WO2020189455A1

WO2020189455A1 - Control device

Info

Publication number: WO2020189455A1
Application number: PCT/JP2020/010648
Authority: WO
Inventors: 河津雄太良; 岩中誠
Original assignee: アイシン・エィ・ダブリュ株式会社
Priority date: 2019-03-15
Filing date: 2020-03-11
Publication date: 2020-09-24

Abstract

This control device, which is for controlling a vehicle drive device provided with an input member, a first engagement device, a rotary electric machine, and a second engagement device in this order on a power transmission path connecting an internal combustion engine and wheels, executes a neutral standby control in which in a neutral mode in which rotation of the internal combustion engine is stopped and the second engagement device is released, the second engagement device is released in a state in which an output member rotates, and the first engagement device is maintained in an engagement state.

Description

Control device

The present invention relates to a control device for controlling a vehicle drive device.

A vehicle drive device provided with a first engaging device, a rotary electric machine, and a second engaging device is used in the power transmission path connecting the internal combustion engine and the wheels. For example, Japanese Patent Application Laid-Open No. 2000-255285 (Patent Document 1) discloses a vehicle drive device having such a configuration. In the control device for the vehicle drive device of Patent Document 1, the internal combustion engine (engine 2) is stopped from rotating and the first engaging device (engine clutch 10) is released in the motor independent traveling mode.

By the way, from this state, for example, when traveling on the coast, it is conceivable to release the second engaging device (starting clutch 16) in order to improve energy efficiency.

Japanese Unexamined Patent Publication No. 2000-255285

However, after that, when a large driving force is required, for example, when the accelerator pedal is depressed, the second engaging device is re-engaged and the internal combustion engine (engine 2) is cranked and started. It is necessary to put the first engaging device in the engaged state. At that time, in order to prevent the shock transmitted to the wheels from becoming too large, it is necessary to engage one of the first engaging device and the second engaging device first and the other later. Therefore, it is difficult to transmit the driving force to the wheel (driving wheel W) side with good responsiveness.

Therefore, in the mode realized in the state where the rotation of the internal combustion engine is stopped and the state where the second engaging device is released, when the driving force is required, the driving force can be transmitted to the wheels with good responsiveness. It is desired.

The control device according to the present disclosure is
In the power transmission path connecting the input member driven and connected to the internal combustion engine and the output member driven and connected to the wheel, the first engaging device, the rotary electric machine, and the second engaging device are in this order from the side of the input member. It is a control device that controls the provided vehicle drive device.
In the neutral mode realized when the internal combustion engine is stopped rotating and the second engaging device is in the released state, and the output member is rotating, the second engaging device is set in the released state. In addition, the neutral standby control is executed to maintain the first engaging device in an engaged state in which the pair of friction plates of the first engaging device are in contact with each other without a gap.

According to this configuration, in the released state of the second engaging device, the first engaging device is maintained in the engaged state by executing the standby control during neutral, and therefore, the internal combustion is subsequently performed while the vehicle is running in the neutral mode. When it becomes necessary to transmit the driving force of the engine to the wheels, the internal combustion engine can be quickly started by the driving force of the rotating electric machine transmitted through the first engaging device in the engaged state. By engaging the second engaging device in parallel with this, the driving force of the internal combustion engine can be quickly transmitted to the wheel side. Therefore, it is possible to improve the responsiveness when a driving force is required from the neutral mode realized in the released state of the second engaging device while the rotation of the internal combustion engine is stopped. In order to engage the first engaging device during standby control during neutral, it is sufficient to provide enough hydraulic pressure to bring the pair of friction plates into contact with each other without gaps, so the discharge pressure of the oil pump for that purpose should be kept low. Can be done. Therefore, it is possible to improve the responsiveness when a driving force is required while increasing the energy efficiency of the vehicle driving device.

Further features and advantages of the techniques according to the present disclosure will be made clearer by the following illustration of exemplary and non-limiting embodiments described with reference to the drawings.

Schematic diagram of the vehicle drive device of the embodiment Block diagram of control device Engagement table in each driving mode Flow chart showing the processing procedure of the first aspect of standby control during neutral running Time chart of the first aspect of standby control during neutral driving Flow chart showing the processing procedure of the second aspect of the standby control during neutral running Time chart of the second aspect of standby control during neutral driving Schematic diagram of a vehicle drive device of another aspect

The embodiment of the control device will be described with reference to the drawings. The control device 1 is a control device for a vehicle drive device whose control target is the vehicle drive device 3. The vehicle drive device 3 to be controlled by the control device 1 is a drive for driving a vehicle (hybrid vehicle) including both an internal combustion engine EG and a rotary electric machine (first rotary electric machine 33 and second rotary electric machine 44). It is a device.

