WO2021182602A1

WO2021182602A1 - Vehicular drive device

Info

Publication number: WO2021182602A1
Application number: PCT/JP2021/009998
Authority: WO
Inventors: 田中将之
Original assignee: アイシン・エィ・ダブリュ株式会社
Priority date: 2020-03-12
Filing date: 2021-03-12
Publication date: 2021-09-16

Abstract

Defining as a first engagement element (CL1) an engagement element that is engaged in a state in which an automatic transmission (3) forms a target shift stage, and defining an engagement element other than the first engagement element (CL1) as a second engagement element (CL2), if the vehicle is traveling, then, in a state in which the automatic transmission (3) forms a target shift stage, a control device carries out test control which adjusts the transmission torque of the first engagement element (CL1) to a torque at which the torque required for the wheel (W) is transmitted, and controls the rotation speed of the rotary electric machine (5) to raise the rotation speed (ωm) of the rotary electric machine (5) to above the synchronous rotation speed (ωs) and set the first engagement element (CL1) to a slip-engaged state, and during execution of the test control, changes the second engagement element (CL2) from a disengaged state to an engaged state at least until the torque of the rotary electric machine (2) rises to or above a predefined standard torque (TH).

Description

Vehicle drive

The present invention relates to a vehicle drive device including an automatic transmission capable of switching a plurality of gears by selectively engaging a plurality of engaging elements.

In Japanese Patent No. 3484724 (for example, FIG. 9), a brake (B) and a clutch (C) are selectively engaged to switch between two gears, and a rotary electric machine (12) is used as a driving force source for wheels. There is disclosed an automatic transmission (13) that transmits the rotation of the wheel to the wheels at a constant speed or by increasing the speed (reference numerals in parentheses in the background art are those of the literature). In the 1st speed, the automatic transmission (13) is engaged with the clutch (C) and the brake (B) is released, and the rotation input to the automatic transmission (13) is output at a constant speed. In the second and second speed stages, the clutch (C) is released and the brake (B) is engaged to increase the speed of the rotation input to the automatic transmission (13) and output it. That is, when shifting from the 1st speed to the 2nd speed, the clutch (C) is released from the engaged state and the brake (B) is engaged from the released state.

Japanese Patent No. 3484724

In such an automatic transmission, as described above, the engaging elements such as the clutch and the brake are changed to shift to a different shift stage, but for smooth shifting, the engaging elements are appropriately changed. It is preferable to be controlled. That is, the control amount for changing the engaging state of the engaging element (for example, the control amount of hydraulic pressure when the engaging element is hydraulically driven, and the controlled amount of current or voltage when the engaging element is electromagnetically driven) is appropriate. It is preferable to be controlled by. Therefore, the control device that controls the automatic transmission engages the engaging elements to be learned by engaging them in a neutral state in which the automatic transmission does not form a shift stage or in a state where the vehicle is stopped. It may have a configuration for learning the response characteristics of the element. However, in such a configuration, learning can be performed only in the neutral state or the stopped state, so that the learning opportunity is limited and it is difficult to increase the learning frequency. Further, in the neutral state and the stopped state, the environment and conditions of each part are often different from those in the state in which the vehicle is running, and there is a limit to improving the learning accuracy.

Therefore, it is desired to provide a technique capable of learning the response characteristics of the engaging elements of the automatic transmission with higher frequency and higher accuracy.

In view of the above, a plurality of gears can be switched by selectively engaging a plurality of engaging elements provided in a rotary electric machine as a driving force source of the wheel and a power transmission path connecting the rotary electric machine and the wheel. A vehicle drive device including an automatic transmission, a rotary electric machine, and a control device for controlling the automatic transmission forms a target transmission stage in which the automatic transmission is one of a plurality of the transmission stages. The control device is attached to the wheel by using the engaging element engaged in the engaged state as the first engaging element and the engaging element other than the first engaging element as the second engaging element. When the vehicle is running, the automatic transmission is used, with the torque required to be transmitted as the required torque and the rotation speed of the rotating electric machine in the state where the target shift stage is formed as the synchronous rotation speed. Matches the transmission torque of the first engaging element to the torque at which the required torque is transmitted to the wheels, and controls the rotation speed of the rotary electric machine to control the rotation speed of the rotary electric machine. A test control is executed in which the rotation speed of the above is increased from the synchronous rotation speed to bring the first engaging element into a sliding engagement state, and at least the torque of the rotary electric machine is predetermined during the execution of the test control. It is preferable to change the second engaging element from the released state to the engaged state until the torque rises above the specified torque.

According to this configuration, the first engaging element is slid while the automatic transmission forms any of a plurality of gears and transmits torque to be transmitted in the gears to the wheels. In the engaged state, the second engaging element is changed from the released state to the engaged state, and the response characteristic in the replacement of the engaging element is learned. That is, it is possible to learn the response characteristics in a state where the automatic transmission is not in the neutral state but in a state where a shift stage is formed, and in a state where torque is transmitted to the wheels to drive the vehicle. That is, according to this configuration, since the response characteristics can be learned when the vehicle is running, the response characteristics of the engaging elements of the automatic transmission can be learned with high frequency. Further, since the shift stage is formed and the vehicle is running, for example, when the engaging element is a hydraulically driven type, the response characteristic is in the actual state where oil is circulated in the hydraulic circuit. Can be learned. Therefore, it is possible to learn the response characteristics of the engaging element of the automatic transmission with high accuracy. As described above, according to this configuration, it is possible to learn the response characteristics of the engaging element of the automatic transmission with higher frequency and higher accuracy.

