JP6299281B2 - Control device for vehicle drive device - Google Patents

Description

  The present invention includes a plurality of engagement devices in a power transmission path connecting a driving force source and wheels, and a plurality of shift stages having different gear ratios according to the engagement state of the plurality of engagement devices. The present invention relates to a control device that controls a vehicle drive device provided with a transmission device formed on the vehicle.

With respect to the control device as described above, for example, a technique described in Patent Document 1 below is already known.
The technique described in Patent Literature 1 is configured to perform neutral travel control that controls the transmission to be in a neutral state where transmission of driving force is not performed during wheel rotation. In the technique of the cited document 1, during the neutral travel control, one of the two engagement devices that form the target shift speed determined based on the vehicle speed or the like is controlled to be engaged, and the other engagement device is controlled. The transmission is controlled to be in a released state, and the transmission is configured to be in a neutral state.

WO2012 / 133666

  However, when the neutral travel control is configured to release all the engagement devices to the neutral state, one of the engagement devices is fixed in the engagement state during the neutral travel control. May not be able to detect it. In this case, when the engaging device is engaged from the neutral state to form the gear position and return to the normal traveling state, the engaging device is fixed in the engaged state with the engaged engaging device. As a result, a shift stage different from the target shift stage may be formed.

  Therefore, when performing neutral travel control in which all the engagement devices are released during travel of the vehicle, if the engagement devices are secured in the engaged state during the neutral travel control, the fastness determination is made at an early stage. There is a need for a control device that can do this.

The power transmission path connecting the driving force source and the wheel according to the present invention includes a plurality of engagement devices and a plurality of gear stages having different gear ratios according to the engagement state of the plurality of engagement devices. The characteristic configuration of a control device that controls a vehicle drive device provided with a transmission that is formed automatically is:
In the transmission, a first specific shift stage is formed by engagement of the first engagement device and engagement of the second engagement device,
A neutral travel control unit for performing a neutral travel control for controlling the transmission device to be in a neutral state in which all of the plurality of engagement devices are in a released state and the transmission device does not transmit driving force during rotation of the wheels;
The neutral travel control unit performs first engagement pressure increase control for increasing the engagement pressure of the first engagement device when performing return control for causing the transmission to form a shift stage from the neutral state, The input member when the rotation speed of the input member of the transmission device that is drivingly connected to the driving force source side by the first engagement pressure increase control is such that the first specific shift stage is formed in the transmission device. Is determined to be in an engaged state even though the second engaging device is controlled to be in a released state, and in other cases, the second engaging device is released. It is in the point which performs the 2nd engagement normal determination which determines with being a state.

If the second engagement device is locked in the engaged state during neutral travel control, increasing the engagement pressure of the first engagement device to engage the second engagement device A first specific shift stage is formed by the combined device and the engaged first engagement device. When the first specific shift speed is formed, the rotation speed of the input member matches the rotation speed of the input member when the first specific shift speed is formed in the transmission (hereinafter referred to as a synchronous rotation speed).
According to the above characteristic configuration, the first engagement pressure increase control for increasing the engagement pressure of the first engagement device is performed when performing the return control for causing the transmission to form a shift stage from the neutral state. When the rotation speed of the input member approaches the synchronous rotation speed of the first specific shift stage by the one engagement pressure increase control, the engagement state is maintained even though the second engagement device is controlled to the released state. It can be determined that Therefore, when performing the return control, the engagement pressure of the first engagement device is increased and the second engagement normality determination is performed, so when the second engagement device is fixed in the engaged state, Adherence can be determined early.
Further, when the second engagement device is not fixed in the engaged state, it can be determined that the second engagement device is in the released state without forming any gear. For this reason, it is possible to complete the second engagement normal determination at an early stage, and to form a shift stage in the transmission.

Here, the transmission device includes a plurality of first engagement devices that are commonly engaged in a low gear ratio stage, which is a plurality of predetermined gear speed stages, and a plurality of gear ratios higher than the low gear ratio stage. A third engagement device that is commonly engaged in a high speed ratio step that is a first shift step, and the low shift formed by engagement of the first engagement device and engagement of the second engagement device The first specific shift stage which is one of the specific speed stages;
A second specific gear ratio stage that is one gear stage of the high gear ratio stage formed by engagement of the second engagement device and engagement of the third engagement device;
When the neutral travel control unit performs return control for causing the transmission to form a target gear position from the neutral state, the target gear position is greater than the second specific gear ratio stage in the high gear ratio stage. In the case where the determination execution gear position is a gear position having a small gear ratio, it is preferable to perform the first engagement pressure increase control and the second engagement normality determination before forming the target gear position. It is.

  In the configuration of the transmission as described above, when the second engagement device is fixed in the engaged state, when performing the return control, one gear stage in the high gear ratio stage is formed as the target gear stage. Therefore, when the third engagement device, which is a common engagement device with a high gear ratio, is engaged, the second specific gear is formed unintentionally. On the other hand, in order to form one of the low gear ratios as the target gear, the first specific gear is intended when the first engagement device, which is a common engagement device of the low gear ratio, is engaged. Formed without. In other words, when the second engagement device is fixed in the engaged state, the target shift speed that is formed when performing the return control is the high speed ratio speed stage or the low speed ratio speed stage. Depending on whether or not there are, the unintended shift speed is different between the second specific shift speed and the first specific shift speed.

  In such a transmission configuration, when the target shift stage is a determination execution shift stage in which the speed ratio is smaller than the second specific speed ratio stage in the high speed ratio stage, the second engagement If the third engagement device, which is a common engagement device with a high gear ratio stage, is engaged in a state where the device is engaged and fixed, the second specific gear stage having a larger gear ratio than the target gear stage is not intended. It is formed. By forming a gear stage having a larger gear ratio than the target gear stage, the rotational speed of the input member of the transmission increases more than when the target gear stage is formed. As a result, the driving force transmitted from the driving force source to the input member decreases, and the torque transmitted to the wheels may not decrease or increase. Therefore, there is a fear that the driver who has increased the accelerator opening may feel uncomfortable.

  On the other hand, if the first engagement device, which is a common engagement device with a low gear ratio, not a high gear ratio, is engaged with the second engagement device engaged and fixed, the gear shifts from the target gear. A first specific gear position having a small ratio is formed. For this reason, the rotational speed of the input member of the transmission is lower than when the target shift stage is formed. Thereby, the driving force transmitted from the driving force source to the input member increases, and the torque transmitted to the wheels increases. Therefore, the uncomfortable feeling given to the driver who increased the accelerator opening can be suppressed.

  According to the above configuration, when the target shift speed is a determination execution shift speed that is a shift speed having a lower speed ratio than the second specific speed ratio speed among the high speed ratio speed ratios, Instead of a third engagement device that is a common engagement device at a gear ratio stage, a first engagement device that is a common engagement device at a low gear ratio step is engaged. Therefore, when the second engagement device is engaged and fixed, the first specific gear stage having a smaller gear ratio than the target gear stage can be formed, and thus the transmission torque to the wheels is prevented from decreasing. It is possible to suppress the uncomfortable feeling given to the driver.

Further, when the neutral travel control unit determines that the second engagement device is in the released state based on the second engagement normal determination, the neutral speed control unit causes the transmission to form the target shift stage,
When it is determined by the second engagement normality determination that the second engagement device is in the engaged state, it is preferable that the first specific shift speed is formed in the transmission.

According to this configuration, when it is determined by the second engagement normal determination that the second engagement device is in the disengaged state, the transmission gear is formed with the target gear position, so that a gear speed other than the target gear speed is formed. Instead, the target shift stage can be formed early after the start of the return control.
On the other hand, if it is determined by the second engagement normality determination that the second engagement device is in the engaged state, the first specific shift stage suitable for the case where the second engagement device is engaged and fixed is set early. The vehicle can be driven by being formed in the transmission.

  In addition, when the second engagement normality determination determines that the second engagement device is in the engaged state, the neutral travel control unit causes the transmission to form the first specific shift speed, and then , Control is performed to form a determination shift stage formed by engagement of an engagement device other than the second engagement apparatus, and if the determination shift stage cannot be formed, the second engagement is performed. It is preferable to determine that a failure has occurred in which the device is engaged.

  According to this configuration, the engagement pressure of the engagement device other than the second engagement device is increased in order to form the determination shift speed, so that the rotation element and the rotation member of the planetary gear mechanism of the transmission are interposed. Thus, a releasing force can be applied to the second engagement device. If the second engagement device is not released even when the release-side force is applied and the determination shift speed is not formed, it can be more reliably determined that the second engagement device is engaged and fixed. it can. Further, depending on the state of engagement and fixation, the second engagement device can be recovered from the state of engagement and fixation to the released state.

  Further, it is preferable that the neutral travel control unit performs the second engagement normality determination after the engagement pressure of the first engagement device has increased to an engagement pressure that can form the first specific shift speed. It is.

According to this configuration, when the engagement pressure of the first engagement device increases to an engagement pressure that can form the first specific shift speed (hereinafter referred to as a determination engagement pressure), the second engagement device is engaged. Even if they are mated and fixed, the first engagement device can be engaged (can be shifted to the direct engagement state), and the first specific gear ratio can be formed in the direct engagement state of the engagement device. When the first specific gear ratio stage is formed in the direct engagement state, the rotational speed of the input member of the transmission matches the synchronous rotational speed of the first specific gear ratio stage.
Therefore, the determination accuracy of the second engagement normal determination can be improved by performing the second engagement normal determination after the engagement pressure of the first engagement device has increased to the determination engagement pressure.