In the following description, "driving connection" means a state in which two rotating elements are connected so as to be able to transmit a driving force (synonymous with torque). This concept includes a state in which two rotating elements are connected so as to rotate integrally, and a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, etc.) that transmit rotation at the same speed or at different speeds, and are engaging devices (friction) that selectively transmit rotation and driving force. Engagement devices, meshing engagement devices, etc.) may be included.

In addition, "rotary electric machine" is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as required.

As shown in FIG. 1, the vehicle drive device 3 is used for starting in a power transmission path connecting an input member 31 that is driven and connected to the internal combustion engine EG and a first output member 39 that is driven and connected to the first wheel W1. It includes an engaging device 32, a first rotary electric machine 33, an automatic transmission 35, and a first differential gear device 38. Further, in order to transmit rotation and driving force between the constituent members in the power transmission path, the vehicle drive device 3 uses the input member 31, the shift input member 34, the shift output member 36, and the first output member 39. I have. The input member 31, the starting engagement device 32, the first rotary electric machine 33, the speed change input member 34, the automatic transmission 35, the speed change output member 36, the first differential gear device 38, and the first output member 39 are the power sources. In the transmission path, the internal combustion engine EG (input member 31) is provided in the order described from the side.

Further, the vehicle drive device 3 includes a second rotary electric machine 44, a second rotary electric machine output member 46, and a second differential gear device, which are independent of the power transmission path connecting the input member 31 and the first output member 39. It further includes a 48 and a second output member 49 that is driven and connected to the second wheel W2. The second rotary electric machine 44 is drive-connected to the second wheel W2 via the second rotary electric machine output member 46, the second differential gear device 48, and the second output member 49.

Here, the first wheel W1 may be, for example, the front wheel, and the second wheel W2 may be, for example, the rear wheel. The vehicle drive device 3 of the present embodiment has a configuration in which a parallel hybrid vehicle drive device for the first wheel W1 and an electric vehicle drive device for the second wheel W2 are combined.

The input member 31 is driven and connected to the internal combustion engine EG. The internal combustion engine EG is a prime mover (gasoline engine, diesel engine, etc.) that is driven by the combustion of fuel inside the engine to extract power. The input member 31 is composed of, for example, a shaft member (input shaft). The input member 31 is driven and connected so as to rotate integrally with the internal combustion engine output member (crankshaft or the like) which is the output member of the internal combustion engine EG. The input member 31 and the internal combustion engine output member may be directly connected or may be connected via another member such as a damper. The input member 31 is driven and connected to the first rotary electric machine 33 via the starting engaging device 32.

The starting engagement device 32 selectively connects the input member 31 and the first rotary electric machine 33. In other words, the starting engaging device 32 is provided so as to be able to release the connection between the internal combustion engine EG and the first rotary electric machine 33. The starting engagement device 32 functions as an internal combustion engine disconnection engaging device that disconnects the internal combustion engine EG from the first wheel W1. The starting engaging device 32 is a hydraulically driven friction engaging device, and for example, a wet multi-plate clutch or the like can be used. In the present embodiment, the starting engagement device 32 corresponds to the "first engagement device CL1".

The first rotary electric machine 33 includes a stator fixed to a case (not shown) which is a non-rotating member, and a rotor rotatably supported inside the stator in the radial direction. The first rotary electric machine 33 receives electric power from a power storage device (not shown) and powers it, or supplies power generated by the driving force of the internal combustion engine EG, the inertial force of the vehicle, or the like to the power storage device to store electricity. Let me. The rotor of the first rotary electric machine 33 is connected so as to rotate integrally with the speed change input member 34. The shift input member 34 is composed of, for example, a shaft member (shift input shaft). The shift input member 34 is drive-connected to the automatic transmission 35.

The automatic transmission 35 shifts the rotation speed of the shift input member 34 and transmits it to the shift output member 36. The automatic transmission 35 of the present embodiment is configured as a stepped automatic transmission, and includes at least one planetary gear device and at least one transmission engagement device 35C (including a clutch and a brake). The speed change engaging device 35C is a hydraulically driven friction engaging device, and for example, a wet multi-plate clutch or the like can be used. In the present embodiment, one of the speed change engaging devices 35C corresponds to the "second engaging device CL2".

The starting engaging device 32 as the first engaging device CL1 and the shifting engaging device 35C as the second engaging device CL2 switch between the direct connection state, the slip engagement state, and the release state, respectively. It is possible. The direct connection engaging state is a state in which the rotating members on both sides of the engaging devices CL1 and CL2 are engaged so as to rotate integrally. The slip engagement state is a state in which the rotating members on both sides of the engagement devices CL1 and CL2 are engaged so as to transmit torque while having a differential rotation. These directly connected engagement states and slip engagement states may be referred to as an engagement state. The released state is a state in which rotation and torque are not transmitted between the rotating members on both sides of the engaging devices CL1 and CL2.

