阅读说明：本技术 车辆用驱动装置的控制装置 (Control device for vehicle drive device ) 是由 细井宣宏 杉本大希 于 2019-08-22 设计创作，主要内容包括：车辆用驱动装置(1)的控制装置(10)包括：接合控制部(13),基于接合控制指令控制第1接合装置(CL1)的接合状态；油压信息获取部(14),获取表示向第1接合装置(CL1)供给的第1油压(P1)的油压信息；加速度信息获取部(15),获取表示车辆的加速度(A)的加速度信息；以及判断部(16),进行第1接合装置(CL1)的状态判断,在输入转速(Nm)大于零,变速器(TM)的状态是进行驱动力的传递的驱动传递状态,接合控制指令是将第1接合装置(CL1)设为分离状态的分离指令,第1油压(P1)大于第1阈值(TH1),且加速度(A)是小于第2阈值(TH2)的负值的情况下,判断部(16)判断第1接合装置(CL1)的状态为接合异常。(A control device (10) for a vehicle drive device (1) is provided with: an engagement control portion (13) that controls an engagement state of the 1 st engagement device (CL1) based on an engagement control command; a hydraulic pressure information acquisition unit (14) that acquires hydraulic pressure information indicating a1 st hydraulic pressure (P1) supplied to a1 st engagement device (CL 1); an acceleration information acquisition unit (15) that acquires acceleration information indicating the acceleration (A) of the vehicle; and a determination unit (16) that determines the state of the 1 st engagement device (CL1), wherein when the input rotation speed (Nm) is greater than zero, the state of the Transmission (TM) is a drive transmission state in which the transmission power is transmitted, the engagement control command is a disengagement command that sets the 1 st engagement device (CL1) in a disengaged state, the 1 st oil pressure (P1) is greater than a1 st threshold value (TH1), and the acceleration (A) is a negative value that is less than a2 nd threshold value (TH2), the determination unit (16) determines that the state of the 1 st engagement device (CL1) is an engagement abnormality.)

1. A control device for a vehicle drive device that controls a vehicle drive device provided with a1 st engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission in this order from an internal combustion engine side on a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to wheels, the control device comprising:

an engagement control portion that controls an engagement state of the 1 st engagement device based on an engagement control command;

a hydraulic pressure information acquisition unit that acquires hydraulic pressure information indicating a1 st hydraulic pressure to be supplied to the 1 st engagement device;

an acceleration information acquisition unit that acquires acceleration information indicating an acceleration of a vehicle on which the vehicle drive device is installed; and

a determination unit that determines the state of the 1 st engagement device,

the determining unit determines that the state of the 1 st engagement device is an engagement abnormality that is in an engaged state different from the disengagement command when the input rotation speed that is the rotation speed of the rotating electrical machine is greater than zero, the state of the transmission is a drive transmission state in which the transmission transmits the drive force, the engagement control command is a disengagement command for bringing the 1 st engagement device into a disengaged state, the 1 st oil pressure indicated by the oil pressure information is greater than a1 st threshold value, and the acceleration indicated by the acceleration information is a negative value smaller than a2 nd threshold value.

2. The control device of a vehicular drive apparatus according to claim 1, wherein,

the determination unit executes at least one of a first control of setting the 1 st engagement device in a disengaged state and a second control of cutting off transmission of the driving force between the rotating electrical machine and the output member, when determining that the state of the 1 st engagement device is the engagement abnormality.

3. A control device for a vehicle drive device that controls a vehicle drive device provided with a1 st engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission in this order from an internal combustion engine side on a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to wheels, the control device comprising:

an engagement control portion that controls an engagement state of the 1 st engagement device based on an engagement control command;

a hydraulic pressure information acquisition unit that acquires hydraulic pressure information indicating a1 st hydraulic pressure to be supplied to the 1 st engagement device;

an acceleration information acquisition unit that acquires acceleration information indicating an acceleration of a vehicle on which the vehicle drive device is installed; and

a determination unit that determines the state of the 1 st engagement device,

the determination unit executes at least one of a first control of setting the first engagement device to the disengaged state and a second control of cutting off the transmission of the driving force between the rotating electrical machine and the output member, when the input rotation speed that is the rotation speed of the rotating electrical machine is greater than zero, the state of the transmission is a drive transmission state in which the transmission transmits the driving force, the engagement control command is a disengagement command for setting the 1 st engagement device to the disengaged state, the 1 st oil pressure indicated by the oil pressure information is greater than a1 st threshold value, and the acceleration indicated by the acceleration information is a negative value that is less than a2 nd threshold value.

4. The control device of the vehicular drive apparatus according to claim 2 or 3, wherein,

the 1 st control includes 1 st disengagement control, and the 1 st disengagement control is control for causing the engagement control unit to execute again a state in which the 1 st engagement device is disengaged.

5. The control device of the vehicular drive apparatus according to any one of claims 2 to 4, wherein,

the 1 st control includes a2 nd disengagement control, and the 2 nd disengagement control is a control for operating a1 st engagement control valve that controls the 1 st hydraulic pressure supplied to the 1 st engagement device so as to forcibly bring the 1 st engagement device into a disengaged state.

6. The control device of the vehicular drive apparatus according to any one of claims 2 to 5, wherein,

the 1 st control includes a3 rd disengagement control, and the 3 rd disengagement control is control for restarting the engagement control unit.

7. The control device of the vehicular drive apparatus according to any one of claims 2 to 6, wherein,

the 2 nd control includes a neutral control in which the state of the transmission is set to a neutral state in which the transmission of the drive force is not performed.

8. The control device of a vehicular drive apparatus according to claim 7, wherein,

the transmission includes one or more 2 nd engagement devices, the 2 nd engagement devices being engaged when a shift speed is established,

the neutral control includes a forced neutral control in which a2 nd engagement control valve that controls a2 nd hydraulic pressure supplied to the 2 nd engagement device is operated to forcibly bring the 2 nd engagement device into a disengaged state.

9. The control device of the vehicular drive apparatus according to any one of claims 2 to 8, wherein,

the vehicle drive device further includes a3 rd engagement device that connects or disconnects transmission of drive force between the rotating electrical machine and the transmission,

the 2 nd control includes engagement and disengagement control that sets the 3 rd engagement device to a disengaged state.

10. The control device of a vehicular drive apparatus according to claim 9, wherein,

the engagement/disengagement control includes forced engagement/disengagement control for forcibly bringing the 3 rd engagement device into a disengaged state by operating a3 rd engagement control valve that controls supply of a3 rd hydraulic pressure to the 3 rd engagement device.

11. The control device of the vehicular drive apparatus according to any one of claims 1 to 10, wherein,

the determination portion performs the determination of the state of the 1 st engagement device by the determination portion when the input rotation speed is greater than an engine rotation speed that is a rotation speed of the internal combustion engine and a difference between the input rotation speed and the engine rotation speed is greater than a3 rd threshold value,

the determination unit does not perform the determination of the state of the 1 st engagement device by the determination unit when the difference between the input rotation speed and the engine rotation speed is equal to or less than the 3 rd threshold value.

12. The control device of the vehicular drive apparatus according to any one of claims 1 to 11, wherein,

the control device for the vehicle drive device further includes a communication unit that communicates with a command device that outputs the engagement control command and receives the engagement control command from the command device.

Technical Field

The present invention relates to a control device for a vehicle drive device that controls a vehicle drive device in which an engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission are provided in this order from an internal combustion engine side on a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to wheels.

Background

Patent document 1 discloses an example of such a control device. In the following description of the background art, the reference numerals in patent document 1 are used in parentheses.

