Control device

Abstract

Control device (30) controlling a vehicle drive device (1) comprising an input part (I) that is driveably coupled to a drive power source including a rotating electric machine (MG) and an internal combustion engine (E), an output part (O) that is driveably coupled to wheels (W), and a speed change mechanism (TM) that transmits the rotation of the input part (I) to the output part (O) at a speed that is varied according to a speed ratio of a switching stage selected from a plurality of switching stages that can be switchably manufactured, wherein, when switching between switching stages, a rotation variation torque command value (Ta), which is a command value for the torque to which the drive power source is caused to vary the speed of the input part (I), is calculated, and the rotating electric machine (MG) is caused toto output a torque corresponding to the rotational variation torque command value, and in the case where it is determined that an absolute value of the torque to which the rotating electric machine (MG) is caused to output will be greater than a predetermined threshold, the rotating electric machine (MG) and the internal combustion engine (E) are both caused to output a torque corresponding to the rotational variation torque command value such that the output torque of the rotating electric machine (MG) becomes equal to or less than the predetermined threshold, wherein , a forward-feedback command value (Taff) that varies the rotational variation torque command value in a forward-feedback manner, and a feedback command value (Tafb) that varies the rotational variation torque command value in a feedback manner such that the speed of the input part (I) follows the target speed variations, as the rotational variation torque command value (Ta) is calculated. When an absolute value of the rotational variation torque command value (Ta) is reduced, an absolute value of the forward coupling command value (Taffm) for the rotating electric machine (MG) is reduced with priority over an absolute value of the forward coupling command value (Taffe) for the internal combustion engine (E), and The feedback command value (Tafbm) for the rotating electric machine (MG) is calculated with priority over the feedback command value for the internal combustion engine (E) after the absolute value of the forward feedback command value (Taffm) for the rotating electric machine (MG) has been reduced to zero.

Description

TECHNICAL AREA

[0001] The present invention relates to a control device that controls a vehicle drive device comprising an input part that is driveably coupled to a drive power source including a rotating electric machine and an internal combustion engine, an output part that is driveably coupled to wheels, and a speed change mechanism that transmits a rotation of the input part to the output part at a speed that is changed according to the speed ratio of a switching stage that can be selected from a plurality of switchable switching stages. BACKGROUND OF THE INVENTION

[0002] A device described in patent document 1 below is known, for example, as a drive device for a hybrid vehicle comprising an internal combustion engine and a rotating electric machine, each serving as a drive force source. In the technology according to patent document 1, when switching between stages of a speed-changing mechanism, the speed of an input component is varied using the rotating electric machine to switch between stages if the rotating electric machine can be caused to output a torque to vary the speed of the input component, and the speed of the input component is varied using the internal combustion engine to switch between stages if the rotating electric machine cannot be caused to output a torque to vary the speed of the input component.

[0003] However, the technology according to patent document 1 causes either the rotating electric machine or the internal combustion engine to output torque to vary the rotational speed of the input part, and is not capable of causing both the rotating electric machine and the internal combustion engine to output torque to vary the rotational speed of the input part. Accordingly, when switching between stages, the technology according to patent document 1 is not capable of adequately exploiting the respective characteristics of the rotating electric machine and the internal combustion engine through coordination between them, or of causing both the rotating electric machine and the internal combustion engine to output torque to accelerate variations in the rotational speed of the input part. Documents in accordance with the state of the art Patent documents

[0004] Patentdokument 1: JP H09 - 331 602 A

[0005] US Patent 2009 / 0118084A1 discloses a method for controlling a transmission train comprising a gearbox, a power machine, and an electric machine.The method comprises: monitoring a desired gear shift with an approaching clutch, monitoring operating parameters of the drivetrain, monitoring a maximum torque capacity of the electric machine, determining a desired output torque profile through the desired gear shift, determining a maximum torque capability profile of the electric machine through the desired gear shift based on the maximum torque capacity of the electric machine and the operating parameters, comparing the desired output torque profile with the maximum torque capability profile of the electric machine, determining a preferred torque profile of the approaching clutch through the desired gear shift based on the comparison, and performing a clutch-assisted shift based on the preferred torque profile of the approaching clutch.

[0006] DE 11 2006 002 865 T5 discloses a control system for a vehicle drive unit, comprising a reaction force-regulating device that controls the transmission ratio of a continuously variable transmission (CVT), and a clutch mechanism arranged in a power transmission path from the CVT to a wheel, with which torque output can be controlled. The control system further comprises a first input torque control means that reduces a torque input to the clutch mechanism via the CVT by controlling a torque of the reaction force-regulating device, while simultaneously controlling the torque output of the clutch mechanism. DISCLOSURE OF THE INVENTION Problem to be solved by the invention

[0007] With regard to the above, a control device is desired which can cause a rotating electric machine and an internal combustion engine to output torque to vary the rotational speed of an input part when switching between the switching stages of a speed-changing mechanism. Means to solve the problem

[0008] This problem is solved by a control device as specified in claim 1.

[0009] Advantageous embodiments are specified in the dependent patent claims.

[0010] According to the invention, a control device controls a vehicle drive device comprising an input part that is driveably coupled to a drive power source including a rotating electric machine and an internal combustion engine, an output part that is driveably coupled to wheels, and a speed change mechanism that transmits the rotation of the input part to the output part at a speed that is changed according to a speed ratio of a switching stage selected from a plurality of switching stages that can be manufactured in a switchable manner.The control device is characterized in that, when switching between switching stages, a rotational variation torque command value, which is a command value for the torque that the drive force source is caused to output in order to vary the rotational speed of the input part, is calculated; the rotating electric machine is caused to output a torque corresponding to the rotational variation torque command value; and in the case where it is determined that an absolute value of the torque that the rotating electric machine is caused to output will be greater than a predetermined threshold, the rotating electric machine and the internal combustion engine are both caused to output a torque corresponding to the rotational variation torque command value such that the output torque of the rotating electric machine is equal to or less than the predetermined threshold.

[0011] The term "rotating electric machine" is used here as a concept that includes a motor (electric motor), a generator (electric generator), and a motor-generator that functions as both a motor and a generator as required.

[0012] Furthermore, the term "drive-coupled" is used here as a concept encompassing a state in which two rotating elements are coupled to each other in such a way as to allow the transmission of a driving force. This includes a state in which the two rotating elements are coupled to each other in order to rotate together, and a state in which the two rotating elements are coupled to each other via one, two, or more transmission elements in such a way as to allow the transmission of a driving force. Examples of such transmission elements include various elements that transmit rotation at the same or different speeds, such as a shaft, a gear mechanism, a belt, and a chain. Additional examples of such transmission elements include engagement elements that selectively transmit rotation and driving force, such as a friction clutch and a self-engaging clutch.

[0013] According to the characteristic configurations described above, when switching between switching stages, the rotating electric machine can be caused to output a torque corresponding to the rotational variation torque command value, and in the case where it is determined that the absolute value to which the rotating electric machine is caused to output becomes greater than the predetermined threshold value, the rotating electric machine and the internal combustion engine can both be caused to output the torque corresponding to the rotational variation torque command value.

[0014] Accordingly, the rotating electric machine, which is highly responsive and precise compared to the internal combustion engine, can be prioritized to output torque according to the rotational variation torque command value. This makes it possible to improve control accuracy and response to variations in the input speed during switching between gear stages. As a result, it is possible to suppress torque oscillations and improve the response to variations in the input speed during switching between gear stages.

[0015] In the event that the absolute value of the torque output by the rotating electric machine is determined to exceed a predetermined threshold, not only the rotating electric machine but also the internal combustion engine is instructed to output torque according to the rotational variation torque command value. Thus, it is possible to accelerate variations in the rotational speed of the input element by using both torque from the rotating electric machine and torque from the internal combustion engine in combination during shifting between gear stages.

[0016] Preferably, at least one feedback command value, which varies the rotational variation torque command value in a feedback manner such that the rotational speed of the input part follows a target speed variation, can be calculated as the rotational variation torque command value, and the feedback command value for the rotating electric machine is calculated with priority over the feedback command value for the internal combustion engine.

[0017] According to this configuration, the feedback command value for the rotating electric machine, which outputs torque with relatively high response and accuracy, is calculated with priority over the feedback command value for the internal combustion engine. Thus, feedback control can be performed with high response and accuracy. Accordingly, even if the input speed fluctuates relative to the target speed due to variations in the vehicle's drive characteristics or disturbances such as control errors, the input speed can be robustly maintained relative to the target speed variation by the control system utilizing the rotating electric machine.

[0018] According to claim 1, a forward-feedback command value, which varies the rotational variation torque command value in a forward-feedback manner, and a feedback command value, which varies the rotational variation torque command value in a feedback manner such that the rotational speed of the input part follows the target speed variations, are calculated as the rotational variation torque command value. When an absolute value of the rotational variation torque command value is decreased, an absolute value of the forward-feedback command value for the rotating electric machine is decreased with priority over an absolute value of the forward-feedback command value for the internal combustion engine. The feedback command value for the rotating electric machine is calculated with priority over the feedback command value for the internal combustion engine after the absolute value of the forward-feedback command value for the rotating electric machine begins.to decrease.

[0019] According to this configuration, when the absolute value of the rotational variation torque command value decreases, the absolute value of the feedforward control command value for the rotating electric machine is decreased with priority over the absolute value of the feedforward control command value for the internal combustion engine. Thus, a margin is ensured that allows the rotating electric machine to output torque corresponding to the feedback command value immediately after the absolute value of the rotational variation torque command value begins to decrease. Accordingly, the input speed can be robustly maintained at the target speed variation by the control system using the rotating electric machine immediately after the absolute value of the rotational variation torque command value begins to decrease.

[0020] In cases where the absolute value of the rotational variation torque command value is reduced as the input speed approaches its post-shift speed, the rotational variation torque transmitted to the input can be precisely reduced by control using the rotating electric machine. Accordingly, variations in the input speed can be precisely matched to post-shift variations once the input speed reaches its post-shift speed. This makes it possible to suppress torque fluctuations during shifts.

[0021] According to claim 1, the feedback command value for the rotating electric machine is calculated with priority over the feedback command value for the internal combustion engine after an absolute value of the forward feedback command value for the rotating electric machine has been reduced to zero.

[0022] According to this configuration, the feedback command value for the rotating electric machine is calculated after the absolute value of the feedforward feedback command value for the rotating electric machine has been reduced to zero. Consequently, the range of operations in the rotational variation torque command value, caused by the rotating electric machine for the control system, can be effectively balanced in both the positive and negative directions. Therefore, the feedback command value can be increased in either the positive or negative direction to improve the control response time, or it can be adjusted to disturbances in both directions in a well-balanced manner.

[0023] Preferably, the entire forward coupling command value in the rotational variation torque command value is calculated as the forward coupling command value for the internal combustion engine, and the entire feedback command value in the rotational variation torque command value is calculated as the feedback command value for the rotating electric machine after an absolute value of the forward coupling command value for the rotating electric machine has been reduced to zero.

[0024] According to this configuration, the internal combustion engine is caused to output torque according to the total forward coupling command value, and the rotating electric machine is caused to output torque according to the total feedback command value after the absolute value of the forward coupling command value for the rotating electric machine has been reduced to zero. Accordingly, torque according to the rotational variation torque command value can be output through a role distribution between the internal combustion engine and the rotating electric machine.This means that the internal combustion engine, which outputs torque with relatively low response and accuracy, is caused to output torque to roughly follow the target speed variations in a feedforward-feedback manner, while the rotating electric machine, which outputs torque with relatively high response and accuracy, is caused to output torque to precisely follow the target speed variations in a feedback manner. Thus, it is possible to implement a control system that appropriately utilizes the characteristics of both the internal combustion engine and the rotating electric machine.

