Control device for a vehicle drive system

Abstract

Control device (3) for a vehicle drive device (1) in which an interrupting engagement device (CLd), a rotating electric machine (12) and a speed-changing mechanism (13) are provided in that order from an internal combustion engine (11) to wheels (15) on a power transmission path connecting the internal combustion engine (11) and the wheels (15), and in which the speed-changing mechanism (13) is able to switch between or among a plurality of switching speeds by controlling an engagement state of each of a plurality of switching engagement devices (C1, C2, C3, B1, B2) provided in the speed-changing mechanism (13), comprising: a start control section (41) which performs an internal combustion engine start control to bring the interrupting engagement device (CLd) from a disengaged state to a directly coupled engagement state and to start the internal combustion engine (11) in a stopped state; a start-slip control section (42) which performs a start-slip control to bring one of the majority of the switching engagement devices (C1, C2, C3, B1, B2) into a slip-engage state at least while the interrupting engagement device (CLd) in the internal combustion engine start control is directly coupled engaged; and a section (44) for deciding an intended engagement device (CLo), which, as intended engagement device (CLo), selects from the majority of switching engagement devices (C1, C2, C3, B1, B2) the switching engagement device (C3, C2; B1, C2) to be brought into the slip-engage state in the start-slip control, wherein Section (44) for deciding the intended engagement device (CLo) from a set determination speed (Vj) operates such that, If a vehicle speed is equal to or higher than the target speed (Vj), section (44) decides the intended engagement device (CLo) as the intended engagement device (CLo) decides a normally disengaged engagement device (CLn), which is the shift engagement device (C3; B1) that has been in the direct-coupled engagement state to establish a reference shift speed (fifth speed; sixth speed) at the start of the start-slip control, and which is disengaged when a transition is made from the reference shift speed (fifth speed; sixth speed) to a predetermined specific shift speed (fourth speed; fifth speed) that is lower than the reference shift speed, and If the vehicle speed is lower than the target speed (Vj), section (44) decides the intended engagement device (CLo) as the intended engagement device (CLo) is a special engagement device (CLs) which is the shift engagement device (C2; C2) that has been in the direct-coupling engagement state to form the reference shift speed (fifth speed; sixth speed) and which is disengaged when a transition occurs from the reference shift speed (fifth speed; sixth speed) to a special shift speed which is a lower shift speed than the specific shift speed (fourth speed; fifth speed) and which is on an opposite side of the specific shift speed (fourth speed; fifth speed) from the reference shift speed (fifth speed;sixth speed) in the order of the speed ratios of the majority of the switching speeds (first to sixth speeds), wherein ; the normally disengaged engagement device (CLn) is a different switching engagement device (C3; B1) than a common switching engagement device (C2; C2) which is maintained in an engaged state to form the reference switching speed (fifth speed; sixth speed) and the specific switching speed (fourth speed; fifth speed).

Description

TECHNICAL FIELD

[0001] The present invention relates to control devices that control a vehicle drive device in which an intermittent engagement device, a rotating electric machine, and a speed change mechanism are provided in this order from an internal combustion engine to wheels on a power transmission path connecting the internal combustion engine and the wheels. STATE OF THE ART

[0002] A device described in Japanese Patent Application Laid-Open No. 2008-207643 is already known as such a control device, which controls a vehicle drive control device as described above. The names of the elements in Japanese Patent Application Laid-Open No. 2008-207643 that correspond to the elements in the present invention are indicated in parentheses "[]" in the description of this "BACKGROUND ART" section. In this control device, one of a plurality of shift engagement devices (fasteners) provided in the speed change mechanism (automatic transmission AT) is brought into a slip engagement state due to a change from an EV mode to an HEV mode. In this state, the interrupting engagement device (starting clutch CL1) is engaged, and the speed of the rotating electrical machine (motor-generator MG) is increased to crank the internal combustion engine (engine E).Such slippage of the predetermined shift engagement device reduces a starting shock due to an unstable torque transmitted to the wheels during this period.

[0003] As also recognized in JP 2008-207643 A, a target shift speed in the speed change mechanism is sometimes changed in the mode switching operation that includes engine start-up. For example, in the case where a large driving force is required to propel a vehicle, sometimes starting the engine and downshifting (changing to a shift speed with a relatively high speed ratio) are required. Taking such a case into consideration, the control device of JP 2008-207643 A slips the shift engagement device, which is disengaged when switching from a shift speed established at the time the engine start control was started to a shift speed adjacent to that shift speed, as the "predetermined shift engagement device" described above.Thus, the slip control for reducing starting shock and the slip control for shifting are performed through a common control. Accordingly, even if an engine start control request and a shift request are received at the same time, each control can be executed smoothly.