In the control device (30) of patent document 1, an engagement control unit (44) controls the engagement state of an engagement device (CL1) based on a command from a command device (46). However, even when the engagement control unit (44) receives a disengagement command from the command device (46) to disengage the engagement device (CL1), there is a possibility that the engagement device (CL1) will be in an engaged state due to a failure of the engagement control unit (44), an arithmetic error of the engagement control unit (44), a failure of the engagement device (CL1), and the like. Although this is not described in patent document 1, when such a situation occurs in a state where the driving force of the rotating electrical Machine (MG) is transmitted to the wheels (for example, in the EV mode), the transmission of the driving force is performed between the internal combustion Engine (ENG) and the rotating electrical Machine (MG), and therefore the rotation speed of the rotating electrical Machine (MG) is reduced by the inertia torque of the internal combustion Engine (ENG), and there is a possibility that the vehicle is decelerated unintentionally.

Documents of the prior art

Patent document

Patent document 1: international publication No. 2016/084474 (FIG. 1)

Disclosure of Invention

Problems to be solved by the invention

Therefore, it is desirable to realize a control device for a vehicle drive device that can determine an unexpected deceleration of a vehicle in a state where a drive force of a rotating electric machine is transmitted to a wheel.

Means for solving the problems

In view of the above, a control device for a vehicle drive device is characterized in that:

a control device for a vehicle drive device that controls a vehicle drive device provided with a1 st engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission in this order from an internal combustion engine side on a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to wheels, the control device comprising:

an engagement control portion that controls an engagement state of the 1 st engagement device based on an engagement control command;

a hydraulic pressure information acquisition unit that acquires hydraulic pressure information indicating a1 st hydraulic pressure to be supplied to the 1 st engagement device;

an acceleration information acquisition unit that acquires acceleration information indicating an acceleration of a vehicle on which the vehicle drive device is installed; and

a determination unit that determines the state of the 1 st engagement device,

the determining unit determines that the state of the 1 st engagement device is an engagement abnormality that is in an engaged state different from the disengagement command when the input rotation speed that is the rotation speed of the rotating electrical machine is greater than zero, the state of the transmission is a drive transmission state in which the transmission transmits the drive force, the engagement control command is a disengagement command for bringing the 1 st engagement device into a disengaged state, the 1 st oil pressure indicated by the oil pressure information is greater than a1 st threshold value, and the acceleration indicated by the acceleration information is a negative value smaller than a2 nd threshold value.

According to this characteristic configuration, when the vehicle is accelerating or decelerating while the driving force of the rotating electric machine is transmitted to the wheels, or when the vehicle is coasting, the state of the 1 st engagement device is in the engaged state, which is different from the disengagement command, and the acceleration of the vehicle becomes a negative value smaller than the predetermined value, it is determined that the state of the 1 st engagement device is an engagement abnormality. Therefore, it is possible to appropriately determine that the vehicle has decelerated unexpectedly while the driving force of the rotating electric machine is transmitted to the wheel.

In view of this, the control device for a vehicle drive device is characterized in that,

a control device for a vehicle drive device that controls a vehicle drive device provided with a1 st engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission in this order from an internal combustion engine side on a power transmission path that connects an input member drivingly connected to the internal combustion engine and an output member drivingly connected to wheels, the control device comprising:

an engagement control portion that controls an engagement state of the 1 st engagement device based on an engagement control command;

a hydraulic pressure information acquisition unit that acquires hydraulic pressure information indicating a1 st hydraulic pressure to be supplied to the 1 st engagement device;

an acceleration information acquisition unit that acquires acceleration information indicating an acceleration of a vehicle on which the vehicle drive device is installed; and

a determination unit that determines the state of the 1 st engagement device,

the determination unit executes at least one of a first control of setting the first engagement device to the disengaged state and a second control of cutting off the transmission of the driving force between the rotating electrical machine and the output member, when the input rotation speed that is the rotation speed of the rotating electrical machine is greater than zero, the state of the transmission is a drive transmission state in which the transmission transmits the driving force, the engagement control command is a disengagement command for setting the 1 st engagement device to the disengaged state, the 1 st oil pressure indicated by the oil pressure information is greater than a1 st threshold value, and the acceleration indicated by the acceleration information is a negative value that is less than a2 nd threshold value.

According to this characteristic configuration, when the vehicle is accelerating or decelerating while the driving force of the rotating electric machine is transmitted to the wheels, or when the vehicle is coasting, the state of the 1 st engagement device is in the engaged state, which is different from the disengagement command, and the acceleration of the vehicle becomes a negative value smaller than the predetermined value, at least one of the interruption of the power transmission between the internal combustion engine and the rotating electric machine and the interruption of the power transmission between the rotating electric machine and the output member is performed. Therefore, it is possible to avoid the inertia torque of the internal combustion engine from being accidentally transmitted to the wheels due to the engagement abnormality of the 1 st engagement device. Therefore, in a state where the driving force of the rotating electrical machine is transmitted to the wheel, the vehicle can be prevented from being decelerated unintentionally.

Drawings

Fig. 1 is a schematic diagram showing the configuration of a vehicle drive device and a control device according to a first embodiment.

Fig. 2 is a block diagram showing a configuration of a control device according to the first embodiment.

Fig. 3 is a flowchart showing the state determination of the 1 st engagement device by the determination section.

Fig. 4 is a timing chart showing the state determination of the 1 st engagement device by the determination section.

Fig. 5 is a schematic diagram showing the configuration of a vehicle drive device and a control device according to a second embodiment.

Detailed Description

[ first embodiment ]

[ first embodiment ]

Hereinafter, a control device 10 of a vehicle drive device 1 according to a first embodiment will be described with reference to the drawings. The control device 10 is a device that controls the vehicle drive device 1. The control device 10 is mounted on the vehicle together with the vehicle drive device 1. In the present embodiment, the internal combustion engine control device 20 is also mounted on the vehicle. The internal combustion engine control device 20 is a device that controls the internal combustion engine ENG as a drive power source.

1. Structure of vehicle drive device

First, the configuration of the vehicle drive device 1 will be described. As shown in fig. 1, a vehicle drive device 1 includes: the input shaft I is in driving connection with an internal combustion engine ENG; the output shaft O is in driving connection with the wheel W; a rotating electrical machine MG; a1 st engagement device CL1 that selectively drivingly connects the internal combustion engine ENG and the rotary electric machine MG; the transmission TM changes the rotation of the input shaft I and transmits the changed rotation to the output shaft O. Further, a1 st engagement device CL1, a rotating electric machine MG, and a transmission TM are provided in this order from the engine ENG side on a power transmission path connecting the input shaft I and the output shaft O. In the present embodiment, the input shaft I corresponds to an "input member", and the output shaft O corresponds to an "output member".

Here, "drive connection" refers to a state in which two rotating elements are connected so as to be able to transmit a driving force, and "drive connection" includes a state in which the two rotating elements are connected so as to rotate integrally, or a state in which the two rotating elements are connected so as to be able to transmit a driving force via one or two or more transmission members. As such a transmission member, various members (for example, shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at varying speeds are included. In addition, as the transmission member, an engagement device (e.g., a friction engagement device, a mesh-type engagement device, or the like) that selectively transmits rotation and a driving force may be included.

The internal combustion engine ENG is a prime mover (a gasoline engine, a diesel engine, etc.) driven by combustion of fuel to obtain power. In the present embodiment, an engine output shaft Eo such as a crankshaft of the engine ENG is selectively drivingly connected to the input shaft I via the 1 st engagement device CL 1. A damper (not shown) for damping a variation in transmitted torque is provided on the engine output shaft Eo.

The rotating electrical machine MG includes a stator and a rotor rotatably supported by the stator. The rotor of the rotating electric machine MG is drivingly connected to the input shaft I so as to rotate integrally with the input shaft I. That is, in the present embodiment, both the internal combustion engine ENG and the rotating electrical machine MG are drivingly connected to the input shaft I. The rotating electrical machine MG is electrically connected to a battery (an example of a power storage device, the same applies hereinafter) via an inverter that performs dc/ac conversion. The rotating electrical machine MG further includes: a function as a motor (electric motor) that receives supply of electric power and generates motive power; and a Generator (Generator) that receives a supply of power and generates electric power. That is, the rotating electrical machine MG is driven by receiving power supply from the battery via the inverter, or the inverter stores power generated by torque of the internal combustion engine ENG or inertia force of the vehicle in the battery.