[0025] Preferably, at least one forward-coupling command value that varies the rotational variation torque command value in a forward-coupling manner can be calculated as the rotational variation torque command value, and an absolute value of the forward-coupling command value for the rotating electric machine is increased with priority over an absolute value of the forward-coupling command value for the internal combustion engine within a range where the output torque of the rotating electric machine is equal to or less than the predetermined threshold, before an absolute value of the rotational variation torque command value begins to decrease.

[0026] According to this configuration, the rotating electric machine, which delivers torque with high response and accuracy compared to the internal combustion engine, can be instructed to prioritize outputting torque according to the forward coupling command value. This makes it possible to improve control accuracy and response to variations in the input speed when the input speed is varied.

[0027] Preferably, if it is determined that the absolute value of the torque output by the rotating electric machine according to the rotational variation torque command value exceeds the predetermined threshold, the internal combustion engine is caused to output a torque value that exceeds the predetermined threshold. This makes it possible to reduce the likelihood of the absolute value of the torque output by the rotating electric machine exceeding the predetermined threshold and to cause both the rotating electric machine and the internal combustion engine to output a torque corresponding to the rotational variation torque command value. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows a schematic representation illustrating a schematic configuration of a vehicle drive device and a control device according to an embodiment of the present invention. Fig. Figure 2 shows a block diagram illustrating a schematic configuration of the control device according to the embodiment of the present invention. Fig. Figure 3 shows a block diagram illustrating the configuration of a section for speed variation control during switching according to the embodiment of the present invention. Fig. Figure 4 shows a block diagram illustrating a detailed configuration of the speed variation control section during switching according to the embodiment of the present invention. Fig. Figure 5 shows a time sequence diagram illustrating a process carried out by the control device according to the embodiment of the present invention. Fig. Figure 6 shows a time-series diagram illustrating a process carried out by a control device that differs in part from that according to the embodiment of the present invention. Fig. Figure 7 shows a time sequence diagram illustrating a process carried out by the control device according to the embodiment of the present invention. Fig. Figure 8 shows a time-series diagram illustrating a process carried out by a control device that differs in part from that according to the embodiment of the present invention. Fig. Figure 9 shows a flowchart illustrating a process carried out by the control device according to the embodiment of the present invention. BEST WAYS TO IMPLEMENT THE INVENTION (First example)

[0028] A control device 30 according to an embodiment of the present invention is described with reference to the drawings. Fig. Figure 1 shows a schematic representation illustrating a schematic configuration of a vehicle drive device 1 according to the exemplary embodiment. As shown in the drawing, a vehicle in which the vehicle drive device 1 is included is a hybrid vehicle with an internal combustion engine E and a rotating electric machine MG, each serving as a drive power source for the vehicle. In the drawing, the solid lines indicate a drive power transmission path, the dashed lines indicate a working oil supply path, and the dashed lines indicate a signal transmission path.According to the exemplary embodiment, the control device 30 is a device that controls the vehicle drive device 1, which has an input shaft I, which is driven by a drive power source including the rotating electric machine MG and the internal combustion engine E, an output shaft O, which is driven by wheels W, and a speed-changing mechanism TM, which transmits a rotation of the input shaft I to the output shaft O at a speed Ni that is varied according to the speed ratio of a switching stage selected from a plurality of switching stages that can be switchably produced. According to the exemplary embodiment, the internal combustion engine E is driven by the input shaft I via a machine disconnect clutch CL. The input shaft I corresponds to the "input part" according to the present invention, and the output shaft O corresponds to the "output part" according to the present invention.

[0029] The control device 30 comprises a unit for controlling the rotating electric machine 32, which controls the rotating electric machine MG; a power transmission control unit 33, which controls the speed-changing mechanism TM and the machine disconnect clutch CL; and a vehicle control unit 34, which integrates these control devices to control the vehicle drive device 1. The hybrid vehicle also comprises an internal combustion engine control device 31, which controls the internal combustion engine E.

[0030] As it is in Fig. As shown in Figure 2, the control device 30 configured in this way, according to the exemplary embodiment, has a section for speed variation control during switching 40. When switching between switching stages of the speed change mechanism TM, the section for speed variation control during switching 40 calculates a rotational variation torque command value Ta, which is a command value for a torque that the drive force source is instructed to output in order to vary the speed Ni of the input shaft I. It then instructs the rotating electric machine MG to output a torque corresponding to the rotational variation torque command value Ta and, in the case where it is determined that the absolute value of the torque that the rotating electric machine MG is instructed to output will exceed a predetermined threshold, executes speed variation control during switching.by causing both the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotational variation torque command value Ta such that the output torque of the rotating electric machine MG is equal to or less than the threshold value. The vehicle drive device 1 and the control device 30 according to the exemplary embodiment are described in detail below. 1. Configuration of the vehicle drive system

[0031] First, the configuration of the vehicle drive unit 1 of the hybrid vehicle is described according to the exemplary embodiment. As shown in Fig. Figure 1 shows a hybrid vehicle of parallel design, comprising an internal combustion engine E and a rotating electric machine MG, each serving as a drive power source for the vehicle, and in which the internal combustion engine E and the rotating electric machine MG are coupled together in series for drive. The hybrid vehicle features a speed-change mechanism TM, which transmits the rotation of the internal combustion engine E and the rotating electric machine MG, which is transmitted to the input shaft I, to the output shaft O with a changed speed and converted torque.

[0032] The internal combustion engine E is a combustion engine powered by the combustion of fuel. Various internal combustion engines known in the prior art, such as a gasoline engine and a diesel engine, can be used as the internal combustion engine E. In this example, an output shaft Eo, like a crankshaft of the internal combustion engine E, is selectively driven via the machine disengagement clutch CL to the input shaft I, which is driven by the rotating electric machine MG. This means that the internal combustion engine E is selectively driven by the rotating electric machine MG via the machine disengagement clutch CL, which is a friction engagement element. The output shaft Eo is driven by an engagement element of the machine disengagement clutch CL via a damper (not shown).

[0033] The rotating electric machine MG has a stator attached to a non-rotating part and a rotor rotatably supported radially within the stator. The rotor of the rotating electric machine MG is driven by the input shaft I, enabling it to rotate together with the input shaft I. This means that, according to the exemplary embodiment, both the internal combustion engine E and the rotating electric machine MG are driven by the input shaft I.

[0034] The rotating electric machine MG is electrically connected to a battery, which serves as an electricity storage device, via an inverter that performs a DC / AC voltage conversion. The rotating electric machine MG can function as a motor (electric motor), to which electrical power is supplied to generate power, and as a generator (electric generator), to which power is supplied to generate electrical power. That is, the rotating electric machine MG operates as a motor using electrical power supplied from the battery via the inverter, or it generates electrical power using a rotational driving force transmitted from the internal combustion engine E or the wheels W, in order to store the generated electrical power in the battery via the inverter.The battery is an example of an electrical storage device. Other types of electrical storage devices, such as a capacitor, can be used, or a variety of types of electrical storage devices can be used in combination. In the following description, the electrical power generation performed by the rotating electric machine MG is referred to as "regeneration," and any negative torque output by the rotating electric machine MG during electrical power generation is referred to as "regenerative torque." In the case where the target output torque for the rotating electric machine MG is a negative torque, the rotating electric machine MG outputs regenerative torque while generating electrical power using a rotational driving force transmitted from the internal combustion engine E or the wheels W.In the following description, a positive torque output from the rotating electric machine MG when functioning as an electric motor is additionally referred to as "electric torque".

[0035] In the case where the rotating electric machine MG functions as an electric motor to output positive electrical torque, there is an upper limit to the output torque (electrical torque) that the rotating electric machine MG can output. Conversely, in the case where the rotating electric machine MG functions as an electric generator to output negative regenerative torque, there is a lower limit to the output torque (regenerative torque) that the rotating electric machine MG can output. Both the upper and lower limits vary according to the rotational speed of the rotating electric machine MG. The upper and lower limits can also vary according to the charge level of the electricity storage device.

[0036] The speed-changing mechanism Tm is driven by the input shaft I, to which the drive force source is driven. According to the exemplary embodiment, the speed-changing mechanism TM is a stepped automatic transmission that provides a plurality of shift stages with different speed ratios. To generate the plurality of shift stages, the speed-changing mechanism TM comprises a gear mechanism such as a planetary gear mechanism and a plurality of friction engagement elements B1, C1, ... The speed-changing mechanism TM transmits a rotation of the input shaft I to the output shaft O with a speed Ni that varies with the speed ratio of each shift stage, and a corresponding torque.The torque transmitted by the speed-changing mechanism TM to the output shaft O is distributed and transmitted to two axles AX, left and right, via an output differential gear device DF, to be transmitted to the wheels W, which are driven by the axles AX. The term "speed ratio" refers to the ratio of the speed Ni of the input shaft I to the speed of the output shaft O when a switching stage is present in the speed-changing mechanism TM. The term "speed ratio," as used here, refers to a value obtained by dividing the speed Ni of the input shaft I by the speed of the output shaft O. That is, the speed Ni of the output shaft O is obtained by dividing the speed Ni of the input shaft I by the speed ratio.Additionally, the torque transmitted by the speed change mechanism TM to the output shaft O is obtained by multiplying the torque transmitted by the input shaft I to the speed change mechanism TM by the speed ratio.

[0037] In this example, the multiple friction engagement elements B1, C1, ... and the machine disengagement clutch CL each act as an engagement element, similar to a clutch and a brake, respectively, designed to incorporate friction components. The transmission torque capacity of each friction engagement element CL, B1, C1, ... can be continuously increased or decreased by controlling the engagement pressure of the friction engagement element through the control of the supplied hydraulic pressure. A wet multi-disc clutch and a wet multi-disc brake can be used as suitable friction engagement elements.

[0038] A friction engagement element transmits torque between its engagement parts through friction. If there is a speed difference (slippage) between the engagement parts, a torque (slippage torque) corresponding to the size of the transmission torque capacity is transmitted from a part with a higher rotational speed to a part with a lower rotational speed through dynamic friction. If there is no speed difference (slippage) between the engagement parts, torque up to the size of the transmission torque capacity is transmitted between the engagement parts through static friction. The term "transmission torque capacity" refers to the maximum torque that a friction engagement element can transmit through friction.The magnitude of the transmission torque capacity varies proportionally to the engagement pressure of the friction engagement element. The term "engagement pressure" refers to the pressure that presses an input-side engagement element (friction plate) and an output-side engagement element (friction plate) against each other. According to the exemplary embodiment, the engagement pressure varies proportionally to the magnitude of the applied hydraulic pressure. That is to say, according to the exemplary embodiment, the magnitude of the transmission torque capacity varies roughly proportionally to the magnitude of the hydraulic pressure applied to the friction engagement element.

[0039] Each friction engagement element has a return spring and is forced to a disengage side by the spring's reaction force. When a force generated by the hydraulic pressure supplied to the friction engagement element's hydraulic cylinder exceeds the spring's reaction force, the friction engagement element begins to generate the transmission torque capacity to move the friction engagement element from the disengaged state to the engaged state. The hydraulic pressure at which the generation of the transmission torque capacity begins is referred to as the "stroke end pressure." Each friction engagement element is configured such that its transmission torque capacity increases proportionally to any increase in the supplied hydraulic pressure after the hydraulic pressure exceeds the stroke end pressure.