Further features and advantages of the vehicle drive device will be clarified from the following description of the embodiments described with reference to the drawings.

A skeleton diagram showing an example of a vehicle drive device equipped with a two-speed automatic transmission. Engagement table for 2-speed automatic transmission Time chart showing an example of test control Speed diagram of automatic transmission A skeleton diagram showing an example of a vehicle drive device equipped with an 8-speed automatic transmission. 8-speed automatic transmission engagement table

Hereinafter, embodiments of the vehicle drive device will be described with reference to the drawings. As shown in FIG. 1, the vehicle drive device 1 is provided in a power transmission path connecting the rotary electric machine 2 which is the driving force source of the wheel W of the vehicle and the rotary electric machine 2 and the wheel W, and a plurality of engaging elements CL. It is provided with an automatic transmission 3 capable of switching a plurality of shift stages by selective engagement of the above, and a control device 5 for controlling the rotary electric machine 2 and the automatic transmission 3. FIG. 1 illustrates a two-speed transmission equipped with a planetary gear mechanism PG as the automatic transmission 3.

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. Further, the "rotary electric machine" includes any of a motor (motor), a generator (generator), and, if necessary, a motor / generator that functions as both a motor and a generator.

The rotary electric machine 2 includes a stator (not shown) fixed to the case 4 which is a non-rotating member, and a rotor (not shown) rotatably supported inside the stator in the radial direction. The rotary electric machine 2 is connected to a DC power supply (not shown) via an inverter (not shown) that converts power between DC and AC. A DC power source is a power source that can store electricity, such as a secondary battery or a capacitor. The rotary electric machine 2 is supplied with electric power from a DC power source to perform power, and also regenerates the electric power generated by the inertial force of the vehicle to the DC power source and stores the electric power in the DC power source. The rotor of the rotary electric machine 2 is connected to the speed change input member IN so as to rotate integrally with the speed change input member IN to the automatic transmission 3.

The automatic transmission 3 is configured as a stepped automatic transmission, and in the present embodiment, it includes a planetary gear mechanism PG and a plurality of engaging elements CL for shifting. As shown in FIG. 1, the planetary gear mechanism PG includes a ring gear R, a sun gear S, and a carrier CA that supports a plurality of pinion gears P that mesh with both the ring gear R and the sun gear S, and serves as a plurality of engaging elements CL. Includes a clutch C0 and a brake B0. The speed change input member IN is connected to the ring gear R. The shift output member OUT of the automatic transmission 3 is connected to the carrier CA. The sun gear S is selectively fixed to the case 4 which is a non-rotating member via the brake B0, and is selectively connected to the carrier CA via the clutch C0. The shift output member OUT of the automatic transmission 3 is drive-connected to the differential input member DG of the differential gear mechanism DF that distributes the driving force to the wheels W. Other power transmission mechanisms such as a counter gear mechanism (not shown) may be provided between the shift output member OUT and the differential gear mechanism DF.

As shown in the engagement table of FIG. 2, the automatic transmission 3 forms a shift stage by selectively engaging any one of the clutch C0 and the brake B0 as the engagement element CL. In this embodiment, two gears are formed. In the 1st speed stage 1st, the brake B0 is controlled to be engaged and the clutch C0 is controlled to be released. As shown by the solid line in the speed diagram of FIG. 4, when the brake B0 is engaged, the sun gear S is fixed, the rotation of the ring gear R connected to the speed change input member IN is decelerated, and the carrier is used. It is output from the speed change output member OUT via the CA. In the second speed stage 2nd, the brake B0 is controlled to be released and the clutch C0 is controlled to be engaged. As a result, as shown by the alternate long and short dash line in the speed diagram of FIG. 4, the clutch C0 is engaged, so that the sun gear S and the carrier CA are integrally rotated, and the shift input member IN is engaged. The rotation of the connected ring gear R is output from the shift output member OUT at a constant speed.

The control device 5 (CTRL) determines the required torque of the vehicle (wheel W) based on information such as the accelerator opening degree and the vehicle speed, and controls the rotary electric machine 2 and the automatic transmission 3. The control device 5 determines the shift stage of the automatic transmission 3 and controls the rotation of the rotary electric machine 2. Here, the required torque is the torque required to be transmitted to the wheel W at each time point. Further, the rotational speed of the rotary electric machine 2 according to the vehicle speed (rotational speed of the wheels W) in the state where any of the gears is formed is the synchronous rotational speed at the gears. The control device 5 can execute torque control and rotation speed control as a control method for controlling the rotary electric machine 2. Here, the torque control is a control in which a target torque (a target value of the torque of the rotary electric machine 2) is commanded to the rotary electric machine 2 and the output torque of the rotary electric machine 2 is made to follow the target torque. The rotation speed control is a control in which a target rotation speed is commanded to the rotation electric machine 2 and the rotation speed of the rotation electric machine 2 is made to follow the target rotation speed. The control device 5 controls the rotary electric machine 2 based on the deviation between the current (feedback current) flowing through the rotary electric machine 2 (stator coil) and the current command.