It is a mimetic diagram showing a schematic structure of a vehicle concerning an embodiment of the present invention. It is a skeleton figure of the drive device for vehicles concerning 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 embodiment of this invention. It is an operation | movement table | surface of the transmission which concerns on embodiment of this invention. It is a speed diagram of the transmission which concerns on embodiment of this invention. 3 is a shift map according to an embodiment of the present invention. It is a flowchart of neutral travel control concerning an embodiment of the present invention. It is a time chart in case the 2nd engagement apparatus which concerns on the comparative example of this invention has not carried out engagement fixation. It is a time chart in case the 2nd engagement apparatus which concerns on embodiment of this invention has not carried out engagement fixation. It is a time chart in case the 2nd engagement apparatus which concerns on embodiment of this invention is carrying out engagement fixation.

An embodiment of a control device 30 for a vehicle drive device for controlling the vehicle drive device 1 according to the present invention will be described with reference to the drawings. FIG. 1 to FIG. 3 are schematic views showing schematic configurations of the vehicle drive device 1 and the control device 30 according to the present embodiment.
In the present embodiment, the vehicle drive device 1 includes an internal combustion engine ENG and a rotating electrical machine MG as driving force sources for the wheels W. The vehicle drive device 1 is provided with a transmission TM on a power transmission path connecting the internal combustion engine ENG and the wheels W. The rotating electrical machine MG is drivingly connected to the wheel W without the transmission TM. In the present embodiment, the internal combustion engine ENG is drivingly connected to the rear wheels of the vehicle 5 via the transmission TM, and the rotating electrical machine MG is drivingly connected to the front wheels of the vehicle 5. The transmission apparatus TM includes a plurality of engagement devices C1, B1,... And a plurality of shift stages 1st having different gear ratios according to the engagement states of the plurality of engagement devices C1, B1,. , 2nd,... Are selectively formed.

  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.

  As shown in FIG. 3, the control device 30 according to the present embodiment includes 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 these control devices. And a vehicle control unit 34 that integrally controls 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 the operation table of FIG. 4, the transmission TM is configured to engage the first engagement device (in this example, the second clutch C2) and the second engagement device (in this example, the first brake B1). Is applied), a first specific gear ratio stage (in this example, the sixth gear stage 6th is applicable) is formed.
The control device 30 includes functional units such as a neutral travel control unit 44.
The neutral travel control unit 44 controls all of the plurality of engagement devices C1, B1,... To be in a released state while the wheel W is rotating so that the transmission device TM is in a neutral state in which drive force is not transmitted. Perform neutral running control.

The neutral travel control unit 44 according to the present embodiment increases the engagement pressure of the first engagement device (second clutch C2) when performing a return control that causes the transmission device TM to form a shift stage from the neutral state. One engagement pressure increase control is performed. Further, the neutral travel control unit 44 performs the first engagement pressure increase control so that the rotation speed of the input shaft I of the transmission TM that is drivingly connected to the driving force source side is changed to the first specific gear ratio stage ( When the rotational speed of the input shaft I approaches when the sixth speed stage 6th) is formed, the engagement state is maintained even though the second engagement device (first brake B1) is controlled to be in the released state. In other cases, the second engagement normal determination is made to determine that the second engagement device (first brake B1) is in the released state. The input shaft I corresponds to an “input member” according to the present invention.
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 according to the present embodiment will be described. FIG. 2 is a schematic diagram illustrating the configuration of the drive transmission system and the hydraulic pressure supply system of the vehicle drive device 1 according to the present embodiment. In FIG. 2, a part of the axially symmetric configuration is omitted. 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 power supply path. In the present embodiment, the vehicle drive device 1 transmits the rotational driving force of the internal combustion engine ENG as a driving force source of the wheels W to the transmission device TM via the torque converter TC, and the transmission device TM shifts the wheels. It is configured to transmit to the W side. The transmission TM is configured to shift the rotational driving force transmitted to the input shaft I and transmit it to the output gear 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 drivingly connected to the input shaft I via a torque converter TC.

  The torque converter TC transmits the driving force between the pump impeller TCa that is drivingly connected to the output shaft Eo of the internal combustion engine and the turbine runner TCb that is drivingly connected to the input shaft I via hydraulic oil filled therein. It is the power transmission device which performs. The torque converter TC includes a stator TCc having a one-way clutch between the pump impeller TCa and the turbine runner TCb, and a lock-up clutch that connects the pump impeller TCa and the turbine runner TCb so as to rotate integrally. LC is provided. The mechanical pump MP is drivingly connected so as to rotate integrally with the pump impeller TCa.

  In the present embodiment, a starter 13 is provided adjacent to the internal combustion engine ENG. The starter 13 is composed of a direct current motor or the like and is electrically connected to the battery 24. The starter 13 is configured to be driven by electric power supplied from the battery 24 in a state where the internal combustion engine ENG is stopped to rotate the internal combustion engine output shaft Eo and start the internal combustion engine ENG.

  In this embodiment, the transmission apparatus TM is a stepped automatic transmission apparatus having a plurality of shift stages 1st, 2nd,. The transmission device TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices C1, B1,... To form the plurality of gear speeds 1st, 2nd,. The transmission TM shifts the rotational speed of the input shaft I at the gear ratio of each gear, converts the torque, and transmits the torque to the output gear O. The torque transmitted from the transmission device TM to the output gear O is distributed and transmitted to the left and right axles via the differential gear device, and is transmitted to the wheels W that are drivingly connected to the respective axles. Here, the gear ratio is the ratio of the rotational speed of the input shaft I to the rotational speed of the output gear O when each gear stage is formed in the transmission device TM. In this application, the rotational speed of the input shaft I is defined as the output gear. The value divided by the rotation speed of O. That is, the rotation speed obtained by dividing the rotation speed of the input shaft I by the gear ratio becomes the rotation speed of the output gear 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 gear O.

<Gear mechanism>
As shown in FIG. 2, the first planetary gear mechanism PG1 is of a single pinion type having 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. It is a planetary gear mechanism. The second planetary gear mechanism PG2 includes a first sun gear S2 and a second sun gear S3, a ring gear R2, a 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. It is a Ravigneaux type planetary gear mechanism having four rotating elements, that is, a common carrier CA2 that supports a short pinion gear P3 meshing with 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 via the second intermediate shaft M2 by the engagement of the third clutch C3, and the first clutch C1. Is engaged with the first sun gear S2 of the second planetary gear mechanism PG2 via the first intermediate shaft M1 and selectively connected to the case CS by the engagement of the first brake B1. Fixed. 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 selectively rotate integrally with the carrier CA1 of the first planetary gear mechanism PG1 via the second intermediate shaft M2 by the engagement of the third clutch C3. And selectively fixed to the case CS by the first brake B1. 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 via the first intermediate shaft M1 by the engagement of the first clutch C1. The carrier CA2 is drivingly connected so as to selectively rotate integrally with the input shaft I by engagement of the second clutch C2, and is selectively fixed to the case CS by engagement of the second brake B2 or the one-way clutch F. The The one-way clutch F 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 gear O.

<Shift stage>
In the present embodiment, as shown in the operation table of FIG. 4, the transmission apparatus TM has six gear stages (first gear stage 1st, second gear stage 2nd, third gear stage 3rd, 4th shift stage 4th, 5th shift stage 5th, and 6th shift stage 6th) are provided as forward stages. In order to configure these shift speeds, the transmission TM includes a gear mechanism including a first planetary gear device P1 and a second planetary gear device P2, and six engagement devices C1, C2, C3, B1, B2, F. The engagement and disengagement of the plurality of engagement devices C1, B1,... Excluding the one-way clutch F are controlled to switch the rotation state of each rotation element of the first planetary gear device P1 and the second planetary gear device P2. By selectively engaging any two of the plurality of engagement devices C1, B1,..., The 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 when engine braking is performed. In addition, “Δ” indicates that a release state occurs when rotating in one direction, and an engaged state occurs when rotating in the other direction.

  FIG. 5 is a speed diagram of the transmission apparatus TM. In this velocity diagram, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the first planetary gear device P1 and each rotation element of the second planetary gear device P2. That is, “S1”, “CA1”, and “R1” described on the upper side of each vertical line correspond to the sun gear S1, the carrier CA1, and the ring gear R1 of the first planetary gear device P1, respectively. Further, “S2”, “CA2”, “R2”, and “S3” described above each vertical line are the first sun gear S2, the carrier CA2, the ring gear R2, and the second sun gear of the second planetary gear unit P2, respectively. This corresponds to S3. The interval between the plurality of vertical lines arranged in parallel is the gear ratio λ of each planetary gear device P1, P2 (the number of teeth of the sun gear and the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). ).

  “Δ” indicates a state in which the rotating element is connected to an input shaft I that is drivingly connected to the internal combustion engine ENG. “X” indicates a state in which each rotating element is fixed to the case CS by the first brake B1, the second brake B2, or the one-way clutch F. “☆” indicates a state in which the rotating element is connected to an output gear O that is drivingly connected to a wheel. Note that “1st”, “2nd”, “3rd”, “4th”, “5th”, “6th”, and “Rev”, which are described adjacent to each “☆”, are formed in the transmission TM. This corresponds to the gear position to be changed.