[0040] According to the exemplary embodiment, the term "engaged state" refers to a state in which a friction engagement element generates a transmission torque capacity. The term "disengaged state" refers to a state in which a friction engagement element does not generate a transmission torque capacity. The term "slip engagement state" refers to an engaged state in which there is a speed difference (slip) between the engagement parts of a friction engagement element. The term "direct engagement state" refers to an engaged state in which there is no speed difference (slip) between the engagement parts of a friction engagement element. The term "indirect engagement state" refers to an engagement state other than the direct engagement state and includes the disengaged state and the slip engagement state. 2. Configuration of the hydraulic pressure control system

[0041] A hydraulic pressure control system for vehicle propulsion device 1 is described below. The hydraulic pressure control system includes a hydraulic pressure control device (PC) that adjusts the hydraulic pressure of a working pressure supplied by a mechanical or electric hydraulic pump to a predetermined pressure. Although not described in detail here, the hydraulic pressure control device (PC) adjusts the opening degree of one or two or more adjustment valves based on a signal pressure from a linear solenoid valve for hydraulic pressure adjustment, in order to adjust the magnitude of the working pressure flowing from the adjustment valves, thereby adjusting the hydraulic pressure of the working oil to one or two or more predetermined pressures.After adjustment to the predetermined pressure, the working oil is supplied to each of the friction engagement elements, such as those of the speed change mechanism TM and the machine disengagement clutch CL, at a hydraulic pressure required for the friction engagement element. 3. Configuration of the control device

[0042] The configuration of the control device 30, which controls the vehicle drive device 1, is described below. According to the exemplary embodiment, as shown in Fig. 1 and Fig. Figure 2 shows the control device 30, the unit for controlling the rotating electric machine 32, which controls the rotating electric machine MG, the power transmission control unit 33, which controls the speed change mechanism TM and the machine disconnect clutch CL, and the vehicle control unit 34, which integrates these control devices to control the vehicle drive device 1. Additionally, the control device 30 is connected to the internal combustion engine control device 31, which controls the internal combustion engine E, in order to communicate with the internal combustion engine control device 31.

[0043] The control units 32 to 34 of the control device 34 and the internal combustion engine control device 31 each comprise an arithmetic processing unit such as a CPU, which serves as a core component; a storage device such as RAM (random access memory) configured to read and write data to and from the arithmetic processing unit; and ROM (read-only memory) configured to read data from the arithmetic processing unit, etc. Functional sections 40 to 42 of the control device 3, etc., are formed by software (a program) stored in the ROM of the control device or the like, hardware such as a separately provided arithmetic circuit, or a combination of both.The control units 32 to 34 of the control device 3 and the internal combustion engine control device 31 are set up to communicate with each other and carry out cooperative control while sharing various information such as information acquired by sensors and control parameters, thereby implementing functions of the functional sections 40 to 42.

[0044] The vehicle drive device 1 has sensors Se1 to Se4 that output an electrical signal to the control device 30. The control device 30 calculates information acquired by the various sensors based on the input electrical signal. A machine speed sensor Se1 is a sensor that detects the rotational speed of the machine output shaft Eo (internal combustion engine E). The control device 30 detects the rotational speed of the internal combustion engine E based on a signal supplied from the machine speed sensor Se1. An input shaft speed sensor Se2 is a sensor that detects the rotational speed Ni of the input shaft I. The rotor of the rotating electric machine MG is integrally coupled to the input shaft I.Thus, the control device 30 detects the rotational speed of the input shaft E and the rotating electric machine MG based on a signal supplied from the input shaft speed sensor Se2. An output shaft speed sensor Se3 is a sensor that detects the rotational speed of the output shaft O. The control device 30 detects the rotational speed of the output shaft O based on a signal supplied from the output shaft speed sensor Se3. The rotational speed of the output shaft O is proportional to the vehicle speed. Therefore, the control device 30 calculates the vehicle speed based on the signal input from the output shaft speed sensor Se3. An accelerator pedal actuation extent detection sensor Se4 is a sensor that detects the extent of actuation of an accelerator pedal AP, which is actuated by a driver, in order to detect the accelerator pedal actuation extent.The control device 30 detects the accelerator pedal actuation extent based on a signal supplied from the accelerator pedal actuation extent sensor Se4. 3-1. Internal combustion engine control device

[0045] The internal combustion engine control device 31 has an internal combustion engine control section 80. The internal combustion engine control section 80 is a functional section that controls the operation of the internal combustion engine E. According to the exemplary embodiment, in the case where a command for a target output torque for the internal combustion engine E is provided from the vehicle control unit 34, the internal combustion engine control section 80 performs torque control by setting a torque command value to the target output torque according to the command provided from the vehicle control unit 34 and controlling the internal combustion engine E such that a torque corresponding to the torque command value is output.In the case where the target output torque for the internal combustion engine E is a negative torque, the internal combustion engine control device 31 can stop the supply of fuel, or can control the internal combustion engine E to output a negative torque by reducing the throttle valve opening to increase the magnitude of a pump torque if required. 3-2. Unit for controlling the rotating electric machine

[0046] The unit for controlling the rotating electric machine 32 includes a section for controlling the rotating electric machine 81. The section for controlling the rotating electric machine 81 is a functional section that controls the operation of the rotating electric machine MG. According to the exemplary embodiment, when a command for a target output torque for the rotating electric machine MG is provided from the vehicle control unit 34, the section for controlling the rotating electric machine 81 sets a torque command value to the target output torque of the rotating electric machine and controls the rotating electric machine MG such that a torque corresponding to the torque command value is output.

[0047] The rotating electric machine MG essentially rotates in a forward direction. Therefore, if the torque command value is set to be negative, the rotating electric machine MG generates electrical power. That is, the rotating electric machine MG generates electrical power by outputting regenerative torque in the negative direction while rotating in the positive direction. Conversely, if the torque command value is set to be positive, the rotating electric machine MG operates as a motor. 3-3. Power transmission control unit

[0048] The power transmission control unit 33 is a control unit that controls the speed change mechanism TM and the machine disconnect clutch CL. The power transmission control unit 33 receives information acquired from sensors such as the input shaft speed sensor Se2 and the output shaft speed sensor Se3. The power transmission control unit 33 has a speed change mechanism control section 82 and a machine disconnect clutch control section 83. 3-3-1. Speed ​​Change Mechanism - Control Section

[0049] The speed-changing mechanism control section 82 is a functional section that controls the speed-changing mechanism TM. The speed-changing mechanism control section 82 determines a target shift stage for the speed-changing mechanism TM based on information acquired by sensors, such as vehicle speed, accelerator pedal actuation extent, and shift position. The speed-changing mechanism control section 82 then controls the hydraulic pressure to be supplied to the friction engagement elements C1, B1, ... provided in the speed-changing mechanism TM, via the Fig. 1 Hydraulic pressure control device PC shown to engage and disengage the friction engagement elements to establish the target switching stage in the speed change mechanism TM. In particular, the speed change mechanism control section 82 of the hydraulic pressure control device PC provides a command for a target hydraulic pressure (command pressure) for the friction engagement elements B1, C1, ... and the hydraulic pressure control device PC supplies the friction engagement elements with a hydraulic pressure corresponding to the target hydraulic pressure (command pressure) according to the command.

[0050] The speed-change mechanism control section 82 accesses a speed-change map stored in a memory (not shown) to determine the target shift stage. The speed-change map is a map that defines the relationship between the accelerator pedal input and vehicle speed and the target shift stage for the speed-change mechanism TM. The speed-change map includes a variety of upshift lines and a variety of downshift lines. When the vehicle speed and accelerator pedal input are varied such that an upshift line or a downshift line in the speed-change map is exceeded, the speed-change mechanism control section 82 determines a new target shift stage for the speed-change mechanism TM. The target shift stage is also changed if the shift position is changed.For example, the target shift stage can be changed by shifting the gear position to the second range or the low range. The term "upshift" means shifting from a gear stage with a higher speed ratio to a gear stage with a lower speed ratio. The term "downshift" means shifting from a gear stage with a lower speed ratio to a gear stage with a higher speed ratio.

[0051] In the case where speed-shift control (speed change control) is to be performed, the speed change mechanism control section 82 controls the hydraulic pressure command for the friction engagement elements B1, C1, ... to engage and disengage the friction engagement elements in order to shift the shift stage produced in the speed change mechanism TM to the desired shift stage. In this case, the speed change mechanism control section 82 performs a so-called "clutch-to-clutch shifting", in which one of the friction engagement elements that was engaged before the shift (hereinafter referred to as the "disengagement-side element") is disengaged and one of the friction engagement elements that was disengaged before the shift (hereinafter referred to as the "engagement-side element") is engaged.For example, in the case where a downshift is to be performed, the speed change mechanism control section 82 performs a downshift control in which the disengagement-side element, which is one of the friction engagement elements for producing the higher shift stage with a lower speed ratio, is disengaged and the engagement-side element, which is one of the friction engagement elements for producing the lower shift stage with a higher speed ratio, is engaged.In the case where an upshift is to be performed, the speed change mechanism control section 82 performs an upshift control in which the disengaging element, which is one of the friction engagement elements for producing the lower shift stage with a higher speed ratio, is disengaged and the engagement element, which is one of the friction engagement elements for producing the higher shift stage with a lower speed ratio, is engaged.

[0052] When switching between shift stages, the speed variation control section described below performs speed variation control during switching by causing the rotating electric machine MG and the internal combustion engine E to output the rotation variation torque command value Ta in order to vary the speed Ni of the input shaft I from a synchronous speed before switching to a synchronous speed after switching. 3-3-2. Machine disconnect clutch control section

[0053] The machine disconnect clutch control section 83 controls the engagement state of the machine disconnect clutch CL. According to the exemplary embodiment, the machine disconnect clutch control section 83 controls the hydraulic pressure supplied to the machine disconnect clutch CL via the hydraulic pressure control device PC such that the transmission torque capacity of the machine disconnect clutch CL corresponds to a transmission torque capacity command provided by the vehicle control unit 34. In particular, the machine disconnect clutch control section 83 provides the hydraulic pressure control device PC with a command for a target hydraulic pressure (command pressure) that is set based on the target transmission torque capacity command, and the hydraulic pressure control device PC supplies the machine disconnect clutch CL with a hydraulic pressure corresponding to the target hydraulic pressure (command pressure) according to the command.According to the exemplary embodiment, the machine disconnect clutch CL is controlled to the direct coupling engagement state unless otherwise specified. 3-4. Vehicle control unit

[0054] The vehicle control unit 34 has functional sections that control the integration of various torque controls, which are carried out for the internal combustion engine E, the rotating electric machine MG, the speed change mechanism TM, the machine separation clutch CL, etc., engagement controls for the friction engagement elements, etc., over the entire vehicle drive device 1.