In the present embodiment, the engaging element CL is a hydraulically driven friction engaging element such as a wet multi-plate clutch. The control device 5 controls a hydraulic circuit (not shown) to drive the engaging element CL. The hydraulic circuit includes a hydraulic control valve (linear solenoid valve or the like) for adjusting the hydraulic pressure of hydraulic oil supplied from an oil pump (not shown). The opening degree of the hydraulic control valve is adjusted according to the hydraulic command (PC1, PC2: see FIG. 3) from the control device 5, and the hydraulic hydraulic oil according to the hydraulic command is supplied to each engaging element. In addition, "PC1" is a hydraulic command (first hydraulic command) to the first engaging element CL1 described later, and "PC2" is a hydraulic command (second hydraulic command) to the second engaging element CL2 described later. be.

The hydraulic command includes a first phase command in which the hydraulic control valve is set as the first opening in the initial stage, a second phase command in which the hydraulic control valve is maintained at a second opening smaller than the first opening, and a hydraulic control valve. Includes a third phase command that gradually increases the opening degree of. Pressure oil is rapidly introduced into the engaging operation part of the hydraulic cylinder or the like in response to the first phase command, and the clearance between the plurality of friction plates of the wet multi-plate clutch is eliminated. Next, in response to the second phase command, the hydraulic pressure of the oil supplied to the engaging operation part becomes a predetermined pressure (specifically, the stroke end immediately before the engaging element CL to be engaged starts to generate a transmission torque. Pressure) is maintained. Then, in response to the third phase command, the oil pressure supplied to the engaging operating portion is gradually increased, and the engaging element CL generates a desired transmission torque.

Here, the actual oil pressure gradually rises in the fast fill period corresponding to the period of the first phase command, and reaches the stroke end pressure at some point in the period of the second phase command.
At this time, after the hydraulic command is output to a certain engaging element CL (in this case, the clutch C0 or the brake B0) (after the first phase command is output), the engaging element CL actually generates the transmission torque. The time required to start (corresponding to the time until the change start time described later) may differ depending on the engaging element CL. Further, the time may change depending on the operating environment (oil pressure, oil temperature, etc.) even if the engaging element CL is the same. Further, the stroke end pressure (corresponding to the hydraulic pressure for obtaining the steady transmission torque described later), which is the target value in the second phase command, may also differ depending on the engaging element CL. Further, the stroke end pressure may also change depending on the operating environment (oil pressure, oil temperature, etc.) even with the same engaging device. That is, these times (change start time) and stroke end pressure (steady transmission torque) are different for each engaging element CL and are also affected by the operating environment.

The control device 5 executes test control for learning the engagement start timing and the steady transmission torque for each engagement element CL in order to smoothly control the automatic transmission 3. The engagement start time is learned as, for example, the time required from the output of the hydraulic command (first phase command) to the engagement element CL until the engagement element CL actually starts to generate the transmission torque. The engagement start time may be determined based on the elapsed time from the output of the hydraulic command, or if the fast fill period is constant, based on the elapsed time from the end of the fast fill period. It may be decided. Further, the steady transmission torque is learned as the transmission torque generated by the engaging element CL to be controlled in the state where the hydraulic command (second phase command) is output. It is more preferable that the control device 5 corrects the learned engagement start timing and the steady transmission torque so as to approach the appropriate range when it is out of the appropriate range.

For example, in the control device 5, when the rotary electric machine 2 is operating and the vehicle is stopped and the automatic transmission 3 is in the neutral state, the brake B0 is engaged in order to form the first speed stage 1st. Learning can be performed by changing the subject from the released state to the engaged state. However, depending on the driver, the shift lever may be operated immediately after the vehicle is started to change from the neutral range to the drive range. In such cases, learning opportunities are lost. Further, considering learning at the time of shift change from the 1st speed stage 1st to the 2nd speed stage 2nd, it is preferable that the learning can be performed even while the vehicle is traveling. In the present embodiment, the control device 5 is configured to be able to perform learning even while the vehicle is traveling. When the vehicle is running, when the engaging element CL is a hydraulically driven type, oil circulates in the hydraulic circuit, and learning according to the actual shifting environment becomes possible.

Hereinafter, a case where the control device 5 learns the response characteristics of the engaging element CL (in this case, the engaged clutch C0) in switching the shift stage from the first speed stage 1st to the second speed stage 2nd will be described. do. In this case, the first speed stage 1st is set as the target shift stage, and the brake B0, which is the engagement element CL engaged in the state where the automatic transmission 3 forms the first speed stage 1st, is the first engagement element. Let it be CL1. The clutch C0 released in the first speed 1st, which is the target shift stage, is referred to as the second engagement element CL2 here. Further, the torque required to be transmitted to the wheel W based on the accelerator opening and the vehicle speed at that time is set as the required torque, and the vehicle speed (rotational speed of the wheel W) in the state where the target shift stage is formed is formed. ), The rotation speed of the rotary electric machine 2 is defined as the synchronous rotation speed.

The control device 5 adjusts the transmission torque of the first engaging element CL1 to the torque transmitted to the wheels W and rotates the rotary electric machine 2 in a state where the automatic transmission 3 forms the target shift stage. A test control is executed in which the speed is controlled so that the rotation speed of the rotary electric machine 2 is increased from the synchronous rotation speed to bring the first engaging element CL1 into a sliding engagement state. That is, by adjusting the transmission torque of the first engaging element CL1 (brake B0 in this case) to the torque transmitted to the wheel W, the state in which the required torque is transmitted to the wheel W is maintained. At the same time, by making the torque of the rotary electric machine 2 higher than the torque at which the required torque is transmitted to the wheels W, the rotation speed of the rotary electric machine 2 is increased more than the synchronous rotation speed. That is, as shown by the broken line in the speed diagram of FIG. 4, the rotation speed of the rotary electric machine 2 is maintained while the rotation speed of the carrier CA (shift output member OUT) is maintained and the first engagement element CL1 is in a sliding engagement state. To raise. Further, the control device 5 changes the released second engaging element CL2 (in this case, the clutch C0) toward the engaged state during the execution of this test control.