The automatic transmission 35 can selectively form any one of a plurality of shift stages according to the engagement state of each of the shift engagement devices 35C. Then, the automatic transmission 35 shifts the rotation speed of the shift input member 34 based on the gear ratio corresponding to the formed shift stage and transmits the rotation speed to the shift output member 36. The "gear ratio" is the ratio of the rotation speed of the shift input member 34 to the rotation speed of the shift output member 36, and is calculated as a value obtained by dividing the rotation speed of the shift input member 34 by the rotation speed of the shift output member 36. To. The speed change output member 36 is composed of, for example, a shaft member (output shaft).

The speed change output member 36 is drive-connected to the pair of left and right first output members 39 via the first differential gear device 38, and further to the pair of left and right first wheels W1. As a result, the vehicle drive device 3 can drive the vehicle by transmitting the driving force of at least one of the internal combustion engine EG and the first rotary electric machine 33 to the first wheel W1.

The second rotary electric machine 44 includes a stator fixed to a case (not shown) which is a non-rotating member, and a rotor rotatably supported inside the stator in the radial direction. The second rotary electric machine 44 receives power from a power storage device (not shown) to perform power, or supplies power generated by the inertial force of the vehicle to the power storage device to store the power. The rotor of the second rotary electric machine 44 is connected to the output member 46 of the second rotary electric machine so as to rotate integrally. The second rotary electric machine output member 46 is composed of, for example, a shaft member.

The second rotary electric machine output member 46 is drive-connected to a pair of left and right second output members 49 via a second differential gear device 48, and further is drive-connected to a pair of left and right second wheels W2. As a result, the vehicle drive device 3 can also transmit the driving force of the second rotary electric machine 44 to the second wheel W2 to drive the vehicle.

As shown in FIG. 2, the control device 1 that functions as the core for controlling the operation of each part of the vehicle drive device 3 includes an integrated control unit 11, a first rotary electric machine control unit 12, an engagement control unit 13, and a second rotation. It includes an electric control unit 14 and a neutral traveling standby control unit (hereinafter, abbreviated as “N traveling standby control unit”) 15. Each of these functional units is composed of software (program) stored in a storage medium such as a memory, hardware such as a separately provided arithmetic circuit, or both. Each functional unit is configured to be able to exchange information with each other. Further, the control device 1 is configured to be able to acquire information on the detection results of various sensors (first sensor 61 to fourth sensor 64) provided in each part of the vehicle on which the vehicle drive device 3 is mounted.

The first sensor 61 detects the rotation speed of the input member 31 and a member (for example, an internal combustion engine EG) that rotates integrally with the input member 31. The second sensor 62 detects the rotation speed of the shift input member 34 and the member that rotates integrally with the shift input member 34 (for example, the first rotary electric machine 33). The third sensor 63 is a rotation speed of the first output member 39 and a member that rotates integrally with the first output member 39 (for example, the first wheel W1), or a member that rotates synchronously with the first output member 39 (for example, a speed change output member 36). Detect the rotation speed.
The fourth sensor 64 is the rotation speed of the second output member 49 and a member that rotates integrally with the second output member 49 (for example, the second wheel W2), or a member that rotates synchronously with the second output member 49 (for example, the second rotary electric machine output member). 46) The rotation speed is detected. The control device 1 can calculate the vehicle speed based on the detection result of the third sensor 63 or the fourth sensor 64. In addition to these, the control device 1 may be configured to be capable of acquiring information such as an accelerator opening degree, a brake operation amount, and a power storage amount of the power storage device.

The integrated control unit 11 performs various types of operations on the internal combustion engine EG, the first rotary electric machine 33, the starting engagement device 32, the automatic transmission 35 (shift change engagement device 35C), the second rotary electric machine 44, and the like. Control (torque control, rotational speed control, engagement control, etc.) is integrated into the entire vehicle. The integrated control unit 11 calculates the vehicle required torque required for driving the vehicle (first wheel W1 and second wheel W2) based on the sensor detection information (mainly the accelerator opening and vehicle speed information). To do.

Further, the integrated control unit 11 determines the traveling mode based on the sensor detection information (mainly, information on the accelerator opening, the vehicle speed, and the amount of electricity stored in the power storage device). As shown in FIG. 3, the traveling modes that can be selected by the integrated control unit 11 include a first traveling mode, a second traveling mode, a third traveling mode, and a fourth traveling mode.