  As shown in FIGS. 4 and 5, the first gear 1st is formed by engaging the first clutch C1 and the one-way clutch F. Specifically, when the first clutch C1 is engaged, the rotational driving force of the input shaft I input to the ring gear R1 of the first planetary gear device P1 is decelerated based on the gear ratio λ1, and the second planetary gear device. It is transmitted to the second sun gear S3 of P2. When the first clutch C1 is engaged and the rotational driving force from the input shaft I to the output gear O is transmitted and the carrier CA2 of the second planetary gear device P2 rotates negatively, the one-way clutch F is engaged. The state is fixed to the case CS, and the rotational driving force of the second sun gear S3 is decelerated based on the gear ratio λ3 and transmitted to the output gear O. When the rotational driving force from the output gear O to the input shaft I is transmitted and the carrier CA2 of the second planetary gear device P2 rotates forward, the one-way clutch F is released. The first shift speed 1st realized in this way is a shift speed that transmits the rotational driving force from the input shaft I to the output gear O and does not transmit the rotational driving force from the output gear O to the input shaft I.

  The first shift stage 1st is formed by engaging the first clutch C1 and the second brake B2. In the present embodiment, the first speed 1st is formed even when the second brake B2 is engaged and the one-way clutch F is idling and not engaged, for example, when engine braking is performed. Specifically, with the first clutch C1 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the second sun gear S3 of the second planetary gear device P2. Further, the carrier CA2 of the second planetary gear device P2 is fixed to the case CS with the second brake B2 engaged. Then, the rotational driving force of the second sun gear S3 is further decelerated based on the gear ratio λ3 and transmitted to the output gear O.

  The second gear 2nd is formed by engaging the first clutch C1 and the first brake B1. Specifically, with the first clutch C1 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the second sun gear S3 of the second planetary gear device P2. Further, the first sun gear S2 of the second planetary gear device P2 is fixed to the case CS with the first brake B1 engaged. Then, the rotational driving force of the second sun gear S3 is further decelerated based on the gear ratios λ2 and λ3 and transmitted to the output gear O.

  The third shift stage 3rd is formed by engaging the first clutch C1 and the third clutch C3. That is, with the first clutch C1 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the second sun gear S3 of the second planetary gear unit P2. Further, with the third clutch C3 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the first sun gear S2 of the second planetary gear unit P2. Then, when the first sun gear S2 and the second sun gear S3 rotate at the same speed, the rotational driving force of the input shaft I decelerated based on the gear ratio λ1 is transmitted to the output gear O as it is.

  The fourth gear stage 4th is formed by engaging the first clutch C1 and the second clutch C2. That is, with the first clutch C1 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the second sun gear S3 of the second planetary gear unit P2. Further, with the second clutch C2 engaged, the rotational driving force of the input shaft I is transmitted as it is to the carrier CA2 of the second planetary gear device P2. Then, the rotational driving force of the input shaft I determined based on the rotational speed of the carrier CA2 and the second sun gear S3 and the gear ratio λ3 is transmitted to the output gear O.

  The fifth shift speed 5th is formed by engaging the second clutch C2 and the third clutch C3. That is, with the second clutch C2 engaged, the rotational driving force of the input shaft I is directly transmitted to the carrier CA2 of the second planetary gear unit P2. Further, with the third clutch C3 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the first sun gear S2 of the second planetary gear unit P2. Then, the rotational driving force of the input shaft I determined based on the rotational speed of the first sun gear S2 and the carrier CA2 and the gear ratio λ2 is transmitted to the output gear O.

  The sixth gear stage 6th is formed by engaging the second clutch C2 and the first brake B1. That is, with the second clutch C2 engaged, the rotational driving force of the input shaft I is directly transmitted to the carrier CA2 of the second planetary gear unit P2. Further, the first sun gear S2 of the second planetary gear device P2 is fixed to the case CS with the first brake B1 engaged. Then, the rotational driving force of the carrier CA2 is increased based on the gear ratio λ2 and transmitted to the output gear O.

  The reverse speed Rev is formed by engaging the third clutch C3 and the second brake B2. That is, with the third clutch C3 engaged, the rotational driving force of the input shaft I is decelerated based on the gear ratio λ1 and transmitted to the first sun gear S2 of the second planetary gear device P2. Further, the carrier CA2 of the second planetary gear device P2 is fixed to the case CS with the second brake B2 engaged. Then, the rotational driving force of the first sun gear S2 is decelerated based on the gear ratio λ2, and the rotational direction is reversed and transmitted to the output gear O.

  As described above, the transmission TM according to the present embodiment has at least the first shift stage 1st, the second shift stage 2nd, the third shift stage 3rd, and the shift stages formed by engaging the first clutch C1. A fourth shift stage 4th is provided. Further, the transmission apparatus TM includes at least a fourth shift stage 4th, a fifth shift stage 5th, and a sixth shift stage 6th as shift stages formed by engagement of the second clutch C2. In each of these shift speeds, the first speed 1st, the second speed 2nd, the third speed 3rd, and the fourth speed are set in descending order of the speed ratio (reduction ratio) between the input shaft I and the output gear O. 4th, 5th shift speed 5th, and 6th shift speed 6th.

<Friction engagement device>
In the present embodiment, the plurality of engagement devices C1, C2, C3, B1, and B2 except for the one-way clutch F included in the transmission device 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 lock-up clutch LC 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.

<Rotary electric machine MG>
The rotating electrical machine MG includes a stator fixed to a non-rotating member and a rotor that is rotatably supported radially inward at a position corresponding to the stator. The rotor of the rotating electrical machine MG is drivingly connected to the wheel W without the transmission TM. In the present embodiment, as shown in FIG. 1, the rotating electrical machine MG is drivingly connected to the front wheels, not the rear wheels to which the transmission device TM is drivingly connected. 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 wheels W, and the generated power is stored in the battery via the inverter. The Here, the rotational driving force transmitted from the wheel W includes the driving force of the internal combustion engine ENG transmitted through the wheel W and the road surface.

2. Configuration of Hydraulic Control Device PC The hydraulic control system of the vehicle drive device 1 adjusts the hydraulic pressure of hydraulic oil supplied from a driving force source of the vehicle or an oil pump MP or EP driven by a dedicated motor to a predetermined pressure. The hydraulic control device PC is provided. The hydraulic control device PC includes hydraulic control valves such as a plurality of linear solenoid valves for adjusting the hydraulic pressure supplied to the engagement devices C1, B1,. The hydraulic control valve adjusts the opening degree of the valve according to the signal value of the hydraulic pressure command supplied from the control device 30, thereby supplying the hydraulic fluid corresponding to the signal value to each of the engagement devices C 1, B 1.・ Supply to SSC. The signal value supplied from the control device 30 to each linear solenoid valve is a current value. The hydraulic pressure output from each linear solenoid valve is basically proportional to the current value supplied from the control device 30.
The hydraulic control device PC adjusts the opening degree of one or two or more regulating valves based on the hydraulic pressure (signal pressure) output from the linear solenoid valve for regulating hydraulic pressure, and thereby the amount of hydraulic oil drained from the regulating valve To adjust the hydraulic oil pressure to one or more predetermined pressures. The hydraulic oil adjusted to a predetermined pressure is supplied to a plurality of engagement devices C1, B1,.

3. Configuration of Control Device Next, the configuration of the control device 30 that controls the vehicle drive device 1 and the internal combustion engine control device 31 will be described with reference to FIG.
The control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 include an arithmetic processing device such as a CPU as a core member, and a RAM configured to be able to read and write data from the arithmetic processing device (computer). (Random 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 such as sensors Se <b> 1 to Se <b> 5, and electrical 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. The control device 30 detects the rotational speed (angular speed) of the input shaft I based on the input signal of the input rotational speed sensor Se1. The output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output gear O. The control device 30 detects the rotational speed (angular speed) of the output gear O based on the input signal of the output rotational speed sensor Se2. Further, since the rotation speed of the output gear O is proportional to the vehicle speed, the control device 30 calculates the vehicle speed based on the input signal of the output rotation 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.

The shift position sensor Se4 is a sensor for detecting the selected position (shift position) of the shift lever operated by the driver. The control device 30 detects the shift position based on the input signal of the shift position sensor Se4. The shift lever can be selected from a parking range (P range), a reverse travel range (R range), a neutral range (N range), a forward travel range (D range), and the like. Further, the shift lever is configured to be able to select a speed limit range such as “2 range” or “L range” that limits the range of the forward shift speed to be formed as a kind of D range. In addition, the shift lever can be configured to operate an “upshift request switch” for requesting an upshift to the transmission device TM and a “downshift request switch” for requesting a downshift when the D range is selected. Has been.
The accelerator opening sensor Se5 is a sensor for detecting the operation amount of the accelerator pedal. The control device 30 detects the accelerator opening based on the input signal of the accelerator opening sensor Se5.

3-1. Vehicle control unit 34
The vehicle control unit 34 includes an integrated control unit 46. The integrated control unit 46 is a control that integrates various torque controls performed on the internal combustion engine ENG, the rotating electrical machine MG, the transmission TM, the lockup clutch LC, and the like, and engagement control of each engagement device as a whole vehicle. I do.
The integrated control unit 46 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 driving force source side to the wheel W side. While calculating | requiring the vehicle required torque which is target drive force, the operation mode of internal combustion engine ENG and rotary electric machine MG is determined. The operation mode includes an electric mode in which only the rotating electrical machine MG is used as a driving force source and a parallel mode in which at least the internal combustion engine ENG is used as a driving force source. For example, when the accelerator opening is small and the battery charge is large, the electric mode is determined as the operation mode, and in other cases, that is, when the accelerator opening is large or the battery charge is small, the operation mode is determined. The parallel mode is determined as follows.