The time chart of FIG. 3 shows the rotation speed ωm of the rotary electric machine 2, the output torque Tm of the rotary electric machine 2, the first hydraulic command PC1 of the first engagement element CL1 (here, the brake B0), and the second engagement element CL2 (here). The second hydraulic command PC2 of the clutch C0) is shown. In the time chart shown in FIG. 3, the brake B0 is engaged before the time t1, and the first speed stage 1st is formed in the automatic transmission 3. At this time, the torque required to be transmitted to the wheel W is the required torque. Further, the rotation speed ωm of the rotary electric machine 2 at this time is the synchronous rotation speed ωs.

At the start of the test control, the control device 5 lowers the first hydraulic command PC1 so that the transmission torque of the brake B0 (first engagement element CL1) matches the torque at which the required torque is transmitted to the wheel W. .. In this state, the brake B0 is in a state of transmitting a torque corresponding to the required torque multiplied by the reciprocal of the gear ratio from the brake B0 to the wheels W. In this state, when a torque larger than the transmission torque of the brake B0 is transmitted, the brake B0 is in a sliding engagement state. Then, after time t2, the control device 5 makes the torque of the rotary electric machine 2 higher than the torque at which the required torque is transmitted to the wheels W, so that the rotation speed ωm of the rotary electric machine 2 becomes higher than the synchronous rotation speed ωs. Raise it. As a result, the brake B0 can be brought into the sliding engagement state while maintaining the state in which the required torque is transmitted to the wheels W. Then, the control device 5 controls the rotation speed of the rotary electric machine 2 so as to maintain the brake B0 in the sliding engagement state. In this way, the control device 5 applies the transmission torque of the first engaging element CL1 (brake B0) to the wheel W in a state where the automatic transmission 3 forms the target shift stage (first speed stage 1st). While adjusting the required torque to the transmitted torque, the rotation speed of the rotary electric machine 2 is controlled to raise the rotation speed ωm of the rotary electric machine 2 above the synchronous rotation speed ωs, and the first engaging element CL1 (brake B0) is slid. Execute the test control to make it in the correct state.

Note that FIG. 3 illustrates a mode in which the output torque Tm before the time t1 is maintained between the time t3 and the time t6 (the period including the period in which the first phase command described later is output). That is, it illustrates a mode in which the output torque Tm during normal control is maintained even during test control. However, as shown by the broken line in FIG. 3, the output torque Tm may be lowered from the time t3 to the time t6 as compared with the time before the time t1. That is, the output torque Tm during the test control may be set lower than the output torque Tm during the normal control.

The control device 5 controls the control amount (here, hydraulic pressure) of the clutch C0 (second engaging element CL2), which is the engaging element CL for forming the second speed stage 2nd, at the time t5 during the execution of the test control. It is raised to change the clutch C0 from the released state to the engaged state. Specifically, from time t5 to time t6, the first phase command is output as the second hydraulic command PC2, and from time t6, the second phase command is output as the second hydraulic command PC2. The actual oil pressure gradually increases during the fast fill period, and when the stroke end pressure is reached at some point during the phase 2 command period, the clutch C0 (second engaging element CL2) begins to generate a transmission torque. .. When the clutch C0 starts to generate a transmission torque, the output torque Tm of the rotary electric machine 2 starts to increase in order to maintain the rotation speed ωm of the rotary electric machine 2 (time t7). The control device 5 detects an increase in the output torque Tm of the rotary electric machine 2 based on a predetermined threshold value (specified torque TH) (time t8). That is, the control device 5 indicates that the output torque Tm of the rotary electric machine 2 has increased when the output torque Tm of the rotary electric machine 2 has increased by the specified torque TH or more as compared with before starting to increase the control amount of the clutch C0. It can be detected, and based on that, it can be detected that the clutch C0 has started to generate a transmission torque.

As described above, the control device 5 controls the rotary electric machine 2 by using the feedback current from the rotary electric machine 2 (stator coil). Since the torque of the rotary electric machine 2 has a correlation with the feedback current, the control device 5 can detect that the output torque of the rotary electric machine 2 has increased based on the feedback current. That is, the control device 5 detects the output torque Tm of the rotary electric machine 2 during execution of the rotational speed control, and based on the output torque Tm, the engaged state of the second engaging element CL2 (clutch C0 in this case), specifically Specifically, the transmission torque of the second engaging element CL2 can be detected. Then, the control device 5 engages the second engaging element CL2 (here, the clutch C0) based on the relationship between the command (hydraulic command) output by itself and the detected output torque Tm of the rotary electric machine 2. The relationship between the state and the control amount of the second engaging element CL2 can be acquired. For example, the control device 5 has a first phase command size “A”, a first phase command period (first period) “B”, a second phase command size “E”, and a first phase command start. The time from time t5 to time t8 (response time G) and the like can be acquired as the learning amount of the responsiveness of the clutch C0.

The control device 5 is present with the output torque of the rotary electric machine 2 before the output torque of the rotary electric machine 2 rises (before the time t7) after the time t9 when the output torque of the rotary electric machine 2 is stable (for example, time t10). The difference "D" from the output torque at (time t10) can be acquired. The difference "D" of the output torque is the transmission torque (steady transmission torque) of the clutch C0 in the steady state, and is one of the learning amounts.