The first traveling mode is a traveling mode in which the driving force of the second rotating electric machine 44 is transmitted to the second wheel W2 to drive the vehicle while the internal combustion engine EG and the first rotating electric machine 33 are stopped. The first traveling mode is realized in the released state of both the first engaging device CL1 and the second engaging device CL2. The second traveling mode is a traveling mode in which the driving force of the internal combustion engine EG causes the first rotating electric machine 33 to generate electricity, and the driving force of the second rotating electric machine 44 is transmitted to the second wheel W2 to drive the vehicle. The second traveling mode is realized in the directly connected engaging state of the first engaging device CL1 and the released state of the second engaging device CL2. In the third traveling mode, the electric power of the power storage device is consumed to transmit the driving force of the first rotating electric machine 33 to the first wheel W1 and the driving force of the second rotating electric machine 44 to the second wheel W2. It is a running mode to run. The third traveling mode is realized in the released state of the first engaging device CL1 and the directly connected engaging state of the second engaging device CL2. The fourth traveling mode is a traveling mode in which at least the driving force of the internal combustion engine EG is transmitted to the first wheel W1 and the driving force of the second rotary electric machine 44 is transmitted to the second wheel W2 to drive the vehicle. The fourth traveling mode is realized in the directly connected engaging state of both the first engaging device CL1 and the second engaging device CL2. In the present embodiment, the first traveling mode corresponds to the "neutral driving mode", the third traveling mode corresponds to the "electric traveling mode", and the fourth traveling mode corresponds to the "driving driving mode". The first driving mode can also be referred to as a "neutral driving mode".

Normally, while traveling in the first traveling mode, the first engaging device CL1 can be engaged to shift to the second traveling mode. Further, while traveling in the first traveling mode, the second engaging device CL2 can be engaged to shift to the third traveling mode. The second engaging device CL2 is engaged during the running in the second running mode, or the first engaging device CL1 is engaged during the running in the third running mode to shift to the fourth running mode. be able to. As described above, normally, when shifting from the first traveling mode to the fourth traveling mode, the second traveling mode or the third traveling mode is passed in between.

The integrated control unit 11 has an output torque required for the internal combustion engine EG (internal engine required torque) and an output torque required for the first rotary electric machine 33 based on the determined traveling mode, sensor detection information, and the like. (Torque required by the first rotary electric machine) and output torque (torque required by the second rotary electric machine) required for the second rotary electric machine 44 are determined. Further, the integrated control unit 11 is formed by the engagement state of the starting engagement device 32, which is the first engagement device CL1, and the automatic transmission 35, based on the determined traveling mode, sensor detection information, and the like. Determine the target shift speed to be used.

In the present embodiment, the control device 1 (integrated control unit 11) controls the internal combustion engine EG via the internal combustion engine control device 20.

The first rotary electric machine control unit 12 controls the first rotary electric machine 33. The first rotary electric machine control unit 12 can switch between torque control and rotational speed control of the first rotary electric machine 33 according to the traveling state of the vehicle. The torque control of the first rotary electric machine 33 is a control in which a target torque is commanded to the first rotary electric machine 33 so that the output torque of the first rotary electric machine 33 follows the target torque. The rotation speed control of the first rotary electric machine 33 is a control in which a target rotation speed is commanded to the first rotary electric machine 33 and an output torque is determined so that the rotation speed of the first rotary electric machine 33 follows the target rotation speed. ..

The engagement control unit 13 includes the engaged state of the starting engaging device 32, which is the first engaging device CL1, and the shifting engaging device 35C (including the second engaging device CL2) provided in the automatic transmission 35. ) Control the engagement state. The engagement control unit 13 controls the engagement state of each engagement device so as to form a travel mode and a target shift stage determined by the integrated control unit 11. The engagement control unit 13 adjusts the hydraulic pressure of the hydraulic oil supplied from the oil pump (not shown) by the hydraulic control device 51, and supplies the adjusted hydraulic oil to each engagement device.

The second rotary electric machine control unit 14 controls the second rotary electric machine 44. The second rotary electric machine control unit 14 can switch between torque control and rotational speed control of the second rotary electric machine 44 according to the traveling state of the vehicle. The torque control of the second rotary electric machine 44 is a control in which a target torque is commanded to the second rotary electric machine 44 and the output torque of the second rotary electric machine 44 is made to follow the target torque. The rotation speed control of the second rotary electric machine 44 is a control in which a target rotation speed is commanded to the second rotary electric machine 44 and an output torque is determined so that the rotation speed of the second rotary electric machine 44 follows the target rotation speed. ..

In the present embodiment, the N traveling standby control unit 15 executes the neutral traveling standby control for maintaining the first engaging device CL1 in the engaged state during traveling in the first traveling mode as the "neutral mode". .. That is, the N-traveling standby control unit 15 executes standby control during neutral traveling during traveling in the first traveling mode, and should normally be in the released state during traveling in the first traveling mode. The engaging device CL1 is maintained in the engaged state. Here, the "engaged state" of the first engaging device CL1 in the standby control during neutral traveling is a state in which the pair of friction plates of the first engaging device CL1 are in contact with each other without a gap (pack clearance is clogged). State). While traveling in the N traveling mode, the standby control unit 15 keeps the first engaging device CL1 in a state where the actual transmission torque capacity is substantially zero while reducing the pack clearance. In the present embodiment, the standby control during neutral traveling corresponds to the “standby control during neutral”.