  Then, the integrated control unit 46 requests the internal combustion engine required torque, which is the output torque required for the internal combustion engine ENG, and the rotating electrical machine MG based on the vehicle required torque, the operation mode, the battery charge amount, and the like. Rotating electrical machine required torque that is output torque, a hydraulic pressure command that is a target of hydraulic pressure supplied to the lockup clutch LC, and a target shift stage of the transmission TM are calculated, and these are calculated by the other control units 32 and 33 and the internal combustion engine control. The device 31 is commanded to perform integrated control. The required torque of the internal combustion engine is proportional to the accelerator opening in the parallel mode under conditions where the vehicle speed, the amount of charge of the battery, and the like, which are parameters other than the accelerator opening, do not change.

<Determination of target shift stage>
The integrated control unit 46 determines a target gear position in the transmission apparatus TM based on the vehicle speed, the shift input request torque, and the shift position. Here, the shift input request torque is a request torque of the driving force source transmitted to the input shaft I of the transmission apparatus TM, and is the internal combustion engine request torque in the present embodiment.
The integrated control unit 46 refers to the shift map as shown in FIG. 6 stored in the ROM or the like, and determines the target shift stage based on the vehicle speed and the internal combustion engine required torque. A plurality of upshift lines (solid lines) and a plurality of downshift lines (broken lines) are set in the shift map, and the upshift line or downshift line is changed on the shift map by changing the vehicle speed and the required torque of the internal combustion engine. When straddling, the integrated control unit 46 determines a new target gear position in the transmission apparatus TM. In FIG. 6, the numbers shown corresponding to the respective shift lines represent the first to sixth shift speeds 6th to 6th, for example, “5-6” is the fifth shift speed. The upshift from 5th to the sixth shift stage 6th is represented, and “6-5” represents the downshift from the sixth shift stage 6th to the fifth shift stage 5th.

When the shift position limit range such as “2 range” or “L range” is selected as the shift position, the integrated control unit 46 uses the shift map corresponding to each range to determine the vehicle speed and the internal combustion engine required torque. Based on the above, the selectable shift speed in each range is determined as the target shift speed. When “R range” is selected, the integrated control unit 46 determines the reverse speed Rev as the target shift speed. When the “P range” or “N range” is selected, the integrated control unit 46 determines the neutral state in which all the engagement devices C1, C2,. . This neutral state is referred to as a neutral stage for convenience.
Further, the integrated control unit 46 may change the target shift stage when there is an upshift request or a downshift request due to a shift position change by the driver. Note that downshift means a change from a gear stage having a small gear ratio to a gear stage having a large gear ratio, and upshift means a change from a gear stage having a high gear ratio to a gear stage having a small gear ratio.

3-2. 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, the internal combustion engine control unit 41 performs torque control for controlling the internal combustion engine ENG to output the internal combustion engine required torque when the internal control engine required torque is commanded from the integrated control unit 46.

When there is a rotation stop command for the internal combustion engine ENG from the neutral travel control unit 44 or the like, the internal combustion engine control unit 41 stops the fuel supply or ignition to the internal combustion engine ENG and puts the internal combustion engine ENG into a rotation stop state. To do.
In addition, when there is a start command from the neutral travel control unit 44 or the like, the internal combustion engine control unit 41 turns on a relay circuit that supplies power to the starter 13 to supply power to the starter 13 to perform internal combustion. The engine ENG is rotated, and fuel supply and ignition to the internal combustion engine ENG are started to start combustion of the internal combustion engine ENG.

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, the rotating electrical machine control unit 42 controls the rotating electrical machine MG to output the rotating electrical machine required torque when the rotating electrical machine required torque is commanded from the integrated control unit 46. 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. Power transmission control unit 33
The power transmission control unit 33 includes a shift control unit 43 that controls the transmission apparatus TM and a lockup control unit 45 that controls the lockup clutch LC.

3-4-1. Lock-up control unit 45
The lockup control unit 45 controls the engagement state of the lockup clutch LC. In the present embodiment, the lockup control unit 45 is provided in the hydraulic control device PC so that the hydraulic pressure supplied to the lockup clutch LC matches the hydraulic pressure command of the lockup clutch LC commanded from the integrated control unit 46. The signal value supplied to each linear solenoid valve is controlled.

3-4-2. Shift control unit 43
The transmission control unit 43 controls the state of the transmission device TM by controlling the engagement and release of the plurality of engagement devices C1, B1,.
In the present embodiment, the shift control unit 43 controls each of the engagements by controlling the hydraulic pressure supplied to the plurality of engagement devices C1, B1,... Provided in the transmission TM via the hydraulic control device PC. The devices C1, B1,... Are engaged or released to cause the transmission device TM to form the target gear stage commanded by the integrated control unit 46. 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 determines the hydraulic pressure according to the commanded target hydraulic pressure (hydraulic pressure command). Is supplied to each engaging device. In the present embodiment, the shift control unit 43 is configured to control the hydraulic pressure supplied to each engagement device by controlling the signal value supplied to each hydraulic control valve provided in the hydraulic control device PC. ing.

  The shift control unit 43 controls the hydraulic command of each engagement device C1, B1,... To engage or release each engagement device C1, B1,. To change the gear stage to be formed in the transmission apparatus TM to the target gear stage. At this time, the shift control unit 43 includes a disengagement-side engagement device that is an engagement device that is released for shifting the gear position, and an engagement side that is an engagement device that is engaged for switching the gear position. Set the engagement device. Then, the shift control unit 43 performs a so-called transition shift in which the disengagement-side engagement device is released and the engagement-side engagement device is engaged according to a previously planned shift control sequence.

3-4-2-1. Neutral travel controller 44
3-4-2-1-1. Neutral Travel Control The shift control unit 43 includes a neutral travel control unit 44.
The neutral travel control unit 44 controls all of the plurality of engagement devices C1, B1,... To be in a released state while the wheels W are rotating, and sets the transmission device TM to a neutral state in which no driving force is transmitted. Neutral traveling control is performed. In the neutral state, no gear stage is formed in the transmission apparatus TM, and no driving force is transmitted between the input shaft I and the output gear O of the transmission apparatus TM.
In the present embodiment, the neutral travel control unit 44 releases the target hydraulic pressure (hydraulic command) of all the engagement devices C1, B1,... Reduce to oil pressure (eg zero).

  In the present embodiment, the neutral travel control unit 44 is configured to transmit a rotation stop command to the internal combustion engine control unit 41 in order to stop the rotation of the internal combustion engine ENG during the execution of the neutral travel control. . Note that the neutral travel control unit 44 may be configured to control the internal combustion engine ENG to the idling operation state without performing the rotation stop state during the execution of the neutral travel control.

<Determination of neutral travel control conditions>
The neutral travel control is executed, for example, when a predetermined slow deceleration operation state in which the required vehicle torque becomes minute with respect to the travel resistance of the vehicle according to the vehicle speed or the like while the wheels W are rotating. During the neutral travel control, the drive connection between the internal combustion engine ENG and the wheels W is disconnected, and the vehicle is in an idle travel state. During the neutral travel control, the engine brake is not activated, and the vehicle is gradually decelerated by the travel resistance of the vehicle. Here, the state in which the engine brake is applied is a state in which the internal combustion engine ENG is rotationally driven by the rotation of the wheel W, and a negative driving force is transmitted to the output gear O by the rotational resistance of the internal combustion engine ENG.

The neutral travel control unit 44 determines whether or not the neutral travel control condition is satisfied based on at least the vehicle speed and the driver request. In the present embodiment, the driver request is designated as a gear position based on the accelerator opening and the shift position.
Here, the neutral travel control condition is predetermined based on the vehicle speed, the accelerator opening, and the shift position in this example. For example, the neutral travel control condition is that the vehicle speed is greater than zero, the accelerator opening is within a predetermined range set according to the vehicle speed, and the shift position is the “D range”. The neutral travel control unit 44 determines that the neutral travel control condition is satisfied when the neutral travel control condition is satisfied. On the other hand, the neutral travel control unit 44 is configured such that when the driver depresses the accelerator pedal and the accelerator opening is out of a predetermined range, or the driver shifts the shift position to a range other than the “D range”, for example, “ When the neutral travel control condition is not satisfied, such as when the range is changed to “2 range”, it is determined that the neutral travel control condition is not satisfied.

3-4-2-1-2. Returning to normal driving The neutral driving control unit 44 causes the transmission TM to form a gear position and perform normal driving when the neutral driving control condition is not satisfied due to an increase in the accelerator opening during the neutral driving control. The return control to return to is executed.
In the present embodiment, the neutral travel control unit 44 causes the transmission apparatus TM to form the target shift speed when the target shift speed is not a determination execution shift speed described later (in this example, the third shift speed 3rd corresponds). It is configured as follows. As described above, the target shift speed is a target shift speed determined by the integrated control unit 46 based on the vehicle speed, the shift input request torque, and the shift position.

  The neutral travel control unit 44 forms either a low gear ratio stage (4th to 6th) or a high gear ratio stage (1st to 3rd), which will be described later, when the gear stage is formed in the transmission device TM by return control. The common engagement device (second clutch C2 or first clutch C1) to which the gear stage belongs is engaged first, and then the remaining engagement devices forming the gear stage are engaged. .