[0004] The actual rotational speed of an input-side rotating element in the speed change mechanism increases with the engine start control. This increase in the actual rotational speed can be considered to be approximately the same regardless of the vehicle speed or the shifting speed. On the other hand, a virtual increase in the synchronous rotational speed is also determined due to the change in the shifting speed proportional to the vehicle speed according to the speed ratio of each shifting speed. Accordingly, the rotational speed of the input-side rotating element, which increases with the engine start control, exceeds a synchronous rotational speed at the changed shifting speed (the degree of progress in shifting reaches 100%) depending on the vehicle speed. As a result, the shifting control is immediately terminated, and subsequently, the rotational speed of the input-side rotating element decreases (see Fig. 16 of the present application), whereby comfortable cruising performance cannot be ensured. It is not possible to adjust the increase in the speed of the input-side rotating element by adjusting an oil pressure to be supplied to the shift engagement device to be slipped (see Fig. 17 of the present application). In this case, however, the torque transmitted to the wheels increases immediately, making comfortable cruising performance impossible. Document DE 10 2007 055 832 A1 discloses a control method for a hybrid drive of a vehicle. It is known from this document to adjust a slip time of the clutches involved in the powershift when starting an internal combustion engine from purely electric drive during a gear change of a powershift transmission.

[0005] US 2011 / 0 245 034 A1 discloses a control system configured with a speed change mechanism. When starting combustion in an internal combustion engine under a vehicle driving condition with combustion stopped, combustion in the internal combustion engine is stopped, the speed change mechanism establishes the one-way transmission speed, and the output member rotates. Speed ​​feedback control is performed, which sets a value that multiplies a rotational speed of the output member by a gear ratio of the one-way transmission speed as the reference speed of the input member, sets a starting speed, and controls a rotating electric machine so that the rotational speed of the input member matches the target speed.During the execution of the speed feedback control, a start control is performed which increases the engagement pressure of the clutch to increase the speed of the internal combustion engine and start the combustion in the internal combustion engine. SUMMARY OF THE INVENTIONProblem to be solved by the invention

[0006] It is the object of the invention to implement a control device for a vehicle drive device capable of smoothly executing each control while ensuring comfortable traveling performance regardless of the vehicle speed when the engine start control and the shift control are executed at the same time. Means of solving the problem

[0007] The object of the invention is achieved by a control device for a vehicle drive device according to claim 1. Advantageous embodiments are the subject of the dependent claims.

[0008] According to the present invention, a control device for a vehicle drive device in which an intermittent engagement device, a rotating electric machine, and a speed change mechanism are provided in this order from an internal combustion engine to wheels on a power transmission path connecting the internal combustion engine and the wheels, and in which the speed change mechanism is capable of switching between or among a plurality of switching speeds by controlling an engagement state of each of a plurality of switching engagement devices provided in the speed change mechanism, is characterized by comprising: a start control section that executes an internal combustion engine start control,to bring the intermittent engagement device from a disengaged state to a direct-coupling engagement state and to start the internal combustion engine in a stopped state; a start-slip control section that executes start-slip control to bring at least one of the plurality of shift engagement devices into a slip engagement state when the intermittent engagement device is directly engaged in the engine start control; and an intended engagement device decision section that decides, as an intended engagement device, the shift engagement device to be brought into the slip engagement state in the start-slip control. In the control device, the intended engagement device decision section operates based on a set determination speed, so that when the vehicle speed is equal to or higher than the determination speed,the intended engagement device decision section decides, as the intended engagement device, a normally disengaged engagement device, which is the shift engagement device that was in the direct-coupling engagement state to establish a reference shift speed at the time the start-skid control is started, and which is disengaged when a transition is made from the reference shift speed to a predetermined specific shift speed, and when the vehicle speed is lower than the determination speed, the intended engagement device decision section decides, as the intended engagement device, a special engagement device, which is the shift engagement device that was in the direct-coupling engagement state to establish the reference shift speed and which is disengaged,when a transition to a specific shift speed is made on an opposite side of the specific shift speed from the reference shift speed in the order of the speed ratios of the plurality of shift speeds.

