JP5447995B2 - Control device - Google Patents

Description

  The present invention changes a first engagement device, a rotating electrical machine, and a gear ratio in order from the input member side to a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel. The present invention relates to a control device that is controlled by a vehicular drive device in which a second transmission device is provided in a power transmission path.

  As a conventional technique of the control device as described above, for example, there is a technique described in Patent Document 1 below. Hereinafter, in the description of the background art section, reference numerals in Patent Document 1 (including names of corresponding members as necessary) are quoted in []. When the internal combustion engine is requested to be started when the internal combustion engine [engine E] is stopped and the first engagement device [first clutch CL1] is released, the control device performs the second engagement device [second clutch CL2]. ] Is shifted from the direct engagement state to the slip engagement state, then the first engagement device is shifted to the engagement state, and then the second engagement device is shifted from the slip engagement state to the direct connection engagement state. Take control. Thereby, it is possible to suppress the shock accompanying the engagement of the first engagement device from being transmitted to the output member (propeller shaft PS) drivingly connected to the wheel.

  As described above, in the configuration in which the second engagement device is shifted between the direct engagement state and the slip engagement state, the time required for control accompanying the transition of the engagement state is reduced, and the occurrence of a shock is generated. In order to appropriately suppress this, it is necessary to accurately perform the transition determination when the engagement state of the second engagement device is shifted. However, Patent Document 1 describes a technique for suppressing hydraulic undershoot when the second engagement device is shifted from the direct engagement state to the slip engagement state. There is no mention of the accuracy of the transition judgment.

JP 2010-188788 A

  Therefore, it is desired to realize a control device that can accurately perform the transition determination at the time of transition of the engagement state of the second engagement device.

  In order from the input member side to the power transmission path connecting the input member drivingly connected to the internal combustion engine and the output member drivingly connected to the wheel according to the present invention, the first engagement device, the rotating electrical machine, and the gear ratio. A first rotation speed detection device that detects a rotation speed of the first rotation member on the input member side from the transmission device in the power transmission path, and the power transmission path And a second rotational speed detecting device for detecting a rotational speed of the second rotating member on the output member side from the transmission device, and further, the output from the rotating electrical machine and the first rotating member in the power transmission path. A control device for controlling a vehicle drive device having a second engagement device on the member side and closer to the input member than the second rotation member, the detection result of the first rotation speed detection device And each of the detection results of the second rotational speed detecting device is converted into a rotational speed when transmitted to a specific rotating member arranged in the power transmission path based on the transmission gear ratio of the transmission, and A target rotational speed difference deriving unit for deriving a difference between two obtained rotational speeds as a target rotational speed difference, and the target rotational speed difference and a differential rotational threshold when the engagement state of the second engagement device is shifted. And a first transition determination that is a transition determination from the direct engagement state to the slip engagement state of the second engagement device, and a direct engagement state from the slip engagement state of the second engagement device. A transition determination unit that executes at least one of the second transition determinations, which is a transition determination to shift to, wherein the transition determination unit sets the differential rotation threshold value to a different value according to the gear ratio of the transmission. In the point.

In this application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two rotations. It is used as a concept including a state in which elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Further, as such a transmission member, an engagement element that selectively transmits rotation and driving force, for example, a friction engagement element, a meshing engagement element, or the like may be included. Note that “driving force” is used synonymously with “torque”.
Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
Furthermore, in the present application, the “engaged state” represents a state in which driving force is transmitted between two engaging members (an input side engaging member and an output side engaging member) of a target engaging device. When the target engagement device is a friction engagement device, the “engagement state” is the “direct engagement state” in which the two engagement members are engaged with each other. In addition, it includes a “slip engagement state” in which the two engagement members are engaged with each other with a rotational speed difference.

The detection results of the first rotation speed detection device (hereinafter referred to as “first detection rotation speed”) and the detection results of the second rotation speed detection device (hereinafter referred to as “second detection rotation speed”) include measurement methods. In general, an error corresponding to is included in the target rotational speed difference derived based on these. Therefore, in order to appropriately execute the transition determination at the time of transition of the engagement state of the second engagement device, it is necessary to set the differential rotation threshold in consideration of the error.
Regarding this error point, the inventors of the present application focused on the fact that the magnitude of the error included in the target rotational speed difference can change according to the gear ratio of the transmission. That is, since at least one part of the transmission is included in at least one of the first rotating member and the specific rotating member and between the second rotating member and the specific rotating member, it is included in the first detected rotational speed. At least one of the detected error and the error included in the second detected rotational speed is converted at a ratio corresponding to the speed ratio of the transmission and included in the target rotational speed difference.
In view of this point, in the above-described characteristic configuration, the differential rotation threshold is set to a different value according to the transmission gear ratio of the transmission. Thereby, the differential rotation threshold value can be appropriately set according to the transmission gear ratio of the transmission, and it is possible to accurately perform the transition determination at the time of transition of the engagement state of the second engagement device.

  Here, it is preferable that the transition determination unit is configured to set the differential rotation threshold value to a different value according to both the transmission gear ratio of the transmission and the rotation speed of the second rotation member.

  According to this configuration, when the detection accuracy of at least one of the first rotation speed detection device and the second rotation speed detection device changes according to the rotation speed of the rotation member to be detected, the characteristics of the detection accuracy are considered. Thus, the differential rotation threshold can be set appropriately. In the state where the transmission device forms a gear stage, the first rotation member and the second rotation member rotate in conjunction with each other, and therefore the detection accuracy of the first rotation speed detection device is the detection target rotation member. Even when it changes according to the rotational speed of a certain 1st rotation member, a differential rotation threshold value can be appropriately set by said structure.

  The specific rotation member is a rotation member disposed on the input member side with respect to the transmission in the power transmission path, and the target rotation speed difference deriving unit is configured to change the shift speed when deriving the target rotation speed difference. Based on the transmission ratio of the device, the detection result of the second rotational speed detection device is converted into a rotational speed when transmitted to the specific rotation member, and the transition determination unit sets the differential rotation threshold to the transmission device. It is preferable to set a larger value as the gear ratio increases.

  In the present application, the “transmission gear ratio” represents the ratio between the rotational speed of the transmission input shaft (transmission input shaft) and the rotational speed of the transmission output shaft (transmission output shaft). Is a value obtained by dividing the rotational speed of the transmission input shaft by the rotational speed of the transmission output shaft.

  According to this configuration, when the specific rotation member is a rotation member disposed on the input member side of the transmission in the power transmission path, the specific rotation member is included in the second detected rotation speed as the transmission gear ratio increases. The difference rotation threshold value can be appropriately set in consideration that the generated error is converted at a larger ratio and included in the target difference rotation speed.

  Further, as described above, in the configuration in which the specific rotation member is a rotation member disposed on the input member side with respect to the transmission in the power transmission path, the transition determination unit is configured to detect the second rotation speed. It is preferable that the differential rotation threshold value is set based on the sum of the product of the detection error of the device and the gear ratio of the transmission and the detection error of the first rotational speed detection device.

  According to this configuration, the detection error of the first rotation speed detection device that is an error that can be included in the first detection rotation speed, and the detection error of the second rotation speed detection device that is an error that can be included in the second detection rotation speed. And the gear ratio, the differential rotation threshold value can be set appropriately.

  In the control device having each configuration described above, the transition determination unit performs both the first transition determination and the second transition determination based on a comparison between the target rotational speed difference and the differential rotation threshold. It is preferable that the differential rotation threshold value for executing the first shift determination and the differential rotation threshold value for executing the second shift determination are set independently of each other.

  According to this configuration, the differential rotation threshold can be set according to the control contents of the control using the result of the first transition determination and the control using the result of the second transition determination. Therefore, optimization of each control becomes easy.

  In the control device having each configuration described above, after the second engagement device is shifted from the released state of the first engagement device and the direct engagement state of the second engagement device to the slip engagement state. An engagement control unit that performs an engagement state transition control that causes the first engagement device to transition to the engagement state, and then causes the second engagement device to transition from the slip engagement state to the direct engagement state. Further, it is preferable that the engagement control unit is configured to advance the engagement state transition control based on a determination result of the transition determination unit.

  In the present application, the “released state” represents a state in which rotation and torque are not transmitted between the two engaging members of the target engaging device (an engaged state).

  According to this configuration, in the engagement state transition control, after the second engagement device transitions from the direct engagement state to the slip engagement state, the first engagement device transitions from the released state to the engagement state. Since it is performed, it can suppress appropriately that the shock accompanying the state change of the first engagement device is transmitted to the output member.

It is a schematic diagram which shows schematic structure of the control apparatus which concerns on embodiment of this invention, and the vehicle drive device which is the control object. It is a graph which shows the relationship between the differential rotation threshold value, gear ratio, and vehicle speed which concerns on embodiment of this invention. It is a time chart which shows an example of the operation state of each part at the time of performing engagement state transfer control concerning the embodiment of the present invention. It is a flowchart which shows the process sequence of engagement state transfer control which concerns on embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device which concerns on other embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle drive device which concerns on other embodiment of this invention.