[0055] The vehicle control unit 34 calculates a torque Tr required for the vehicle, which is a target drive force to be transmitted from the input shaft I to the output shaft O, and determines the drive operating mode of the internal combustion engine E and the rotating electric machine MG according to the accelerator pedal actuation magnitude, vehicle speed, battery charge level, etc. Then, the vehicle control unit 34 calculates a target output torque for the internal combustion engine E, a target output torque for the rotating electric machine MG, and a target transmission torque capacity for the machine disconnect clutch CL according to the torque Tr required for the vehicle and the drive operating mode, in order to provide the calculated values ​​to the other control units 32 and 34, as well as to the internal combustion engine control device 31, for integrated control. 3-4-1. Section on speed variation control during shifting

[0056] According to the exemplary embodiment, as described above, the vehicle control unit 34 has the speed variation control section 40. When switching between shift stages of the speed change mechanism TM, the speed variation control section 40 calculates a rotational variation torque command value Ta, which is a command value for a torque that causes the drive power source to vary the speed Ni of the input shaft I, causes the rotating electric machine MG to output torque according to the rotational variation torque command value Ta, and executes the speed variation control during shifting if it is determined that the absolute value of the torque that the rotating electric machine MG is caused to output will exceed a predetermined threshold.by causing the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotational variation torque command value Ta such that the output torque of the rotating electric machine MG becomes equal to or less than the predetermined threshold value.

[0057] In the event that it is determined that the absolute value of the torque output by the rotating electric machine MG will exceed a predetermined threshold at least once during speed variation control upon shifting, the rotating electric machine MG and the internal combustion engine E will both be caused to output a torque corresponding to the rotational variation torque command value Ta during speed variation control upon shifting.

[0058] According to the exemplary embodiment, as shown in Fig. Figure 3 shows the section for speed variation control during switching 40, a rotation variation torque command calculation device 41 and a rotation variation torque command assignment device 42.

[0059] The rotation variation torque command calculation device 41 calculates the rotation variation torque command value Ta when switching between switching stages.

[0060] The rotational variation torque command assignment device 42 causes the rotating electric machine MG to output a torque corresponding to the rotational variation torque command value Ta. In this case, if it is determined that the absolute value of the torque output by the rotating electric machine MG will exceed the predetermined threshold, the rotational variation torque command assignment device 42 assigns the rotational variation torque command value Ta of the rotating electric machine MG and the internal combustion engine E to both, in order to calculate an internal combustion engine rotational variation torque command value Tae and a rotational variation torque command value Tam such that the output torque of the rotating electric machine MG is equal to or less than the predetermined threshold.

[0061] According to the exemplary embodiment, the predetermined threshold is set to an upper limit (absolute value) or a lower limit (absolute value) as the maximum value of the torque that can be output by the rotating electric machine MG. That is, if it is determined that the torque to be output by the rotating electric machine MG will be greater than the upper limit in the positive direction, the rotational variation torque command assignment device 42 causes both the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotational variation torque command value Ta such that the output torque of the rotating electric machine MG is equal to or less than the upper limit.In the case where it is determined that the torque to which the rotating electric machine MG is caused to output is less than the lower limit in the negative direction, the rotational variation torque command assignment device 42 causes the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotational variation torque command value Ta such that the output torque of the rotating electric machine MG is equal to or greater than the lower limit.

[0062] The predetermined threshold can be set to a value that is smaller in size than the upper limit (absolute value) or the lower limit (absolute value) than the maximum value of the torque that can be output by the rotating electric machine MG.

[0063] Then, according to the exemplary embodiment, the vehicle control unit 34 reflects the internal combustion engine rotational variation torque command value Tae into the target output torque for the internal combustion engine E, in order to cause the internal combustion engine E to output a torque corresponding to the internal combustion engine rotational variation torque command value Tae. The vehicle control unit 34 also reflects the rotational variation torque command value of the rotating electric machine Tam into the target output torque for the rotating electric machine MG, in order to cause the rotating electric machine MG to output a torque corresponding to the rotational variation torque command value for the rotating electric machine Tam.

[0064] With such a configuration, when switching between stages, the rotating electric machine MG can be caused to output a torque corresponding to the rotational variation torque command value Ta, and in the case where it is determined that the absolute value of the torque to which the rotating electric machine MG is caused will be greater than the predetermined threshold value, the rotating electric machine MG and the internal combustion engine E are both caused to output a torque corresponding to the rotational variation torque command value Ta.

[0065] Accordingly, the rotating electric machine MG, which outputs torque with high response and accuracy compared to the internal combustion engine E, can be prioritized to output torque corresponding to the rotational variation torque command value Ta. This makes it possible to improve the control accuracy and response to variations in the speed Ni of the input shaft I during switching between gear stages. Consequently, it is possible to suppress the occurrence of torque oscillation and improve the response to variations in the speed Ni of the input shaft I during switching between gear stages.

[0066] In the event that the absolute value of the torque output by the rotating electric machine MG is determined to exceed the predetermined threshold, not only the rotating electric machine MG but also the internal combustion engine E is instructed to output a torque corresponding to the rotational variation torque command value Ta. This allows the magnitude of variations in rotational speed Ni to be increased when switching between gear stages.

[0067] According to the exemplary embodiment, the speed variation control section 40 varies the rotational variation torque command value Ta when switching between switching stages in order to vary the speed Ni of the input shaft I from the synchronous speed before switching to the synchronous speed after switching. The time period during which the speed Ni of the input shaft I is varied is referred to below as the "inertial control phase".

[0068] More precisely, the speed variation control section 40 increases the absolute value of the rotational variation torque command value Ta after the speed Ni of input shaft I begins to vary from the synchronous speed before shifting, and decreases the absolute value of the rotational variation torque command value Ta when the speed Ni of input shaft I has approached the synchronous speed after shifting. This allows the speed Ni of input shaft I to vary from the synchronous speed before shifting to the synchronous speed after shifting.Additionally, it is possible to approximate (synchronize) a target acceleration, which consists of variations in the rotational speed Ni of the input shaft I, to a rotational acceleration, which consists of variations in the synchronous rotational speed after switching, when the rotational speed Ni of the input shaft I reaches the synchronous rotational speed after switching, thus suppressing the occurrence of a torque shock during the engagement of the engagement-side element.

[0069] The synchronous speed of the input shaft I is set before and after each shift stage to a speed obtained by multiplying the speed of the output shaft O by the speed ratio of the shift stage. That is, the synchronous speed after shifting is the speed Ni of the input shaft I when the speed of an engagement element on the input shaft side varies to match (synchronize with) the speed of an engagement element on the output shaft side. Similarly, the synchronous speed before shifting is the speed Ni of the input shaft I when the speed of an engagement element on the disengagement side on the input shaft side matches (synchronizes with) the speed of an engagement element on the disengagement side of the output shaft side.

[0070] To approximate variations in the speed Ni of the input shaft I precisely to variations in the synchronous speed after switching, when the speed Ni of the input shaft I reaches the synchronous speed after switching, the speed variation control section on switching 40 varies the rotational variation torque command value Ta in a forward coupling manner and additionally varies the rotational variation torque command value Ta in a feedback manner.

[0071] According to the exemplary embodiment, the rotational variation torque command calculation device 41 can calculate at least one feedback command value Tafb, which varies the rotational variation torque command value Ta in a feedback manner, as the rotational variation torque command value Ta, such that the rotational speed Ni of the input shaft I follows a target speed variation αo. Then the rotational variation torque command assignment device 42 calculates a feedback command value for the rotating electric machine Tafbm, which is a feedback command value for the rotating electric machine MG, with priority over that for the internal combustion engine E.

[0072] With such a configuration, the feedback command value Tafb for the rotating electric machine MG, which outputs torque with relatively high response and accuracy, is calculated with priority over the feedback command value for the internal combustion engine E. Thus, control (feedback control) with high response and high accuracy can be implemented. Accordingly, even if the speed Ni of the input shaft I fluctuates relative to the target speed variation αo due to fluctuations in the characteristics of the vehicle drive unit 1 or disturbances such as control errors of the control unit 30, the speed Ni of the input shaft I can be robustly maintained at the target speed variation αo by a control system that utilizes the rotating electric machine MG.

[0073] According to the embodiment, the rotational variation torque command calculation device 41 can calculate a forward-feedback command value Taff, which varies the rotational variation torque command value Ta in a forward-feedback manner, and a feedback command value Tafb, which varies the rotational variation torque command value Ta in a feedback manner, so that the rotational speed Ni of the input shaft I follows the target speed variation αo.

[0074] When the absolute value of the rotational variation torque command value Ta decreases, the rotational variation torque command assignment device 42 decreases the absolute value of a forward-feed command value for the rotating electric machine Taffm, which is a forward-feed command value for the rotating electric machine MG, with priority over the absolute value of an internal combustion engine forward-feed command value Taffe, which is a forward-feed command value for the internal combustion engine E. Additionally, after the absolute value of the forward-feed command value of the rotating electric machine Taffm begins to decrease, the rotational variation torque command assignment device 42 calculates the feedback command value for the rotating electric machine Tafbm, which is a feedback command value for the rotating electric machine MG, with priority over that for the internal combustion engine E.

[0075] With such a configuration, when the absolute value of the rotational variation torque command value Ta decreases, the absolute value of the forward coupling command value of the rotating electric machine Taffm is decreased with priority over the internal combustion engine forward coupling command value Taffe. Thus, the margin allowing the rotating electric machine MG to output torque corresponding to the feedback command value Tafb can be increased immediately after the absolute value of the rotational variation torque command value Ta begins to decrease. Accordingly, the speed Ni of the input shaft I can be robustly maintained against the target speed variation αo by a control system that utilizes the rotating electric machine MG immediately after the absolute value of the rotational variation torque command value Ta begins to decrease.

[0076] According to the exemplary embodiment, as described below, the absolute value of the rotational variation torque command value Ta is reduced when the speed Ni of the input shaft I approaches the synchronous speed after switching, and variations in the speed Ni of the input shaft I can be precisely reduced by a control system that uses the rotating electric machine MG. Accordingly, variations (rotational acceleration) in the speed Ni of the input shaft I can be precisely approximated to variations (rotational acceleration) in the synchronous speed after switching when the speed Ni of the output shaft I reaches the synchronous speed after switching. Thus, it is possible to precisely suppress the occurrence of a torque shock when switching between gear stages.

[0077] The rotation variation torque command calculation device 41 and the rotation variation torque command assignment device 42 according to the exemplary embodiment are described in detail below. 3-4-1-1. Rotational variation torque command calculation device

[0078] According to the exemplary embodiment, as shown in Fig. As shown in Figure 4, the rotational variation torque command calculation device 41 comprises a forward feedback torque calculation device 44, which calculates the forward feedback command value Taff, and a feedback torque calculation device 45, which calculates the feedback command value Tafb. The calculation devices 44 and 45 each calculate the forward feedback command value Taff and the feedback command value Tafb, respectively, based on the target speed variation αo. According to the exemplary embodiment, the target speed variation αo serves as a target value for the rotational acceleration of the input shaft I.

[0079] According to the exemplary embodiment, the forward-feedback torque calculation device 44 sets the forward-feedback command value Taff to a torque calculated by multiplying the target speed variation αo (rotational acceleration) by a moment of inertia J of various parts, such as the internal combustion engine E and the rotating electric machine MG, which rotate together with the input shaft I. The feedback torque calculation device 45 performs a control operation in which the feedback command value Tafb is increased and decreased such that the rotational acceleration of the input shaft I, calculated on the basis of the rotational speed Ni of the input shaft I, corresponds to the target speed variation αo (target rotational acceleration).