Time t8 corresponds to the change start time of the engaged state of the clutch C0. Therefore, the size of the first phase command "A", the period of the first phase command (first period) "B", the size of the second phase command "E", and the start time t5 of the first phase command. From the relationship with the time from time to time t8 (response time G), the control device 5 can acquire the relationship between the change start time of the engagement state of the second engaging element CL2 and the control amount. Further, the difference "D" in the output torque of the rotary electric machine 2 corresponds to the steady transmission torque of the clutch C0. Therefore, depending on the relationship between the magnitude "E" of the second phase command and the difference "D" of the output torque of the rotary electric machine 2, the control device 5 has a relationship between the steady transmission torque of the second engaging element CL2 and the control amount. Can be obtained.

Upon acquiring this information, the control device 5 lowers the oil pressure of the clutch C0 (second engaging element CL2) to change the clutch C0 toward the released state, and the brake B0 (first engaging element CL1). The oil pressure of the brake B0 is increased to change the brake B0 from the sliding engaged state to the engaged state. At the same time, the control device 5 shifts the control mode of the rotary electric machine 2 from the rotational speed control to the normal torque control. This ends the test control. In this way, the rotary electric machine 2 is controlled in rotation speed between time t3 and time t11 during test control (between time t2 and time t12 including the transition time).

The learning control when the target shift stage is the first speed stage 1st, the brake B0 is the first engagement element CL1, and the clutch C0 is the second engagement element CL2 has been described. Even when the speed stage is 2nd, learning control can be performed in the same manner. Clutch C0, which is an engaging element CL engaged in a state where the automatic transmission 3 forms the second speed stage 2nd, becomes the first engaging element CL1, and the brake B0 becomes the second engaging element CL2. .. The control device 5 executes the test control in the same manner as described above except that the target engaging element CL is different in this way, and the second engaging element CL2 (brake B0) is released during the execution of the test control. It changes from the state of being engaged to the state of being engaged. Then, the control device 5 detects the output torque Tm of the rotary electric machine 2 and acquires the relationship between the engaged state of the second engaging element CL2 and the controlled amount of the second engaging element CL2 based on the torque. ..

In the test control, the first engaging element CL1 in the engaged state for forming the target shift stage is controlled in the sliding engaging state, and the second engaging element CL2 in the released state is controlled. Is changed toward the engaged state. At this time, there is a possibility that torque fluctuations may occur slightly in the speed change output member OUT and the wheels W, but when the traveling speed of the vehicle is relatively high, the occupant is less likely to feel the torque fluctuations. Therefore, it is preferable that the test control is executed when the rotation speed of the wheel W is equal to or higher than a predetermined predetermined speed. As a matter of course, the test control may be executed when the rotation speed of the wheel W is less than the specified speed, including when the vehicle is stopped.

After executing the test control as described above and acquiring the relationship between the engaged state and the controlled variable, the control device 5 controls the controlled variable so that the change start time and the steady transmission torque approach the target value. To adjust. In other words, the control pattern of the control amount is adjusted so that the target control behavior in the engaging element CL can be realized according to the learning result during the test control. The control amount control pattern is a change pattern (change schedule) of the control amount, a magnitude of the control amount, and the like. For example, when the response time G is longer than the target time, the length of the first phase command size “A” or the length of the first phase command period “B” is set so that the response time G becomes shorter and faster. Adjust or adjust the magnitude "E" of the second phase command. When the steady-state transmission torque is smaller than the target value, the magnitude "E" of the second phase command is adjusted so that the steady-state transmission torque becomes large. The control device 5 uses the adjusted control amount control pattern to control the engaging element CL in the next shift gear switching. Further, it is more preferable to execute the next test control and update the control pattern by using the control pattern of the controlled amount after such adjustment.

By the way, in the above description, the automatic transmission 3 is illustrated by exemplifying a mode in which the automatic transmission 3 is a two-speed automatic transmission having a planetary gear mechanism PG and two engaging elements CL for shifting. However, the automatic transmission 3 may have three or more gears. 5 and 6 are a skeleton diagram and an engagement table of an automatic transmission 3 having eight gears. As shown in FIG. 5, the automatic transmission 3 has a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a plurality of engaging elements CL for shifting. The automatic transmission 3 includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a first brake B1, and a second brake B2 as engaging elements CL. In the present embodiment, the embodiment in which the unidirectional engaging element F is also provided is illustrated, but the unidirectional engaging element F may not be provided.

The first planetary gear mechanism PG1 includes a first sun gear S1, a first ring gear R1, a first pinion gear P1 that meshes with the first sun gear S1, a second pinion gear P2 that meshes with the first ring gear R1, a first pinion gear P1, and a first pinion gear P1. It is a double pinion type planetary gear mechanism having a first carrier CA1 that supports both of the two pinion gears P2. The second planetary gear mechanism PG2 includes a second sun gear S2, a third sun gear S3, a second ring gear R2, a third pinion gear P3 that meshes with both the second sun gear S2 and the second ring gear R2, a third pinion gear P3, and the like. It is a labinyo type planetary gear mechanism having a fourth pinion gear P4 that meshes with both of the third sun gear S3 and a second carrier CA2 that supports both the third pinion gear P3 and the fourth pinion gear P4.