[0009] The term "disengaged state" means that neither rotation nor torque is transmitted between two engagement elements that are engaged by an intended engagement device. This "disengaged state" includes the condition in which the engagement device is controlled to be in a disengaged state, but rotation and torque are inadvertently transmitted by a pull between the two engagement elements. The term "slipping engagement state" describes the condition in which the two engagement elements are engaged at a different rotational speed therebetween to be able to transmit torque between them. The term "closely coupled engagement state" describes the condition in which the two engagement elements are engaged to rotate together.

[0010] According to this characteristic configuration, the shift engagement device to be brought into the slip-engagement state in the start-slip control (the intended engagement device) can be appropriately decided according to the relationship between the vehicle and the determination speed. Namely, when the vehicle speed is equal to or higher than the determination speed, even if the shift proceeds with the engine start control, there is often a margin up to the end point of the shift at the determined shift speed. Accordingly, in this case, the normally disengaged engagement device is used as the intended engagement device as in the known examples. On the other hand, when the vehicle speed is lower than the determination speed, the specific engagement device rather than the normally disengaged engagement device is used as the intended engagement device.This special engagement device is the shift engagement device that is disengaged because a transition to the special shift speed is made on the opposite side of the specific shift speed from the reference shift speed in the order of speed ratios. Using the special engagement device as the intended engagement device even allows a certain amount of margin to the end point of shifting to the special shift speed after the shift has progressed with the engine start control if the vehicle speed is relatively low. In any case, this can avoid immediate termination of the shift control after the engine starts, and comfortable cruising performance can be ensured.Furthermore, in any case, the slip control for reducing a starting shock and the slip control for shifting to the specific shift speed or the special shift speed can be executed by a common control, whereby both the engine starting control and the shift control can be smoothly and quickly executed.

[0011] It is preferable that the intended engagement device decision section sets the determination speed to specific values ​​according to which one of the plurality of shift speeds is the reference shift speed.

[0012] The degree of shift progress related to engine start control depends not only on the vehicle speed but also on the shift speed at the time the engine start control and the start slip control are started. According to this configuration, based on the determination speed appropriately set, according to which one of the plurality of shift speeds is the reference shift speed, the intended engagement device can be appropriately decided according to the relationship between the determination speed and the vehicle speed.

[0013] It is preferable that a rotation speed of an input-side rotating element of the speed change mechanism, which is determined according to the vehicle speed and the shift speed, is a synchronous speed, and the decision section of the intended engagement device sets the determination speed based on a difference between a reference synchronous speed as the synchronous speed at the reference shift speed and a specific synchronous speed as the synchronous speed at the specific shift speed and a predetermined determination differential speed.

[0014] According to this configuration, the determination speed can be set so that the difference between the synchronous reference speed and the specific synchronous speed is equal to or greater than the predetermined determination differential speed. Thus, when the vehicle speed is equal to or higher than the determination speed, it can be ensured that the differential speed is equal to or higher than the determination differential speed between the synchronous reference speed and the specific synchronous speed at this vehicle speed.When the vehicle speed is lower than the determination speed, the differential speed between the synchronous reference speed and the specific synchronous speed at that vehicle speed may be lower than the determination differential speed, but a differential speed equal to or higher than the determination differential speed can be easily ensured between the synchronous reference speed and the synchronous speed at the special switching speed.Accordingly, even if the rotational speed of the input-side rotating element of the speed change mechanism increases with the engine start control, a certain margin can be ensured until the rotational speed of the input-side rotating element reaches the synchronous speed at a predetermined shift speed (the specific shift speed or the special shift speed depending on the vehicle speed). Accordingly, comfortable cruising performance can be effectively implemented. The term "input-side rotating element of the speed change mechanism" refers to the rotating element located closest to the internal combustion engine along the power transmission path in the speed change mechanism.

[0015] It is preferable that the determination differential speed is set based on an increase in the rotational speed of the input-side rotating element from the synchronous reference rotational speed related to the engine start control and a margin range predetermined in consideration of the responsiveness of the shift engagement device when a transition is made from the reference shift speed to the specific shift speed.

[0016] During engine start control, the rotational speed of the input-side rotating element of the speed change mechanism increases from the synchronous reference rotational speed due to an active factor caused by the control device and a passive factor caused by the start of the self-sustaining operation of the engine. Generally, in the control of engagement devices, a certain amount of control delay is inevitable from a practical perspective. Accordingly, when a transition is made from the reference shift speed to the specified shift speed, the rotational speed of the input-side rotating element can continue to increase according to the control delay of the shift engagement device, which is to be brought from the disengaged state to the directly coupled engagement state.In consideration of this, according to the configuration described above, the determination differential speed can be appropriately decided based on the increase in the speed of the input-side rotating element associated with the engine start control and the margin in consideration of the responsiveness of the shift engagement device.