3-4-2-1-2-1. On the other hand, when the neutral travel control unit 44 executes the return control, when the target shift stage is the determination execution shift stage (third shift stage 3rd), The first engagement pressure increase control and the second engagement control determination are executed.
Hereinafter, the first engagement pressure increase control and the second engagement control determination will be described in detail.

<Configuration of transmission TM>
First, the transmission TM according to the present embodiment related to the first engagement pressure increase control and the second engagement control determination will be described.
As shown in the operation table of FIG. 4, the transmission TM is commonly engaged at low gear ratio stages (in this example, 4th, 5th, and 6th) that are a plurality of predetermined speeds. A first engagement device (in this example, the second clutch C2 is applicable) and a high gear ratio stage (1st in this example), which is a plurality of gear stages having a gear ratio higher than the low gear ratio stage (4th to 6th). 2nd and 3rd), and a third engagement device (in this example, the first clutch C1 is applicable). The transmission TM is a low gear ratio stage formed by engagement of the first engagement device (second clutch C2) and engagement of the second engagement device (in this example, the first brake B1 is applicable). The first specific speed ratio stage (in this example, the sixth speed stage 6th is applicable) that is one speed stage (4th to 6th), the engagement of the second engagement device (first brake B1) and the third speed stage. The second specific speed ratio stage (in this example, the second speed stage 2nd), which is one speed stage of the high speed ratio stage (1st-3rd) formed by engagement of the engagement device (first clutch C1). ) And.

<Securing of the second engagement device (first brake B1)>
In the transmission TM having such a configuration, if the second engagement device (first brake B1) is fixed in an engaged state for some reason, when performing return control, the high gear ratio stage (1st to 3rd) When a third engagement device (first clutch C1) that is a common engagement device of the high gear ratio (1st to 3rd) is engaged, The second specific gear stage (second gear stage 2nd) is formed unintentionally, while one gear stage (target gear stage) among the low gear ratio stages (4th to 6th) is formed. When the first engagement device (second clutch C2), which is a common engagement device for the steps (4th to 6th), is engaged, the first specific shift step (sixth shift step 6th) is unintentionally formed. That is, when the second engagement device (first brake B1) is fixed in the engaged state, the shift speed (target shift speed) formed when the return control is performed is the high gear ratio speed (1st to 3rd). Depending on whether the gear position is a low gear ratio stage or a low gear ratio stage (4th to 6th), the gear stage that is unintentionally formed is the second specific gear stage (second gear stage 2nd) and the first specific gear stage. It differs depending on the shift speed (sixth shift speed 6th).

  Note that, in the engagement state in the engagement device (also referred to as engagement fixation), the engagement members (friction plates) of the engagement device are fixed to each other by welding due to frictional heat or the like. This occurs when the hydraulic control valve for supplying the pressure breaks down in the open state or the actuator such as the hydraulic piston of the engagement device is fixed at the engagement position.

  In such a configuration, the target shift speed is a determination execution shift speed whose gear ratio is smaller than the second specific speed ratio speed (second speed 2nd) in the high speed ratio (1st to 3rd). (In this example, the third gear stage 3rd is applicable), the second gear engagement stage (first brake B1) is engaged and fixed, and the high gear ratio stage (1st to 3rd) is common. When a third engagement device (first clutch C1), which is an engagement device, is engaged, the second specific gear (the first gear) having a larger gear ratio is obtained even though the target gear is the third gear 3rd. Two speeds 2nd) are formed unintentionally. By forming a gear stage having a larger gear ratio than the target gear stage, the rotational speed of the input shaft I of the transmission apparatus TM is higher than when the target gear stage (third gear stage 3rd) is formed. As a result, the driving force transmitted from the driving force source to the input shaft I decreases, and the torque transmitted to the wheels W may not decrease or increase. Therefore, there is a fear that the driver who has increased the accelerator opening may feel uncomfortable.

  Specifically, when the lockup clutch LC of the torque converter TC is in the released state, the rotational speed of the input shaft I increases with respect to the rotational speed of the internal combustion engine ENG, and the input shaft I is connected via the torque converter TC. When the driving force of the internal combustion engine ENG transmitted to the engine is reduced and the lockup clutch LC is engaged, the rotational speed of the internal combustion engine ENG is blown up and the negative torque of the engine brake is transmitted to the input shaft I. .

  On the other hand, in the state where the second engagement device (first brake B1) is engaged and fixed, it is a common engagement device for the low gear ratio stage (4th to 6th) instead of the high gear ratio stage (1st to 3rd). When the first engagement device (second clutch C2) is engaged, a first specific shift stage (sixth shift stage 6th) having a lower speed ratio than the target shift stage (third shift stage 3rd) is formed. For this reason, the rotational speed of the input shaft I of the transmission apparatus TM is lower than when the target shift speed (the third shift speed 3rd) is formed. As a result, the driving force transmitted from the driving force source to the input shaft I increases, and the torque transmitted to the wheels W increases. Therefore, the uncomfortable feeling given to the driver who increased the accelerator opening can be suppressed.

  Therefore, the determination execution speed stage (third speed change stage) in which the target speed stage is a speed stage having a lower speed ratio than the second specific speed ratio stage (second speed stage 2nd) in the high speed ratio stage (1st to 3rd). Stage 3rd), in order to suppress a decrease in the torque transmitted to the wheels W when the second engagement device (first brake B1) is engaged and fixed, the target shift stage (third stage) Not the third engagement device (first clutch C1), which is the common engagement device of the high gear ratio stage (1st to 3rd) to which the gear stage 3rd) belongs, but the common engagement device of the low gear ratio stage (4th to 6th). It is desirable to engage the first engagement device (second clutch C2). Further, when the first engagement device (second clutch C2) is engaged instead of the third engagement device (first clutch C1), the first specific shift speed (sixth shift speed 6th) is formed. It is desirable to determine whether or not the second engagement device (first brake B1) is engaged and fixed by determining whether or not.

<Execution conditions for first engagement pressure increase control and second engagement normality determination>
Accordingly, when the neutral travel control unit 44 performs the return control, the target gear position is higher than the second specific gear ratio stage (second gear stage 2nd) in the high gear ratio stage (1st to 3rd). In the case of the determination execution shift speed (the third shift speed 3rd corresponds in this example), the first engagement device (the third shift speed 3rd) is formed before the target shift speed (third shift speed 3rd) is formed. The first engagement pressure increase control for increasing the engagement pressure of the second clutch C2) and the second engagement normal for determining whether or not the first specific shift speed (sixth shift speed 6th) is formed It is configured to make a determination.

<First engagement pressure increase control>
The neutral travel control unit 44 performs first engagement pressure increase control for increasing the engagement pressure of the first engagement device (second clutch C2).
In the present embodiment, the neutral travel control unit 44 uses the same method as in the case where the first engagement device (second clutch C2) is engaged in order to form a gear position in the return control. The engagement pressure of (second clutch C2) is increased. Specifically, the neutral travel control unit 44 gradually increases the engagement pressure of the first engagement device (second clutch C2).

<Second engagement normal judgment>
The neutral travel control unit 44 performs the first engagement pressure increase control so that the rotational speed of the input shaft I of the transmission TM that is drivingly connected to the driving force source side is transmitted to the transmission TM in the first specific gear ratio stage (sixth). The second engagement device (first brake B1) is controlled to be in the disengaged state when approaching the synchronous rotational speed that is the rotational speed of the input shaft I when the gear stage 6th) is formed. It determines with it being an engagement state, and when it is other than that, the 2nd engagement normal determination which determines with the 2nd engagement apparatus (1st brake B1) being a releasing state is performed.

<Judgment method>
In the present embodiment, the neutral travel control unit 44 multiplies the rotational speed of the output gear O by the speed ratio of the first specific speed ratio stage (sixth speed stage 6th) to obtain the first specific speed ratio stage (sixth speed ratio stage). The synchronous rotational speed of stage 6th) is calculated.
When the rotational speed difference between the rotational speed of the input shaft I and the synchronous rotational speed of the first specific gear ratio stage (sixth speed stage 6th) is equal to or less than a predetermined determination rotational speed difference, the neutral travel control unit 44 If it is determined that the second engagement device (first brake B1) is in the engaged state and is greater than the determination rotational speed difference, it is determined that the second engagement device (first brake B1) is in the released state. To do.

  In the present embodiment, when determining that the neutral travel control unit 44 is in the engaged state, the rotation between the rotational speed of the input shaft I and the synchronous rotational speed of the first specific speed ratio stage (sixth speed stage 6th). When the period during which the speed difference is equal to or less than the predetermined determination rotational speed difference is equal to or greater than the predetermined determination period, it is determined that the second engagement device (first brake B1) is in the engaged state. It is comprised so that the confirmation period to perform may be provided. Note that the confirmation period may not be provided.

<Decision timing>
In the present embodiment, the neutral travel control unit 44 determines that the engagement pressure of the first engagement device (second clutch C2) is an engagement pressure that can form the first specific gear ratio stage (sixth speed stage 6th). After increasing to a certain determination engagement pressure, the second engagement normal determination is performed.

Here, the neutral travel control unit 44 uses the first engagement device (second clutch C2) to generate a shift input request torque that is a request torque transmitted to the input shaft I of the transmission device TM. (Sixth shift stage 6th) is formed, and the engagement pressure of the first engagement device (second clutch C2) that can be transmitted to the output gear O side is set as the determination engagement pressure.
Specifically, the neutral travel control unit 44 acts on the first engagement device (second clutch C2) when the first specific speed ratio stage (sixth speed stage 6th) is formed in the shift input request torque. The working torque of the first engagement device (second clutch C2) is calculated by multiplying the gear ratio to be converted, and the working torque is converted into the engagement pressure (command oil pressure) of the first engagement device (second clutch C2). Then, the determination engagement pressure is set.