The first sun gear S1 is connected to and fixed to the case 4. The first carrier CA1 is connected to the shift input member IN so as to rotate integrally with the shift input member IN, and the driving force transmitted to the shift input member IN is transmitted to the first carrier CA1. The first ring gear R1 is selectively connected to the second sun gear S2 of the second planetary gear mechanism PG2 via the third clutch C3. When the third clutch C3 is engaged, the first ring gear R1 and the second sun gear S2 are connected and integrally rotate. Further, the first ring gear R1 is selectively connected to the third sun gear S3 of the second planetary gear mechanism PG2 via the first clutch C1. When the first clutch C1 is engaged, the first ring gear R1 and the third sun gear S3 are connected and integrally rotate. Further, the first carrier CA1 is selectively connected to the second sun gear S2 of the second planetary gear mechanism PG2 via the fourth clutch C4. When the fourth clutch C4 is engaged, the first carrier CA1 and the second sun gear S2 are connected and integrally rotate.

The torque transmitted from the shift input member IN to the first ring gear R1 via the first carrier CA1 of the first planetary gear mechanism PG1 is input to the second sun gear S2 by the engagement of the third clutch C3. Further, the torque transmitted from the shift input member IN via the first carrier CA1 of the first planetary gear mechanism PG1 is input to the second sun gear S2 by the engagement of the fourth clutch C4. Further, the second sun gear S2 is selectively fixed to the case 4 via the first brake B1.

The torque transmitted from the shift input member IN is input to the second carrier CA2 by the engagement of the second clutch C2. Further, the second carrier CA2 is selectively fixed to the case 4 via the second brake B2 or the one-way engaging element F. The second ring gear R2 is drive-connected to the speed change output member OUT. The torque transmitted from the shift input member IN to the first ring gear R1 via the first carrier CA1 of the first planetary gear mechanism PG1 is input to the third sun gear S3 by the engagement of the first clutch C1.

Also in the 8-speed automatic transmission 3, the engagement and disengagement of a plurality of engagement elements CL (shift clutches (C1, C2, C3, C4) and shift brakes (B1, B2)) are performed. Is controlled to switch the transmission state of the driving force by the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2. In this example, as shown in the operation table of FIG. 6, any two of the engaging elements CL for shifting are selectively engaged to form any one of the plurality of shifting stages. As shown in the operation table of FIG. 6, in the present embodiment, the automatic transmission 3 has eight gears having different gear ratios, that is, the first gear 1st, the second gear 2nd, and the third gear 3rd. It has 4th speed 4th, 5th speed 5th, 6th speed 6th, 7th speed 7th, and 8th speed 8th as forward stages, and has two stages, 1st reverse stage Rev1 and 2nd reverse stage Rev2. It also has a reverse stage.

Similar to FIG. 2, the operation table of FIG. 6 shows the operating state of a plurality of engaging elements CL for shifting at each shift stage. In FIG. 6, the white circle “◯” indicates that the engaging element CL is in the engaged state, and “unmarked” indicates that the engaging element CL is in the released state. ing. The parenthesized circle "(◯)" indicates that the one-way engaging element F is in the engaged state when the engine brake is applied or the like.

The "target shift" in the test control for such an 8-speed automatic transmission 3 may be any one, a plurality, or all of the plurality of shifts. Further, the "first engaging element CL1" may be any one or a plurality of the plurality of engaging elements CL.
Similarly, the "second engaging element CL2" may be any one or a plurality of the plurality of engaging elements CL. In this example, the two engaging elements CL that are engaged in the target speed change are the first engaging element CL1, and the engaging elements CL other than the two engaging elements CL are the second engaging elements. It is CL2.

For example, when the target shift stage is the third speed stage 3rd, the first clutch C1 and the third clutch C3, which are the engaging elements CL engaged in the state of forming the third speed stage 3rd, are the first. Corresponds to the engaging element CL1. When shifting from the 3rd speed 3rd to the 4th 4th speed, the 3rd clutch C3 is released and the 4th clutch C4 is engaged. Therefore, among the engaging elements other than the first engaging element CL1, by setting the fourth clutch C4 as the second engaging element CL2, the situation is such that the speed is changed from the third speed stage 3rd to the fourth speed stage 4th. It is possible to learn the responsiveness of the combined fourth clutch C4. In this case, the engaging element CL to be in the sliding engaging state during the test control is one of the first clutch C1 and the third clutch C3 as the first engaging element CL1. Therefore, the third clutch C3 released with the shift from the third speed stage 3rd to the fourth speed stage 4th may be in a slip-engaged state, or may remain engaged by the shift. The first clutch C1 may be in a sliding engagement state.

In this way, in the case of learning the responsiveness of the fourth clutch C4 according to the situation when shifting from the third speed stage 3rd to the fourth speed stage 4th, the third clutch C3 is slipped during the test control. In the matching state, the control device 5 adjusts the transmission torque of the third clutch C3 to the torque transmitted to the wheels W while the automatic transmission 3 forms the third speed stage 3rd. , The rotation speed of the rotary electric machine 2 is controlled so that the rotation speed ωm of the rotary electric machine 2 is increased from the synchronous rotation speed to execute the test control in which the third clutch C3 is in the sliding engagement state. Then, during the execution of the test control, the fourth clutch C4 is changed from the released state to the engaged state. The same can be applied when learning about other gears.

[Other Embodiments]
Hereinafter, other embodiments will be described. The configurations of the respective embodiments described below are not limited to those applied independently, and can be applied in combination with the configurations of other embodiments as long as there is no contradiction.

