failure determination. It is comprised so that it may carry out with respect to. That is, the start control unit 45 performs hydraulic pressure control by exchanging the first engagement device and the second engagement device at the time of failure determination.

  Specifically, the start control unit 45 determines the hydraulic pressure (hydraulic pressure command) supplied to the second engagement device after determining that the first engagement device has failed (after time T13). The hydraulic pressure corresponding to the holding hydraulic pressure is lowered so that the combined device is in a sliding engagement state. In the present embodiment, the start control unit 45 is configured to gradually decrease the hydraulic pressure of the second engagement device from the increased hydraulic pressure in a stepwise manner (from time T13 to time T14). ).

  In the present embodiment, after it is determined that the first engagement device has failed (after time T13), the start control unit 45 supplies the hydraulic pressure (hydraulic pressure command) to be supplied to the first engagement device at a normal time. Similar to the second engagement device, pressure increase control is performed to increase the hydraulic pressure corresponding to the holding hydraulic pressure. By comprising in this way, it can suppress that a 1st engagement apparatus will be in a sliding engagement state by a certain factor, while controlling the 2nd engagement apparatus to a sliding engagement state.

  When the start control unit 45 determines that the rotational speed difference between the engagement members of the second engagement device is equal to or greater than a predetermined determination speed difference (time T14), the second engagement device is slip-engaged. It is configured to determine that a state has been reached. The start control unit 45 determines the rotational speed difference ΔW between the rotational speed of the rotating electrical machine MG and the output rotational speed as the rotational speed difference between the engaging members of the second engaging device, as in the normal first engaging device. Is configured to observe.

  When the start control unit 45 determines that the second engagement device is in the sliding engagement state, the start control unit 45 changes the hydraulic pressure supplied to the second engagement device from the holding hydraulic pressure in the same manner as the normal first engagement device. The control to lower the pressure is terminated, and the hydraulic pressure corresponding to the vehicle required torque is supplied to the second engagement device (after time T14).

  After determining that the rotational speed difference between the engagement members of the second engagement device is equal to or greater than the determination speed difference (after time T14), the start control unit 45 performs the second engagement in the same manner as in the normal state. The rotational speed control for controlling the output torque of the rotating electrical machine MG is started so that the rotational speed difference between the engagement members of the apparatus approaches the target rotational speed difference, and the hydraulic pressure supplied to the engine separation clutch SSC is increased to increase the engine The separation clutch SSC is configured to shift from the released state to the engaged state. In addition, the start control unit 45 starts combustion of the internal combustion engine ENG (around time T15), and determines the end of the start of the internal combustion engine ENG, as in the normal state.

After the start of the internal combustion engine ENG is completed (after time T16), the start control unit 45 holds the hydraulic pressure (hydraulic pressure command) supplied to each engagement device that forms the shift stage, as in the normal state described above. It is configured to return to the hydraulic pressure and finish the start control.
In the present embodiment, after determining that the start of the internal combustion engine ENG has ended (after time T16), the start control unit 45 ends the rotation speed control of the rotating electrical machine MG (time T16), and the second engagement device The hydraulic pressure to be supplied is gradually increased to the holding hydraulic pressure (from time T16 to time T17), and the hydraulic pressure supplied to the first engagement device is decreased to the holding hydraulic pressure (time T17). Since the supply hydraulic pressure of the second engagement device is increased, the rotational speed difference between the engagement members of the second engagement device is reduced, and the state is shifted to the direct engagement state (from time T16 to time T17).

3-4-3. Although the failure determination has been performed, the start control at the time of normal determination The failure determination unit 46 has started increasing the output torque of the rotating electrical machine MG for the failure determination as in the example of the time chart shown in FIG. T22) Before the increase amount of the output torque of the rotating electrical machine MG becomes equal to or greater than a predetermined failure determination value, it is determined that the rotational speed difference between the engagement members of the first engagement device is equal to or greater than the determination speed difference. In the case (time T23), it is configured to determine that the first engagement device has not failed (is normal). In this case, a temporary factor that makes it difficult to increase the rotational speed difference, such as the catch of the engaging member, is eliminated by an increase in the output torque of the rotating electrical machine MG.