Since the pack clearance of the first engaging device CL1 is clogged, it is possible to quickly respond when it becomes necessary to increase the engaging pressure (transmission torque capacity) of the first engaging device CL1 thereafter. For example, when a large driving force is required such as when the accelerator pedal is depressed while traveling in the first traveling mode, the engaging pressure (transmission torque capacity) of the first engaging device CL1 is increased to increase the internal combustion engine. The EG can be started quickly. Then, the second engaging device CL2 can also be engaged to quickly shift to the fourth traveling mode capable of outputting a large driving force. That is, it is possible to quickly shift from the first traveling mode to the fourth traveling mode without going through the second traveling mode or the third traveling mode.

Hereinafter, the transition from the first traveling mode including the standby control during neutral traveling of the present embodiment to the fourth traveling mode will be described more specifically by showing two aspects.

<First aspect>
In the first aspect shown in FIGS. 4 and 5, the start of the internal combustion engine EG is prioritized over the transmission of the driving force to the first wheel W1.

In the neutral running standby control, the first engaging device CL1 is maintained in an engaged state (more specifically, a state in which the pack clearance is clogged) during running in the first running mode (step # 01: Yes). (# 02, ~ time T01). In this state, when the transition to the fourth traveling mode is determined (# 03: Yes, T01), the first engaging device CL1 is put into the directly connected engaging state (# 04, T01 to).

The rotation speed of the first rotary electric machine 33 is increased in the directly connected engagement state of the first engagement device CL1 (# 05, T01 to T03). Then, due to the driving force of the first rotating electric machine 33, the rotation speed of the internal combustion engine EG that integrally rotates with the first rotating electric machine 33 via the first engaging device CL1 in the directly connected engaging state also increases. Eventually, when the rotational speed of the internal combustion engine EG reaches a predetermined startable rotational speed Nf (# 06: Yes, T02), the combustion of the internal combustion engine EG is started by spark ignition (# 07). The startable rotational speed Nf is set to a value near the lower limit of the rotational speed at which the internal combustion engine EG can stably operate independently.

After that, when the rotational speeds of the integrally rotating internal combustion engine EG and the first rotary electric machine 33 reach the synchronous rotation speed Nsin (# 08: Yes, T03), the second engagement device CL2 is put into a direct engagement state (#). 09, T03 ~). The synchronous rotation speed Nsync is a rotation speed determined according to the rotation speed of the first output member 39. In the present embodiment, the gear ratio of the first differential gear device 38 is adjusted to the rotation speed of the first output member 39. It is a rotation speed calculated by multiplying the speed of the automatic transmission 35 with the gear ratio of the gear at that time. When the second engaging device CL2 is put into the directly connected engaging state, it may be raised stepwise, or the engaging pressure may be gradually raised as shown in the figure.

When the transition to the fourth traveling mode is not determined (# 03: No) and the transition to the third traveling mode is determined (# 13: Yes), the first engaging device CL1 is released. It is in a state (# 14). Then, in the released state of the first engaging device CL1, the rotation speed of the first rotary electric machine 33 is increased (# 15). After that, the processing after the rotation speed of the first rotary electric machine 33 reaches the synchronous rotation speed Nsin is the same as that at the time of shifting to the fourth traveling mode (# 08, # 09).

<Second aspect>
In the second aspect shown in FIGS. 6 and 7, the driving force is transmitted to the first wheel W1 with priority over starting the internal combustion engine EG.

In the neutral running standby control, the first engaging device CL1 is maintained in an engaged state (more specifically, a state in which the pack clearance is clogged) during running in the first running mode (step # 21: Yes). (# 22, ~ T11). In this state, when the transition to the fourth traveling mode is determined (# 23: Yes, T11), the first engaging device CL1 is put into the slip engaging state (# 24, T11 to T12).

The rotation speed of the first rotary electric machine 33 is increased in the slip-engaged state of the first engagement device CL1 (# 25, T11 to T12). Then, the rotation speed of the first rotary electric machine 33 rapidly increases with a difference rotation with respect to the rotation speed of the internal combustion engine EG. Eventually, when the rotation speed of the first rotary electric machine 33 reaches the synchronous rotation speed Nsin (# 26: Yes, T12), the second engagement device CL2 is put into the direct engagement state (# 27). When the rotational speed of the first rotary electric machine 33 increases, the rotational speed of the internal combustion engine EG also increases due to the driving force of the first rotary electric machine 33 transmitted via the first engagement device CL1 in the slip-engaged state. (T11 ~). Eventually, when the rotational speed of the internal combustion engine EG reaches a predetermined startable rotational speed Nf (# 28: Yes, T13), the combustion of the internal combustion engine EG is started by spark ignition (# 29).