[0080] The rotational variation torque command calculation device 41 also includes a target speed variation calculation device 43, which calculates the target speed variation αo based on the speed Ni of the input shaft I. According to the exemplary embodiment, the absolute value of the target speed variation αo is increased after the speed Ni of the input shaft I begins to vary relative to the synchronous speed before switching, and is decreased as the speed Ni of the input shaft I approaches the synchronous speed after switching. This allows the speed Ni of the input shaft I to vary from the synchronous speed before switching to the synchronous speed after switching.Furthermore, it is possible to approximate (synchronize) variations (rotational acceleration) in the rotational speed Ni of the input shaft I to variations (rotational acceleration) in the synchronous rotational speed after switching, when the rotational speed Ni of the input shaft I has reached the synchronous rotational speed after switching, which suppresses the occurrence of a torque shock during the engagement of the engagement-side element.

[0081] The target speed variation calculation device 43 calculates a speed difference W1 between the speed Ni of the input shaft I and the synchronous speed after switching, based on the speed Ni of the input shaft I, in order to adjust the target speed variation αo according to the speed difference W1. The speed difference W1 is calculated by subtracting the synchronous speed after switching from the speed Ni of the input shaft in the case of an upshift, and by subtracting the speed Ni of the input shaft I from the synchronous speed after switching in the case of a downshift. That is, the speed difference W1 is the absolute value of the speed difference between the speed Ni of the input shaft I and the synchronous speed after switching.

[0082] According to the in Fig. In example 4, the speed difference W1 is a value normalized using the speed difference (absolute value) between the synchronous speed before switching and the synchronous speed after switching. That is, the speed difference W1 is a value obtained by dividing the actual speed difference W1 by the difference between the synchronous speeds before and after switching and multiplying the resulting quotient by 100%. When the speed difference W1 is 100%, the speed Ni of input shaft I matches the synchronous speed before switching. When the speed difference W1 is 0%, the speed Ni of input shaft I matches the synchronous speed after switching.

[0083] Additionally, the target speed variation calculation device 43 has a target variation setting characteristic map in which the target speed variation αo is set according to the speed difference W1, and calculates the target speed variation αo on the basis of the speed difference W1 and the target variation setting characteristic map. According to the in Fig. In the example shown in Figure 4, the target speed variation calculation device 43 has a target variation setting characteristic map for upshifting and a target variation setting characteristic map for downshifting, and switches between the target variation setting characteristic maps depending on whether upshifting or downshifting is to be carried out.

[0084] The target speed variation αo, used to calculate the rotational variation torque command value Ta, can be set to a value obtained by adding the acceleration of the synchronous speed after switching to the target speed variation αo calculated as described above. With such a configuration, it is possible to synchronize variations (rotational acceleration) in the speed Ni of the input shaft I with variations (rotational acceleration) in the synchronous speed after switching when the speed Ni of the input shaft I reaches the synchronous speed after switching, even in cases where the absolute value of the acceleration of the synchronous speed after switching is large, thus effectively suppressing the occurrence of a torque shock. 3-4-1-2. Rotational variation torque command assignment device

[0085] As described above, the rotational variation torque command assignment device 42 causes the rotating electric machine MG to output a torque corresponding to the rotational variation torque command value Ta, and in the case where it is determined that the absolute value of the torque to which the rotating electric machine MG is caused to output becomes greater than a predetermined threshold, the rotational variation torque command assignment device 42 causes both the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotational variation torque command value Ta such that the output torque of the rotating electric machine MG becomes equal to or less than the predetermined threshold.

[0086] More precisely, in the case where it is determined that the absolute value of the torque to which the rotating electric machine MG is instructed to output according to the rotational variation torque command value Ta becomes greater than the predetermined threshold, the rotational variation torque command assignment device 42 causes the internal combustion engine E to output a quantity of torque by which the predetermined threshold is exceeded.

[0087] According to the exemplary embodiment, as shown in Fig. Figure 4 shows the rotation variation torque command assignment device 42, a forward coupling torque assignment device 46, and a feedback torque assignment device 47. Forward coupling torque assignment device

[0088] According to the exemplary embodiment, as described above, the forward-coupling torque assignment device 46 causes the rotating electric machine MG to output a torque corresponding to the forward-coupling command value Taff, which serves as the rotational variation torque command value Ta, and in the case where it is determined that the absolute value of the torque to which the rotating electric machine MG is caused will be greater than a predetermined threshold, the forward-coupling torque assignment device 46 causes both the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the forward-coupling command value Taff such that the output torque of the rotating electric machine becomes equal to or less than the predetermined threshold.

[0089] According to the embodiment, the forward coupling torque assignment device 46 increases the absolute value of the forward coupling command value of the rotating electric machine Taffm within a range in which the output torque of the rotating electric machine is equal to or less than the predetermined threshold, with priority over the absolute value of the internal combustion engine forward coupling command value Taffe, before the absolute value of the rotation variation torque command value Ta begins to decrease.

[0090] According to the embodiment, when increasing and decreasing the absolute value of the forward coupling command value Taff, the forward coupling torque assignment device 46 assigns priority to the internal combustion engine forward coupling command value Taffe and the forward coupling command value of the rotating electric machine Taffm, and increases and decreases the internal combustion engine forward coupling command value Taffe and the forward coupling command value of the rotating electric machine Taffm.

[0091] This means that when the absolute value of the forward coupling command value Taff is increased, the forward coupling torque assignment device 46 increases the absolute value of the forward coupling command value of the rotating electric machine Taffm with priority over the absolute value of the internal combustion engine forward coupling command value Taffe, until the absolute value of the output torque of the rotating electric machine reaches the predetermined threshold.

[0092] According to the example, when the absolute value of the forward coupling command value Taff is increased, the forward coupling torque assignment device 46 increases the absolute value of the forward coupling command value of the rotating electric machine Taffm until the absolute value of the output torque of the rotating electric machine reaches the predetermined threshold, and thereafter increases the absolute value of the internal combustion engine forward coupling command value Taffe.

[0093] According to the embodiment, in the case where it is determined that the absolute value of the torque to which the rotating electric machine MG is caused to output becomes greater than the predetermined threshold when the absolute value of the forward coupling command value Taff is increased, the speed variation control section during switching 40 causes both the rotating electric machine MG and the internal combustion engine E to output a torque corresponding to the rotation variation torque command value Ta during speed variation control during switching.

[0094] In contrast, when the absolute value of the forward coupling command value Taff is reduced, as described above, the forward coupling torque allocation device 46 reduces the absolute value of the forward coupling command value of the rotating electric machine Taffm with priority over the absolute value of the internal combustion engine forward coupling command value Taffe.

[0095] According to the example, when the absolute value of the forward coupling command value Taff is reduced, the forward coupling torque assignment device 46 reduces the absolute value of the forward coupling command value of the rotating electric machine Taffm to zero, and then reduces the absolute value of the internal combustion engine forward coupling command value Taffe. Feedback torque assignment device

[0096] According to the embodiment described above, the feedback torque allocation device 47 calculates the feedback command value of the rotating electric machine Tafbm, which is a command value for the rotating electric machine MG, with priority over that for the internal combustion engine E, after the absolute value of the forward feedback command value of the rotating electric machine Taffm begins to decrease.

[0097] According to the example, the feedback torque assignment device 47 calculates the feedback instruction value of the rotating electric machine Tafbm, which is a feedback instruction value for the rotating electric machine MG after the forward feedback instruction value of the rotating electric machine Taffm has been reduced to zero.

[0098] According to the example, the feedback torque allocation device 46 additionally calculates the total forward coupling command value Taff as the internal combustion engine forward coupling command value Taffe after the absolute value of the forward coupling command value of the rotating electric machine Taffm is reduced to zero. Then the feedback torque allocation device 47 calculates the total feedback command value Tafb as the feedback command value of the rotating electric machine Tafbm.

[0099] Then calculate how it works in Fig. As shown in Figure 4, the rotational variation torque instruction assignment device 42 calculates the internal combustion engine forward coupling instruction value Taffe as the internal combustion engine rotational variation torque instruction value Tae and calculates as the rotational variation torque instruction value of the rotating electric machine Tam a torque obtained by adding the forward coupling instruction value of the rotating electric machine Taffm and the feedback instruction value of the rotating electric machine Tafbm. 3-4-1-3. Upshift (rotating electric machine outputs feedback command value)

[0100] The following are the processes carried out by the speed variation control section during shifting 40 and the speed change mechanism control section 82 in the case where an upshift is performed as a shift between shift stages, with reference to the in Fig. The time series diagram shown in section 5 is described.

[0101] In the case that it is determined that a switching between shift stages is to be carried out, the speed change mechanism control section 82 controls at least the disengage-side element from the direct engagement state to the slip engagement state or the disengaged state in order to allow the speed Ni of the input shaft I to vary from the synchronous speed before the shift.

[0102] According to the in Fig. In the example shown in Figure 5, when the target shift stage is changed and it is determined that an upshift is to be performed (time t11), the speed change mechanism control section 82 gradually reduces the target transmission torque capacity for the disengaging element from a full engagement capacity and increases the target transmission torque capacity for the engaging element (from time t11 to time t12). Here, the term "full engagement capacity" refers to a transmission torque capacity at which an engaged state can be maintained without slippage, even if torque transmitted from the drive power source to the input shaft I fluctuates.

[0103] The time period (from time t11 to time t12) during which the transmission torque capacities of the engaging and disengaging elements are exchanged is called the "torque control phase." During the torque control phase, the torque relationship is transferred from the pre-shift state to the post-shift state, but the speed relationship remains unchanged, staying at the pre-shift state. Consequently, the engaging element moves from the disengaged state to the slip-engage state, and the disengaging element moves from the direct engagement state to the disengaged state.This means that during the torque control phase, the speed relationship is not varied, but remains in the state with the shift stage before the shift, and only the torque distribution is transferred from the state with the shift stage before the shift to the state with the shift stage after the shift. Then, in the case where the torque distribution has been completely transferred such that the disengaging element has been moved from the direct engagement state to the disengaged state and the engaging element has been moved from the disengaged state to the slip engagement state (time t12), the speed change mechanism control section 82 transfers the control state from the torque control phase to the inertial control phase.

[0104] In the case where the disengaging element has been brought from the direct engagement state to the slip engagement state and / or the disengaged state, the section on speed variation control during shifting 40 begins a sequence of speed variation control during shifting.

[0105] According to the in Fig. In the example shown in section 5, the section on speed variation control during switching begins in the case where a transition from the torque control phase to the inertial control phase has been made (time t12), the sequence of speed variation control during switching begins.

[0106] According to the in Fig. In the example shown in section 5, the speed change mechanism control section 82 does not additionally vary the target transmission torque capacity for the engagement-side element for the purpose of varying the speed Ni of the input shaft I during speed variation control during switching (during the inertial control phase) (from time t12 to time t17).

[0107] Meanwhile, the speed variation control section during shifting (40) varies the rotational variation torque command value Ta for the drive power source to vary the speed Ni of the input shaft I from the synchronous speed before shifting to the synchronous speed after shifting during speed variation control during shifting (during the inertial control phase) (from time t12 to time t17). During speed variation control during shifting, the target transmission torque capacity for the engagement-side element or the disengage-side element can be varied in addition to the rotational variation torque command value Ta to vary the speed Ni of the input shaft I.

[0108] In the case where the speed variation control is started at shift point t12, the speed variation control section at shift point 40 increases the absolute value of the forward coupling command value Taff, which serves as the rotation variation torque command value Ta. In the case of an upshift according to Fig. 5. The feedforward instruction value Taff is decreased from zero. In the Fig. In example 5, the absolute value of the forward feedback instruction value Taff is additionally increased gradually to a predetermined value (from time t12 to time t14). The absolute value of the forward feedback instruction value Taff can be increased stepwise to the predetermined value. Alternatively, the absolute value of the forward feedback instruction value Taff can be increased along a time-varying waveform.