In the present embodiment, the start control unit 45 does not perform the above-described failure determination after determining that the rotational speed difference between the engagement members of the first engagement device is equal to or greater than the determination speed difference (after time T23). The start control is the same as in the normal case.
That is, after determining that the difference between the determination speeds is greater than the determination speed difference, the start control unit 45 increases the hydraulic pressure supplied to the engine separation clutch SSC to shift the engine separation clutch SSC from the released state to the engaged state. The rotational speed control for controlling the output torque of the rotating electrical machine MG is started so that the rotational speed difference between the engaging members of the combined device approaches the target rotational speed difference. In the present embodiment, as described above, the increase in the output torque of the rotating electrical machine MG for failure determination is performed by the rotational speed control of the rotating electrical machine MG. Even after it is determined that the rotational speed difference is equal to or greater than the determination speed difference (after time T23), the rotational speed control is continuously performed.

  Then, after the start of the internal combustion engine ENG is completed (after time T25), the start control unit 45 returns the hydraulic pressure supplied to each engagement device that forms the gear stage to the holding hydraulic pressure (from time T25 to time T26). At the same time, the rotational speed control of the rotating electrical machine MG is terminated (time T25).

3-4-4. Flowchart The start control and failure determination according to the present embodiment described above can be configured as shown in the flowchart examples shown in FIGS.
As shown in FIG. 9, when there is a request for starting the internal combustion engine ENG (step # 01: Yes), the start control unit 45 starts a series of start control of the internal combustion engine ENG.
The start control unit 45 reduces the hydraulic pressure supplied to the first engagement device, which is one of the engagement devices that form the gear position, from the holding hydraulic pressure so that the first engagement device is in a sliding engagement state. Control is started (step # 02).
The start control unit 45 performs pressure increase control for increasing the hydraulic pressure supplied to the second engagement device, which is an engagement device other than the first engagement device, among the engagement devices forming the shift speed from the holding hydraulic pressure. (Step # 03).

<Starting control during normal operation>
When it is determined that the rotational speed difference between the engaging members of the first engagement device is equal to or greater than a predetermined determination speed difference (step # 04: Yes), the start control unit 45 performs normal start control. Start.
When it is determined that the first engagement device is in the slip engagement state (step # 04: Yes), the start control unit 45 ends the control for reducing the hydraulic pressure supplied to the first engagement device from the holding hydraulic pressure. (Step # 05). In this embodiment, the start control unit 45 is configured to start control for supplying hydraulic pressure corresponding to the vehicle required torque to the first engagement device. In addition, the start control unit 45 starts rotational speed control for controlling the output torque of the rotating electrical machine MG so that the rotational speed difference between the engagement members of the first engagement device approaches a predetermined target rotational speed difference. (Step # 06).

  The start control unit 45 increases the hydraulic pressure supplied to the engine separation clutch SSC and starts transition control for shifting the engine separation clutch SSC from the released state to the engaged state (step # 07). Further, the start control unit 45 starts combustion start control for starting combustion of the internal combustion engine ENG.

  When it is determined that the start of the internal combustion engine ENG has ended (step # 08: Yes), the start control unit 45 ends the rotation speed control of the rotating electrical machine MG (step # 09). Then, start control unit 45 increases the hydraulic pressure supplied to the first engagement device to the holding hydraulic pressure (step # 10). Further, the start control unit 45 reduces the hydraulic pressure supplied to the second engagement device to the holding hydraulic pressure (step # 11), and ends the series of start control.

<Failure judgment>
Failure determination unit 46 determines that the rotation speed difference between the engagement members of the first engagement device is less than the determination speed difference (step # 04: No) and the determination time continues (step # 04). 20: Yes), the output torque of the rotating electrical machine MG starts to be increased, and the failure determination is started (step # 21). In the present embodiment, the failure determination unit 46 is configured to increase the output torque of the rotating electrical machine MG by executing the rotational speed control of the rotating electrical machine MG.

  The failure determination unit 46 determines that the rotational speed difference between the engagement members of the first engagement device is larger before the increase amount of the output torque of the rotating electrical machine MG becomes equal to or greater than a predetermined failure determination value (step # 23: Yes). When it is determined that the difference between the determination speeds has been reached (step # 22: Yes), it is determined that the first engagement device has not failed. Then, the start control unit 45 proceeds to step # 05 and starts the same start control as in the normal state.