  An embodiment of a control device according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the control device 3 according to the present embodiment is a drive device control device that controls the drive device 1. The drive device 1 is a vehicle drive device (hybrid vehicle drive device) for driving a vehicle (hybrid vehicle) 6 including both the internal combustion engine 11 and the rotating electrical machine 12 as a driving force source for the wheels 15. Hereinafter, the control device 3 according to the present embodiment will be described in detail.

  In the following description, “engagement pressure” represents a pressure that presses one engagement member and the other engagement member of the friction engagement device against each other. “Release pressure” represents a pressure at which the friction engagement device is constantly released. “Release boundary pressure” represents a pressure (release side slip boundary pressure) at which the friction engagement device enters a slip boundary state between the released state and the slip engaged state. The “engagement boundary pressure” represents a pressure at which the friction engagement device enters a slip boundary state between the slip engagement state and the direct engagement state (engagement side slip boundary pressure). “Complete engagement pressure” represents a pressure at which the friction engagement device is constantly in a direct engagement state.

1. Configuration of Drive Device A drive device 1 to be controlled by the control device 3 according to the present embodiment is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle, and either one of the internal combustion engine 11 and the rotating electrical machine 12 or Both torques are transmitted to the wheel 15 to drive the vehicle 6. As shown in FIG. 1, the drive device 1 is in order from the input shaft I side to a power transmission path connecting an input shaft I drivingly connected to the internal combustion engine 11 and an output shaft O drivingly connected to the wheels 15. A starting clutch CS, a rotating electrical machine 12 and a transmission 13 are provided. Hereinafter, the input shaft I side (left side in FIG. 1) in this power transmission path is referred to as “input side”, and the output shaft O side (right side in FIG. 1) is referred to as “output side”. In the present embodiment, the input shaft I corresponds to the “input member” in the present invention, and the output shaft O corresponds to the “output member” in the present invention.

  The input shaft I is drivingly connected to the internal combustion engine 11. In this example, the input shaft I is drivingly connected to the internal combustion engine 11 so as to rotate integrally with the internal combustion engine 11, specifically, so as to rotate integrally with an internal combustion engine output shaft such as a crankshaft. Here, the internal combustion engine 11 is a prime mover that outputs power by the combustion of fuel. For example, a spark ignition engine such as a gasoline engine or a compression ignition engine such as a diesel engine can be used.

  The starting clutch CS is provided so as to be able to release the connection (transmission of driving force) between the internal combustion engine 11 and the rotating electrical machine 12 that are drivingly connected, and the internal combustion engine disconnecting clutch that disconnects the internal combustion engine 11 from the wheels 15. Function as. The starting clutch CS includes two engaging members, an input side engaging member and an output side engaging member. The input side engaging member is drivingly connected to the input shaft I, and the output side engaging member is an intermediate shaft. Drive coupled to M. The intermediate shaft M is also drive-coupled to the transmission 13 and serves as an input shaft (transmission input shaft) of the transmission 13. In the present embodiment, the starting clutch CS is configured as a friction engagement device, and specifically, is configured as a wet multi-plate clutch that operates by hydraulic pressure. In the present embodiment, the starting clutch CS corresponds to the “first engagement device” in the present invention.

  The rotating electrical machine 12 includes a rotor and a stator (not shown), and the rotor of the rotating electrical machine 12 is drivingly connected to the intermediate shaft M. In this example, the rotor of the rotating electrical machine 12 is drivingly connected so as to rotate integrally with the intermediate shaft M, and the intermediate shaft M functions as a rotating electrical machine output shaft (rotor output shaft). The rotating electrical machine 12 is provided with a rotation sensor 81, and can detect the rotational speed of the rotating electrical machine 12 (same as the rotational speed of the intermediate shaft M in this example). In the present embodiment, a resolver that detects the rotational position of the rotor relative to the stator is used as the rotation sensor 81.

  The rotating electrical machine 12 is electrically connected to a power storage device 26 such as a battery or a capacitor via an inverter device 27. The rotating electrical machine 12 receives power from the power storage device 26 and performs powering, or supplies the power storage device 26 with power generated (regenerated) by the output torque of the internal combustion engine 11 or the inertial force of the vehicle 6 to store power. Let

  The transmission 13 shifts the rotational speed of a speed change input shaft (in the present embodiment, the intermediate shaft M) that is an input side shaft and converts torque to change a speed change output shaft (in the present embodiment). Is transmitted to the output shaft O). Here, assuming that a value obtained by dividing the rotational speed of the transmission input shaft by the rotational speed of the transmission output shaft is “transmission ratio (gear ratio) λ”, the transmission 13 is configured to be able to change the transmission ratio λ.

  In the present embodiment, the transmission 13 is an automatic stepped transmission that has a plurality of shift stages having different gear ratios λ. Specifically, in order to form a plurality of shift speeds, the transmission 13 is engaged with or released from a differential gear device (for example, a planetary gear device) and a rotating element of the differential gear device. And a plurality of shift clutches CM for switching between. FIG. 1 shows only the first clutch C1 and the first brake B1 as an example of the shift clutch CM. As shown in FIG. 1, the first clutch C1 includes an input side engaging member C1a and an output side engaging member C1b. Then, the transmission 13 forms each gear stage with the predetermined shift clutch CM among the plurality of shift clutch CMs in the direct engagement state and the other shift clutch CMs in the released state.

  Thus, the drive device 1 is provided with the speed change clutch CM in addition to the start clutch CS. The speed change clutch CM is provided between the rotating electrical machine 12 and the output shaft O in the power transmission path connecting the input shaft I and the output shaft O, and as a friction engagement device like the start clutch CS. It is configured. In other words, the shift clutch CM is provided on the output side from the rotating electrical machine 12 and the intermediate shaft M and on the input side from the output shaft O in the power transmission path. Therefore, in this embodiment, the speed change clutch CM corresponds to the “second engagement device” in the present invention.

  In this embodiment, the transmission 13 includes a transmission input sensor 91 that detects the rotational speed of the transmission input shaft, and a transmission output sensor 92 that detects the rotational speed of the transmission output shaft. In the present embodiment, as both the shift input sensor 91 and the shift output sensor 92, sensors whose rotation speed detection accuracy (resolution) changes according to the rotation speed of the rotation member to be detected are used. Specifically, in this embodiment, each of the shift input sensor 91 and the shift output sensor 92 uses a pulse detector (for example, configured with an electromagnetic pickup sensor). This pulse detector generally has a characteristic that the detection accuracy decreases as the rotational speed of the rotating member to be detected decreases.

  The rotation member to be detected by the shift input sensor 91 is an intermediate shaft M arranged on the input shaft I side from the transmission 13 having the shift clutch CM in the power transmission path connecting the input shaft I and the output shaft O. . That is, in this embodiment, the shift input sensor 91 corresponds to the “first rotation speed detection device” in the present invention, and the first rotation member 71 to be detected by the first rotation speed detection device is an intermediate in this embodiment. The axis is M.

  The rotation member to be detected by the shift output sensor 92 is an output shaft O disposed on the output shaft O side of the transmission 13 having the shift clutch CM in the power transmission path connecting the input shaft I and the output shaft O. It is. That is, in this embodiment, the shift output sensor 92 corresponds to the “second rotation speed detection device” in the present invention, and the second rotation member 72 to be detected by the second rotation speed detection device is an output in this embodiment. The axis is O.

  The output shaft O functions as a transmission output shaft of the transmission 13 and is drivingly connected to the left and right wheels 15 via an output differential gear device 14. Thus, the torque transmitted from the transmission 13 to the output shaft O is distributed and transmitted to the left and right wheels 15 via the output differential gear device 14.

  With the above-described configuration, the drive device 1 is capable of executing a hybrid travel mode (parallel travel mode) and an electric travel mode, and the travel mode to be realized by the drive device 1 is determined by the control device 3. The In the hybrid travel mode, the vehicle 6 travels by transmitting at least the output torque of the internal combustion engine 11 to the output shaft O in a state where the start clutch CS is engaged and the transmission 13 forms any gear. Let At this time, the rotating electrical machine 12 assists the output torque of the internal combustion engine 11 by outputting a torque in the positive direction (power running direction) as necessary, or outputs a torque in the negative direction (power generation direction) (regenerative torque). The power is generated by a part of the output torque of the internal combustion engine 11. Further, in the electric travel mode, the vehicle 6 travels by transmitting the output torque of the rotating electrical machine 12 to the output shaft O in a state where the start clutch CS is in the released state and the transmission 13 forms any gear. Let

2. Configuration of control device 2-1. Overall Configuration of Control Device As shown in FIG. 1, the control device 3 according to the present embodiment includes a required torque determination unit 41, a rotating electrical machine control unit 42, a target rotational speed difference derivation unit 43, a transition determination unit 44, and an engagement. A control unit 45 is provided. The control device 3 includes an arithmetic processing device such as a CPU as a core, and includes a storage device such as a RAM and a ROM. Each functional unit of the control device 3 is configured by software (program) stored in a ROM or the like, hardware such as a separately provided arithmetic circuit, or both. Each of these functional units is configured to exchange information with each other.