When the transition to the fourth traveling mode is not determined (# 23: No) and the transition to the third traveling mode is determined (# 33: Yes), the first engaging device CL1 is released. It is in a state (# 34). Then, in the released state of the first engaging device CL1, the rotational speed of the first rotary electric machine 33 is increased (# 35). When the rotation speed of the first rotary electric machine 33 reaches the synchronous rotation speed Nsync (# 36: Yes), the second engagement device CL2 is put into the direct connection engagement state (# 37).

In either of these two modes, the vehicle may initially travel in the fourth travel mode, and then shift from the fourth travel mode to the first travel mode. In such a case, after outputting a command to release the second engaging device CL2 for the transition to the first traveling mode, the second engaging device CL2 is actually in the released state. After confirming, it is preferable to execute the standby control during neutral driving. Here, in the case of executing the standby control during neutral traveling, when the rotation of the internal combustion engine EG is reduced after the second engaging device CL2 is actually released, the first engagement is performed from the fourth traveling mode. It is possible to shift to the state of executing the standby control during neutral running while maintaining the device CL1 in the engaged state. However, even in this case, after shifting from the fourth traveling mode to the first traveling mode, the engaging state of the first engaging device CL1 is changed from the state where the required transmission torque capacity can be secured in the fourth traveling mode. It is preferable to shift to a state in which the pair of friction plates of the engaging device CL1 are in contact with each other without a gap (a state in which the pack clearance is tight). The control order when the standby control during neutral running is executed is not limited to this. For example, in the case of executing the standby control during neutral traveling, when the first engaging device CL1 and the second engaging device CL2 are released before the rotation of the internal combustion engine EG is reduced, the second engaging device is released. After the CL2 is actually in the released state, the first engaging device CL1 may be controlled to shift to the engaged state again. To confirm that the second engaging device CL2 is actually in the released state, for example, a hydraulic sensor or the like detects the magnitude of the hydraulic pressure supplied to the second engaging device CL2, and a predetermined release determination is made. It can be done based on the magnitude relationship with the value. With such a configuration, it is possible to prevent the drag resistance of the internal combustion engine EG from being transmitted to the first wheel W1 side, and it is possible to suppress deterioration of drivability.

Further, in either of these two modes, the vehicle may initially travel in the third travel mode, and then shift from the third travel mode to the first travel mode. In this case, when switching from the third traveling mode to the first traveling mode, the first engaging device CL1 which has been in the released state is put into the engaged state, and the second engaging device which has been in the engaged state until then It is preferable that the device CL2 is released and the neutral standby control is executed in the first traveling mode after the transition. In this way, the standby control during neutral can be smoothly started by utilizing the release operation of the second engaging device CL2 accompanying the mode switching from the third traveling mode to the first traveling mode. Further, in the subsequent first traveling mode, it is possible to improve the responsiveness when a driving force is required.

[Other Embodiments]
(1) In the above embodiment, in the neutral traveling standby control, the configuration in which the first engaging device CL1 is supplied with the minimum necessary hydraulic pressure and the pack clearance is clogged has been described as an example. However, the present invention is not limited to such a configuration, and at least the pair of friction plates of the first engaging device CL1 may be in contact with each other without a gap. For example, a line pressure is supplied to the first engaging device CL1. A state in which a relatively large transmission torque capacity is generated in the first engaging device CL1 (for example, a directly connected engaging state) may be obtained.

(2) In the above embodiment, an example in which the vehicle drive device 3 having the configuration shown in FIG. 1 is the control target has been described. However, without being limited to such a configuration, at least in the power transmission path connecting the input member 31 and the first output member 39, from the side of the input member 31, the first engaging device CL1 and the first rotary electric machine 33 , And the second engaging device CL2 are provided in this order, the specific configuration of the vehicle drive device 3 to be controlled is arbitrary. For example, as shown in FIG. 8, in the power transmission path connecting the input member 31 and the first output member 39, from the side of the input member 31, the starting engaging device 32, the first rotary electric machine 33, and the transmission engaging device 37 , And the vehicle drive device 3 having the configuration provided in the order of the second rotary electric machine 44 can also be controlled in the same manner. In such a configuration, the starting engaging device 32 corresponds to the "first engaging device CL1" and the transmission engaging device 37 corresponds to the "second engaging device CL2".

(3) In the above embodiment, a configuration in which standby control during neutral traveling is executed during traveling in the first traveling mode has been described as an example. However, without being limited to such a configuration, the same control (control to keep the first engaging device CL1 in the engaged state) may be executed while the vehicle is stopped in the first traveling mode. The control in this case can be referred to as "neutral stop standby control", which corresponds to "neutral standby control". This neutral stop standby control may be realized by the N running standby control unit 15, or the control device 1 may control the neutral stop during neutral stop separately from the N running standby control unit 15. A medium standby control unit may be provided.