(1) In the above, the form in which the engaging element CL is a hydraulically driven type has been illustrated and described. However, the engaging element CL may be electromagnetically driven. In the case of the hydraulic drive type, the hydraulic command (PC1, PC2) is exemplified as the control amount, but in the case of the electromagnetic drive type, it is preferable to use the voltage command or the current command as the control amount. Further, the engaging element CL may be an electrically driven type in which the friction engaging element is driven by a motor or the like.

(2) In the above, the control device 5 controls at least one of the change start timing of the engagement state of the second engagement element CL2 and the steady transmission torque of the second engagement element CL2 as the engagement state. The form of acquiring the relationship with is illustrated. However, the control device 5 may acquire control parameters other than these.

[Outline of Embodiment]
Hereinafter, the outline of the vehicle drive device (1) described above will be briefly described.

As one embodiment, a plurality of engaging elements (CL) provided in a power transmission path connecting the rotary electric machine (2), which is the driving force source of the wheel (W), and the rotary electric machine (2) and the wheel (W). ) Is provided with an automatic transmission (3) capable of switching a plurality of shift stages by selective engagement, and a control device (5) for controlling the rotary electric machine (2) and the automatic transmission (3). The vehicle drive device (1) is engaged with the automatic transmission (3) in a state of forming a target shift stage which is one of a plurality of the shift stages (CL). Is the first engaging element (CL1), the engaging element (CL) other than the first engaging element (CL1) is the second engaging element (CL2), and the control device (5) is the wheel. The torque required to be transmitted to (W) is defined as the required torque, and the rotational speed (ωm) of the rotary electric machine (2) in the state where the target shift stage is formed is defined as the synchronous rotational speed (ωs). When the vehicle is running, the transmission torque of the first engaging element (CL1) is requested to the wheels (W) in a state where the automatic transmission (3) forms the target shift stage. The first type is adjusted to the torque to be transmitted, and the rotation speed of the rotary electric machine (2) is controlled to increase the rotation speed (ωm) of the rotary electric machine (2) to be higher than the synchronous rotation speed (ωs). A test control is executed in which the engaging element (CL1) is in a sliding engagement state, and at least the torque of the rotary electric machine (2) rises above a predetermined specified torque (TH) during the execution of the test control. It is preferable to change the second engaging element (CL2) from the released state to the engaged state.

According to this configuration, in a state where the automatic transmission (3) forms any of a plurality of gears, and while transmitting the torque to be transmitted in the gears to the wheels (W), the first gear is used. The response characteristic in the replacement of the engaging element (CL) by changing the 1 engaging element (CL1) into the sliding engaging state and the second engaging element (CL2) from the released state to the engaged state. To learn. That is, it is possible to learn the response characteristics in a state where the automatic transmission (3) is not in the neutral state but forms a shift stage, and the vehicle is running by transmitting torque to the wheels (W). can. That is, according to this configuration, since the response characteristics can be learned when the vehicle is running, the response characteristics of the engaging element (CL) of the automatic transmission (3) can be learned with high frequency. Can be done. Further, since the shift stage is formed and the vehicle is running, for example, when the engaging element (CL) is a hydraulically driven type, the actual state in which oil is circulated in the hydraulic circuit. Response characteristics can be learned in. Therefore, the response characteristics of the engaging element (CL) of the automatic transmission (3) can be learned with high accuracy. As described above, according to this configuration, the response characteristics of the engaging element (CL) of the automatic transmission (3) can be learned with higher frequency and higher accuracy.

Further, the control device (5) detects the torque (Tm) of the rotary electric machine (2) during execution of the rotation speed control, and the second engaging element (CL2) is based on the torque (Tm). It is preferable to acquire the relationship between the engaged state of the above and the controlled amount of the second engaging element (CL2).

In order to maintain the rotational speed (ωm) when the transmission torque of the second engaging element (CL2), which changes from the released state to the engaged state, increases while the rotary electric machine (2) is in the state where the rotational speed is controlled. The torque (Tm) of the rotary electric machine (2) fluctuates. Therefore, by detecting this changing torque (Tm), it is possible to detect the engaged state of the second engaging element (CL2) that changes from the released state to the engaged state. At this time, since the control device (5) changes the second engaging element (CL2) from the released state to the engaged state, the control amount of the second engaging element (CL2) is changed. Is known. Therefore, the control device (5) determines the engaged state of the second engaging element (CL2) and the controlled amount of the second engaging element (CL2) based on the torque (Tm) of the rotary electric machine (2). You can get the relationship properly.

Further, the control device (5) has a change start timing of the engagement state of the second engagement element (CL2) and a steady transmission torque (D) of the second engagement element (CL2) as the engagement state. It is preferable to acquire the relationship between at least one of) and the controlled amount.

By acquiring the relationship between the change start time of the engagement state of the second engagement element (CL2) and the control amount, the responsiveness of the second engagement element (CL2) can be learned. Further, by acquiring the relationship between the steady transmission torque (D) of the second engaging element (CL2) and the control amount, the control required when the second engaging element (CL2) is used to form a shift stage. The amount (for example, the magnitude of hydraulic pressure when the engaging element (CL) is hydraulically driven) can be learned.

Further, after the control device (5) acquires the relationship between the engaged state and the control amount, the control amount of the control amount is adjusted so that the change start time and the steady transmission torque (D) approach the target value. It is preferable to adjust the control pattern.