  The control device 3 is configured to be able to acquire information from the rotation sensor 81, the shift input sensor 91, and the shift output sensor 92 described above. Then, the control device 3 derives the vehicle speed based on the rotation speed of the second rotation member 72 (in this example, the output shaft O) detected by the shift output sensor 92. Although details are omitted, the control device 3 includes a sensor that detects the rotational speed of the internal combustion engine 11 (input shaft I), a sensor that detects the opening degree (accelerator opening degree) of an accelerator pedal (not shown), and a brake. Information from a sensor that detects the amount of operation of a pedal (not shown), a sensor that detects the state of the power storage device 26 (the amount of power storage, temperature, etc.), and the like can also be acquired.

  As shown in FIG. 1, the vehicle 6 includes an internal combustion engine control unit 2 that controls the operation of the internal combustion engine 11. The internal combustion engine control unit 2 controls the operating point (output torque and rotational speed) of the internal combustion engine 11 based on a command from the control device 3. Further, the internal combustion engine control unit 2 performs fuel injection and ignition start control and stop control based on a command from the control device 3, and changes the state of the internal combustion engine 11 between an operating state (starting state) and a stopping state. It is possible to switch.

  As shown in FIG. 1, the drive device 1 is provided with a hydraulic control device 25. The hydraulic control device 25 adjusts the engagement pressure of the starting clutch CS by adjusting the hydraulic pressure supplied to the starting clutch CS based on the hydraulic pressure command value generated by the control device 3. Then, by making the engagement pressure less than the release boundary pressure (for example, release pressure), the starting clutch CS is in a released state. Further, by setting the engagement pressure to be equal to or higher than the engagement boundary pressure (for example, complete engagement pressure), the starting clutch CS is brought into the direct engagement state. In the direct engagement state, the input side engagement member and the output side engagement member are directly coupled, and there is no differential rotation between the input side engagement member and the output side engagement member. Further, when the engagement pressure is equal to or higher than the release boundary pressure and less than the engagement boundary pressure, the starting clutch CS is brought into the slip engagement state. In the slip engagement state, the input side engagement member and the output side engagement member rotate relative to each other, and torque is transmitted between the input side engagement member and the output side engagement member.

  Similarly, the hydraulic control device 25 adjusts the engagement pressure of the shift clutch CM by adjusting the hydraulic pressure supplied to the shift clutch CM based on the hydraulic pressure command value generated by the control device 3. As with the start clutch CS, the state of the shift clutch CM is switched between the released state, the slip engagement state, and the direct engagement state according to the engagement pressure.

  Note that the magnitude of torque that can be transmitted in the direct engagement state or slip engagement state of the friction engagement device (in this example, both the starting clutch CS and the shift clutch CM) is determined at that time of the friction engagement device. It depends on the engagement pressure at. If the magnitude of the torque at this time is “transmission torque capacity”, in this embodiment, increase / decrease of the transmission torque capacity of each friction engagement device can be controlled continuously according to the hydraulic pressure supplied from the hydraulic control device 25. It has become.

  Then, the control device 3 controls the hydraulic pressure supplied to the plurality of shift clutches CM through the hydraulic pressure control device 25 to cause the transmission device 13 to form a gear stage to be realized. Specifically, a predetermined shift stage is formed by controlling the hydraulic pressure supplied to each shift clutch CM so that a predetermined shift clutch CM among a plurality of shift clutch CMs is in a direct engagement state. Is done. Note that the shift speed (target shift speed) to be realized is determined by the control device 3 based on a shift map that defines a shift schedule based on the accelerator opening and the vehicle speed.

2-2. Configuration of Requested Torque Determining Unit The requested torque determining unit 41 is a functional unit that determines the vehicle required torque. Here, the vehicle required torque is a torque required from the vehicle 6 side to the driving force source (in this example, the internal combustion engine 11 and the rotating electrical machine 12), and depends on the driver's artificial operation (for example, accelerator operation). Torque necessary for realizing the behavior, torque required for maintaining the running performance of the vehicle 6 (for example, torque for charging the power storage device 26), and the like. That is, the vehicle required torque is a torque that is required for the vehicle 6 to travel appropriately.

  The required torque determining unit 41 determines the vehicle required torque based on the vehicle speed, the accelerator opening, the state of the power storage device 26, and the like by referring to a predetermined map. Then, the required torque determining unit 41 determines the internal combustion engine required torque required for the internal combustion engine 11 and the rotating electrical machine required torque required for the rotating electrical machine 12 based on the vehicle required torque. Information on the determined internal combustion engine required torque is output to the internal combustion engine control unit 2, and the internal combustion engine control unit 2 controls the internal combustion engine 11 based on the internal combustion engine required torque. Further, the information on the determined rotating electrical machine required torque is output to the rotating electrical machine control unit 42, and the rotating electrical machine control unit 42 controls the rotating electrical machine 12 based on the rotating electrical machine required torque.

  The control device 3 basically selects the electric travel mode when the internal combustion engine required torque is zero, and selects the hybrid travel mode when the internal combustion engine required torque is not zero. If the internal combustion engine required torque is not zero during traveling in the electric traveling mode, it is determined that the internal combustion engine connection requirement is satisfied, and the hybrid traveling mode is capable of transmitting the torque of the internal combustion engine 11 to the output shaft O. Transition to is decided. In such a situation, for example, since the amount of power stored in the power storage device 26 has decreased to a predetermined threshold value or less, it is necessary to cause the rotating electrical machine 12 to generate power with the torque of the internal combustion engine 11 to charge the power storage device 26. Or when the driver strongly depresses the accelerator pedal and the torque required for the vehicle 6 cannot be obtained by the rotating electrical machine 12 alone. In this way, when the vehicle 6 is traveling, when shifting from the electric travel mode to the hybrid travel mode, the engagement state transition control by the engagement control unit 45 described later is executed.

2-3. Configuration of Rotating Electric Machine Control Unit The rotating electric machine control unit 42 is a functional unit that controls the operation of the rotating electric machine 12. The rotating electrical machine control unit 42 controls the operating point (output torque and rotational speed) of the rotating electrical machine 12 by controlling the inverter device 27. In the present embodiment, the rotating electrical machine control unit 42 controls the operation of the rotating electrical machine 12 by torque control or rotational speed control. Here, “torque control” is control in which a target torque is set as a control target, and the output torque of the rotating electrical machine 12 is brought close to (follows) the target torque. The “rotational speed control” is a control in which a target rotational speed is set as a control target and the output torque of the rotating electrical machine 12 is controlled so that the rotational speed of the rotating electrical machine 12 approaches (follows) the target rotational speed. .

2-4. Configuration of Target Rotational Speed Difference Deriving Unit The target rotational speed difference deriving unit 43 is a functional unit that derives the target rotational speed difference ΔN. Here, the target rotational speed difference ΔN is the detection result of the first rotational speed detection device (in this example, the shift input sensor 91) and the detection result of the second rotational speed detection device (in this example, the shift output sensor 92). Is the difference between the two rotational speeds obtained by the conversion when the rotational speed is converted to the rotational speed when transmitted to the specific rotating member 60 disposed in the power transmission path connecting the input shaft I and the output shaft O. is there. That is, the rotation speed obtained by converting the detection result of the first rotation speed detection device into the rotation speed of the specific rotation member 60 is “first conversion rotation speed CN1”, and the detection result of the second rotation speed detection device is the specific rotation. Assuming that the rotation speed obtained by converting the rotation speed of the member 60 is “second conversion rotation speed CN2”, the target rotation speed difference ΔN is the difference between CN1 and CN2 as shown in the following equation (1). Absolute value.
ΔN = | CN1-CN2 | (1)

Here, the rotation speed detected by the first rotation speed detection device is defined as “first detection rotation speed DN1”, and the first rotation member 71 that is the detection target of the first rotation speed detection device and the specific rotation member 60 are detected. When the speed ratio by the power transmission path is “first speed ratio λ1”, the first converted rotational speed CN1 is obtained by the following equation (2).
CN1 = DN1 × λ1 (2)

Similarly, the rotation speed detected by the second rotation speed detection device is set to “second detection rotation speed DN2”, and the second rotation member 72 that is the detection target of the second rotation speed detection device and the specific rotation member 60 are detected. Assuming that the gear ratio by the power transmission path is “second gear ratio λ2”, the second converted rotational speed CN2 is obtained by the following equation (3).
CN2 = DN2 × λ2 (3)

  The first speed ratio λ1 corresponds to a value obtained by dividing the rotation speed of the specific rotation member 60 by the rotation speed of the first rotation member 71 in the interlocking rotation state, and the power between the specific rotation member 60 and the first rotation member 71. It is determined according to the configuration (gear ratio, etc.) of the transmission member arranged in the transmission path. The second speed ratio λ2 corresponds to a value obtained by dividing the rotation speed of the specific rotation member 60 by the rotation speed of the second rotation member 72 in the interlocking rotation state, and between the specific rotation member 60 and the second rotation member 72. It is determined according to the configuration (gear ratio, etc.) of the transmission member arranged in the power transmission path. And since the transmission 13 is arrange | positioned in the power transmission path | route which connects the 1st rotation member 71 and the 2nd rotation member 72, regardless of the position of the specific rotation member 60, 1st speed ratio (lambda) 1 and 2nd speed change. At least one of the ratio λ2 changes according to the speed ratio λ of the transmission 13.