[0017] It is preferable that the margin range is set according to the rotational acceleration of the internal combustion engine after the starting of the internal combustion engine is started.

[0018] In the state where the engine speed increases far beyond the synchronous reference speed, the engine and the input-side rotating element of the speed change mechanism can be considered to be rotating synchronously with each other. Furthermore, the control delay time of the normally disengaged engagement device can be quantitatively decided to a certain extent. Considering this, according to the configuration described above, the margin range can be appropriately set based on the control delay time according to the rotational acceleration of the engine rotating synchronously with the input-side rotating element, considering the responsiveness of the shift engagement device.

[0019] It is preferable that the shift engagement device is a hydraulically driven engagement device, and the intended engagement device decision section sets the determination speed to different values ​​according to an oil temperature at the start of the start-skid control.

[0020] In the case where the shift engagement device is a hydraulically driven engagement device, the responsiveness of the shift engagement device depends on the oil temperature. Accordingly, the degree of progress during the shift associated with the engine start control depends not only on the vehicle speed but also on the oil temperature at the time the engine start control and the start slip control are started. According to this configuration, the intended engagement device can be appropriately decided according to the relationship between the determination speed and the vehicle speed, based on the determination speed that has been appropriately set according to the oil pressure.

[0021] It is preferable that the speed change mechanism is capable of switching between a first shift speed, which is formed by bringing at least a first engagement device and a second engagement device into a directly coupled engagement state, a second shift speed, which is formed by bringing at least the first engagement device and a third engagement device into the directly coupled engagement state, and which is a shift speed lower than the first shift speed, and a third shift speed, which is formed by bringing at least the second engagement device and the third engagement device or a fourth engagement device into the directly coupled state, and which is a shift speed lower than the second shift speed, and the reference shift speed is the first shift speed, the specific shift speed is the second shift speed,the normally disengaged engagement device is the second engagement device, and the special engagement device is the first engagement device.

[0022] According to this configuration, the present invention can be satisfactorily applied to vehicle drive devices having the speed change mechanism capable of switching from a high shift speed to a low shift speed among the first shift speed, the second shift speed, and the third shift speed in this order.

[0023] It is preferable that the specific shift speed is an adjacent shift speed adjacent to the reference shift speed on a low shift speed side.

[0024] The difference in the speed ratio between the reference shift speed and the adjacent shift speed is small, and the possibility that comfortable cruising performance cannot be ensured is relatively high depending on the vehicle speed. Taking this into account, the present invention is particularly suitable for the configuration in which the specific shift speed is the adjacent shift speed, as described above. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view showing a general configuration of a vehicle drive device. Fig. 2 is a schematic view showing the internal configuration of a speed change mechanism. Fig. 3 shows an operation table of the speed change mechanism. Fig. 4 is a block diagram showing a general configuration of a control device. Fig. 5 is a diagram showing a method of setting a determination speed. Fig. 6 shows an example of a map showing the relationship between the oil temperature and the target shift speed and the determination speed. Fig. 7 is a schematic diagram showing the state of the speed change mechanism at the time a fifth speed is formed. Fig. 8 is a time chart showing an example of the operating state of each part according to a decision process of an intended engagement device. Fig. 9 is a timing chart showing an example of the operating state of each part according to the decision process for the intended engagement device. Fig. 10 is a schematic diagram showing the state of the speed change mechanism at the time a sixth speed is formed. Fig. 11 is a timing chart showing an example of the operating state of each part according to the decision process of the intended engagement device. Fig. 12 is a timing chart showing an example of the operating state of each part according to the decision process for the intended engagement device. Fig. Figure 13 is a flowchart showing operations of the decision process for the intended engagement device. Fig. 14 shows an operation table of the speed change mechanism in another embodiment. Fig. 15 shows an operation table of the speed change mechanism in still another embodiment. Fig. 16 is a timing chart showing the operating state of each part in a known description. Fig. 17 is a timing chart showing the operating state of each part in a known description.

[0025] Embodiments of a control device for a vehicle drive device according to the present invention will be described with reference to the accompanying drawings. A control device 3 according to the present embodiment controls a drive device 1. The drive device 1 is a vehicle drive device (hybrid vehicle drive device) that drives a vehicle (hybrid vehicle) having both an internal combustion engine 11 and a rotating electric machine 12 as driving power sources of wheels 15. The control device 3 according to the present embodiment will be described in detail below.