[0109] When the absolute value of the forward coupling command value Taff increases, the speed variation control section, during shift 40, increases the absolute value of the forward coupling command value of the rotating electric machine Taffm until the absolute value of the output torque of the rotating electric machine (the target output torque for the rotating electric machine MG) reaches the predetermined threshold (from time t12 to time t13), and thereafter increases the absolute value of the internal combustion engine forward coupling command value Taffe (from time t13 to time t14). According to the example, as described above, the predetermined threshold is set to an upper limit (absolute value) or a lower limit (absolute value) as the maximum value of the torque that can be output by the rotating electric machine MG. In the case of an upshift, which occurs in Fig. As shown in Figure 5, the speed variation control section reduces the forward coupling command value of the rotating electric machine Taffm from zero during switching 40 until the target output torque for the rotating electric machine MG reaches the lower limit that can be output (from time t12 to time t13).

[0110] In the case where the feedback command value Tafb is not calculated, the speed variation control section, upon switching 40, sets the internal combustion engine forward coupling command value Taffe to the internal combustion engine rotational variation torque command value Tae, and sets the forward coupling command value of the rotating electric machine Taffm to the rotational variation torque command value of the rotating electric machine Tam. The vehicle control unit 34 sets the target output torque for the internal combustion engine E to a value obtained by adding the internal combustion engine rotational variation torque command value Tae and the target output torque (base value) for the internal combustion engine E, in order to cause the internal combustion engine E to output a torque corresponding to the internal combustion engine rotational variation torque command value Tae.The vehicle control unit 34 also sets the target output torque for the rotating electric machine MG to a value obtained by adding the rotational variation torque command value of the rotating electric machine Tam and the target output torque (base value) for the rotating electric machine MG, in order to cause the rotating electric machine MG to output a torque corresponding to the rotational variation torque command value of the rotating electric machine Tam. The target output torque (base value) for the rotating electric machine MG before adding the internal combustion engine rotational variation torque command value Tae is, in the example, as shown. Fig. 5 is set to zero, but can be set to a value other than zero.

[0111] When the absolute value of the rotational variation torque command value Ta is increased, the speed Ni of input shaft I begins to vary from the synchronous speed before shifting to the synchronous speed after shifting (up to and after time t12). In the case where the speed Ni of input shaft I has approached the synchronous speed after shifting, the speed variation control section on shifting 40 decreases the absolute value of the rotational variation torque command value Ta. Consequently, variations (target rotational acceleration) in the speed Ni of input shaft I can be approximated to variations (target rotational acceleration) in the synchronous speed after shifting when the speed Ni of input shaft I reaches the synchronous speed after shifting. In the Fig. In the example shown in section 5, when the speed difference W1 (absolute value) between the speed Ni of the input shaft I and the synchronous speed after switching has decreased to a predetermined value (time t15), the speed variation control section at switching 40 begins a gradual decrease of the absolute value of the forward-feedback command value Taff, which serves as the rotational variation torque command value Ta. The speed variation control section at switching 40 can also begin a gradual decrease of the absolute value of the forward-feedback command value Taff, which serves as the rotational variation torque command value Ta, when the time elapsed since the start of the speed variation control at switching has reached a predetermined value. Alternatively, the absolute value of the forward-feedback command value Taff can be decreased along any time-varying waveform.

[0112] When the absolute value of the forward coupling command value Taff decreases, the speed variation control section, during shift 40, decreases the absolute value of the forward coupling command value of the rotating electric machine Taffm with priority over the absolute value of the internal combustion engine forward coupling command value Taffe. In the Fig. In the example shown in section 5, the section for speed variation control during switching 40 reduces the absolute value of the internal combustion engine forward coupling command value Taffe after the absolute value of the forward coupling command value of the rotating electric machine Taffm has decreased to zero (at and after time t16).

[0113] This allows a priority reduction of the absolute value of the target output torque for the rotating electric machine MG. This reduction is achieved by moving the target output torque from its maximum value, which can be output immediately after the absolute value of the rotational variation torque command value Ta begins to decrease. This allows the output torque of the rotating electric machine to vary in both positive and negative directions. Accordingly, the feedback command value Tafb, which allows the rotating electric machine MG to output a torque that varies in both positive and negative directions, can be issued immediately after the absolute value of the rotational variation torque command value Ta begins to decrease.

[0114] Accordingly, the section for speed variation control during switching 40 calculates the feedback command value of the rotating electric machine Tafbm, which is a feedback command value for the rotating electric machine MG, with priority over that for the internal combustion engine E, after the absolute value of the forward feedback command value of the rotating electric machine Taffm begins to decrease.

[0115] According to the in Fig. In the example shown in Figure 5, the section on speed variation control calculates the feedback command value of the rotating electric machine Tafbm during switching operation 40. This feedback command value is used for the rotating electric machine MG after the absolute value of the forward feedback command value of the rotating electric machine Taffm has been reduced to zero (at and after time t16). Consequently, the amplitude of the operations in the output torque of the rotating electric machine MG can be well balanced between the positive and negative directions for control. Thus, the amplitude of the operations in the output torque of the rotating electric machine MG can be increased in both the positive and negative directions to improve the response time for control, or it can be adapted to disturbances in both directions in a well-balanced manner.

[0116] The internal combustion engine E is subject to a significant response delay in the control of the intake air quantity and the fuel supply quantity, and there is a complex nonlinear relationship between control parameters for the internal combustion engine E, such as the intake air quantity, the fuel supply quantity, and the ignition timing, and the output torque of the internal combustion engine E. Therefore, the response and accuracy of the actual output torque of the internal combustion engine E with respect to the target output torque for the internal combustion engine E are low. Consequently, as described below, in the case where the internal combustion engine E is caused to output the feedback command value Tafb, the speed Ni of the input shaft I cannot be caused to follow the target speed variation αo with high response and accuracy.In contrast, the internal combustion engine E is able to output a higher torque in many cases compared to the rotating electric machine MG.

[0117] In contrast, the rotating electric machine MG is subject to a very slight response delay between the supplied electrical power and the output torque, and there is a predetermined relationship between the control parameters for the rotating electric machine MG and the output torque of the rotating electric machine MG. Therefore, the response and accuracy of the actual output torque of the rotating electric machine MG relative to the target output torque are high. Consequently, when the rotating electric machine MG is instructed to output the feedback command value Tafb, the speed Ni of the input shaft I can be adjusted to follow the target speed variation αo with high response and accuracy.

[0118] Accordingly, according to the exemplary embodiment, a control system using the rotating electric machine MG can be implemented to ensure that the speed Ni of the input shaft I precisely follows the target speed variation immediately after the absolute value of the rotational variation torque command value Ta begins to decrease. Therefore, even if the speed Ni of the input shaft I fluctuates relative to the target speed variation αo due to fluctuations in the characteristics of the vehicle drive device 1 or disturbances such as control errors of the control device 30, variations (rotational acceleration) in the speed Ni of the input shaft I can be robustly approximated (synchronized) to variations (rotational acceleration) in the synchronous speed after switching by a control system using the rotating electric machine MG.Accordingly, the occurrence of a torque shock during the engagement of the engagement element can be robustly suppressed. Additionally, the control can be initiated sufficiently long before the speed Ni of the input shaft I reaches the synchronous speed after switching. Thus, even in the case of large disturbances, variations (rotational acceleration) in the speed Ni of the input shaft I can be approximated to variations (rotational acceleration) in the synchronous speed after switching by the time the speed Ni of the input shaft I reaches the synchronous speed after switching.

[0119] In the case where the rotational speed Ni of the input shaft I reaches the synchronous speed after switching (time t17), the speed variation control section during switching 40 terminates the calculation of the rotational variation torque command Ta to end the speed variation control process during switching. That is, the calculation of the forward feedback command value Taff and the feedback command value Tafb is terminated. The speed variation control process during switching can also be terminated if the time elapsed since the start of the speed variation control process during switching reaches a predetermined value.

[0120] In the case where the speed variation control is terminated during switching (time t17), the speed change mechanism control section 82 increases the target transmission torque capacity for the engagement-side element to the fully engaged capacity in order to terminate the switching stage change control. 3-4-1-4. Upshift (internal combustion engine outputs feedback command value)

[0121] The following is with reference to Fig. 6. A comparative example is described, in which an upshift as per Fig. 5 is carried out, and in which, in contrast to the embodiment, it is assumed that the absolute value of the internal combustion engine forward coupling command value Taffe is reduced with priority over the absolute value of the forward coupling command value of the rotating electric machine Taffm when the absolute value of the forward coupling command value Taff decreases.

[0122] As it is in Fig. As shown in Figure 6, after the absolute value of the rotational variation torque command value Ta begins to decrease (at and after time t25), and after the absolute value of the internal combustion engine forward coupling command value Taffe is reduced to zero (at and after time t26), the absolute value of the forward coupling command value of the rotating electric machine Taffm is also reduced. Accordingly, in the comparative example shown in Figure 6, the absolute value of the forward coupling command value Taffm decreases. Fig. 6 In contrast to the embodiment, the absolute value of the target output torque for the rotating electric machine MG is continuously fixed at the maximum value that can be output for a relatively long time after the absolute value of the rotational variation torque command value Ta begins to decrease until the absolute value of the internal combustion engine forward coupling command value Taffe is reduced to zero (from time t25 to time t26). Therefore, the rotating electric machine MG cannot be caused to output the feedback command value Tafb until just before the speed Ni of the input shaft I reaches the synchronous speed after switching. Accordingly, the control using the rotating electric machine MG cannot be carried out long enough before the speed Ni of the input shaft I reaches the synchronous speed after switching.Therefore, it can be difficult to approximate (synchronize) variations (rotational acceleration) in the speed Ni of the input shaft I with variations (rotational acceleration) in the synchronous speed after switching at the point in time when the speed Ni of the input shaft I reaches the synchronous speed after switching in the case of a large disturbance. Accordingly, a torque shock can occur during the engagement of the engaging element.

[0123] In the example according to Fig. In Figure 6, a feedback command value for the internal combustion engine E is calculated during a period of time during which the absolute value of the target output torque for the rotating electric machine MG is fixed at its maximum value, in contrast to the exemplary embodiment. As described above, it may be that if the internal combustion engine E is caused to output a torque corresponding to the feedback command value Tafb, the speed Ni of the input shaft I cannot be caused to follow the target speed variation αo with high response and high accuracy. Therefore, the speed Ni of the input shaft I fluctuates with respect to the target speed variation αo, as in the example of Figure 6. Fig. Figure 6 shows that it is difficult to approximate (synchronize) variations (rotational acceleration) in the speed Ni of the input shaft I to variations (rotational acceleration) in the synchronous speed after switching, once the speed Ni of the input shaft I reaches the synchronous speed after switching. Consequently, a torque shock can occur during the engagement of the engaging element. 3-4-1-5. Downshift (rotating electric machine outputs feedback command value)

[0124] The following are, with reference to the time diagram according to Fig. 7 describes the processes carried out by section 40 on speed variation control during shifting and section 82 on speed change mechanism control in the case where downshifting is performed as a shift between gear stages, as opposed to the case where upshifting is performed, as described in Fig. 5 is shown.