  In the “interlocking rotation state”, the friction engagement device is arranged in a power transmission path connecting two target rotation members (here, the specific rotation member 60 and the first rotation member 71 or the second rotation member 72). In this case, it means that the friction engagement device is in a direct engagement state. When at least a part of the transmission device 13 is included in the power transmission path that connects the two rotating members to be processed, the transmission device 13 according to the gear stage that the transmission device 13 forms based on a command from the control device 3. The power transmission path in the inside changes, and accordingly, the friction engagement device to be used here can also change.

  In the present embodiment, the specific rotation member 60 for the first rotation speed detection device is the intermediate shaft M. That is, in the present embodiment, both the first rotating member 71 and the specific rotating member 60 are the intermediate shaft M, and the first speed ratio λ1 is “1”. In the present embodiment, the specific rotation member 60 for the second rotation speed detection device is also the intermediate shaft M. That is, in the present embodiment, the entire transmission 13 is included between the second rotating member 72 (the output shaft O in this example) and the specific rotating member 60 (the intermediate shaft M in this example). The second speed ratio λ2 is equal to the speed ratio λ of the transmission 13.

Therefore, in the present embodiment, the target rotational speed difference deriving unit 43 derives the target rotational speed difference ΔN based on the following equation (4). Then, the derived information on the target rotational speed difference ΔN is output to the transition determination unit 44.
ΔN = | DN1-DN2 × λ | (4)

  As is clear from the equation (4), in the present embodiment, the target rotational speed difference deriving unit 43 determines the second rotational speed detection device (based on the speed ratio λ of the transmission 13 when deriving the target rotational speed difference ΔN. In this example, the detection result (second detected rotational speed DN2) of the shift output sensor 92) is converted into a rotational speed when it is transmitted to the specific rotating member 60. Specifically, the target rotational speed difference deriving unit 43 determines the target rotational speed difference ΔN from the detection result (DN1) of the first rotational speed detection device (in this example, the shift input sensor 91) and the second rotational speed detection device. This is derived as the absolute value of the difference between the detection result of the transmission output sensor 92 (in this example) and the product (DN2 × λ) of the transmission ratio λ of the transmission 13.

  As described above, in this embodiment, both the specific rotation member 60 for the first rotation speed detection device and the specific rotation member 60 for the second rotation speed detection device are the same member (the intermediate shaft M in this example). It is said that. In the present embodiment, the specific rotating member 60 is a rotating member disposed on the input shaft I side from the transmission 13 in the power transmission path connecting the input shaft I and the output shaft O.

2-5. Configuration of Transition Determination Unit The transition determination unit 44 detects the target rotational speed difference ΔN derived by the target rotational speed difference deriving unit 43 when shifting the engagement state of the second engagement device (the shift clutch CM in this example). And a functional unit that executes at least one of the first transition determination and the second transition determination based on the comparison with the differential rotation threshold Th. In the present embodiment, the target rotational speed difference ΔN and the differential rotation threshold Th are changed when the engagement state of the shift clutch CM is shifted in accordance with a change in the state of at least one of the internal combustion engine 11, the starting clutch CS, and the rotating electrical machine 12. Transition determination based on the comparison with is performed.

  Here, the “first transition determination” is a transition determination from the direct engagement state to the slip engagement state of the shift clutch CM as the second engagement device. In the configuration in which the transition determination unit 44 performs the first transition determination based on the comparison between the target rotation speed difference ΔN and the difference rotation threshold Th, the difference rotation threshold Th is changed from the state where the target rotation speed difference ΔN is less than the difference rotation threshold Th. It is determined that the shift clutch CM has shifted from the direct engagement state to the slip engagement state on the condition that the above is satisfied.

  The “second transition determination” is a determination in the opposite direction to the first transition determination, that is, a transition determination from the slip engagement state to the direct engagement state of the shift clutch CM as the second engagement device. is there. In the configuration in which the transition determination unit 44 performs the second transition determination based on the comparison between the target rotation speed difference ΔN and the difference rotation threshold Th, the difference rotation threshold Th is changed from a state where the target rotation speed difference ΔN is equal to or greater than the difference rotation threshold Th. It is determined that the shift clutch CM has shifted from the slip engagement state to the direct engagement state on the condition that it is less than the above.

  In the present embodiment, the transition determination (at least one of the first transition determination and the second transition determination) by the transition determination unit 44 is executed for the engagement state transition control by the engagement control unit 45. In this engagement state transition control, as will be described later, the starting clutch CS is changed from the released state to the engaged state. However, in order to suppress the shock at this time, the shift clutch CM in the direct engagement state slips. The start clutch CS is switched from the disengaged state to the engaged state on the condition that it has been determined that the state has shifted to the engaged state, and then the shift clutch CM is switched from the slip engaged state to the directly connected state. As described above, in the present embodiment, the transition determination unit 44 shifts the engagement state of the shift clutch CM as the second engagement device in accordance with the state change of the start clutch CS as the first engagement device. Perform migration judgment.

  Note that the shift clutch CM to be determined by the shift determination unit 44 can be changed according to the gear stage that the transmission 13 forms based on a command from the control device 3. Specifically, the shift clutch CM to be determined by the shift determination unit 44 is any one of the shift clutch CMs that are brought into the direct engagement state in order to form the current shift stage of the transmission 13. There are two shifting clutches CM.

  The transition determination unit 44 has a function of setting a differential rotation threshold Th so as to execute at least one of the first transition determination and the second transition determination. As shown in FIG. 1, the transmission 13 is disposed in a power transmission path that connects the first rotating member 71 (the intermediate shaft M in this example) and the second rotating member 72 (the output shaft O in this example). Therefore, the maximum value of error (the width of error) that can be included in the target rotational speed difference ΔN changes according to the speed ratio λ of the transmission 13.

  Supplementally, if the detection error of the first rotation speed detection device (the shift input sensor 91 in this example) is the first detection error EN1, it is included in the first converted rotation speed CN1 due to the first detection error EN1. The maximum value of error to be obtained is (EN1 × λ1). Similarly, if the detection error of the second rotation speed detection device (the shift output sensor 92 in this example) is the second detection error EN2, it can be included in the second converted rotation speed CN2 due to the second detection error EN2. The maximum error value is (EN2 × λ2). The detection errors (first detection error EN1 and second detection error EN2) are absolute errors here, and the maximum error (absolute value) that can be included in the measurement value (detection result) is the same unit as the measurement value. It is represented by.

  As described above, the first converted rotational speed CN1 may include an error of a size of (EN1 × λ1), and the second converted rotational speed CN2 includes an error of a size of (EN2 × λ2). May be included. Therefore, the maximum value of the error that can be included in the target rotational speed difference ΔN (see Equation (1)), which is the absolute value of the difference between the first converted rotational speed CN1 and the second converted rotational speed CN2, is (EN1 × λ1 + EN2 × λ2). As described above, since at least one of the first speed ratio λ1 and the second speed ratio λ2 changes according to the speed ratio λ of the transmission 13, the maximum error that can be included in the target rotational speed difference ΔN. The value changes according to the speed ratio λ of the transmission 13.

  Further, in the present embodiment, as described above, the detection accuracy of both the shift input sensor 91 and the shift output sensor 92 decreases as the rotation speed of the rotation member to be detected decreases (that is, the detection error increases). ) To be a detector. That is, the first detection error EN1 increases as the rotation speed of the first rotation member 71 decreases, and the second detection error EN2 increases as the rotation speed of the second rotation member 72 decreases. The rotation speed of the first rotation member 71 is determined according to the rotation speed of the second rotation member 72 and the gear ratio λ, and the rotation speed of the second rotation member 72 is in a fixed relationship with the vehicle speed. Therefore, in the present embodiment, the maximum value of the error that can be included in the target rotational speed difference ΔN changes according to the speed ratio λ of the transmission 13 and also the rotational speed of the second rotating member 72 (that is, the vehicle speed). Will change accordingly.