The control amount control pattern is a change pattern (change schedule) of the control amount, a magnitude of the control amount, and the like. For example, when the change start time of the engagement state of the second engaging element (CL2) is later than the target time, the control amount control pattern is set so that the change start time is earlier than the detected time. Be adjusted. Further, when the steady transmission torque is smaller than the target value, the control pattern of the control amount is adjusted so that the steady transmission torque becomes large. By updating the control pattern in this way, the control device (5) can appropriately adjust the response characteristics of the engaging element (CL) of the automatic transmission (3).

Further, the engaging element (CL) is a hydraulic drive type driven by supplying hydraulic oil according to a hydraulic command via a hydraulic control valve that adjusts the hydraulic pressure. The change start time includes a first phase command for setting the hydraulic control valve as a first opening and a second phase command for maintaining the hydraulic control valve at a second opening smaller than the first opening. The time from the start of the first phase command until the torque of the rotary electric machine (2) rises above the specified torque (TH) is set as the response time (G), and the control device (5) is described. When the response time (G) is longer than the target time, the control pattern is adjusted so that the first period (B), which is the control time according to the first phase command, is longer than the previous time, and the response time (G) When G) is shorter than the target time, the control pattern is adjusted so that the first period (B) is shorter than the previous time, and the steady transmission torque (D) is larger than the target value. The control pattern is adjusted so that the magnitude of the second phase command is smaller than the previous time, and when the steady transmission torque (D) is smaller than the target value, the second phase command is issued. It is preferable to adjust the control pattern so that the size is larger than the previous time.

According to this configuration, when the response time (G) is longer than the target time, the response time (G) is shortened by extending the first period (B) and increasing the first opening degree of the hydraulic control valve. However, when the response time (G) is shorter than the target time, the response time (G) can be extended by shortening the first period (B) and reducing the first opening degree of the hydraulic control valve. When the steady transmission torque (D) is larger than the target value, the steady transmission torque (D) is reduced by reducing the second phase command and the second opening degree of the hydraulic control valve to reduce the steady transmission torque (D). When the torque (D) is smaller than the target value, the steady transmission torque (D) can be increased by increasing the second phase command and increasing the second opening degree of the hydraulic control valve.

1: Vehicle drive device, 2: Rotating electric machine, 3: Automatic transmission, 5: Control device, CL: Engagement element, CL1: First engagement element, CL2: Second engagement element, B: First period , D: Steady transmission torque, G: Response time (change start time), PC2: Second hydraulic command (control amount of second engaging element), TH: Specified torque, Tm: Rotating electric machine output torque, W: Wheel , T8: Time (change start time), ωm: Rotation speed of rotating electric machine, ωs: Synchronous rotation speed

Claims

A rotary electric machine that is a driving force source for wheels and an automatic transmission that is provided in a power transmission path connecting the rotary electric machine and the wheels and can switch a plurality of gears by selectively engaging a plurality of engaging elements. A vehicle drive device including a control device for controlling the rotary electric machine and the automatic transmission.
The engaging element that is engaged with the automatic transmission in a state of forming a target gear that is one of a plurality of gears is used as a first engaging element, and other than the first engaging element. Using the engaging element as a second engaging element,
The control device is
The torque required to be transmitted to the wheels is defined as the required torque, and the rotational speed of the rotating electric machine in the state where the target shift stage is formed is defined as the synchronous rotational speed.
When the vehicle is running, the transmission torque of the first engaging element is adjusted to the torque transmitted to the wheels while the automatic transmission forms the target shift stage, and the required torque is matched to the torque transmitted to the wheels. A test control was executed in which the rotation speed of the rotary electric machine was controlled to increase the rotation speed of the rotary electric machine to be higher than the synchronous rotation speed so that the first engaging element was in a sliding engagement state.
During the execution of the test control, the vehicle changes the second engaging element from the released state to the engaged state until at least the torque of the rotary electric machine rises above a predetermined torque. Drive device for.
The control device detects the torque of the rotary electric machine during the execution of the rotation speed control, and based on the torque, the engaged state of the second engaging element and the control amount of the second engaging element. The vehicle drive device according to claim 1, wherein the relationship is acquired.
The control device acquires the relationship between the control amount and at least one of the change start timing of the engagement state of the second engagement element and the steady transmission torque of the second engagement element as the engagement state. The vehicle drive device according to claim 2.
The control device claims that after acquiring the relationship between the engaged state and the controlled amount, the control amount adjusts the control pattern of the controlled amount so that the change start time and the steady transmission torque approach the target value. The vehicle drive device according to 3.
The engaging element is a hydraulically driven type driven by supplying hydraulic oil according to a hydraulic command via a hydraulic control valve that adjusts the hydraulic pressure.
The hydraulic command includes a first phase command in which the hydraulic control valve is set as the first opening, and a second phase command in which the hydraulic control valve is maintained at a second opening smaller than the first opening.
The change start time is set as the response time from the start of the first phase command until the torque of the rotary electric machine rises above the specified torque.
The control device is
When the response time is longer than the target time, the control pattern is adjusted so that the first period, which is the control time according to the first phase command, is longer than the previous time, and the response time is longer than the target time. If it is short, the control pattern is adjusted so that the first period is shorter than the previous time.
When the steady transmission torque is larger than the target value, the control pattern is adjusted so that the magnitude of the second phase command is smaller than the previous time, and the steady transmission torque is smaller than the target value. The vehicle drive device according to claim 4, wherein the control pattern is adjusted so that the magnitude of the second phase command is larger than that of the previous time.