The transmission TM includes one or more 2 nd engagement devices CL2 that are brought into an engaged state when a shift speed is established. The transmission TM forms a shift speed in accordance with the engagement state of the 2 nd engagement device CL2, and transmits the rotation of the input shaft I to the output shaft O with a change in the speed ratio corresponding to the shift speed. The torque transmitted from the transmission TM to the output shaft O is distributed to a plurality of (two in this example) axles AX via the differential gear device DF, and is transmitted to wheels W drivingly connected to the axles AX.

The 1 st engagement device CL1 and the 2 nd engagement device CL2 are each hydraulically operated engagement devices. In the present embodiment, the 1 st engagement device CL1 and the 2 nd engagement device CL2 are each a friction engagement device. The friction engagement device is configured to control an engagement state based on a hydraulic pressure supplied to the friction engagement device.

The friction engagement device transmits torque between a pair of friction members by friction between the pair of friction members included in the friction engagement device. When there is a difference in rotational speed (slip) between a pair of friction members of the friction engagement device, torque (slip torque) of a magnitude of the transmission torque capacity is transmitted from the member having the larger rotational speed to the member having the smaller rotational speed by dynamic friction. In the case where there is no difference in rotational speed (slip) between the pair of friction members of the friction engagement device, the friction engagement device transmits torque acting between the pair of friction members by static friction with the magnitude of the transmission torque capacity as an upper limit. Here, the transmission torque capacity refers to the magnitude of the maximum torque that can be transmitted by the friction engagement device through friction. The magnitude of the transmitted torque capacity varies in proportion to the engagement pressure of the frictional engagement device. The engagement pressure refers to a pressure that brings the friction member on the input side and the friction member on the output side into abutment with each other. The engagement pressure changes in proportion to the magnitude of the supplied oil pressure. That is, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the frictional engagement device.

The frictional engagement device includes a return spring, and the friction member is pressed against the separation side by a reaction force of the return spring. When the force generated by the hydraulic pressure supplied to the hydraulic cylinder of the friction engagement device exceeds the reaction force of the return spring, the transmission torque capacity starts to be generated in the friction engagement device, and the friction engagement device changes from the disengaged state to the engaged state. The oil pressure at which the generation of the transmission torque capacity is started is denoted as stroke end pressure. The friction engagement device is configured to increase the transmission torque capacity in proportion to an increase in the hydraulic pressure after the supplied hydraulic pressure exceeds the stroke end pressure. The frictional engagement device may be controlled by a differential pressure of hydraulic pressure applied to both sides of the piston of the hydraulic cylinder without including a return spring.

Here, the "engaged state" refers to a state in which the friction engagement device generates a transmission torque capacity, and includes a slip engagement state and a direct-connection engagement state. The "slip engagement state" refers to an engagement state in which there is a difference in rotational speed (slip) between a pair of friction members of the friction engagement device. Further, the "direct-connection engaged state" refers to an engaged state in which there is no difference in rotational speed (slip) between a pair of friction members of the friction engagement device. The "disengaged state" refers to a state in which the transmission torque capacity is not generated in the friction engagement device.

2. Construction of the control device

Next, the configuration of control device 10 that controls vehicle drive device 1 and internal combustion engine control device 20 that controls internal combustion engine ENG will be described.

The control device 10 and the internal combustion engine control device 20 each include an arithmetic processing device such as a CPU as a core member, and a storage device such as a RAM (random access memory) capable of reading and writing data from and to the arithmetic processing device, a ROM (read only memory) capable of reading data from the arithmetic processing device, and the like. The control device 10 and the engine control device 20 each include software (program) stored in a storage device, hardware such as a separately provided arithmetic circuit, or both of them.

As shown in fig. 1 and 2, the control device 10 includes an engagement control unit 13, a hydraulic pressure information acquisition unit 14, an acceleration information acquisition unit 15, and a determination unit 16. In the present embodiment, the control device 10 further includes a communication unit 11 and a rotating electric machine control unit 12.

The communication unit 11 is configured to be able to communicate with a command device 30, which is a higher-level control device of the control device 10 and the internal combustion engine control device 20. The communication unit 11 receives a rotating electrical machine control command, which is a command to the rotating electrical machine control unit 12, an engagement control command, which is a command to the engagement control unit 13, and the like from the command device 30. The communication unit 11 is configured to be able to communicate with the rotating electric machine control unit 12, the engagement control unit 13, and the internal combustion engine control device 20. Further, the engine control device 20 and the command device 30 may be constituted by the same device.

The rotating electrical machine control unit 12 controls the rotating electrical machine MG. When the command device 30 instructs the rotating electrical machine MG to request the target torque through the communication unit 11, the rotating electrical machine control unit 12 controls the rotating electrical machine MG to output the target torque. When the command device 30 instructs the target rotation speed required for the rotating electrical machine MG through the communication unit 11, the rotating electrical machine control unit 12 controls the rotating electrical machine MG so that the target rotation speed is achieved. Specifically, the rotating electrical machine control unit 12 controls the output torque and the rotation speed of the rotating electrical machine MG by controlling an inverter that drives the rotating electrical machine MG.

The rotating electrical machine control unit 12 calculates an input rotation speed Nm, which is the rotation speed (angular velocity) of the input shaft I, based on an output signal of the input rotation speed sensor Se 1. The input rotation speed sensor Se1 is a sensor for detecting the input rotation speed Nm. As the input rotation speed sensor Se1, a resolver, a sensor using a magnetoresistive element (MR element), a sensor using a hall element, or the like can be used. Further, as described above, since the rotor to which the rotating electrical machine MG is connected is integrally driven on the input shaft I, the rotation speed of the input shaft I corresponds to the rotation speed of the rotating electrical machine MG.

The engagement control portion 13 controls the engagement state of the 1 st engagement device CL1 based on the above-described engagement control command. In the present embodiment, the engagement control unit 13 controls the 1 st engagement control valve Va1 such that the 1 st oil pressure P1 supplied to the 1 st engagement device CL1 coincides with a target oil pressure (oil pressure command) of the 1 st engagement device CL1 included in the engagement control command. In the present embodiment, the 1 st engagement control valve Va1 is a solenoid valve that adjusts the hydraulic pressure supplied to the hydraulic servo mechanism of the 1 st engagement device CL1 in accordance with the applied current.

In addition, the engagement control portion 13 controls the engagement state of the 2 nd engagement device CL2 of the transmission TM to control the state of the transmission TM. In the present embodiment, the engagement control unit 13 controls the 2 nd engagement control valve Va2 so that the 2 nd hydraulic pressure P2 supplied to the 2 nd engagement device CL2 coincides with the target hydraulic pressure (hydraulic pressure command) of the 2 nd engagement device CL2 instructed from the command device 30. In the present embodiment, the 2 nd engagement control valve Va2 is a solenoid valve that adjusts the hydraulic pressure supplied to the hydraulic servo mechanism of the 2 nd engagement device CL2 in accordance with the applied current. In addition, in the present embodiment, the 2 nd engagement control valve Va2 is provided corresponding to each of the plurality of 2 nd engagement devices CL 2. That is, the 2 nd engagement control valve Va2 is provided in the same number as the 2 nd engagement device CL 2. However, the number of the 2 nd engagement control valves Va2 may be less than the number of the 2 nd engagement devices CL 2. In this case, an oil passage switching mechanism (oil passage switching valve) for switching the supply destination of the hydraulic pressure between the plurality of second engagement devices CL2 (a plurality of hydraulic servo mechanisms) is provided downstream of the second engagement control valve Va 2.