In view of the above, in the present embodiment, the transition determination unit 44 sets the differential rotation threshold Th to both the speed ratio λ of the transmission 13 and the rotation speed of the second rotation member 72 (the output shaft O in this example). Accordingly, in other words, different values are set according to both the speed ratio λ and the vehicle speed. Specifically, the transition determination unit 44 sets the differential rotation threshold Th based on the following equation (5). Here, Fen1 (Ve) represents the first detection error EN1 as a function of the vehicle speed Ve, and Fen2 (Ve) represents the second detection error EN2 as a function of the vehicle speed Ve. Both Fen1 (Ve) and Fen2 (Ve) are functions whose values increase as a whole as the vehicle speed Ve decreases. The margin α is a parameter for adjusting the accuracy of the transition determination.
Th = Fen1 (Ve) × λ1 + Fen2 (Ve) × λ2 + α (5)

In the present embodiment, the specific rotation member 60 from which the target rotation speed difference ΔN is derived is the intermediate shaft M. Therefore, in the present embodiment, the first speed ratio λ1 is “1”, and the second speed ratio λ2 is equal to the speed ratio λ of the transmission 13. Therefore, in the present embodiment, Expression (5) is simplified as Expression (6) below.
Th = Fen1 (Ve) + Fen2 (Ve) × λ + α (6)

  As is clear from the equation (6), in this embodiment, the shift determination unit 44 detects the detection error (second detection error EN2) of the second rotational speed detection device (the shift output sensor 92 in this example) and the transmission 13. The differential rotation threshold value Th is set based on the sum of the product of the transmission ratio λ and the detection error (first detection error EN1) of the first rotation speed detection device (shift input sensor 91 in this example). The differential rotation threshold Th set in this way increases as the speed ratio λ of the transmission 13 increases, and increases as the vehicle speed Ve decreases.

  In the present embodiment, the transition determination unit 44 maps the relationship between the differential rotation threshold Th, the speed ratio λ, and the vehicle speed Ve (rotational speed of the output shaft O) as conceptually illustrated in FIG. With reference to the map, a differential rotation threshold Th corresponding to the current speed ratio λ and the vehicle speed Ve is derived. In this differential rotation threshold map, the relationship between the differential rotation threshold Th, the speed ratio λ, and the vehicle speed Ve obtained in advance based on the above equation (6) is defined. Therefore, in the present embodiment, the shift determination unit 44 derives the differential rotation threshold Th with reference to the differential rotation threshold map according to the vehicle speed Ve at that time, and thus increases as the transmission ratio λ of the transmission 13 increases. The differential rotation threshold value Th is set to the value, more specifically, the differential rotation threshold value Th is set based on the sum of the product of the second detection error EN2 and the transmission gear ratio λ and the first detection error EN1. The differential rotation threshold map is stored in a storage device such as a memory provided in the control device 3 and provided.

  In the present embodiment, the transition determination unit 44 executes both the first transition determination and the second transition determination based on the comparison between the target rotational speed difference ΔN and the differential rotation threshold Th. Then, the transition determination unit 44 uses, as the differential rotation threshold Th, the first differential rotation threshold Th1 that is the differential rotation threshold Th for executing the first shift determination, and the differential rotation threshold Th for executing the second shift determination. The second differential rotation threshold value Th2 is set to a different value depending on the speed ratio λ of the transmission 13 independently of each other. Specifically, in the present embodiment, the shift determination unit 44 sets the margin α shown in Equation (6) independently for the first differential rotation threshold Th1 and the second differential rotation threshold Th2, thereby making the first difference The rotation threshold Th1 and the second differential rotation threshold Th2 are set independently of each other. In the present embodiment, the margin α for the second differential rotation threshold Th2 is set to be larger than the margin α for the first differential rotation threshold Th1, and as a result, as shown in FIG. And under the same vehicle speed, the second differential rotation threshold value Th2 is set larger than the first differential rotation threshold value Th1.

2-6. Configuration of Engagement Control Unit The engagement control unit 45 shifts the shift clutch CM from the released state of the start clutch CS and the direct engagement state of the shift clutch CM to the slip engagement state, and then shifts the start clutch CS. This is a functional unit that performs engagement state transition control for causing the shift clutch CM to shift from the slip engagement state to the direct engagement state after shifting to the engagement state. The specific contents of the engagement state transition control will be described in detail later in “3. Specific contents of the engagement state transition control”.

  The shift clutch CM to be controlled by the engagement control unit 45 is any one of the shift clutches CM that are in the direct engagement state in order to form the currently selected shift stage. The clutch CM (for example, the first clutch C1 or the first brake B1). Hereinafter, when referring to the shift clutch CM with respect to the engagement control unit 45 and the engagement state transition control, it refers to the one shift clutch CM.

  Engagement state transition control is executed when transition to the hybrid travel mode is determined during travel in the electric travel mode. That is, in the engagement state transition control, the torque of the internal combustion engine 11 is output when the starting clutch CS is in the released state and the speed change clutch CM is in the directly connected state and the output shaft O is rotating. It is executed when there is a need to transmit to the shaft O (that is, when the internal combustion engine connection condition is satisfied).

  The engagement control unit 45 includes a start clutch control unit (first engagement device control unit) 46 for controlling the operation of the start clutch CS as a functional unit for executing the engagement state transition control, and a shift clutch. A shift clutch control unit (second engagement device control unit) 47 for controlling the operation of the CM is provided. The start clutch control unit 46 controls the engagement pressure of the start clutch CS via the hydraulic control device 25 in accordance with the progress (degree of progress) of the engagement state transition control during execution of the engagement state transition control. Thus, the engagement state of the starting clutch CS is switched. Similarly, the shift clutch control unit 47 engages the shift clutch CM via the hydraulic control device 25 in accordance with the progress (degree of progress) of the engagement state transition control during execution of the engagement state transition control. The resultant pressure is controlled to switch the engagement state of the shift clutch CM.

  The engagement control unit 45 sequentially advances each step of the engagement state transition control based on the determination result of the transition determination unit 44. Specifically, in the present embodiment, the start clutch control unit 46 determines that the shift clutch CM has shifted from the direct engagement state to the slip engagement state by the first shift determination of the shift determination unit 44. Then, the engagement pressure of the start clutch CS is increased from the state below the release boundary pressure to the release boundary pressure or more, and the start clutch CS is shifted from the release state to the engagement state. In the present embodiment, when the shift clutch control unit 47 determines that the shift clutch CM has shifted from the slip engagement state to the direct engagement state by the second shift determination of the shift determination unit 44, The engagement pressure of the shift clutch CM is increased to the full engagement pressure, and the shift clutch CM is shifted to a steady direct engagement state.

3. Specific Contents of Engagement State Transition Control Specific contents of the engagement state transition control executed by the engagement control unit 45 will be described with reference to the time chart of FIG. In the engagement state transition control, each function unit of the control device 3 cooperates with the engagement control unit 45 as a core to control the internal combustion engine 11, the starting clutch CS, the rotating electrical machine 12, and the transmission clutch CM. In the following description, it is assumed that the internal combustion engine connection condition is satisfied when the internal combustion engine 11 is stopped and the vehicle travels in the electric travel mode, and the engagement state transition control is executed to shift to the hybrid travel mode. doing.

  During traveling in the electric traveling mode (before time T01), fuel injection and ignition to the internal combustion engine 11 are stopped, and the internal combustion engine 11 is maintained in a stopped state (combustion stopped state). The starting clutch CS is maintained in the released state, and in this example, the engagement pressure of the starting clutch CS is controlled to the release pressure. Further, the transmission clutch CM is maintained in the direct engagement state, and in this example, the engagement pressure of the transmission clutch CM is controlled to the complete engagement pressure. During traveling in the electric travel mode, the rotating electrical machine control unit 42 performs torque control of the rotating electrical machine 12 so that the required rotating electrical machine torque determined by the required torque determining unit 41 is output.

  When the internal combustion engine connection condition is satisfied and the transition from the electric travel mode to the hybrid travel mode is determined (time T01), the engagement control unit 45 shifts the shift clutch CM from the direct engagement state to the slip engagement state. Control to make it happen. Specifically, the shift clutch control unit 47 gradually decreases the engagement pressure of the shift clutch CM to a predetermined pressure, and then gradually decreases the engagement pressure of the shift clutch CM at a constant rate ( Sweep down). Then, the target rotational speed difference deriving unit 43 derives the target rotational speed difference ΔN, and the transition determination unit 44 executes the first transition determination based on the target rotational speed difference ΔN.

  The target rotational speed difference deriving unit 43 derives the target rotational speed difference ΔN based on the detection results of both the shift input sensor 91 and the shift output sensor 92. Here, in this embodiment, the shift input sensor 91 detects the rotation speed of the intermediate shaft M (in this example, the same as the rotation speed of the rotating electrical machine 12), and the shift output sensor 92 detects the rotation speed of the output shaft O. To detect. In the present embodiment, since the specific rotation member 60 is the intermediate shaft M, the target rotational speed difference ΔN derived by the target rotational speed difference deriving unit 43 is the rotational speed of the rotating electrical machine 12 and the output shaft O. The absolute value of the difference from the estimated rotational speed of the intermediate shaft M (shown as “synchronization line” in FIG. 3) determined according to the rotational speed of.