(4) The configurations disclosed in each of the above-described embodiments (including the above-described embodiment and other embodiments; the same shall apply hereinafter) are applied in combination with the configurations disclosed in other embodiments as long as there is no contradiction. It is also possible to do. With respect to other configurations, the embodiments disclosed in the present specification are examples in all respects, and can be appropriately modified without departing from the spirit of the present disclosure.

[Outline of Embodiment]
Summarizing the above, the control device according to the present disclosure preferably has the following configurations.

From the side of the input member (31), the first is connected to the power transmission path connecting the input member (31) driven and connected to the internal combustion engine (EG) and the output member (39) driven and connected to the wheel (W1). A control device (1) for controlling a vehicle drive device (3) provided in the order of an engagement device (CL1), a rotary electric machine (33), and a second engagement device (CL2).
The internal combustion engine (EG) is stopped rotating, and the output member (39) is rotating in a neutral mode realized by releasing the second engaging device (CL2). An engaged state in which the second engaging device (CL2) is released and the pair of friction plates of the first engaging device (CL1) are in contact with each other without a gap. Executes neutral standby control to be maintained.

According to this configuration, in the released state of the second engaging device (CL2), the first engaging device (CL1) is maintained in the engaged state by executing the standby control during neutral. Therefore, in the neutral mode thereafter. When it becomes necessary to transmit the driving force of the internal combustion engine (EG) to the wheels (W1) while the vehicle is running, the rotating electric machine is transmitted via the first engaging device (CL1) in the engaged state. The internal combustion engine (EG) can be started quickly by the driving force of (33). Further, by engaging the second engaging device (CL2) in parallel with this, the driving force of the internal combustion engine (EG) after starting can be quickly transmitted to the wheel (W1) side. Therefore, it is possible to improve the responsiveness when a driving force is required from the neutral mode realized in the released state of the second engaging device (CL2) while the rotation of the internal combustion engine (EG) is stopped. In order to engage the first engaging device (CL1) during standby control during neutral, it is sufficient to provide enough hydraulic pressure to bring the pair of friction plates into contact with each other without a gap. Therefore, the discharge pressure of the oil pump for that purpose should be increased. It can be kept low. Therefore, it is possible to improve the responsiveness when a driving force is required while increasing the energy efficiency of the vehicle driving device (3).

As one aspect
When switching from the electric traveling mode in which the driving force of the rotary electric machine (33) can be transmitted to the wheels (W1) to the neutral mode, the first engaging device (CL1) is brought into an engaged state, and the first (2) It is preferable to execute the neutral standby control with the engaging device (CL2) released.

According to this configuration, the standby control during neutral can be smoothly started by utilizing the release operation of the second engaging device (CL2) accompanying the mode switching from the electric traveling mode to the neutral mode. Further, in the subsequent neutral mode, it is possible to improve the responsiveness when a driving force is required.

As one aspect
During the electric traveling mode, the first engaging device (CL1) is in the released state, and when switching to the neutral mode, the first engaging device (CL1) is brought into the engaged state and the first engaging device is engaged. It is preferable to maintain the engaged state of the device (CL1) until at least the driving force of the internal combustion engine (EG) is transferred to the driving traveling mode capable of transmitting the driving force to the wheels (W1).

According to this configuration, in the neutral mode, the responsiveness when a driving force is required can be appropriately improved.

As one aspect
It is preferable to release the first engaging device (CL1) when switching from the neutral mode to the electric traveling mode in which the driving force of the rotary electric machine (33) can be transmitted to the wheels.

According to this configuration, by driving the vehicle in the electric traveling mode with the first engaging device (CL1) released, it is possible to avoid the internal combustion engine (EG) from turning around and the first engaging device (CL1) from dragging. can do. Therefore, the loss caused by them can be reduced, and the energy efficiency of the vehicle drive device (3) can be improved.

As one aspect
The first engaging device (CL1) is used when shifting from the state in which the neutral standby control is being executed to the drive traveling mode in which at least the driving force of the internal combustion engine (EG) can be transmitted to the wheels (W1). The rotation speed of the internal combustion engine (33) is increased by the driving force of the rotating electric machine (33), and the rotational speed of the internal combustion engine (EG) is determined in advance. When the speed (Nf) is reached, the combustion of the internal combustion engine (EG) is started, and then the rotation speeds of the internal combustion engine (EG) and the rotary electric machine (33) correspond to the rotation speed of the output member (39). When the determined synchronous rotation speed (Nsync) is reached, it is preferable to put the second engaging device (CL2) into the engaged state.

According to this configuration, in the transition from the state in which the neutral standby control is being executed to the drive driving mode, the internal combustion engine (EG) is preferentially started and the second engaging device (CL2) is started relatively early. It can be in an engaged state. Therefore, it is possible to appropriately improve the responsiveness when a driving force is required.