The hydraulic information acquisition unit 14 acquires hydraulic information indicating the 1 st hydraulic pressure P1 supplied to the 1 st engagement device CL 1. In the present embodiment, the hydraulic information acquisition unit 14 calculates the 1 st hydraulic pressure P1 based on the output signal of the 1 st hydraulic sensor Se 2. The 1 st hydraulic sensor Se2 is a sensor for detecting the 1 st hydraulic pressure P1 supplied to the 1 st engagement device CL 1. The 1 st hydraulic sensor Se2 is provided, for example, in an oil path connecting the 1 st engagement control valve Va1 and the hydraulic servo mechanism of the 1 st engagement device CL 1.

The hydraulic information acquiring unit 14 acquires hydraulic information indicating the 2 nd hydraulic pressure P2 supplied to the 2 nd engagement device CL 2. In the present embodiment, the hydraulic information acquisition unit 14 calculates the 2 nd hydraulic pressure P2 based on the output signal of the 2 nd hydraulic sensor Se 3. The 2 nd hydraulic pressure sensor Se3 is a sensor for detecting the 2 nd hydraulic pressure P2 supplied to the 2 nd engagement device CL 2. The 2 nd hydraulic sensor Se3 is provided, for example, in an oil path connecting the 2 nd engagement control valve Va2 and the hydraulic servo mechanism of the 2 nd engagement device CL 2.

The acceleration information acquiring unit 15 acquires acceleration information indicating an acceleration a of a vehicle in which the vehicle drive device 1 is installed. In the present embodiment, the acceleration information acquisition unit 15 calculates the rotation speed (angular velocity) of the output shaft O based on the output signal of the output rotation speed sensor Se 4. Then, the acceleration information acquisition unit 15 calculates the acceleration a of the vehicle based on the change in the rotation speed of the output shaft O. As the output revolution speed sensor Se4, a resolver, a sensor using a magnetoresistive element (MR element), a sensor using a hall element, or the like can be used.

The acceleration a of the vehicle can be calculated, for example, according to the following equation.

The acceleration a of the vehicle is the change in the rotation speed of the output shaft O (differential value of the rotation speed of the output shaft O) × the outer circumference of the wheel W/the gear ratio of the differential gear device DF

The determination unit 16 determines the state of the 1 st engagement device CL1 based on the hydraulic information acquired by the hydraulic information acquisition unit 14, the acceleration information acquired by the acceleration information acquisition unit 15, and the like. The operation of the determination unit 16 will be described later.

When a request for starting combustion is made from internal combustion engine ENG, internal combustion engine control device 20 performs control to start fuel supply, ignition, and the like to internal combustion engine ENG to start combustion of internal combustion engine ENG. When the command device 30 instructs the engine ENG to stop combustion through the communication unit 11, the engine control device 20 stops fuel supply, ignition, and the like to the engine ENG to bring the engine ENG into a combustion stopped state. Engine control device 20 controls engine ENG to output the target torque instructed from command device 30 via communication unit 11 or the target rotation speed instructed from command device 30 via communication unit 11.

The engine control device 20 calculates an engine rotation speed Ne, which is a rotation speed (angular velocity) of the engine output shaft Eo (engine ENG), based on an output signal of the engine rotation speed sensor Se 5. The engine speed sensor Se5 is a sensor for detecting the engine speed Ne. As the engine speed sensor Se5, a resolver, a sensor using a magnetoresistive element (MR element), a sensor using a hall element, or the like can be used.

3. State judgment of the 1 st engagement device CL1

Next, the state determination of the 1 st engagement device CL1 by the determination unit 16 will be described.

When all of the following conditions (a) to (e) are satisfied, the determination unit 16 determines that the state of the 1 st engagement device CL1 is an engagement abnormality in which the state is in an engaged state, different from the disengagement command.

(a) The rotation speed of the rotating electric machine MG (input shaft I), i.e., the input rotation speed Nm, is greater than zero.

(b) The state of the transmission TM is a drive transmission state in which the drive force is transmitted.

(c) The engagement control command is a disengagement command for setting the 1 st engagement device CL1 to the disengaged state.

(d) The 1 st oil pressure P1 is greater than the 1 st threshold TH 1.

(e) The acceleration a of the vehicle is a negative value smaller than the 2 nd threshold TH 2.

In the present embodiment, when determining that the state of the 1 st engagement device CL1 is an engagement abnormality, the determination unit 16 executes at least one of the 1 st control and the 2 nd control, the 1 st control being a control for setting the 1 st engagement device CL1 in the disengaged state, and the 2 nd control being a control for interrupting the transmission of the drive force between the rotating electrical machine MG and the output shaft O.

In the present embodiment, the 1 st control includes: the 1 st disengagement control of causing the engagement control portion 13 to execute control of bringing the 1 st engagement device CL1 into the disengaged state again; a2 nd disengagement control of forcibly bringing the 1 st engagement device CL1 into a disengaged state by operating the 1 st engagement control valve Va 1; and the 3 rd disengagement control, which restarts the engagement control portion 13.

In the present embodiment, the 2 nd control includes a neutral control in which the state of the transmission TM is set to a neutral state in which the transmission of the driving force is not performed. The neutral control includes: a normal neutral control for setting the transmission TM in a neutral state by a normal control for controlling the engagement state of the 2 nd engagement device CL2 of the transmission TM by the engagement control portion 13; and a forced neutral control for forcibly bringing the 2 nd engagement control valve Va2 into a disengaged state by actuating the 2 nd engagement device CL 2.

In the present embodiment, the engagement control portion 13 includes a normal control portion 131 and a forced control portion 132. The normal control portion 131 mainly controls the respective engagement states of the 1 st engagement device CL1 and the 2 nd engagement device CL2 based on an engagement control command or the like at ordinary times. In the case where it is judged that the state of the 1 st engagement device CL1 is an engagement abnormality, the forcible control section 132 forcibly controls the engagement states of each of the 1 st engagement device CL1 and the 2 nd engagement device CL 2.

In the present embodiment, in the 1 st disengagement control, the determination unit 16 controls the normal control unit 131 to set the 1 st engagement device CL1 in the disengaged state. In the 2 nd disengagement control, the determination unit 16 controls the forcible control unit 132 to operate the 1 st engagement control valve Va1 so as to forcibly bring the 1 st engagement device CL1 into the disengaged state. The forcible control unit 132 forcibly sets the 1 st engagement device CL1 in the disengaged state by, for example, stopping the supply of the current to the 1 st engagement control valve Va 1. In the 2 nd disengagement control, the determination unit 16 may be configured to control both the normal control unit 131 and the forced control unit 132 so that the 1 st engagement device CL1 is brought into the disengaged state. This can reliably place the 1 st engagement device CL1 in the disengaged state.

In the present embodiment, during the normal neutral control, the determination unit 16 controls the normal control unit 131 to set the transmission TM to the neutral state. In the forced neutral control, the determination unit 16 controls the forced control unit 132 to operate the 2 nd engagement control valve Va2 so as to forcibly set the 2 nd engagement device CL2 to the disengaged state. The forcible control unit 132 forcibly sets all the 2 nd engagement devices CL2 to the disengaged state by, for example, stopping the supply of current to all the 2 nd engagement control valves Va 2. In the forced neutral control, the determination unit 16 may be configured to control both the normal control unit 131 and the forced control unit 132 so that the 2 nd engagement device CL2 is in the disengaged state. This can reliably set the 2 nd engagement device CL2 to the disengaged state.

In the present embodiment, the determination unit 16 determines the state of the 1 st engagement device CL1 when the input rotation speed Nm is greater than the engine rotation speed Ne and the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is greater than the 3 rd threshold TH3, and the determination unit 16 does not determine the state of the 1 st engagement device CL1 when the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is equal to or less than the 3 rd threshold TH 3.