  Then, the transition determination unit 44 performs the first transition determination based on the target rotational speed difference ΔN and the first differential rotation threshold Th1. Specifically, as shown in FIG. 3, when the target rotational speed difference ΔN becomes equal to or greater than the first differential rotation threshold Th1 (time T02), the transmission clutch CM changes from the direct engagement state to the slip engagement state. It is determined that the shift has occurred, that is, the shift clutch CM has started to slip. At least until time T02, the internal combustion engine 11 is maintained in the combustion stopped state, the starting clutch CS is maintained in the released state, and torque control of the rotating electrical machine 12 is continuously executed.

  When the shift determination unit 44 determines that the shift clutch CM has shifted from the direct engagement state to the slip engagement state (time T02), the shift clutch control unit 47 determines that the engagement pressure of the shift clutch CM is The engagement pressure of the shift clutch CM is controlled by torque capacity control so as to be fixed at the time value. The starting clutch control unit 46 performs control for shifting the starting clutch CS from the released state to the engaged state. Specifically, the starting clutch control unit 46 puts the starting clutch CS into a slip engagement state, and the transmission torque capacity of the starting clutch CS increases the rotational speed of the internal combustion engine 11 (the rotational speed of the input shaft I). The engagement pressure of the starting clutch CS is controlled by torque capacity control so as to coincide with the torque required for (cranking).

  When it is determined that the shift clutch CM has shifted from the direct engagement state to the slip engagement state (time T02), the rotating electrical machine control unit 42 switches the control of the rotating electrical machine 12 from torque control to rotational speed control. The state in which there is a predetermined rotational speed difference between the rotational speed of the rotating electrical machine 12 and the estimated rotational speed (synchronization line) of the intermediate shaft M is maintained, that is, the slip engagement state of the shift clutch CM is maintained. The rotating electrical machine 12 is controlled by rotational speed control so as to be appropriately maintained.

  When the rotational speed of the internal combustion engine 11 is increased by a part of the output torque of the rotating electrical machine 12 transmitted through the starting clutch CS, and the rotational speed of the internal combustion engine 11 and the rotational speed of the rotating electrical machine 12 are synchronized (time). (T03), the start clutch control unit 46 increases the engagement pressure of the start clutch CS toward the complete engagement pressure, and shifts the start clutch CS from the slip engagement state to the direct engagement state. In the example shown in FIG. 3, the vehicle request torque gradually increases after time T03, and the shift clutch control unit 47 gradually increases the engagement pressure of the shift clutch CM as the vehicle request torque increases. The case where it raises is shown as an example.

  The internal combustion engine control unit 2 starts fuel injection and ignition with respect to the internal combustion engine 11 at a time point after the rotational speed of the internal combustion engine 11 reaches the ignition possible rotational speed, and starts the internal combustion engine 11. In this example, the internal combustion engine 11 is started at a time point (time point after time T03) after the rotation speed of the internal combustion engine 11 and the rotation speed of the rotating electrical machine 12 are synchronized. After the internal combustion engine 11 is started, the internal combustion engine 11 is controlled to output a torque corresponding to the internal combustion engine required torque. Note that the sum of the output torque of the rotating electrical machine 12 and the output torque of the internal combustion engine 11 is basically equal to the vehicle required torque. Note that it is also possible to start at least one of fuel injection and ignition for the internal combustion engine 11 before time T03.

  When the internal combustion engine 11 can stably continue its independent operation and can output a certain amount of torque (at a time slightly before time T04), the rotating electrical machine control unit 42 rotates the rotational speed of the rotating electrical machine 12. The target rotational speed in the control is set so as to gradually decrease at a constant rate of time change toward the estimated rotational speed (synchronization line) of the intermediate shaft M. Thereby, the target rotational speed difference ΔN gradually decreases. Then, the target rotational speed difference deriving unit 43 derives the target rotational speed difference ΔN, and the transition determining unit 44 executes the second transition determination based on the target rotational speed difference ΔN.

  Specifically, the transition determination unit 44 executes the second transition determination based on the target rotational speed difference ΔN and the second differential rotation threshold Th2. As shown in FIG. 3, when the target rotational speed difference ΔN becomes less than the second differential rotation threshold Th2 (time T04), the shift clutch CM has shifted from the slip engagement state to the direct engagement state. That is, it is determined that the rotating members connected to the engaging members on both sides of the shift clutch CM are synchronized.

  When it is determined that the shift clutch CM has shifted from the slip engagement state to the direct engagement state (time T04), the rotating electrical machine control unit 42 ends the rotational speed control of the rotating electrical machine 12, and after performing the sweep control, After time T05, the rotating electrical machine 12 is controlled by torque control. In this case, for example, the target torque of the rotating electrical machine 12 can be set to a torque at which the rotating electrical machine 12 idles (zero torque), a torque for the rotating electrical machine 12 to generate power (regenerative torque), or the like.

  After determining that the shift clutch CM has shifted to the direct engagement state, the shift clutch control unit 47 gradually increases (sweeps up) the engagement pressure of the shift clutch CM at a constant rate of change. At T05, the engagement pressure of the shift clutch CM is increased stepwise to the full engagement pressure. As described above, the engagement state transition control is completed, and then the vehicle travels in the hybrid travel mode.

  Incidentally, as described above, in the present embodiment, the first differential rotation threshold value Th1 is set to a value smaller than the second differential rotation threshold value Th2. Thus, when the shift determination unit 44 executes the first shift determination, it is accurately determined that the shift clutch CM has shifted from the direct engagement state to the slip engagement state, and the engagement pressure of the shift clutch CM is increased. It is possible to suppress an excessive decrease. Further, when the shift determination unit 44 executes the second shift determination, the shift clutch CM is directly connected from the slip engagement state with a rotational speed difference of a predetermined amount or more between the engagement members on both sides of the shift clutch CM. It can be determined that the state has shifted to the engaged state, and the transition to the hybrid travel mode can be completed early.

  After it is determined by the second transition determination that the shift clutch CM has shifted from the slip engagement state to the direct engagement state, the shift clutch control unit 47 causes the engagement pressure of the shift clutch CM to change constantly. It is controlled to increase at a rate (time T04 to time T05). Therefore, even if it is determined that the shift clutch CM has shifted from the slip engagement state to the direct engagement state in a state where there is a rotational speed difference of a predetermined amount or more between the engagement members on both sides of the shift clutch CM, FIG. As shown in FIG. 3, since the rotational speed difference between the rotational speed of the rotating electrical machine 12 and the estimated rotational speed (synchronization line) of the intermediate shaft M gradually decreases, it is possible to suppress a shock.

  Here, the case has been described in which the internal combustion engine connection condition is established when the internal combustion engine 11 is stopped and the vehicle travels in the electric travel mode, and the engagement state transition control is executed to shift to the hybrid travel mode. Even when the internal combustion engine 11 is operating (starting state) during traveling in the electric traveling mode, the engagement state transition control can be executed similarly. In this case, since it is not necessary to increase the rotational speed of the internal combustion engine 11 with the start clutch CS in the slip engagement state, it is possible to shorten the time until the start clutch CS is in the direct engagement state.

4). Processing Procedure of Engagement State Transition Control A processing procedure of engagement state transition control according to the present embodiment will be described with reference to the flowchart of FIG. Each processing procedure described below is executed by each functional unit of the control device 3. When each functional unit is configured by a program, the arithmetic processing device included in the control device 3 operates as a computer that executes the program that configures each functional unit described above.

  As shown in FIG. 4, when it is determined that the internal combustion engine connection condition is satisfied (step # 02: Yes) during traveling in the electric traveling mode (step # 01: Yes), the shift clutch control unit 47 Then, control is started to gradually decrease (sweep down) the engagement pressure of the speed change clutch CM at a constant rate of change (step # 03). Then, a first transition determination is performed by the transition determination unit 44 (step # 04).

  Until it is determined by the first transition determination by the transition determination unit 44 that the target rotational speed difference ΔN has become equal to or greater than the first differential rotation threshold Th1 (step # 04: No), the engagement pressure of the speed change clutch CM. Is continuously executed (step # 03). When it is determined by the first transition determination by the transition determination unit 44 that the target rotational speed difference ΔN is equal to or greater than the first differential rotation threshold Th1 (step # 04: Yes), the start clutch control unit 46 starts the start clutch CS. Is started to shift from the released state to the engaged state (step # 05). And the internal combustion engine control unit is in a state where the rotational speed of the internal combustion engine 11 rises from a part of the output torque of the rotating electrical machine 12 transmitted via the starting clutch CS and the rotational speed becomes equal to or higher than the ignition speed. 2 starts the internal combustion engine 11 (step # 06).