When the engagement pressure of the first engagement device (second clutch C2) increases to the determination engagement pressure, even if the second engagement device (first brake B1) is engaged and fixed, the first engagement device The (second clutch C2) can be engaged (can be shifted to the direct engagement state), and the first specific gear ratio stage (sixth speed stage 6th) can be formed in the direct engagement state of the engagement device. When the first specific speed ratio stage (sixth speed stage 6th) is formed in the direct engagement state, the rotational speed of the input shaft I becomes the synchronous rotational speed of the first specific speed ratio stage (sixth speed stage 6th). Match.
Therefore, the determination accuracy of the second engagement normal determination is improved by performing the second engagement normal determination after the engagement pressure of the first engagement device (second clutch C2) has increased to the determination engagement pressure. Can be made.

3-4-2-1-2-2. Formation of the gear position after the second engagement normality determination When the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the released state by the second engagement normality determination, the transmission device The TM is caused to form a target shift speed (third shift speed 3rd) that is a determination execution shift speed. On the other hand, when the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the engaged state by the second engagement normal determination, the neutral travel control unit 44 causes the transmission device TM to receive the first specific gear ratio stage ( The sixth shift stage 6th) is formed.

<For release determination>
In this embodiment, when the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the released state, the target shift speed (third shift speed 3rd) that is the determination execution shift speed. Starts to increase the engagement pressure of the third engagement device (first clutch C1), which is a common engagement device of the high gear ratio (1st to 3rd) to which the gear belongs, and then the target gear (third gear 3rd) ), The fourth engagement device (in this example, the third clutch C3), which is the remaining engagement device, is configured to start increasing the engagement pressure. Then, the neutral travel control unit 44 shifts the third engagement device (first clutch C1) and the fourth engagement device (third clutch C3) to the direct engagement state by increasing the engagement pressure, A gear stage (third gear stage 3rd) is formed.
As described above, the determination execution shift speed (third shift speed 3rd) is formed by engagement of the third engagement device (first clutch C1) and engagement of the fourth engagement device (third clutch C3). The

  Further, when the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the released state, the neutral travel control unit 44 stops increasing the engagement pressure of the first engagement device (second clutch C2). The engagement pressure of the first engagement device (second clutch C2) is decreased and the first engagement device (second clutch C2) is released.

<In case of engagement determination>
On the other hand, when it is determined that the second engagement device (first brake B1) is in the engaged state, the neutral travel control unit 44 increases the engagement pressure of the first engagement device (second clutch C2). Continuing, the first engagement device (second clutch C2) is configured to shift to the direct engagement state.
Further, when the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the engaged state, the neutral travel control unit 44 increases the engagement pressure of the second engagement device (first brake B1). It is configured as follows. As described above, the neutral travel control unit 44 more reliably engages the first engagement device (second clutch C2) and the second engagement device (first brake B1) with the increased engagement pressure. And the first specific gear ratio stage (sixth speed stage 6th) is formed.

  In the present embodiment, the neutral travel control unit 44 forms the first specific gear ratio stage (sixth gear stage 6th) and then engages with an engagement device other than the second engagement device (first brake B1). If the determination gear is not formed and the determination gear is not formed, a failure occurs in which the second engagement device (first brake B1) is engaged. It is comprised so that it may determine with.

  Thus, in order to form the determination gear, the rotation pressure of the planetary gear mechanism of the transmission TM is increased by increasing the engagement pressure of the engagement devices other than the second engagement device (first brake B1). Further, a release-side force can be applied to the second engagement device (first brake B1) via the rotation member. If the second engagement device (first brake B1) is not released even when a release-side force is applied, and the determination gear is not formed, the second engagement device (first brake B1) is engaged and fixed. If it is, it can be determined more reliably. Depending on the state of engagement and fixation, the second engagement device (first brake B1) can be recovered from the state of engagement and fixation to the released state.

  In this embodiment, the neutral travel control unit 44 increases the engagement pressure of the engagement device that forms the determination gear, and then the rotational speed of the input shaft I matches the synchronous rotation speed of the determination gear. In this case, it is determined that the determination gear stage has been formed, and the rotation speed of the input shaft I does not match the synchronous rotation speed of the determination gear stage, so that the first specific gear ratio stage (sixth gear stage) 6th), it is determined that the determination gear position could not be formed when it remains consistent with the synchronous rotation speed of 6th).

  The determination speed is related to the third engagement device (first clutch C1) that is a common engagement device of the high speed ratio (1st to 3rd) to which the second specific speed ratio (second speed 2nd) belongs. A gear having a gear ratio smaller than the target gear (third gear 3rd), which is a gear other than the gear formed by the combination (in this example, corresponding to 1st to 4th) and which is the determination execution gear. A gear stage (in this example, 4th to 6th) and a gear stage (in this example, 1st to 5th) other than the first specific gear ratio stage (sixth gear stage 6th) The fifth shift stage 5th is set).

  When the third engagement device (first clutch C1), which is a common engagement device of the high gear ratio (1st to 3rd), is engaged, the second engagement device (first brake B1) is set. ) Is not released from the locked engagement, a second specific speed ratio stage (second speed stage 2nd) having a speed ratio larger than the target speed stage (third speed stage 3rd) is formed and transmitted to the wheel W. This is because the generated torque may be reduced. This is also because the torque transmitted to the wheels W may be reduced in a gear stage having a larger gear ratio than the target gear stage (third gear stage 3rd).

3-4-2-1-3. Flowchart Next, the neutral travel control process will be described with reference to the flowchart of FIG.
First, in step # 01, the neutral travel control unit 44 determines whether or not the neutral travel control condition is satisfied as described above. When the neutral travel control condition is satisfied (step # 01: Yes), the neutral travel control unit 44 controls all of the plurality of engagement devices C1, B1,. Then, the neutral travel control for controlling the transmission apparatus TM to be in a neutral state in which no driving force is transmitted is started (step # 02).

When the neutral travel control condition is not satisfied during the execution of the neutral travel control, the neutral travel control unit 44 determines to execute the return control that causes the transmission device TM to form a gear position and return to normal travel ( Step # 03: Yes).
Then, as described above, the neutral travel control unit 44 determines whether or not the target shift speed is the determination execution shift speed (the third shift speed 3rd in this example) (step # 04).
When the neutral travel control unit 44 determines that the target shift speed is not the determination execution shift speed (third shift speed 3rd) (step # 04: No), the target shift speed is formed (step # 14).

On the other hand, when it is determined that the target shift speed is the determination execution shift speed (third shift speed 3rd) (step # 04: Yes), the neutral travel control unit 44 increases the first engagement pressure as described above. Control is started (step # 05), and second engagement normality determination is executed (step # 06).
When the second engagement normal determination determines that the second engagement device (first brake B1) is in the released state (step # 07: Yes), the neutral travel control unit 44 determines as described above. A target shift speed (third shift speed 3rd) that is an execution shift speed is formed (step # 08). On the other hand, when it is determined by the second engagement normal determination that the second engagement device (first brake B1) is in the engaged state (step # 07: No), the neutral travel control unit 44 is as described above. Next, the first specific speed ratio stage (sixth speed stage 6th) is formed in the transmission apparatus TM (step # 09).

  Thereafter, the neutral travel control unit 44 starts to form the determination gear position as described above (step # 10). When the neutral travel control unit 44 determines that the determination shift speed has been formed (step # 11: Yes), the target shift speed (third shift speed 3rd) is formed (step # 12). . On the other hand, when it is determined that the determination shift speed cannot be formed (step # 11: No), the neutral travel control unit 44 forms the first specific speed ratio stage (sixth shift speed 6th) (step # 11). # 13).

3-4-2-1-4. Control Behavior Next, the control behavior relating to the first engagement pressure increase control and the second engagement normality determination in the return control will be described with reference to the time charts of FIGS.
<Comparative example>
First, a comparative example of this embodiment will be described with reference to FIG.
In the comparative example shown in FIG. 8, when the target shift speed is the determination execution shift speed (third shift speed 3rd), unlike the present embodiment, first, in the low gear ratio speed (4th to 6th), A pre-target shift stage (in this example, the fourth shift stage 4th is applicable) that is a shift stage other than the first specific shift stage (sixth shift stage 6th) and that has the largest speed ratio. And when it is determined that the second engagement device (first brake B1) is in the released state, the target shift speed (third shift speed 3rd) that is the determination execution shift speed is formed thereafter. It is configured.

  For this reason, after forming the front target shift stage (fourth shift stage 4th) as shown in FIG. 8 as an example when the second engagement device (first brake B1) is not engaged and fixed ( At the time T04), the target shift speed (third shift speed 3rd) is formed. In FIG. 8, the command target shift stage that is the shift stage that is actually formed by the transmission apparatus TM is set to the front target shift stage (fourth shift stage 4th) after starting the return control at time T01. After the pre-target shift speed (fourth shift speed 4th) is formed, the target shift speed (third shift speed 3rd) is set at time T04.

  For this reason, even when the second engagement device (first brake B1) is not engaged and fixed, the return control is started at time T01 as much as the front target shift stage (fourth shift stage 4th) is formed. After that, the delay time from the start of the formation of the target shift speed (third shift speed 3rd) (until time T04) becomes longer. Further, in order to shift from the front target shift stage (fourth shift stage 4th) to the target shift stage (third shift stage 3rd), the first engagement device (second clutch C2) to the fourth engagement device (third clutch). The clutch C3) is re-engaged with the engaging device, and torque fluctuation may be transmitted to the wheels W due to the re-holding.