3-1. flow chart

Fig. 3 shows a flowchart of an example of the state determination of the 1 st engagement device CL1 by the determination unit 16. As shown in fig. 3, first, the determination unit 16 determines whether or not the transmission TM is in the forward shift range (STEP 1: STEP 1). This determination can be performed based on, for example, the 2 nd hydraulic pressure P2 calculated by the hydraulic pressure information acquisition unit 14 and supplied to the 2 nd engagement device CL2 of the transmission TM. In the present application, the state in which the transmission TM is in the forward shift stage corresponds to a "drive transmission state in which the drive force is transmitted". Here, the forward shift stage is a shift stage for transmitting a driving force for advancing the vehicle to the wheels W.

When determining that the transmission TM forms the forward gear stage, the determination unit 16 determines whether or not the input rotation speed Nm is greater than zero (STEP 2). This determination can be performed based on information from the rotating electric machine control unit 12, for example.

On the other hand, when determining that the transmission TM is not in the forward shift range, the determination unit 16 ends the state determination of the 1 st engagement device CL 1.

When determining that the input rotation speed Nm is greater than zero, the determination unit 16 determines whether the input rotation speed Nm is greater than the engine rotation speed Ne, and whether a rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is greater than a3 rd threshold TH3(STEP 3). This determination is performed based on information from the rotating electrical machine control unit 12 and the internal combustion engine control device 20, for example. The 3 rd threshold TH3 is a positive value obtained in advance through experiments.

On the other hand, when determining that the input rotation speed Nm is equal to or less than zero, the determination unit 16 ends the state determination of the 1 st engagement device CL 1.

When determining that the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is greater than the 3 rd threshold TH3, the determination unit 16 acquires an engagement control command received by the communication unit 11 from the command device 30 from the communication unit 11 (STEP 4).

On the other hand, when determining that the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is equal to or less than the 3 rd threshold TH3, the determination unit 16 ends the state determination of the 1 st engagement device CL 1.

After STEP4, the determination unit 16 acquires the 1 st hydraulic pressure P1 calculated by the hydraulic pressure information acquisition unit 14 (STEP 5).

Then, the determination unit 16 determines whether or not the engagement control command is a disengagement command to bring the 1 st engagement device CL1 into the disengaged state, and whether or not the 1 st oil pressure P1 is greater than the 1 st threshold TH1(STEP 6). The 1 st threshold TH1 is a threshold for determining whether the 1 st engagement device CL1 is in an engaged state, and when the 1 st oil pressure P1 is greater than the 1 st threshold TH1, the 1 st engagement device CL1 is determined to be in an engaged state.

When determining that the engagement control command is the disengagement command to bring the 1 st engagement device CL1 into the disengaged state and the 1 st hydraulic pressure P1 is greater than the 1 st threshold TH1, the determination unit 16 acquires the acceleration a of the vehicle calculated by the acceleration information acquisition unit 15 (STEP 7).

On the other hand, when the judgment unit 16 judges that the engagement control command is not the disengagement command for bringing the 1 st engagement device CL1 into the disengaged state or that the 1 st hydraulic pressure P1 is equal to or less than the 1 st threshold TH1, the state judgment of the 1 st engagement device CL1 is ended.

After STEP7, the determination unit 16 determines whether the acceleration a of the vehicle is a negative value smaller than the 2 nd threshold TH2 (STEP 8). The 2 nd threshold TH2 can be set based on the following equation, for example.

The 2 nd threshold TH2 (rapid deceleration-based negative torque/outer circumference of the wheel W/weight of the vehicle)

Here, the negative torque generated by rapid deceleration is a negative torque (for example, -1000N · m) that causes the vehicle to generate rapid deceleration that should be avoided.

When the determination unit 16 determines that the acceleration a of the vehicle is a negative value smaller than the 2 nd threshold TH2, the determination unit 16 makes a provisional determination (hereinafter, referred to as "provisional determination for engagement abnormality") that the state of the 1 st engagement device CL1 is an engagement abnormality (STEP 9).

On the other hand, when the determination unit 16 determines that the acceleration a of the vehicle is equal to or greater than the 2 nd threshold TH2, the state determination of the 1 st engagement device CL1 is ended.

Next, the determination unit 16 determines whether or not the time Δ t has elapsed since the first temporary determination of the engagement abnormality (STEP 10). When the time Δ t has not elapsed since the first provisional determination of the engagement abnormality, the determination unit 16 again determines the state of the 1 st engagement device CL1 from the first. On the other hand, when the time Δ t has elapsed since the initial provisional determination of the engagement abnormality, the determination unit 16 performs a final determination that the state of the 1 st engagement device CL1 is an engagement abnormality (hereinafter, referred to as "engagement abnormality final determination") (STEP 11).

After the final determination of the engagement abnormality, the determination section 16 performs the 1 st control of bringing the 1 st engagement device CL1 into the disengaged state (STEP 12). Here, as the 1 st control, the determination unit 16 performs the 1 st disengagement control for causing the engagement control unit 13 to execute the control for bringing the 1 st engagement device CL1 into the disengaged state again, and performs the 2 nd disengagement control for operating the 1 st engagement control valve Va1 to forcibly bring the 1 st engagement device CL1 into the disengaged state when the 1 st engagement device CL1 cannot be brought into the disengaged state by the 1 st disengagement control. When the 1 st engagement device CL1 cannot be put into the disengaged state by the 2 nd disengagement control, the 3 rd disengagement control that restarts the engagement control portion 13 is performed. The determination unit 16 may be configured to perform these controls in a different order from the above, or may be configured to perform one or both of these controls.

In parallel with the 1 st control, the determination unit 16 performs the 2 nd control of cutting off the transmission of the driving force between the rotating electrical machine MG and the output shaft O (STEP 13). Here, as the 2 nd control, the determination unit 16 performs normal control for controlling the engagement state of the 2 nd engagement device CL2 of the transmission TM by the engagement control unit 13 so as to set the transmission TM to the neutral state, and performs forced neutral control for operating the 2 nd engagement control valve Va2 so as to forcibly set the 2 nd engagement device CL2 to the disengaged state when the transmission TM cannot be set to the neutral state by the normal neutral control.

3-2. timing diagrams

Fig. 4 is a timing chart showing an example of the state determination of the 1 st engagement device CL1 by the determination unit 16. Fig. 4 shows the state determination of the 1 st engagement device CL1 by the determination unit 16 when it is determined that the 1 st engagement device CL1 is in an engagement abnormality while the vehicle is traveling at a constant speed with the transmission TM forming a forward gear.

As shown in fig. 4, the vehicle is controlled to the HV mode until time t 1. The HV mode is a mode in which the 1 st engagement device CL1 is in a direct connection engagement state and is driven by the driving forces of both the internal combustion engine ENG and the rotary electric machine MG.

Also, through the transition mode from time t1 to time t2, the vehicle is controlled to the EV mode from time t 2. The transition mode is a mode executed in the process of transitioning from the HV mode to the EV mode. The EV mode is a mode in which the 1 st engagement device CL1 is set to the disengaged state and the vehicle travels by the driving force of the rotating electrical machine MG, not by the driving force of the internal combustion engine ENG.

At time t1, to end the HV mode, the oil pressure command of the 1 st engagement device CL1 is reduced. Then, the hydraulic pressure command of the 1 st engagement device CL1 is gradually reduced so as to be zero at time t 2. Therefore, the 1 st oil pressure P1 supplied to the 1 st engagement device CL1 gradually decreases from time t1 to time t2, and becomes zero at time t 2. In addition, actually, a response delay of the 1 st oil pressure P1 to the oil pressure command of the 1 st engagement device CL1 is generated, but for convenience of description, it is assumed that there is no such response delay.