  When the internal combustion engine 11 can stably continue the independent operation and can output a certain amount of torque, the rotating electrical machine control unit 42 converts the rotational speed of the rotating electrical machine 12 to the estimated rotational speed of the intermediate shaft M ( Control is started to gradually decrease (sweep down) toward the synchronization line) at a constant rate of time change (step # 07). Then, the second transition determination is performed by the transition determination unit 44 (step # 08).

  Until the target rotational speed difference ΔN is determined to be less than the second differential rotation threshold Th2 by the second transition determination by the transition determination unit 44 (step # 08: No), the rotational speed of the rotating electrical machine 12 is swept. Down is continuously executed (step # 07). When it is determined by the second transition determination by the transition determination unit 44 that the target rotational speed difference ΔN is less than the second differential rotation threshold Th2 (step # 08: Yes), the shift clutch control unit 47 shifts the speed. Control for gradually increasing (sweeping up) the engagement pressure of the clutch CM at a constant change rate is started (step # 09). This sweep-up is continuously executed (step # 09) while the predetermined time has not elapsed (step # 10: No). Then, when the predetermined time has elapsed (step # 10: Yes), the engagement pressure of the shift clutch CM is set to the complete engagement pressure (step # 11), and the engagement state transition control process ends.

5. Other Embodiments Finally, other embodiments of the control device according to the present invention will be described. Note that the configurations disclosed in the following embodiments can be applied in combination with the configurations disclosed in other embodiments as long as no contradiction arises.

(1) In the above embodiment, the specific rotation member 60 is a rotation member (specifically, an intermediate shaft) disposed on the input shaft I side from the transmission 13 in the power transmission path connecting the input shaft I and the output shaft O. The configuration of M) has been described as an example. However, the embodiment of the present invention is not limited to this, and the specific rotation member 60 is a rotation disposed on the output shaft O side with respect to the transmission 13 in the power transmission path connecting the input shaft I and the output shaft O. It is also possible to adopt a configuration that is a member.

For example, the output shaft O may be configured as the specific rotation member 60. In this configuration, since the first speed ratio λ1 is (1 / λ) and the second speed ratio λ2 is “1”, the target rotational speed difference ΔN is expressed by the following formula (7) instead of formula (4): ). Further, the differential rotation threshold Th can be set based on the following equation (8) instead of the equation (6).
ΔN = | (DN1 / λ) −DN2 | (7)
Th = (Fen1 (Ve) / λ) + Fen2 (Ve) + α (8)

  As is apparent from the equations (7) and (8), in this configuration, when the target rotational speed difference ΔN is derived, the first rotational speed detection device (the shift input sensor 91) is based on the speed ratio λ of the transmission 13. This detection result is converted into a rotation speed when the specific rotation member 60 is transmitted. The differential rotation threshold Th is set to a smaller value as the transmission gear ratio λ of the transmission 13 increases.

The specific rotating member 60 may be configured as a rotating member disposed in the transmission 13. For example, in the example shown in FIG. 1, the input side engaging member C1a of the first clutch C1 is the specific rotating member 60 for the first rotational speed detection device, and the output side engaging member C1b of the first clutch C1 is the second rotation. It can be set as the specific rotation member 60 about a speed detection apparatus. In this configuration, the first transmission ratio λ1 and the second transmission ratio λ2 are related to the transmission ratio λ of the transmission 13 by the relationship shown in the following equation (9), and the first clutch C1 in the transmission 13 Each of the first speed ratio λ1 and the second speed ratio λ2 is determined according to the arrangement position.
λ = λ2 / λ1 (9)

  In this configuration, the target rotational speed difference ΔN is derived based on the equations (1) to (3). Further, the differential rotation threshold Th can be derived based on Expression (5). As in the configuration described here, in the present invention, the specific rotation member 60 for the first rotation speed detection device and the specific rotation member 60 for the second rotation speed device are the second engagement device (for shifting). The clutches CM) can be separate members that rotate integrally with each other.

(2) In the above embodiment, the transition determination unit 44 is configured to execute both the first transition determination and the second transition determination based on the comparison between the target rotational speed difference ΔN and the differential rotation threshold Th, The first differential rotation threshold Th1 that is the differential rotation threshold Th for executing the first transition determination and the second differential rotation threshold Th2 that is the differential rotation threshold Th for executing the second transition determination are independent of each other. The configuration to be set has been described as an example. However, the embodiment of the present invention is not limited to this, and the first differential rotation threshold value Th1 and the second differential rotation threshold value Th2 are correlated and set in association with each other. be able to. At this time, for example, the first differential rotation threshold Th1 and the second differential rotation threshold Th2 can be set to the same value. In addition, one of the first differential rotation threshold value Th1 and the second differential rotation threshold value Th2 can be set to a fixed value that does not depend on the speed ratio λ.

  In addition, the transition determination unit 44 executes only one of the first transition determination and the second transition determination (for example, only the first transition determination) based on the comparison between the target rotational speed difference ΔN and the differential rotation threshold Th. It can also be. In this case, for the transition determination in which the determination based on the comparison between the target rotation speed difference ΔN and the difference rotation threshold Th is not performed, for example, the determination is performed based on an elapsed time from a predetermined time monitored by a timer or the like. It can be.

(3) In the above embodiment, the shift determination unit 44 sets the differential rotation threshold Th according to both the transmission gear ratio λ of the transmission 13 and the rotation speed of the output shaft O (rotation speed of the second rotation member 72). The configuration for setting different values has been described as an example. However, the embodiment of the present invention is not limited to this, and the transition determination unit 44 may be configured to set the differential rotation threshold Th to a different value according to only the speed ratio λ of the transmission 13. It is one of the preferred embodiments of the present invention. In addition to the transmission gear ratio λ of the transmission 13 or in addition to both the transmission gear ratio λ of the transmission 13 and the rotational speed of the second rotating member 72, the transition determination unit 44 responds to further requirements. It can also be set as the structure which sets the difference rotation threshold value Th to a different value. Another requirement is, for example, whether the transition from the electric travel mode to the hybrid travel mode is for charging the power storage device 26, and whether the transition is due to the driver's accelerator operation. Or the like. That is, in the present invention, the setting of the differential rotation threshold Th by the transition determination unit 44 is performed according to at least the speed ratio λ of the transmission 13.

(4) In the above embodiment, the transition determining unit 44 has been described with reference to the differential rotation threshold map to derive the differential rotation threshold Th as an example. However, the embodiment of the present invention is not limited to this, and the transition determination unit 44 derives the differential rotation threshold Th by performing a calculation based on at least the speed ratio λ each time using a relational expression. It can also be.

(5) In the above embodiment, the configuration in which the second engagement device (shift clutch CM) is provided in the transmission 13 has been described as an example. However, the embodiment of the present invention is not limited to this, and separate from the transmission 13 between the rotating electrical machine 12 and the output shaft O in the power transmission path connecting the input shaft I and the output shaft O (shifting). The friction engagement device provided outside the device 13 can also be the second engagement device.

  For example, as shown in FIG. 5, a fluid coupling (for example, a torque converter) 28 is provided between the rotating electrical machine 12 and the transmission 13, and the fluid coupling 28 includes a lock-up clutch CL that is a friction engagement device. In this case, the lock-up clutch CL can be used as the second engagement device. Although details are omitted, this configuration can achieve the same effects as those of the above embodiment by controlling the lockup clutch CL in the same manner as the shift clutch CM in the above embodiment.

  In the example shown in FIG. 5, unlike the above embodiment, the rotation sensor 81 provided in the rotating electrical machine 12 corresponds to the “first rotation speed detection device” in the present invention, and the rotation sensor 81 includes the transmission device 13 and The rotational speed of the first rotating member 71 (first intermediate shaft M1) on the input shaft I side is detected from both of the second engagement devices (lock-up clutch CL). Similar to the above embodiment, the second rotational speed detection device is configured by a transmission output sensor 92, which is on the output shaft O side from both the transmission 13 and the second engagement device (lock-up clutch CL). The rotation speed of the second rotation member 72 (output shaft O) is detected. In this configuration, unlike the embodiment described above, the transmission 13 can be configured not to include the shift input sensor 91. Moreover, in the example shown in FIG. 5, it is the 1st specific rotation member 61 (1st intermediate shaft M1) which is a specific rotation member about a 1st rotation speed detection apparatus, and the specific rotation member about a 2nd rotation speed detection apparatus. Unlike the second embodiment, the second specific rotating member 62 (second intermediate shaft M2) is a member different from each other.

  Further, in the configuration including the transmission clutch CT between the rotating electrical machine 12 and the transmission 13 as shown in FIG. 6, the transmission clutch CT can be the second engagement device. Although details are omitted, this configuration can achieve the same effects as the above embodiment by controlling the transmission clutch CT in the same manner as the transmission clutch CM in the above embodiment. In the example shown in FIG. 6, as in the example shown in FIG. 5, the rotation sensor 81 included in the rotating electrical machine 12 corresponds to the “first rotation speed detection device” in the present invention, and the second rotation speed detection device is the above-described embodiment. As in the embodiment, the shift output sensor 92 is configured.