[0125] In the case where it is determined that a switching between shift stages is to be carried out, the speed change mechanism control section 82 controls at least the disengagement-side element from the direct engagement state to the slip engagement state or the disengaged state in order to allow the speed Ni of the input shaft I to vary from the synchronous speed before the shift.

[0126] In the example according to Fig. 7 In the case where the target shift stage is changed and it is determined that a downshift is to be performed (time t31), the speed change mechanism control section 82 reduces the target transmission torque capacity for the disengagement-side element from the full engagement capacity in order to bring the disengagement-side element into the slip-engagement state. Then, in the case where the disengagement-side element is brought into the slip-engagement state (time t31), the speed change mechanism control section 82 performs a transition to the inertial control phase.

[0127] In the case where at least the disengaging element is brought from the direct engagement state to the slip engagement state or the disengaged state, the section on speed variation control during shifting 40 begins a sequence of speed variation control during shifting.

[0128] In the example according to Fig. 7 begins in the case where a transition to the inertial control phase is made (time t31), the section on speed variation control during switching 40 describes the process of speed variation control during switching.

[0129] In the example according to Fig. 7 Additionally, the speed change mechanism control section 82 does not vary the target transmission torque capacity for the engagement element for the purpose of varying the speed Ni of the input shaft I during speed variation control during switching (during the inertial control phase) (from time t31 to time t36).

[0130] Furthermore, the section on speed variation control varies when shifting 40, as in the case of an upshift according to Fig. 5. The rotational variation torque command value Ta for the drive force source is used to vary the speed Ni of the input shaft I from the synchronous speed before shifting to the synchronous speed after shifting during speed variation control at shifting (during the inertial control phase) (from time t31 to time t36). During speed variation control at shifting, the target transmission torque capacity for the disengaging element or the engaging element can be varied, in addition to the rotational variation torque command value Ta, to vary the speed Ni of the input shaft I.

[0131] In the example of downshifting according to Fig. In the case where the inertial control phase has begun (time t31), the speed variation control section gradually increases the forward coupling command value Taff from zero during switching 40 (from time t31 to time t33).

[0132] In the example of downshifting according to Fig. 7 additionally, when the forward coupling command value Taff increases, the speed variation control section during switching 40 increases the forward coupling command value of the rotating electric machine Taffm from zero until the target output torque for the rotating electric machine MG reaches the upper limit that can be output (from time t31 to time t32), and then increases the internal combustion engine forward coupling command value Taffe (from time t32 to time t33).

[0133] In the example of downshifting according to Fig. 7. When the rotational variation torque command value Ta is increased, the speed Ni of input shaft I begins to increase from the synchronous speed before switching to the synchronous speed after switching (at and after time t31). Additionally, when the speed difference W1 (absolute value) between the speed Ni of input shaft I and the synchronous speed after switching has decreased to a predetermined value (time t34), the speed variation control section at switching 40 begins a gradual decrease of the forward coupling command value Taff, which serves as the rotational variation torque command value Ta.

[0134] In the example of downshifting according to Fig. 7 decreases when the forward coupling command value Taff decreases, the section for speed variation control during switching 40 reduces the machine forward coupling command value Taffe after the forward coupling command value of the rotating electric machine Taffm has been reduced to zero (at and after time t35).

[0135] As in the case of an upshift according to Fig. 5. The target output torque for the rotating electric machine MG can be decoupled from the upper limit that can be output in order to cause the rotating electric machine MG to output the feedback command value Tafb immediately after the absolute value of the rotational variation torque command value Ta begins to decrease.

[0136] In the example of downshifting according to Fig. Section 7, concerning speed variation control, calculates the feedback command value of the rotating electric machine during switching operation 40 after the forward feedback command value of the rotating electric machine Taffm has been reduced to zero (at and after time t35). Accordingly, even in the case where a downshift is performed, a control using the rotating electric machine MG can be executed to ensure that the speed Ni of the input shaft I follows the target speed variation αo exactly, immediately after the absolute value of the rotational variation torque command value Ta begins to decrease.

[0137] In the case where the speed variation control is terminated during shifting (time t36), the speed variation control section at shifting 40 terminates the calculation of the rotational variation torque command value Ta to end the speed variation control during shifting. That is, the calculation of the forward feedback command value Taff and the feedback command value Tafb is terminated.

[0138] In the example of downshifting according to Fig. In the case where the rotational speed Ni of the rotating electric machine MG has reached synchronous speed after switching (time t36), the speed change mechanism control section 82 transitions from the torque control phase to the inertial control phase. Then, the speed change mechanism control section 82 gradually decreases the target transmission torque capacity for the disengaging element and gradually increases the target transmission torque capacity for the engaging element (from time t36 to time t37).

[0139] During the torque control phase of a downshift, not only the speed relationship but also the torque relationship is transferred from the state with the shift stage before the shift to the state with the shift stage after the shift. Then, in the case where the transition of the torque relationship is completed (time t37), the speed change mechanism control section 82 increases the target transmission torque capacity for the engagement-side element to the full engagement capacity in order to terminate the shift stage switching control. 3-4-1-6. Downshift (internal combustion engine outputs feedback command value)

[0140] The following is with reference to Fig. 8 describes a comparative example where downshifting as per Fig. 7 is carried out, and in which it is assumed that, in contrast to the embodiment, the absolute value of the internal combustion engine forward coupling command value Taffe is reduced with priority over the absolute value of the forward coupling command value of the rotating electric machine Taffm when the absolute value of the forward coupling command value Taff decreases.

[0141] As it is in Fig. As shown in Figure 8, after the rotational variation torque command value Ta begins to decrease (at and after time t44), and after the internal combustion engine forward coupling command value Taffe is reduced to zero (at and after time t45), the forward coupling command value of the rotating electric machine Taffm is also reduced. Accordingly, in the example shown in Figure 8, the following occurs: Fig. 8 In contrast to the embodiment, the target output torque for the rotating electric machine MG is fixed at the upper limit that can be output for a relatively long time after the rotational variation torque command value Ta begins to decrease until the internal combustion engine forward coupling command value Taffe has been reduced to zero (from time t44 to time t45). Therefore, the rotating electric machine MG may not be caused to output the feedback command value Tafb, as in the comparative example for an upshift according to Fig. 6. Thus, a torque shock can occur during the engagement of the engaging element.

[0142] In the Fig. The comparative example shown in section 8 is, as in the comparative example for upshifting according to Fig. 6. A feedback command value for the internal combustion engine E is calculated during a period of time, in contrast to the embodiment shown, during which the target output torque for the rotating electric machine MG is fixed at the upper limit. Therefore, the rotational speed Ni of the input shaft I fluctuates with respect to the target rotational speed variation αo, as in the example shown. Fig. 8 is shown, and a torque shock can occur during the engagement of the engagement-side element. 3-4-1-7. Flowchart

[0143] The processes carried out by the section for speed variation control during switching 40 according to the exemplary embodiment are described with reference to the flowchart according to Fig. 9 described.

[0144] First, if the conditions for starting the speed variation control during shifting are met (Step #11: YES), the speed variation control section 40 initiates a sequence of speed variation control during shifting. This section determines that the conditions for starting the speed variation control during shifting are met, specifically when at least the disengaged element has been moved from the direct engagement state to the slip-engage state or the disengaged state after the start of the shift stages and shift control. Then, if the speed variation control during shifting has started, the speed variation control section 40 begins increasing the absolute value of the rotational variation torque command value Ta (Step #12).According to the embodiment described above, the speed variation control section, upon switching 40, starts increasing the absolute value of the forward coupling command value Taff as the rotational variation torque command value Ta. In this case, upon switching 40, the speed variation control section starts increasing the absolute value of the forward coupling command value of the rotating electric machine Taffm within a range where the absolute value of the output torque of the rotating electric machine MG is equal to or less than a predetermined threshold, with priority over the absolute value of the machine forward coupling command value Taffe (step #13).

[0145] In the case where conditions for initiating a reduction of the absolute value of the rotational variation torque command value Ta are met (Step #14: Yes), the speed variation control section initiates a reduction of the absolute value of the rotational variation torque command value Ta upon switching 40. According to the embodiment described above, the speed variation control section determines upon switching 40 that the reduction initiation conditions are met when the speed difference W1 (absolute value) between the speed Ni of the input shaft I and the synchronous speed after switching has decreased to a predetermined value. In addition, according to the embodiment described above, the speed variation control section initiates a reduction of the absolute value of the forward coupling command value Taff as the rotational variation torque command value Ta upon switching 40.In this case, the speed variation control section, upon switching 40, initiates a decrease in the absolute value of the forward-feedback command value of the rotating electric machine Taffm, with priority over the absolute value of the internal combustion engine forward-feedback command value Taffe (step #15). Then, after the absolute value of the forward-feedback command value of the rotating electric machine Taffm begins to decrease, the speed variation control section, upon switching 40, initiates a calculation of the feedback command value of the rotating electric machine Tafbm, which is a feedback command value for the rotating electric machine MG, with priority over that for the internal combustion engine E (step #16).

[0146] Then, in the case where conditions for terminating the speed variation control on switching are met (step #17: YES), the speed variation control on switching section 40 terminates the speed variation control sequence on switching. According to the embodiment described above, the speed variation control on switching section 40 determines that the conditions for terminating the speed variation control on switching are met in the case where the speed Ni of the input shaft I has reached the synchronous speed after switching. Other examples of implementation

[0147] Finally, other embodiments of the present invention are described. The configuration according to each embodiment described below is not limited to its independent application and can be combined with the configuration of other embodiments, provided no contradiction arises. (1) According to the embodiment described above, the control device 30 comprises the plurality of control units 32 to 34, and the plurality of control units 32 to 34 comprises the plurality of functional sections 40 and 81 to 83 in a distributed manner. However, the present invention is not limited thereto. That is to say, the control device 3 can comprise the plurality of control units 32 to 34 as control devices that are integrated or separated in any combination. Furthermore, the plurality of functional sections 40 and 81 to 83 can be distributed in any combination. (2) According to a preferred embodiment of the present invention, a friction engagement element which engages and disengages the rotating electric machine MG and the wheels W, or a torque converter and a friction engagement element which places the input and output parts of the torque converter into the direct engagement state, can be provided separately from the speed change mechanism TM. (3) According to the embodiment described above, the speed-changing mechanism TM is a stepped automatic transmission. However, the present invention is not limited to this. That is to say, according to a preferred embodiment of the present invention, the speed-changing mechanism TM can be a transmission other than a stepped automatic transmission, such as a continuously variable automatic transmission capable of continuously changing the speed ratio. In this case, changing the speed ratio of the speed-changing mechanism TM corresponds to shifting between gears according to the embodiment described above. That is, the speed variation control section 40 performs the speed variation control during shifting when changing the speed ratio of the speed-changing mechanism TM. (4) According to the embodiment described above, the speed variation control section calculates the rotational variation torque command value TA based on the setpoint for the rotational acceleration of the input shaft I in order to vary the rotational speed Ni of the input shaft I. However, the present invention is not limited to this. That is to say, the speed variation control section can calculate the rotational variation torque command value Ta based on a setpoint for the rotational speed of the input shaft I in order to vary the rotational speed Ni of the input shaft I.