At time t1, the engine control device 20 sets the engine ENG to the combustion stopped state to end the HV mode. As described above, the 1 st oil pressure P1 gradually decreases during the time from the time t1 to the time t2, and therefore the engagement pressure of the 1 st engagement device CL1 also gradually decreases to zero at the time t 2. That is, at time t2, the 1 st engagement device CL1 is in the disengaged state. Therefore, the engine speed Ne gradually decreases to become zero at time t 2. In other words, the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne, which is zero at time t1, gradually increases over the time from time t1 to time t2, and becomes maximum at time t 2. Here, the rotating electrical machine MG outputs a positive torque so that the input rotation speed Nm is maintained constant.

At time t2, as the 1 st oil pressure P1 becomes zero, the 1 st engagement device CL1 is in the disengaged state, and the EV mode is started. The input rotation speed Nm is maintained constant during the time from the time t2 to the time t3, and the vehicle travels forward at a constant speed.

In this state, at time t3, unlike the oil pressure command output by the command device 30, a condition occurs in which the 1 st oil pressure P1 increases until the 1 st engagement device CL1 is in the engaged state (until the 1 st threshold TH1 is exceeded). Although such a situation is very unlikely to occur, it may occur due to a failure of the engagement control unit 13, an arithmetic error of the engagement control unit 13, a failure of the 1 st engagement device CL1, or the like.

With the 1 st engagement device CL1 in the engaged state, the rotation speed of the rotary electric machine MG, that is, the input rotation speed Nm, is reduced by the inertia torque of the internal combustion engine ENG in the state where the engine rotation speed Ne is zero. On the one hand, the engine speed Ne increases. As a result, the vehicle decelerates to such an extent that the acceleration a of the vehicle becomes a negative value smaller than the 2 nd threshold TH 2. Here, the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is set to be greater than the 3 rd threshold TH3 during the time from the time t3 to the time t 4.

At time t3, the above-described temporary determination of the abnormal engagement is performed. Then, the temporary determination of the engagement abnormality is not released until the time Δ t elapses since the temporary determination of the engagement abnormality is first performed, and the final determination of the engagement abnormality is performed at the time when the time Δ t elapses (time t 4).

At time t4, the 1 st control and the 2 nd control described above are performed. By the 1 st control, the 1 st oil pressure P1 becomes zero, and the 1 st engagement device CL1 is in a disengaged state. Therefore, the engine speed Ne gradually decreases toward zero while the input speed Nm gradually increases. In addition, the 2 nd control interrupts the transmission of the driving force between the rotating electrical machine MG and the output shaft O. Here, the state of the transmission TM is a neutral state in which the transmission of the driving force is not performed by the neutral control as the 2 nd control. Further, since the vehicle cannot continue to run when the transmission TM is in the neutral state, it is preferable to perform the following control: when the running of the vehicle becomes stable after the neutral control, the vehicle is returned to the original drive transmission state (the state in which the forward shift stage is established) in as short a time as possible.

[ second embodiment ]

The control device 10 of the vehicle drive device 1 according to the second embodiment will be described below with reference to fig. 5. The present embodiment is different from the first embodiment described above in that the vehicle drive device 1 includes the 3 rd engagement device CL 3. Hereinafter, the differences of the first embodiment will be mainly described. The contents not specifically described are the same as those in the first embodiment.

As shown in fig. 5, in the present embodiment, the vehicle drive device 1 further includes a3 rd engagement device CL3 that connects or disconnects the transmission of the drive force between the rotating electrical machine MG and the transmission TM. The 3 rd engagement device CL3 is an engagement device operated by hydraulic pressure, similarly to the 1 st engagement device CL1 and the 2 nd engagement device CL 2. In the present embodiment, the 3 rd engagement device CL3 is a friction engagement device, like the 1 st engagement device CL1 and the 2 nd engagement device CL 2.

In the present embodiment, the engagement control portion 13 controls the engagement state of the 3 rd engagement device CL 3. In the present embodiment, the engagement control section 13 controls the 3 rd engagement control valve Va3 such that the 3 rd oil pressure P3 supplied to the 3 rd engagement device CL3 coincides with the target oil pressure (oil pressure command) of the 3 rd engagement device CL3 instructed by the instruction device 30. In the present embodiment, the 3 rd engagement control valve Va3 is a solenoid valve that adjusts the hydraulic pressure supplied to the hydraulic servo mechanism of the 3 rd engagement device CL3 in accordance with the applied current.

In the present embodiment, the hydraulic information acquisition unit 14 acquires hydraulic information indicating the 3 rd hydraulic pressure P3 supplied to the 3 rd engagement device CL 3. In this example, the hydraulic information acquisition unit 14 calculates the 3 rd hydraulic pressure P3 based on the output signal of the 3 rd hydraulic sensor Se 6. The 3 rd hydraulic sensor Se6 is a sensor for detecting the 3 rd hydraulic pressure P3 supplied to the 3 rd engagement device CL 3. The 3 rd hydraulic sensor Se6 is provided, for example, in an oil path connecting the 3 rd engagement control valve Va3 and the hydraulic servo mechanism of the 3 rd engagement device CL 3.

In the present embodiment, the 2 nd control executed by the determination section 16 includes engagement and disengagement control for bringing the 3 rd engagement device CL3 into a disengaged state. The engagement and disengagement control includes: normal engagement and disengagement control for bringing the 3 rd engagement device CL3 into a disengaged state by normal control for causing the engagement control section 13 to control the engagement state of the 3 rd engagement device CL 3; and a forced engagement/disengagement control for forcibly bringing the 3 rd engagement device CL3 into a disengaged state by operating the 3 rd engagement control valve Va 3.

In the present embodiment, in the normal engagement and disengagement control, the determination unit 16 controls the normal control unit 131 of the engagement control unit 13 to set the 3 rd engagement device CL3 in the disengaged state. In the forced engagement/disengagement control, the determination unit 16 controls the forced control unit 132 of the engagement control unit 13 to operate the 3 rd engagement control valve Va3 so as to forcibly bring the 3 rd engagement device CL3 into the disengaged state. The forcible control unit 132 forcibly sets the 3 rd engagement device CL3 to the disengaged state by, for example, stopping the supply of the current to the 3 rd engagement control valve Va 3. In the forced engagement/disengagement control, the determination unit 16 may control both the normal control unit 131 and the forced control unit 132 so that the 3 rd engagement device CL3 is in the disengaged state. This can reliably set the 3 rd engagement device CL3 to the disengaged state.

In the present embodiment, the determination unit 16 executes at least one of the neutral control and the engagement/disengagement control as the 2 nd control.

[ other embodiments ]

(1) In the above-described embodiment, an example of a configuration in which the acceleration a of the vehicle is calculated based on the change in the rotation speed of the output shaft O (differential value of the rotation speed of the output shaft O) has been described. However, the present invention is not limited to the above configuration, and may be configured to detect the acceleration a of the vehicle by an acceleration sensor.

(2) In the above-described embodiment, an example of a configuration in which the state determination of the 1 st engagement device CL1 is performed while the vehicle is traveling with the rotating electrical machine MG outputting positive torque has been described. However, the present invention is not limited to the above configuration, and the state determination of the 1 st engagement device CL1 may be performed when the rotating electrical machine MG does not output torque and the vehicle is coasting, or when the rotating electrical machine MG outputs negative torque and the vehicle is decelerating.

(3) In the above-described embodiment, the example of the configuration in which the state determination of the 1 st engagement device CL1 is not performed when the rotation speed difference Δ N between the input rotation speed Nm and the engine rotation speed Ne is equal to or less than the 3 rd threshold TH3 has been described. However, the present invention is not limited to the above configuration, and may be configured to determine the state of the 1 st engagement device CL1 regardless of the value of the rotation speed difference Δ N.