<This embodiment: When the second engagement device (first brake B1) is not fixedly engaged>
Next, the control behavior according to the present embodiment when the second engagement device (first brake B1) is not engaged and fixed will be described with reference to FIG.
In the present embodiment, unlike the comparative example, the pre-target shift speed (fourth shift speed 4th) is not formed before the target shift speed (third shift speed 3rd) is formed. Instead, the engagement pressure of the first engagement device (second clutch C2), which is a common engagement device of the low gear ratio (4th to 6th) to which the first specific gear (the sixth gear 6th) belongs, is increased. The first engagement pressure increase control is performed.

In FIG. 9, after the return control is started at time T11, the command target shift speed is set to the front target shift speed (fourth shift speed 4th). Rather than actively trying to form the gear stage (fourth gear stage 4th), it is conveniently used as one method for increasing the engagement pressure of the first engagement device (second clutch C2). This is because.
Further, by setting the command target shift speed to the front target shift speed (fourth shift speed 4th), the rotational speed of the input shaft I is set to be higher than the synchronous rotational speed of the first specific shift speed (third shift speed 6th). Can be maintained at a high appropriate rotation speed. Specifically, the neutral travel control unit 44 controls the rotational speed of the driving force source so that the rotational speed of the input shaft I approaches the synchronous rotational speed of the command target gear stage during the formation of the gear stage. It is configured. In the example shown in FIG. 9, the lockup clutch LC is disengaged, and the rotational speed of the input shaft I is lower than the rotational speed of the internal combustion engine ENG by the amount that the torque converter TC is slipping.

The neutral travel control unit 44 sets the target rotational speed of the internal combustion engine ENG so that the rotational speed of the input shaft I approaches the synchronous rotational speed of the command target gear stage. The output torque (internal combustion engine required torque) of the internal combustion engine ENG is changed so that the rotational speed of the internal combustion engine ENG approaches the target rotational speed.
Therefore, the rotational speed of the input shaft I is controlled to be near the synchronous rotational speed of the front target shift stage (fourth shift stage 4th), which is higher than the synchronous rotational speed of the first specific shift stage (third shift stage 6th). ing. Therefore, when the second engagement normality determination is performed, it is easy to determine whether or not the rotation speed of the input shaft I has approached the synchronous rotation speed of the first specific shift speed (sixth shift speed 6th). Note that the target rotational speed of the input shaft I is set higher by a predetermined rotational speed than the synchronous rotational speed of the first target shift stage (third shift stage 6th), not the synchronous rotational speed of the command target shift stage. You may be comprised so that.

  Note that the neutral travel control unit 44 is the speed stage (the main speed stage) that is the speed stage other than the first specific speed stage (sixth speed stage 6th) and has the largest speed ratio in the low speed ratio stage (4th to 6th). In the example, the fourth shift stage 4th) is set as the front target shift stage.

  In the example shown in FIG. 9, the neutral travel control unit 44 controls the internal combustion engine ENG to be in a rotation stop state (until time T11) during the execution of the neutral travel control. Then, the neutral travel control unit 44 determines that the neutral travel control condition is not satisfied at time T11, and starts the return control. The neutral travel control unit 44 instructs the internal combustion engine control unit 41 to start the internal combustion engine ENG (time T11). Thereafter, the internal combustion engine ENG is started, and the rotational speed of the internal combustion engine ENG is increasing. The rotational speed of the input shaft I has a rotational speed difference of the torque converter TC and increases following the increase in the rotational speed of the internal combustion engine ENG. After determining that the internal combustion engine ENG has started, the neutral travel control unit 44 starts first engagement pressure increase control for increasing the engagement pressure of the first engagement device (second clutch C2) at time T12. ing. After the start of the first engagement pressure increase control, the hydraulic pressure command for the second clutch C2 is increased. In the example shown in FIG. 9, the hydraulic pressure command after the start of the first engagement pressure increase control is temporarily increased stepwise for a predetermined period in order to speed up the actual rise of the hydraulic pressure.

  When the hydraulic command of the first engagement device (second clutch C2) has increased to a determination engagement pressure that can form the first specific gear ratio stage (sixth gear stage 6th) (time) In T13), the second engagement normality determination is performed while the engagement pressure is being increased. Since the rotational speed difference between the rotational speed of the input shaft I and the synchronous rotational speed of the first specific speed ratio stage (sixth speed stage 6th) is greater than the predetermined determination rotational speed difference, the neutral travel control unit 44 It is determined that the second engagement device (first brake B1) is in the released state (time T13).

The neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the released state, and then the high gear ratio stage to which the target gear stage (third gear stage 3rd) that is the determination execution gear stage belongs. The increase of the engagement pressure of the third engagement device (first clutch C1) which is the common engagement device of (1st-3rd) is started (time T13).
Further, the neutral travel control unit 44 stops increasing the engagement pressure of the first engagement device (second clutch C2) after determining that the second engagement device (first brake B1) is in the released state. The engagement pressure of the first engagement device (second clutch C2) is decreased to release the first engagement device (second clutch C2) (after time T13).

  The neutral travel control unit 44 is a remaining engagement device that forms a target gear stage (third gear stage 3rd) after starting to increase the engagement pressure of the third engagement apparatus (first clutch C1). The increase of the engagement pressure of the four engagement device (third clutch C3) is started (time T14). When the third engagement device (first clutch C1) and the fourth engagement device (third clutch C3) are engaged due to the increase in the engagement pressure, the target shift speed (third shift speed 3rd) is changed. It is formed.

  Thus, in the present embodiment, when the second engagement device (first brake B1) is not fixedly engaged, the front target shift speed (fourth shift speed 4th) is formed as in the comparative example. The second gear is formed when the target gear (third gear 3rd) is formed and the engagement pressure of the first engagement device (second clutch C2) increases to the determination engagement pressure. The normality determination is performed, the increase in the engagement pressure is stopped halfway, and the formation of the target shift speed (third shift speed 3rd) is started. Therefore, the delay time (from time T11 to time T13) from the start of the return control at time T11 to the start of the formation of the target shift speed (third shift speed 3rd) (until time T13) is the case of the comparative example ( The time is greatly shortened from time T01 to time T04).

  Further, as in the comparative example, since the gripping of the engaging device is not changed from the first engaging device (second clutch C2) to the fourth engaging device (third clutch C3), the gripping is performed as in the comparative example. There is no fear that torque fluctuations due to replacement are transmitted to the wheels W.

<This embodiment: When the second engagement device (first brake B1) is engaged and fixed>
Next, the control behavior according to the present embodiment when the second engagement device (first brake B1) is engaged and fixed will be described with reference to FIG.
Up to time T22 is the same as that up to time T12 in FIG.

  In the example shown in FIG. 10, when the transmission torque capacity of the first engagement device (second clutch C2) starts to increase due to an increase in the engagement pressure of the first engagement device (second clutch C2), the input shaft I Has started to decrease toward the synchronous rotational speed of the first specific gear ratio stage (sixth speed stage 6th). In this example, since the lockup clutch LC is released, the rotational speed difference of the torque converter TC (the difference between the rotational speed of the internal combustion engine ENG and the rotational speed of the input shaft I) is increased.

When the hydraulic command of the first engagement device (second clutch C2) has increased to a determination engagement pressure that can form the first specific gear ratio stage (sixth gear stage 6th) (time) At T23), the second engagement normality determination is performed.
In the neutral travel control unit 44, the rotational speed difference between the rotational speed of the input shaft I and the synchronous rotational speed of the first specific gear ratio stage (sixth speed stage 6th) is equal to or less than a predetermined determination rotational speed difference. (Time T23). Thereafter, the rotational speed of the input shaft I decreases to the synchronous rotational speed of the first specific gear ratio stage (sixth speed stage 6th), and the rotational speed difference becomes zero. Since the period during which the rotational speed difference is equal to or less than the determination rotational speed difference is equal to or greater than the predetermined determination period at time T24, the neutral travel control unit 44 determines that the second engagement device (first brake B1) is The engagement state is determined.

  After determining that the second engagement device (first brake B1) is in the engaged state, the neutral travel control unit 44 more reliably assigns the first specific gear ratio stage (sixth gear stage 6th) to the transmission apparatus TM. In order to form it, an increase in the engagement pressure of the second engagement device (first brake B1) is started (time T24). Thus, in the present embodiment, the second engagement device (first brake B1) is engaged without being controlled to form the front target shift speed (fourth shift speed 4th) as in the comparative example. When it is determined that the vehicle is in a state, the first specific gear ratio stage (sixth gear stage 6th) is formed directly, and the engagement pressure of the first engagement device (second clutch C2) is determined. The second engagement normality determination is started from the time when the pressure increases to the combined pressure. Therefore, the second engagement normal determination can be performed earlier than in the comparative example, and the first specific gear ratio stage (sixth gear stage 6th) can be formed earlier.

[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 transmission TM is drivingly connected to the rear wheel and the rotating electrical machine MG is drivingly connected to the front wheel 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 be drivingly connected to the front wheels, and the rotating electrical machine MG may be drivingly connected to the rear wheels. Alternatively, the rotating electrical machine MG may be drivingly connected to the same wheel as the front wheel or the rear wheel to which the transmission device TM is drivingly connected. In this case, the rotating electrical machine MG may be drivingly connected to any rotating member that constitutes a power transmission path between the output gear O and the wheels W of the transmission apparatus TM.