[0148] In this case, the speed variation control section calculates the target speed as the target speed variation αo during switching operation 40 and calculates the forward command value Taff and the feedback command value Tafb such that the speed Ni of the input shaft I follows the target speed. In this case, the speed variation control section can calculate the target speed according to the time elapsed since the start of the speed variation control during switching operation 40.For example, the speed variation control section during shift 40 calculates the target speed according to the time elapsed since the start of the speed variation control during shifting, such that the target speed approaches the synchronous speed after shifting as the time elapsed since the start of the speed variation control during shifting increases, and such that the absolute value of the rate of variation (rotational acceleration) in the target speed decreases as the target speed approaches the synchronous speed after shifting. In this case, the speed variation control section during shift 40 can calculate the forward coupling command value Taff by multiplying a time differential value of the calculated target speed by the moment of inertia J.Alternatively, the speed variation control section can directly calculate the forward coupling command value Taff during shifting according to the time elapsed since the start of the speed variation control during shifting.

[0149] (5) According to the embodiment described above, when switching 40, the speed variation control section reduces the absolute value of the internal combustion engine forward coupling command value Taffe after the absolute value of the forward coupling command value of the rotating electric machine Taffm has been reduced to zero. However, the present invention is not limited to this. That is to say, when the absolute value of the forward coupling command value Taff decreases, the speed variation control section can reduce the absolute value of the forward coupling command value of the rotating electric machine Taffm with priority over the absolute value of the internal combustion engine forward coupling command value Taffe when switching 40.According to a preferred embodiment of the present invention, the speed variation control section can reduce the internal combustion engine forward coupling command value Taffe during switching 40, after the absolute value of the forward coupling command value of the rotating electric machine Taffm has decreased, for example, to a predetermined value (absolute value) that is greater than zero.

[0150] (6) According to the embodiment described above, the speed variation control section calculates the feedback command value of the rotating electric machine Tafbm during switching 40 after the absolute value of the forward feedback command value of the rotating electric machine Taffm has been reduced to zero. However, the present invention is not limited to this. That is to say, the speed variation control section during switching 40 can calculate the feedback command value of the rotating electric machine Tafbm, which is a feedback command value for the rotating electric machine MG, with priority over that for the internal combustion engine E, after the absolute value of the forward feedback command value of the rotating electric machine Taffm begins to decrease.According to a preferred embodiment of the present invention, the speed variation control section can calculate the feedback command value of the rotating electric machine Tafbm during switching 40, after the absolute value of the forward feedback command value of the rotating electric machine Taffm has decreased, for example, to a predetermined value (absolute value) that is greater than zero.

[0151] (7) According to the embodiment described above, the speed variation control section calculates the total forward coupling command value Taff as the internal combustion engine forward coupling command value Taffe during switching 40, after the absolute value of the forward coupling command value of the rotating electric machine Taffm has been reduced to 0. However, the present invention is not limited to this. That is to say, according to a preferred embodiment of the present invention, the speed variation control section can calculate the total forward coupling command value Taff as the internal combustion engine forward coupling command value Taffe during switching 40, after the absolute value of the forward coupling command value of the rotating electric machine Taffm has been reduced, for example, to a predetermined value (absolute value) that is greater than zero.

[0152] (8) According to the embodiment described above, the predetermined threshold for the speed variation control section during switching 40 is set to the upper limit (absolute value) or the lower limit (absolute value) as the maximum value of the torque that can be output by the rotating electric machine MG, and the speed variation control section does not calculate the feedback command value of the rotating electric machine Tafbm during switching 40 if the absolute value of the output torque of the rotating electric machine is fixed at the maximum value that can be output. However, the present invention is not limited thereto.This means that the predetermined threshold for the speed variation control section during switching 40 can be set to a value smaller than the upper limit (absolute value) or the lower limit (absolute value) than the maximum value that can be output by the rotating electric machine MG, and the speed variation control section during switching 40 can calculate the feedback command value of the rotating electric machine Tafbm even when the absolute value of the output torque of the rotating electric machine MG is fixed at the predetermined threshold.In this case, the feedback command value of the rotating electric machine Tafbm is calculated such that the output torque of the rotating electric machine is equal to or less than the upper limit (absolute value) or the lower limit (absolute value) is the maximum value that can be output by the rotating electric machine MG.

[0153] (9) According to the embodiment described above, in the case where an upshift is performed as a shift between gear stages, the speed variation control section initiates the speed variation control during shift 40 after the disengagement-side element has been moved from the direct engagement state to the disengaged state, and the engagement-side element has been moved from the disengaged state to the slip-engage state in the torque control phase. However, the present invention is not limited to this. That is to say, in the case where an upshift is performed as a shift between gear stages, the speed variation control section can initiate the speed variation control during shift at least after the disengagement-side element has been moved from the direct engagement state to the slip-engage state or the disengaged state.Alternatively, the disengagement-side element can be moved from the direct engagement state to the slip engagement state in the torque control phase.

[0154] (10) According to the embodiment described above, in the case where downshifting is performed as switching between gear stages, the speed variation control section initiates the speed variation control during shift 40 after the disengagement-side element has been moved from the direct engagement state to the slip-engage state. However, the present invention is not limited to this. That is to say, in the case where downshifting is performed as switching between gear stages, the speed variation control section can initiate the speed variation control during shift 40 after the disengagement-side element has been moved from the direct engagement state to the disengaged state or the slip-engage state, and the engagement-side element has been moved from the disengaged state to the slip-engage state. INDUSTRIAL APPLICABILITY

[0155] The present invention can be suitably applied to a control device that controls a vehicle drive device comprising an input part that is driveably coupled to a drive power source including a rotating electric machine and an internal combustion engine, an output part that is driveably coupled to wheels, and a speed change mechanism that transmits a rotation of the input element to the output element at a changed speed according to the speed ratio of a switching stage selected from a plurality of switching stages that can be manufactured to be switchable. Description of reference symbols 1 VEHICLE DRIVE DEVICE 30 CONTROL DEVICE 31 Combustion Engine Control Device 32 UNIT FOR CONTROLLING THE ROTATING ELECTRIC MACHINE 33 POWER TRANSFER CONTROL UNIT 34 VEHICLE CONTROL UNIT Section 40 on VARIATION CONTROL DURING SHIFTING 41 Rotational Variation Torque Command Calculation Device 42 Rotational Variation Torque Command Assignment Device 43 Target Speed ​​Variation Calculation Device 44 FORWARD COUPLING TORQUE CALCULATION DEVICE 45 Feedback Torque Calculation Device 46 FORWARD COUPLING TORQUE ASSIGNMENT DEVICE 47 Feedback Torque Assignment Device 80 ENGINE CONTROL SECTION Section 81: Control of the Rotating Electric Machine 82 SPEED CHANGE MECHANISM CONTROL SECTION 83 MACHINE DISMANTLING COUPLING CONTROL SECTION E MACHINE (COMBUSTION ENGINE) MG Rotating Electric Machine I INPUT SHAFT (INPUT PART) O EXIT SHAFT (OUTPUT PART) DF OUTPUT DIFFERENTIAL GEAR UNIT W RAD TM RPM CHANGE MECHANISM PC hydraulic pressure control device CL MACHINE DISMANTLING COUPLING Se1 Combustion Engine Speed ​​Sensor Se2 Input Shaft Speed ​​Sensor Se3 Output shaft speed sensor Se4 Driving Pedal Actuation Measurement Sensor Ta ROTATIONAL VARIATION TORQUE COMMAND VALUE Taff FORWARD COUPLING COMMAND VALUE (ROTATION VARIATION TORQUE COMMAND VALUE) Tafb Feedback Command Value (Rotational Variation Torque Command Value) Tae BRONNKRAFT ENGINE ROTATION VARIATION TORQUE COMMAND VALUE Tam ROTATIONAL VARIATION TORQUE COMMAND VALUE OF THE ROTATING ELECTRIC MACHINE Tough ENGINE FORWARD COUPLING COMMAND VALUE Taffm FORWARD COUPLING COMMAND VALUE OF THE ROTATING ELECTRIC MACHINE Tafbm Feedback Command Value of the Rotating Electric Machine Input shaft speed W1 RPM DIFFERENCE ao Target Speed ​​Variation or ACTUAL SPEED VARIATION

Claims

[1] Control device (30) controlling a vehicle drive device (1) comprising an input part (I) that is driveably coupled to a drive power source including a rotating electric machine (MG) and an internal combustion engine (E), an output part (O) that is driveably coupled to wheels (W), and a speed change mechanism (TM) that transmits the rotation of the input part (I) to the output part (O) at a speed that is varied according to a speed ratio of a switching stage selected from a plurality of switching stages that can be switchably manufactured, wherein, when switching between switching stages, a rotation variation torque command value (Ta), which is a command value for the torque that the drive power source is caused to output in order to vary the speed of the input part (I), is calculated, and the rotating electric machine (MG) is caused toto output a torque corresponding to the rotational variation torque command value, and in the case where it is determined that an absolute value of the torque to which the rotating electric machine (MG) is caused to output will be greater than a predetermined threshold, the rotating electric machine (MG) and the internal combustion engine (E) are both caused to output a torque corresponding to the rotational variation torque command value such that the output torque of the rotating electric machine (MG) becomes equal to or less than the predetermined threshold, wherein , a forward-feedback command value (Taff) that varies the rotational variation torque command value in a forward-feedback manner, and a feedback command value (Tafb) that varies the rotational variation torque command value in a feedback manner such that the speed of the input part (I) follows the target speed variations, as the rotational variation torque command value (Ta) is calculated. When an absolute value of the rotational variation torque command value (Ta) is reduced, an absolute value of the forward coupling command value (Taffm) for the rotating electric machine (MG) is reduced with priority over an absolute value of the forward coupling command value (Taffe) for the internal combustion engine (E), and The feedback command value (Tafbm) for the rotating electric machine (MG) is calculated with priority over the feedback command value for the internal combustion engine (E) after the absolute value of the forward feedback command value (Taffm) for the rotating electric machine (MG) has been reduced to zero. [2] Control device (30) according to claim 1, wherein at least one feedback command value (Tafb) that varies the rotational variation torque command value in a feedback manner such that the rotational speed of the input part (I) follows a target speed variation, as the rotational variation torque command value can be calculated, and The feedback command value (Tafbm) for the rotating electric machine (MG) is calculated with priority over the feedback command value for the internal combustion engine (E). [3] Control device (30) according to claim 1 or 2, wherein the total forward linkage command value (Taff) in the rotation variation torque command value is calculated as the forward linkage command value (Taffe) for the internal combustion engine (E) and the total feedback command value (Tafb) in the rotation variation torque command value (Ta) is calculated as the feedback command value (Tafbm) for the rotating electric machine (MG) after an absolute value of the forward linkage command value (Taffm) for the rotating electric machine (MG) has been reduced to zero. [4] Control device (30) according to one of claims 1 to 3, wherein at least one forward-feed command value (Taff) that varies the rotational variation torque command value (Ta) in a forward-feed manner than the rotational variation torque command value (Ta) can be calculated, and An absolute value of the forward coupling command value (Taffm) for the rotating electric machine (MG) within a range in which the output torque of the rotating electric machine (MG) is equal to or less than the predetermined threshold is increased with priority over an absolute value of the forward coupling command value (Taffe) for the internal combustion engine (E) before an absolute value of the rotational variation torque command value (Ta) begins to decrease. [5] Control device (30) according to one of claims 1 to 4, wherein in the case where it is determined that an absolute value of the torque, to which the rotating electric machine (MG) is caused to output according to the rotational variation torque command value (Ta), becomes greater than the predetermined threshold, the internal combustion engine (E) is caused to output a quantity of torque by which the predetermined threshold is exceeded.

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