(4) In the above-described embodiment, an example of a configuration in which the final determination of the abnormal engagement is performed when the time Δ t has elapsed since the initial temporary determination of the abnormal engagement has been performed has been described. However, the present invention is not limited to the above configuration, and may be configured to perform the final determination of the abnormal engagement without performing the temporary determination of the abnormal engagement.

(5) In the above-described embodiment, the configuration of the transmission TM that is a stepped transmission having a shift speed corresponding to the engagement state of the 2 nd engagement device CL2 has been described. However, the present invention is not limited to the above configuration, and the transmission TM may be a continuously variable transmission. In this case, the engagement device that switches the states of forward, reverse, and neutral is equivalent to the 2 nd engagement device CL 2.

(6) In the above-described embodiment, the example in which the determination unit 16 performs both the 1 st control and the 2 nd control when determining that the state of the 1 st engagement device CL1 is an abnormal engagement state has been described. However, the present invention is not limited to the above configuration, and may be configured to perform only one of the 1 st control and the 2 nd control. Alternatively, the control other than the 1 st control and the 2 nd control may be performed. For example, when determining that the state of the 1 st engagement device CL1 is an engagement abnormality, the determination unit 16 may perform control for causing the internal combustion engine control device 20 to start the internal combustion engine ENG. Accordingly, even in the case where the 1 st engagement device CL1 is unexpectedly in the engaged state, deceleration of the vehicle can be avoided.

(7) In the above-described embodiment, an example of a configuration in which the input rotation speed Nm gradually increases after the time t4 in the time chart showing the state determination of the 1 st engagement device CL1 by the determination unit 16 has been described. However, the present invention is not limited to the above configuration, and the input rotation speed Nm may be gradually reduced or maintained constant after time t4 by the control state of the rotating electric machine MG.

(8) In the above-described embodiment, an example of a configuration in which the communication unit 11 communicates with the command device 30 and receives a command such as an engagement control command from the command device 30 has been described. However, the present invention is not limited to the above configuration, and a part of the control device 10 (for example, the communication unit 11) may output a command such as an engagement control command.

(9) The configurations disclosed in the above embodiments can be used in combination with the configurations disclosed in the other embodiments as long as no contradiction occurs. The embodiments disclosed in the present specification are only illustrative in all points of the other configurations. Therefore, various modifications can be made as appropriate without departing from the spirit and scope of the present disclosure.

[ brief summary of the embodiments ] described above

The outline of the control device (10) of the vehicle drive device (1) described above will be described below.

A control device (10) of a vehicle drive device (1) controls the vehicle drive device (1), wherein the vehicle drive device (1) is provided with a1 st engagement device (CL1) that operates by hydraulic pressure, a rotating electrical Machine (MG), and a Transmission (TM) in this order from an internal combustion Engine (ENG) side on a power transmission path that connects an input member (I) drivingly connected to an internal combustion Engine (ENG) and an output member (O) drivingly connected to wheels (W), and the control device (10) comprises:

an engagement control portion (13) that controls an engagement state of the 1 st engagement device (CL1) based on an engagement control command;

a hydraulic information acquisition unit (14) that acquires hydraulic information indicating a1 st hydraulic pressure (P1) supplied to the 1 st engagement device (CL 1);

an acceleration information acquisition unit (15) that acquires acceleration information indicating the acceleration (A) of a vehicle on which the vehicle drive device (1) is installed; and

a determination unit (16) that determines the state of the 1 st engagement device (CL1),

when the input rotation speed (Nm), which is the rotation speed of the rotating electrical Machine (MG), is greater than zero, the state of the Transmission (TM) is a drive transmission state in which the transmission of the drive force is performed,

the engagement control command is a disengagement command for setting the 1 st engagement device (CL1) to a disengaged state,

the 1 st oil pressure (P1) indicated by the oil pressure information is greater than a1 st threshold (TH1),

and the acceleration (a) shown by the acceleration information is a negative value smaller than the 2 nd threshold value (TH2),

the determination unit (16) determines that the state of the 1 st engagement device (CL1) is an engagement abnormality that is in an engaged state, different from the disengagement command.

According to this configuration, when the vehicle is accelerating or decelerating while the driving force of the rotating electric Machine (MG) is being transmitted to the wheel (W), or when the vehicle is coasting, the 1 st engagement device (CL1) is in the engaged state and the acceleration (A) of the vehicle becomes a negative value smaller than a predetermined value, in contrast to the disengagement command, it is determined that the state of the 1 st engagement device (CL1) is an engagement abnormality. Therefore, it is possible to appropriately determine that the vehicle has decelerated unexpectedly while the driving force of the rotating electrical Machine (MG) is transmitted to the wheel (W).

Here, preferably, when determining that the state of the 1 st engagement device (CL1) is the engagement abnormality, the determination unit (16) executes at least one of a first control of setting the 1 st engagement device (CL1) to the disengaged state and a second control of cutting off the transmission of the drive force between the rotating electrical Machine (MG) and the output member (O).

According to this configuration, when it is determined that the state of the 1 st engagement device (CL1) is an engagement abnormality, at least one of interruption of power transmission between the internal combustion Engine (ENG) and the rotary electric Machine (MG) and interruption of power transmission between the rotary electric Machine (MG) and the output member (O) is executed. Therefore, it is possible to avoid the inertia torque of the internal combustion Engine (ENG) from being accidentally transmitted to the wheels (W) due to the engagement abnormality of the 1 st engagement device (CL 1). Therefore, in a state where the driving force of the rotating electrical Machine (MG) is transmitted to the wheel (W), the vehicle can be prevented from being decelerated unexpectedly.

A control device (10) of a vehicle drive device (1) controls the vehicle drive device (1), wherein the vehicle drive device (1) is provided with a1 st engagement device (CL1) that operates by hydraulic pressure, a rotating electrical Machine (MG), and a Transmission (TM) in this order from an internal combustion Engine (ENG) side on a power transmission path that connects an input member (I) drivingly connected to an internal combustion Engine (ENG) and an output member (O) drivingly connected to wheels (W), and the control device (10) comprises:

an engagement control portion (13) that controls an engagement state of the 1 st engagement device (CL1) based on an engagement control command;

a hydraulic information acquisition unit (14) that acquires hydraulic information indicating a1 st hydraulic pressure (P1) supplied to the 1 st engagement device (CL 1);

an acceleration information acquisition unit (15) that acquires acceleration information indicating the acceleration (A) of a vehicle on which the vehicle drive device (1) is installed; and

a determination unit (16) that determines the state of the 1 st engagement device (CL1),

when the input rotation speed (Nm), which is the rotation speed of the rotating electrical Machine (MG), is greater than zero, the state of the Transmission (TM) is a drive transmission state in which the transmission of the drive force is performed,

the engagement control command is a disengagement command for setting the 1 st engagement device (CL1) to a disengaged state,

the 1 st oil pressure (P1) indicated by the oil pressure information is greater than a1 st threshold (TH1),

and when the acceleration (a) indicated by the acceleration information is a negative value smaller than a2 nd threshold (TH2), the determination unit (16) executes at least one of a first control that sets the 1 st engagement device (CL1) in a disengaged state and a second control that cuts off the transmission of the drive force between the rotating electrical Machine (MG) and the output member (O).

According to this configuration, when the vehicle is accelerating or decelerating while the driving force of the rotating electrical Machine (MG) is being transmitted to the wheels (W), or when the vehicle is coasting, the 1 st engagement device (CL1) is in the engaged state and the acceleration (A) of the vehicle becomes a negative value smaller than a predetermined value, unlike the disengagement command, at least one of the interruption of the power transmission between the internal combustion Engine (ENG) and the rotating electrical Machine (MG), and the interruption of the power transmission between the rotating electrical Machine (MG) and the output member (O) is executed. Therefore, it is possible to avoid the inertia torque of the internal combustion Engine (ENG) from being accidentally transmitted to the wheels (W) due to the engagement abnormality of the 1 st engagement device (CL 1). Therefore, in a state where the driving force of the rotating electrical Machine (MG) is transmitted to the wheel (W), the vehicle can be prevented from being decelerated unexpectedly.