(2) In the above embodiment, the case where the internal combustion engine ENG is drivingly connected to the input shaft I of the transmission TM as a driving force source has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the internal combustion engine ENG and the rotating electrical machine MG may be drivingly connected to the input shaft I of the transmission apparatus TM as a driving force source, or the rotating electrical machine MG may be drivingly connected instead of the internal combustion engine ENG.

(3) The driving force source of the wheels W may be only one of the internal combustion engine ENG or the rotating electrical machine MG. Even in this case, the transmission TM is provided in the power transmission path connecting the driving force source and the wheels W.

(4) In the above embodiment, the neutral travel control unit 44 forms the target shift speed (third shift speed 3rd) when the target shift speed is the determination execution shift speed (third shift speed 3rd). Previously, a case where the first engagement pressure increase control is performed and the second engagement normality determination is performed has been described as an example. However, the embodiment of the present invention is not limited to this. That is, in other cases, for example, in the return control, the neutral travel control unit 44 sets one of the low gear ratio stages (4th to 6th) as the target gear stage, and sets the target gear ratio stage. In order to increase the engagement pressure of the first engagement device (second clutch C2), which is a common engagement device for the low gear ratio (4th to 6th), the first engagement is performed as described above. The pressure increase control may be performed and the second engagement normal determination may be performed.

(5) In the above embodiment, the second clutch C2 corresponds to the first engagement device, the first brake B1 corresponds to the second engagement device, and the sixth gear stage 6th is set to the first specific gear ratio stage. The case where it was comprised so that 1st engagement pressure increase control and 2nd engagement normal determination might be performed with respect to applicable transmission device TM was demonstrated as an example. However, the embodiment of the present invention is not limited to this. That is, an engagement device other than the second clutch C2 corresponds to the first engagement device, an engagement device other than the first brake B1 corresponds to the second engagement device, or a gear shift other than the sixth shift stage 6th. Arbitrary combinations of engagement devices such as the first specific gear ratio step, and the first engagement device and the second engagement device are matched, and the gear stage formed by the engagement is first specific. The first engagement pressure increase control and the second engagement normality determination may be performed on the transmission apparatus TM corresponding to the gear ratio stage. For example, in the above embodiment, the first specific shift speed and the second specific shift speed are switched, the first clutch C1 corresponds to the first engagement device, the first brake B1 corresponds to the second engagement device, The second gear 2nd may be configured to perform the first engagement pressure increase control and the second engagement normality determination on the transmission TM corresponding to the first specific gear ratio.

(6) In the above embodiment, the first gear stage 1st to the third speed stage 3rd, in which the first clutch C1 is a common engagement device, is set to a high gear ratio stage, and the second clutch C2 is a common engagement device. The case where a certain fourth gear stage 4th to sixth gear stage 6th is set to a low gear ratio stage has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the first gear stage 1st to the fourth gear stage 4th, in which the first clutch C1 is a common engagement device, is set to a high gear ratio stage, and the fifth gear stage 5th, in which the second clutch C2 is a common engagement device, The sixth gear stage 6th may be set to a low gear ratio stage. In this case, the third shift speed 3rd and the fourth shift speed 4th correspond to the determination execution shift speed. The fifth target gear stage 5th corresponds to the front target gear stage.

(7) In the above embodiment, when the neutral travel control unit 44 determines that the second engagement device (first brake B1) is in the engaged state based on the second engagement normal determination, the first specific shift is performed. After the specific speed (sixth speed 6th) is formed, control is performed to form the determination speed, and if the determination speed cannot be formed, the second engagement device (first brake B1) ) Has been described as an example of a case where it is determined that a failure that causes the engagement state has occurred. However, the embodiment of the present invention is not limited to this. That is, after determining that the second engagement device (first brake B1) is in the engaged state, the neutral travel control unit 44 forms the first specific speed ratio step (sixth shift step 6th). The determination gear stage may be formed so that the failure determination is not performed. In this case, when the neutral traveling control unit 44 determines that the second engagement device (first brake B1) is in the engaged state based on the second engagement normal determination, the second engagement device (first brake) B1) may be configured to determine that a failure that causes the engagement state has occurred.

(8) In the above embodiment, the case where the torque converter TC is provided between the internal combustion engine ENG and the transmission TM has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the torque converter TC may not be provided between the internal combustion engine ENG and the transmission apparatus TM, or a clutch may be provided instead of the torque converter TC.

(9) In the above embodiment, the linear solenoid valve is provided as an actuator for controlling the engagement / release state of the engagement devices C1, B1,. The case where the signal value is a current value has been described as an example. However, the embodiment of the present invention is not limited to this. That is, an actuator other than a linear solenoid valve, such as a duty solenoid valve, may be provided, and a signal value other than a current value, for example, a duty signal value that changes a duty ratio for turning on and off the solenoid valve may be used.
Further, the engaging devices C1, B1,... Of the transmission TM may be engaging devices other than the friction engaging device, for example, a meshing clutch (dog clutch).
Further, the engaging devices C1, B1,... Of the transmission TM may be engaging devices controlled by a driving force other than hydraulic pressure, for example, an electromagnet driving force, a servo motor driving force, An electromagnet, a motor, or the like may be used as the actuator.

(10) In the above embodiment, the control device 30 includes a plurality of control units 32 to 34, and the case where the plurality of control units 32 to 34 share and include 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.

  The present invention includes a plurality of engagement devices in a power transmission path connecting a driving force source and wheels, and a plurality of shift stages having different gear ratios according to the engagement state of the plurality of engagement devices. The vehicle drive device provided with the speed change device formed in the above can be suitably used for a control device that is to be controlled.

1: Vehicle drive device 5: Vehicle 30: Control device 44: Neutral travel control unit C1: First clutch (third engagement device)
C2: Second clutch (first engagement device)
C3: Third clutch (fourth engagement device)
B1: First brake (second engagement device)
B2: Second brake ENG: Internal combustion engine (drive power source)
I: Input shaft (input member)
MG: rotating electrical machine O: output gear (output member)
Rev: Reverse gear TC: Torque converter TM: Transmission device W: Wheel 1st: First gear 2nd: Second gear (second specific gear)
3rd: Third gear (determination execution gear)
4th: Fourth shift speed (front target shift speed)
5th: 5th shift speed 6th: 6th shift speed (first specific shift speed)
1st-3rd: High gear ratio stage 4th-6th: Low gear ratio stage

Claims (5)

A power transmission path connecting the driving force source and the wheels is provided with a plurality of engagement devices, and a plurality of shift speeds having different gear ratios are selectively formed according to the engagement state of the plurality of engagement devices. A control device for controlling a vehicle drive device provided with a transmission,
In the transmission, a first specific shift stage is formed by engagement of the first engagement device and engagement of the second engagement device,
A neutral travel control unit for performing a neutral travel control for controlling the transmission device to be in a neutral state in which all of the plurality of engagement devices are in a released state and the transmission device does not transmit driving force during rotation of the wheels;
The neutral travel control unit performs first engagement pressure increase control for increasing the engagement pressure of the first engagement device when performing return control for causing the transmission to form a shift stage from the neutral state,
The input member when the rotation speed of the input member of the transmission device that is drivingly connected to the driving force source side by the first engagement pressure increase control is such that the first specific shift stage is formed in the transmission device. Is determined to be in an engaged state even though the second engaging device is controlled to be in a released state, and in other cases, the second engaging device is released. A control device for a vehicle drive device that performs second engagement normality determination to determine that the state is the state. The transmission includes a first engagement device that is commonly engaged in a low gear ratio that is a plurality of predetermined gears, and a plurality of gears that have a higher gear ratio than the low gear ratio. A third engagement device that is commonly engaged in the high gear ratio step, and the low gear ratio step formed by engagement of the first engagement device and engagement of the second engagement device. The first specific shift stage being one shift stage;
A second specific gear ratio stage that is one gear stage of the high gear ratio stage formed by engagement of the second engagement device and engagement of the third engagement device;
When the neutral travel control unit performs return control for causing the transmission to form a target gear position from the neutral state, the target gear position is greater than the second specific gear ratio stage in the high gear ratio stage. In the case where the determination execution shift speed is a shift speed having a small speed ratio, the first engagement pressure increase control is performed and the second engagement normality determination is performed before the target shift speed is formed. The control device for a vehicle drive device according to claim 1. When the neutral travel control unit determines that the second engagement device is in a released state by the second engagement normal determination, the neutral drive control unit causes the transmission to form the target shift stage,
3. The vehicle drive device according to claim 2, wherein when the second engagement device determines that the second engagement device is in the engaged state by the second engagement normal determination, the first specific shift speed is formed in the transmission device. Control device.   When the neutral travel control unit determines that the second engagement device is in the engaged state based on the second engagement normal determination, the neutral travel control unit causes the transmission to form the first specific shift stage, and then Control is performed so as to form a determination gear stage formed by engagement of an engagement device other than the second engagement device, and when the determination gear stage cannot be formed, the second engagement device is The control device for a vehicle drive device according to claim 2 or 3, wherein it is determined that a failure that causes the engagement state has occurred.   The neutral travel control unit performs the second engagement normality determination after the engagement pressure of the first engagement device has increased to an engagement pressure capable of forming the first specific shift speed. 5. The control device for a vehicle drive device according to claim 4.

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