(6) In the above embodiment, the configuration in which the transmission 13 includes both the shift input sensor 91 and the shift output sensor 92 has been described as an example. However, the embodiment of the present invention is not limited to this, and the rotation speed of the first rotating member 71 is detected by the rotation sensor 81 provided in the rotating electrical machine 12 as in the configuration shown in FIGS. It can be set as the structure which detects. In this case, the transmission 13 can be configured not to include the shift input sensor 91. In addition, a dedicated sensor for detecting the rotational speed of the first rotating member 71 is provided separately from the shift input sensor 91 and the rotation sensor 81, or a dedicated sensor for detecting the rotational speed of the second rotating member 72 separately from the shift output sensor 92. It is also possible to provide a sensor.

(7) In the above-described embodiment, both the first rotation speed detection device (shift input sensor 91) and the second rotation speed detection device (shift output sensor 92) decrease as the rotation speed of the rotation member to be detected decreases. The configuration in which the detection accuracy is reduced as a whole has been described as an example. However, the embodiment of the present invention is not limited to this, and at least one of the first rotation speed detection device and the second rotation speed detection device has detection accuracy as the rotation speed of the rotation member to be detected increases. It is also possible to employ a sensor that decreases as a whole, or a sensor whose detection accuracy does not change greatly (for example, is constant) according to the rotational speed of the rotation member to be detected.

(8) In the above embodiment, the transition determination by the transition determination unit 44 is executed for the engagement state transition control by the engagement control unit 45, that is, the transition determination unit 44 is the first engagement device. The configuration for executing the transition determination when shifting the engagement state of the second engagement device (transmission clutch CM) in accordance with the state change of the (start clutch CS) has been described as an example. However, the embodiment of the present invention is not limited to this, and the transition determination by the engagement control unit 45 may be performed for control other than the engagement state transition control. For example, when the internal combustion engine 11 or the rotating electrical machine 12 undergoes a state change (a state change accompanied by a change in output torque or rotation speed), to suppress a change in torque or rotation speed of the output shaft O caused by the state change, As a configuration for performing the control to shift the second engagement device to the slip engagement state with the occurrence of the state change, a configuration in which the transition determination by the transition determination unit 44 is executed at the time of the control can be adopted.

(9) In the above embodiment, the configuration in which the output shaft of the internal combustion engine 11 is rotationally driven (cranked) by the torque of the rotating electrical machine 12 to start the internal combustion engine 11 has been described as an example. However, the embodiment of the present invention is not limited to this, and includes a starting rotating electrical machine different from the rotating electrical machine 12 and rotationally driving the output shaft of the internal combustion engine 11 with the torque of the starting rotating electrical machine. It can also be. For example, when the internal combustion engine 11 includes a starter / alternator, the internal combustion engine can be configured to start using the starter / alternator as a starting rotary electric machine.

(10) In the above embodiment, the configuration in which the transmission 13 is an automatic stepped transmission has been described as an example. However, the embodiment of the present invention is not limited to this, and an automatic continuously variable transmission that can change the speed ratio λ steplessly can be adopted as the transmission 13. Further, in the configuration in which the second engagement device as described above is provided separately from the transmission 13, the transmission 13 is provided with a manual stepped transmission that is capable of manually switching between a plurality of shift stages having different gear ratios λ. It is also possible.

(11) In the above-described embodiment, the configuration in which both the start clutch CS and the shift clutch CM are friction engagement devices that operate by hydraulic pressure has been described as an example. However, the embodiment of the present invention is not limited to this, and one or both of these clutches can be an electromagnetic friction engagement device in which the engagement pressure is controlled according to the electromagnetic force. It is.

(12) In the above-described embodiment, the configuration in which the start clutch CS is a friction engagement device as in the case of the shift clutch CM has been described as an example. However, the embodiment of the present invention is not limited to this, and the starting clutch CS may be a meshing engagement device (dog clutch). In this configuration, the internal combustion engine 11 can be started by a power source (such as the starter / alternator described above) that is different from the rotating electrical machine 12, and the rotational speed of the internal combustion engine 11 is controlled in the engagement state transition control by the engagement control unit 45. And the rotation speed of the rotating electrical machine 12 are synchronized, the starting clutch CS can be shifted from the released state to the engaged state.

(13) In the above embodiment, the configuration in which the input shaft I rotates integrally with the internal combustion engine 11 has been described as an example. However, the input shaft I is drivingly connected to the internal combustion engine 11 via a member such as a damper or a flywheel. It is also possible to adopt a configuration.

(14) In the above embodiment, the configuration in which the internal combustion engine control unit 2 is provided separately from the control device 3 has been described as an example. However, the embodiment of the present invention is not limited to this, and the internal combustion engine control unit 2 may be integrated with the control device 3. The assignment of the function units in the control device 3 described in the above embodiment is merely an example, and a plurality of function units can be combined or one function unit can be further divided.

(15) Regarding other configurations, the embodiments disclosed in this specification are merely examples in all respects, and the embodiments of the present invention are not limited thereto. In other words, configurations that are not described in the claims of the present application can be modified as appropriate without departing from the object of the present invention.

  The present invention changes a first engagement device, a rotating electrical machine, and a gear ratio in order from the input member side to a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel. The present invention can be suitably used for a control device that is provided with a vehicular drive device in which a second transmission device is provided in a power transmission path.

1: Drive device (vehicle drive device)
3: control device 11: internal combustion engine 12: rotating electrical machine 13: transmission 15: wheel 43: target rotational speed difference deriving unit 44: transition determination unit 45: engagement control unit 60: specific rotation member 61: first specific rotation member (Specific rotating member)
62: Second specific rotating member (specific rotating member)
71: 1st rotation member 72: 2nd rotation member 81: Rotation sensor (1st rotation speed detection apparatus)
91: Shift input sensor (first rotational speed detection device)
92: Shift output sensor (second rotational speed detection device)
CL: Lock-up clutch (second engagement device)
CM: Shifting clutch (second engagement device)
CS: Starting clutch (first engagement device)
CT: Transmission clutch (second engagement device)
I: Input shaft (input member)
O: Output shaft (output member)

Claims (6)

A first engagement device, a rotating electrical machine, and a speed change gear ratio that can be changed in order from the input member side to a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to a wheel. A first rotation speed detection device that detects a rotation speed of the first rotation member on the input member side from the transmission device in the power transmission path, and the transmission device in the power transmission path. A second rotation speed detection device that detects a rotation speed of the second rotation member on the output member side, and further on the output member side from the rotating electrical machine and the first rotation member in the power transmission path. A control device that controls a vehicle drive device in which a second engagement device is provided closer to the input member than the second rotation member;
When the detection result of the first rotation speed detection device and the detection result of the second rotation speed detection device are each transmitted to a specific rotation member arranged in the power transmission path based on the transmission gear ratio of the transmission. A target rotational speed difference deriving unit that derives a difference between two rotational speeds obtained by the conversion as a target rotational speed difference;
When shifting the engagement state of the second engagement device, the transition from the direct engagement state to the slip engagement state of the second engagement device based on the comparison between the target rotational speed difference and the differential rotation threshold value. A transition determination unit that executes at least one of a first transition determination that is a determination and a second transition determination that is a transition determination from the slip engagement state to the direct engagement state of the second engagement device,
The shift determination unit is a control device that sets the differential rotation threshold value to a different value according to a gear ratio of the transmission.   The control device according to claim 1, wherein the shift determination unit sets the differential rotation threshold value to a different value according to both a speed ratio of the transmission device and a rotation speed of the second rotation member. The specific rotation member is a rotation member disposed on the input member side from the transmission in the power transmission path,
The target rotational speed difference deriving unit is a rotational speed when the detection result of the second rotational speed detection device is transmitted to the specific rotational member based on the speed ratio of the transmission when deriving the target rotational speed difference. Converted to
The control device according to claim 1, wherein the shift determination unit sets the differential rotation threshold value to a larger value as a speed ratio of the transmission device increases.   The shift determination unit is configured to determine the differential rotation threshold based on a sum of a product of a detection error of the second rotation speed detection device and a transmission ratio of the transmission and a detection error of the first rotation speed detection device. The control device according to claim 3 to set.   The transition determination unit is configured to execute both the first transition determination and the second transition determination based on a comparison between the target rotational speed difference and the differential rotation threshold, and executes the first transition determination. The control device according to any one of claims 1 to 4, wherein the differential rotation threshold value for performing and the differential rotation threshold value for executing the second transition determination are set independently of each other. After the second engagement device is shifted to the slip engagement state from the released state of the first engagement device and the direct engagement state of the second engagement device, the first engagement device is engaged. An engagement control unit that executes an engagement state transition control for causing the second engagement device to transition from the slip engagement state to the direct engagement state.
The control device according to any one of claims 1 to 5, wherein the engagement control unit advances the engagement state transition control based on a determination result of the transition determination unit.

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