As one aspect
The first engaging device (CL1) is used when shifting from the state in which the neutral standby control is being executed to the drive traveling mode in which at least the driving force of the internal combustion engine (EG) can be transmitted to the wheels (W1). Is in a slip-engaged state and the rotation speed of the rotary electric machine (33) is increased, and the rotational speed of the rotary electric machine (33) is determined according to the rotation speed of the output member (39). When the speed is reached, the second engaging device (CL2) is shifted from the released state to the engaged state, and the rotary electric machine (33) is transmitted via the first engaging device (CL1) in the slip engaged state. It is preferable to start the combustion of the internal combustion engine (EG) when the rotational speed of the internal combustion engine (EG), which is increased by the driving force, reaches a predetermined startable rotational speed (Nf).

According to this configuration, in the transition from the state in which the neutral standby control is being executed to the drive driving mode, the internal combustion engine (EG) is relatively set while the second engaging device (CL2) is preferentially engaged. It can be started early. Therefore, it is possible to appropriately improve the responsiveness when a driving force is required.

As one aspect
The vehicle drive device (3) further includes a second rotary electric machine (44) that is driven and connected to a second wheel (W2) that is independent of the power transmission path.
In the neutral mode, it is preferable to transmit the driving force of the second rotary electric machine (44) to the second wheel (W2).

According to this configuration, the driving force of the second rotary electric machine (44) is transmitted to the second wheel (W2) to drive the vehicle, and when further driving force is required, the internal combustion engine (EG) is operated. The driving force of the internal combustion engine (EG) can be quickly transmitted to the wheels (W1) by starting the engine quickly and engaging the second engaging device (CL2). Therefore, it is possible to improve the responsiveness when a further driving force is required while the vehicle is traveling by using the driving force of the second rotary electric machine (44).

The control device according to the present disclosure should be able to exert at least one of the above-mentioned effects.

1 Control device 3 Vehicle drive device 31 Input member 33 First rotary electric machine (rotary electric machine)
39 First output member (output member)
44 Second rotary electric machine EG Internal combustion engine W1 First wheel (wheel W)
W2 Second wheel CL1 First engagement device CL2 Second engagement device Nf Startable rotation speed Nsin Synchronous rotation speed

Claims

In the power transmission path connecting the input member driven and connected to the internal combustion engine and the output member driven and connected to the wheel, the first engaging device, the rotary electric machine, and the second engaging device are in this order from the side of the input member. It is a control device that controls the provided vehicle drive device.
In the neutral mode realized when the internal combustion engine is stopped rotating and the second engaging device is in the released state, and the output member is rotating, the second engaging device is set to the released state. A control device that executes standby control during neutral to maintain the first engaging device in an engaged state in which a pair of friction plates of the first engaging device are in contact with each other without a gap.
When switching from the electric traveling mode in which the driving force of the rotary electric machine can be transmitted to the wheels to the neutral mode, the first engaging device is set to the engaged state and the second engaging device is set to the released state. The control device according to claim 1, which executes the standby control during neutral.
During the electric traveling mode, the first engaging device is in the released state, and when the mode is switched to the neutral mode, the first engaging device is brought into the engaged state, and the engaged state of the first engaging device is changed. The control device according to claim 2, wherein at least the driving force of the internal combustion engine is maintained until the drive traveling mode that can be transmitted to the wheels is entered.
According to any one of claims 1 to 3, the first engaging device is released when switching from the neutral mode to the electric traveling mode in which the driving force of the rotary electric machine can be transmitted to the wheels. The control device described.
When shifting from the state in which the neutral standby control is being executed to the drive traveling mode in which at least the driving force of the internal combustion engine can be transmitted to the wheels, the first engaging device is put into a direct engagement state and the above. The rotational speed of the rotary electric machine is increased, and when the rotational speed of the internal combustion engine increased by the driving force of the rotary electric machine reaches a predetermined startable rotation speed, the internal combustion engine is started to burn, and then the internal combustion engine is started. The method according to any one of claims 1 to 4, wherein the second engaging device is engaged when the rotation speed of the rotary electric machine reaches a synchronous rotation speed determined according to the rotation speed of the output member. Control device.
When shifting from the state in which the neutral standby control is being executed to the drive traveling mode in which at least the driving force of the internal combustion engine can be transmitted to the wheels, the first engaging device is brought into the slip engaging state and the said. The rotation speed of the rotary electric machine is increased, and when the rotation speed of the rotary electric machine reaches a synchronous rotation speed determined according to the rotation speed of the output member, the second engaging device is shifted from the released state to the engaged state and slips. When the rotational speed of the internal combustion engine, which is increased by the driving force of the rotary electric machine transmitted through the first engaging device in the engaged state, reaches a predetermined startable rotational speed, combustion of the internal combustion engine is started. The control device according to any one of claims 1 to 4.
The vehicle drive device further includes a second rotary electric machine that is driven and connected to a second wheel independent of the power transmission path.
The control device according to any one of claims 1 to 6, wherein in the neutral mode, the driving force of the second rotary electric machine is transmitted to the second wheel.