<Starting control when determining failure>
Even if the increase amount of the output torque of the rotating electrical machine MG becomes equal to or greater than a predetermined failure determination value (step # 23: Yes), the failure determination unit 46 determines that the rotational speed difference between the engagement members of the first engagement device is the same. If it is determined that the difference between the determination speeds remains below (step # 22: No), it is determined that the first engagement device has failed, and the process proceeds to step # 24 to start the start control at the time of failure determination. To do.
As shown in FIG. 10, failure determination unit 46 finishes increasing the output torque of rotating electrical machine MG (step # 24). The start control unit 45 replaces the first engagement device with a hydraulic pressure supplied to the second engagement device so that the second engagement device, which is one of the second engagement devices, is in a sliding engagement state. Is started to decrease below the holding hydraulic pressure (step # 25). The start control unit 45 increases the hydraulic pressure supplied to the first engagement device over the hydraulic pressure corresponding to the holding hydraulic pressure (step # 26).

  When it is determined that the rotational speed difference between the engagement members of the second engagement device is equal to or greater than a predetermined determination speed difference (step # 27: Yes), the start control unit 45 causes the second engagement device to The control for reducing the supplied hydraulic pressure from the holding hydraulic pressure is terminated (step # 28). In this embodiment, the start control unit 45 is configured to start control to supply the hydraulic pressure corresponding to the vehicle required torque to the second engagement device. In addition, the start control unit 45 starts rotation speed control for controlling the output torque of the rotating electrical machine MG so that the rotation speed difference between the engagement members of the second engagement device approaches a predetermined target rotation speed difference. (Step # 29).

  The start control unit 45 starts transition control for increasing the hydraulic pressure supplied to the engine separation clutch SSC to shift the engine separation clutch SSC from the released state to the engaged state (step # 30). Further, the start control unit 45 starts combustion start control for starting combustion of the internal combustion engine ENG.

  When it is determined that the start of the internal combustion engine ENG has ended (step # 31: Yes), the start control unit 45 ends the rotation speed control of the rotating electrical machine MG (step # 32). Then, start control unit 45 increases the hydraulic pressure supplied to the second engagement device to the holding hydraulic pressure (step # 33). Further, the start control unit 45 reduces the hydraulic pressure supplied to the first engagement device to the holding hydraulic pressure (step # 34), and ends the series of start control.

[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. 11, 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. 12, 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 directly connects the input / output members of the torque converter TC. You may comprise so that the lockup clutch SSC2 to be in a state may be provided.

(2) In the above embodiment, the hydraulic pressure supplied to the plurality of engaging devices C1, B1,... And the engine separation clutch SSC of the transmission TM is a common hydraulic source (first The case where the pressure is generated from the hydraulic pressure PR1) has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the hydraulic pressure source supplied to the plurality of engagement devices C1, B1,... Of the transmission apparatus TM may be different from the hydraulic pressure source supplied to the engine separation clutch SSC. For example, the hydraulic pressure source supplied to the engine separation clutch SSC may be hydraulic pressure generated by a hydraulic pump provided separately from the mechanical pump MP and the electric pump EP shown in FIG.

(3) In the above embodiment, the case where the engine separation clutch SSC is an engagement device controlled by hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the engine separation clutch SSC may be an engagement device controlled by a driving force other than hydraulic pressure, for example, an electromagnet driving force, a servo motor driving force, or the like.

(4) 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 46 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 the sharing of the plurality of functional units 41 to 46 may be arbitrarily set. Can do.

(5) 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 device is formed by being engaged has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the transmission apparatus TM may have any configuration as long as it has one or more shift stages formed by engagement of at least two engagement devices. 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 engagement devices.

(6) In the above embodiment, in the example of the time chart of FIGS. 6 to 8, the start control and the failure determination are executed when the start request of the internal combustion engine ENG is determined due to the decrease in the charge amount of the battery. The case where this is done has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the start control and the failure determination may be executed when a request for starting the internal combustion engine ENG is determined due to an increase in the accelerator opening or the like.

(7) In the above embodiment, the first hydraulic pressure PR1 (line pressure) is reduced, so that the holding hydraulic pressure is generated from the maximum hydraulic pressure set in the direct engagement state. The case has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the first hydraulic pressure PR1 (line pressure) remains at the maximum hydraulic pressure set in the direct engagement state, and the first hydraulic pressure PR1 (line pressure) is reduced by the linear solenoid valves SLC1, SLC2,. The holding hydraulic pressure may be generated. In this case, the pressure reduction amount of the first hydraulic pressure PR1 (line pressure) is adjusted, and the hydraulic pressure supplied to the engagement device is lowered or increased from the holding hydraulic pressure.