Here, the 1 st control preferably includes first separation control for causing the engagement control unit (13) to execute control for setting the 1 st engagement device (CL1) in a separated state again.

Depending on the cause of the occurrence of the engagement abnormality of the 1 st engagement device (CL1), the engagement abnormality of the 1 st engagement device (CL1) may be resolved only by causing the engagement control section (13) to execute control for bringing the 1 st engagement device (CL1) into the disengaged state again. According to the present configuration, since the engagement control unit (13) is caused to execute the control of bringing the 1 st engagement device (CL1) into the disengaged state again, it is possible to solve the engagement abnormality of the 1 st engagement device (CL1) while limiting the degree of influence on the traveling state of the vehicle to the minimum limit, depending on the cause of the engagement abnormality of the 1 st engagement device (CL 1).

Preferably, the 1 st control includes a2 nd disengagement control, and the 2 nd disengagement control is a control for operating a1 st engagement control valve (Va1) that controls the 1 st hydraulic pressure (P1) supplied to the 1 st engagement device (CL1) to forcibly bring the 1 st engagement device (CL1) into a disengaged state.

According to this configuration, even when the engagement abnormality of the 1 st engagement device (CL1) cannot be solved by executing the control of the engagement control unit (13) to bring the 1 st engagement device (CL1) into the disengaged state, the 1 st engagement device (CL1) can be forcibly brought into the disengaged state by the control of the 1 st hydraulic pressure (P1) supplied to the 1 st engagement device (CL 1). Therefore, the engagement abnormality of the 1 st engagement device (CL1) can be reliably solved.

Preferably, the 1 st control includes a3 rd disengagement control, and the 3 rd disengagement control is a control for restarting the engagement control unit (13).

In the case where the cause of the occurrence of the engagement abnormality of the 1 st engagement device (CL1) is a cause caused by the state of the engagement control section (13), such as an arithmetic error of the engagement control section (13), it is possible to solve the engagement abnormality of the 1 st engagement device (CL1) only by restarting the engagement control section (13). According to the present configuration, the re-engagement control section (13) is the 1 st control, and therefore, in the case where the cause of the occurrence of the engagement abnormality of the 1 st engagement device (CL1) is caused by the state of the engagement control section (13), the engagement abnormality of the 1 st engagement device (CL1) can be appropriately solved.

Preferably, the 2 nd control includes a neutral control in which the state of the Transmission (TM) is set such that the transmission of the driving force is not performed.

According to this configuration, the power transmission between the rotating electrical Machine (MG) and the output member (O) can be cut off simply by setting the state of the Transmission (TM) to the neutral state. Therefore, the 2 nd control can be easily performed.

Preferably, in a configuration in which the 2 nd control includes the neutral control,

the Transmission (TM) has one or more 2 nd engagement devices (CL2), the 2 nd engagement device (CL2) being brought into an engaged state when a shift speed is established,

the neutral control includes a forced neutral control in which a2 nd engagement control valve (Va2) that controls a2 nd hydraulic pressure (P2) supplied to the 2 nd engagement device (CL2) is operated to forcibly set the 2 nd engagement device (CL2) to a disengaged state.

According to this configuration, since the 2 nd engagement control valve (Va2) is operated to forcibly set the 2 nd engagement device (CL2) to the disengaged state as the neutral control, the Transmission (TM) can be reliably set to the neutral state. Thus, even when an engagement abnormality of the 1 st engagement device (CL1) occurs, it is possible to avoid the inertia torque of the internal combustion Engine (ENG) from being accidentally transmitted to the wheels (W). Therefore, it is possible to avoid the vehicle from being accidentally decelerated in a state where the driving force of the rotating electrical Machine (MG) is transmitted to the wheel (W).

Preferably, the vehicle further includes a3 rd engagement device (CL3), the 3 rd engagement device (CL3) connecting or disconnecting the transmission of the drive force between the rotating electrical Machine (MG) and the Transmission (TM),

the 2 nd control includes engagement and disengagement control that sets the 3 rd engagement device (CL3) to a disengaged state.

According to this configuration, the power transmission between the rotating electrical Machine (MG) and the output member (O) can be cut off only by setting the 3 rd engagement device (CL3) to the disengaged state. Therefore, the 2 nd control can be easily performed.

Preferably, in a configuration in which the 2 nd control includes the engagement and disengagement control,

the engagement/disengagement control includes a forced engagement/disengagement control that operates a3 rd engagement control valve (Va3) that controls a3 rd oil pressure (P3) supplied to the 3 rd engagement device (CL3) to forcibly bring the 3 rd engagement device (CL3) into a disengaged state.

According to this configuration, since the 3 rd engagement control valve (Va3) is operated to forcibly set the 3 rd engagement device (CL3) to the disengaged state as the engagement/disengagement control, the 3 rd engagement device (CL3) can be reliably set to the disengaged state. Thus, even when an engagement abnormality of the 1 st engagement device (CL1) occurs, it is possible to avoid the inertia torque of the internal combustion Engine (ENG) from being accidentally transmitted to the wheels (W). Therefore, it is possible to avoid the vehicle from being accidentally decelerated in a state where the driving force of the rotating electrical Machine (MG) is transmitted to the wheel (W).

Preferably, the determination unit (16) determines the state of the 1 st engagement device (CL1) by the determination unit (16) when the input rotation speed (Nm) is greater than an engine rotation speed (Ne), which is a rotation speed of the internal combustion Engine (ENG), and a difference (Δ N) between the input rotation speed (Nm) and the engine rotation speed (Ne) is greater than a3 rd threshold value (TH3),

when the difference (Δ N) between the input rotation speed (Nm) and the engine rotation speed (Ne) is equal to or less than the 3 rd threshold (TH3), the determination unit (16) does not perform the determination of the state of the 1 st engagement device (CL1) by the determination unit (16).

The possibility of rapid deceleration of the vehicle is low even if an engagement abnormality of the 1 st engagement device (CL1) occurs, except when the input rotation speed (Nm) is greater than the engine rotation speed (Ne) and the difference (Δ N) between the input rotation speed (Nm) and the engine rotation speed (Ne) is relatively large. According to the present configuration, when the input rotation speed (Nm) is greater than the engine rotation speed (Ne) and the difference (Δ N) between the input rotation speed (Nm) and the engine rotation speed (Ne) is equal to or less than the 3 rd threshold (TH3), the state determination of the 1 st engagement device (CL1) is not performed. Thus, the state determination of the 1 st engagement device (CL1) is not performed when the possibility of rapid deceleration of the vehicle is low, and therefore the calculation load of the determination unit (16) can be reduced.

Industrial applicability

The technology according to the present disclosure can be used for a control device that controls a vehicle drive device in which an engagement device that operates by hydraulic pressure, a rotating electrical machine, and a transmission are provided in this order from the internal combustion engine side on a power transmission path connecting an input member that is drivingly connected to the internal combustion engine and an output member that is drivingly connected to wheels.

Preferably, the joint control device further includes a communication unit that communicates with a command device (30) that outputs the joint control command and receives the joint control command from the command device (30).

According to the structure, the instruction device (30) for outputting the jointing control instruction is arranged independently from the control device (10) with the communication part (11) for receiving the jointing control instruction from the instruction device (30). This reduces the load on the control device (10).

Description of the reference numerals

1: vehicle drive device

10: control device

11: communication unit

12: rotating electric machine control unit

13: connection control part

14: oil pressure information acquisition unit

15: acceleration information acquisition unit

16: determination unit

30: command device

ENG: internal combustion engine

MG: rotating electrical machine

I: input shaft

O: output shaft

TM: speed variator

CL 1: 1 st joining device

CL 2: no. 2 engaging device

W: wheel of vehicle