(8) In the above embodiment, the start control unit 45 calculates a hydraulic pressure command that is a target of the hydraulic pressure supplied to each engagement device C1, B1,... Of the transmission device TM and the engine separation clutch SSC. The case where it is comprised is demonstrated as an example. However, the embodiment of the present invention is not limited to this. That is, the start control unit 45 calculates a target torque capacity that is a transmission torque capacity required for each of the engagement devices C1, B1... And the engine separation clutch SSC of the transmission TM, and the transmission control unit 43 and the engine. The separation engagement device control unit 44 may be configured to control the hydraulic pressure supplied to each engagement device C1, B1,... Of the transmission device TM and the engine separation clutch SSC based on the target torque capacity. .

  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 2: Power transmission path 30: Vehicle drive device control device (control device)
43: shift control unit 45: start control unit 46: failure determination unit ENG: internal combustion engine MG: rotating electrical machine PC: hydraulic control device PR1: first hydraulic pressure PR2: second hydraulic pressure C1, B1. Combined device SSC: engine separation clutch (engine separation engagement device)
TM: Transmission W: Wheel

Claims (5)

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 a plurality of engagement devices, and a plurality of shift stages are selectively formed according to the engagement state of the plurality of engagement devices.
Supplying a holding hydraulic pressure that is equal to or higher than the lowest hydraulic pressure that can be maintained in the direct engagement state and less than the maximum hydraulic pressure set in the direct engagement state to the engagement device that forms the target gear position; A shift control unit for forming the shift stage;
When the engine separating engagement device is shifted from the released state to the engaged state to start the internal combustion engine, the engine separation engagement device is one of the engagement devices that form the shift stage formed by the shift control unit. The hydraulic pressure supplied to the first engagement device is reduced from the holding hydraulic pressure so that the first engagement device is in a sliding engagement state, and the first engagement member among the engagement devices that form the shift stage is formed. A start control unit that increases the hydraulic pressure supplied to the second engagement device, which is an engagement device other than the combined device, from the holding hydraulic pressure;
A control device for a vehicle drive device comprising: A failure determination unit for determining a failure of the first engagement device;
The start control unit increases the hydraulic pressure supplied to the engine separation engagement device after determining that the rotational speed difference between the engagement members of the first engagement device is equal to or greater than a predetermined determination speed difference. The engine separating engagement device is shifted from the released state to the engaged state,
The failure determination unit has a rotational speed difference between engagement members of the first engagement device that is less than the determination speed difference after the start control unit starts a decrease in the hydraulic pressure supplied to the first engagement device. If it is determined that the state has been continued for a predetermined determination time, the output torque of the rotating electrical machine begins to increase, and the increase amount of the output torque of the rotating electrical machine becomes equal to or greater than a predetermined failure determination value. Determining that the first engagement device has failed when it is determined that the rotational speed difference between the engagement members of the first engagement device remains less than the determination speed difference;
When the failure determination unit determines that the first engagement device has failed, the start control unit replaces the first engagement device with the second engagement device in a sliding engagement state. So that the hydraulic pressure supplied to the second engagement device is lower than the holding hydraulic pressure, and the rotational speed difference between the engagement members of the second engagement device is greater than or equal to the predetermined determination speed difference. 2. The control device for a vehicle drive device according to claim 1, wherein after determining that the engine separation engagement device has become, the hydraulic pressure supplied to the engine separation engagement device is increased to shift the engine separation engagement device from the released state to the engaged state.   The failure determination unit controls the output torque of the rotating electrical machine by controlling the output torque of the rotating electrical machine so that the rotational speed difference between the engaging members of the first engaging device approaches a predetermined target rotational speed difference. The control device for a vehicle drive device according to claim 2, wherein the output torque is increased.   The start control unit supplies the engine separation engagement device after determining that the rotational speed difference between the engagement members of the first engagement device or the second engagement device is equal to or greater than the determination speed difference. The engine separation engagement device is shifted from the released state to the engaged state by increasing the hydraulic pressure to be applied, and the rotational speed difference between the engagement members of the first engagement device or the second engagement device is a target rotational speed. The control device for a vehicle drive device according to claim 2 or 3, wherein an output torque of the rotating electric machine is controlled so as to approach the difference. The start control unit returns the hydraulic pressure supplied to the first engagement device and the second engagement device that form the shift stage to the holding hydraulic pressure after the start of the internal combustion engine is completed. 5. The control device for a vehicle drive device according to claim 4.

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