[0026] In the following description, the term "drivingly coupled" means the state in which two rotating elements are coupled to each other so as to be capable of transmitting a driving force (synonym for "torque") between them, and is used as a concept including the state in which the two rotating elements are coupled to each other so as to rotate together or the state in which the two rotating elements are coupled to each other so as to be capable of transmitting a driving force between them via one or more transmission elements (a shaft, a gear mechanism, a belt, etc.).

[0027] The "engagement pressure" represents the pressure that presses two engagement elements engaged in an engagement device against each other. The "disengagement pressure" represents the pressure at which the engagement device is continuously in a disengaged state (the state in which the engagement device is disengaged). The "disengagement range limit pressure" represents the pressure (disengagement-side slip range limit pressure) at which the engagement device is in a range limit state between the disengaged state and a slip-engagement state (the state in which the engagement device is in the slip / engagement state). The "engagement range limit pressure" represents the pressure (engagement-side slip / range limit pressure) at which the engagement device is in a range limit state between the slip-engagement state and a directly coupled engagement state (the state in which the engagement device is directly coupled).The “full engagement pressure” represents the pressure at which the engagement device is permanently in the directly coupled engagement state. 1. Configuration of the drive device

[0028] The configuration of the drive device 1 controlled by the control device 3 will be described. As can be seen from Fig. 1, the drive device 1 according to the present embodiment includes the rotating electric machine 12 on a power transmission path connecting the internal combustion engine 11 and the wheels 15, an intermittent engagement device CLd between the internal combustion engine 11 and the rotating electric machine 12, and a speed change mechanism 13 between the rotating electric machine 12 and the wheels 15. Namely, the drive device 1 includes the intermittent engagement device CLd, the rotating electric machine 12, and the speed change mechanism 13 in this order from the internal combustion engine 11 to the wheels 15 on the power transmission path connecting the internal combustion engine 11 and the wheels 15. These components are housed in a drive device case (not shown).

[0029] The internal combustion engine 11 is a motor (gasoline engine, etc.) driven by fuel combustion within the engine to output power. The internal combustion engine 11 is drivingly coupled to an input shaft I as an input member of the drive device 1. In this example, an engine output shaft such as a crankshaft of the internal combustion engine 11 is drivingly coupled to the input shaft I to rotate together therewith. The internal combustion engine 11 is drivingly coupled to the rotating electric machine 12 via the interrupting engagement device CLd.

[0030] The intermittent engagement device CLd is an engagement device that selectively drivingly couples the internal combustion engine 11 and the rotating electric machine 12. The intermittent engagement device CLd is capable of releasing a driving coupling between the internal combustion engine 11 and the rotating electric machine 12 when in a disengaged state. The intermittent engagement device CLd functions as an engine-releasing engagement device that disconnects the internal combustion engine 11 from the wheels 15, the rotating electric machine 12, etc. A wet multi-disk clutch, a dry single-disk clutch, etc. can be used as the intermittent engagement device CLd. The intermittent engagement device CLd is configured as a friction engagement device capable of transmitting torque by a friction force generated between engagement elements that are engaged with each other.

[0031] The rotating electrical machine 12 has a rotor and a stator (not shown) and is capable of functioning as both a motor (electric motor) and a generator (electric generator). The rotor of the rotating electrical machine 12 is drivingly coupled to a switching input shaft M to rotate together therewith. The rotating electrical machine 12 is electrically connected to an electricity storage device 25 (a battery, a capacitor, etc.) via a converter device 24 (see Fig. 4). The rotating electrical machine 12 is supplied with electric power from the electricity storage device 25 to perform power running, or supplies electric power generated by torque of the internal combustion engine 11, etc., to the electricity storage device 25 to store the electric power therein. The switching input shaft M is a rotating element drivingly coupled to the speed change mechanism 13 and disposed closest to the internal combustion engine 11 along the power transmission path in the speed change mechanism 13. In the present embodiment, the switching input shaft M corresponds to the "input-side rotating element" in the present invention.

[0032] In the present embodiment, the speed change mechanism 13 is an automatic stepped speed change mechanism having a plurality of switchable shift speeds with different speed ratios (gear ratios). To form the plurality of shift speeds, the speed change mechanism 13 has a gear mechanism and a plurality of shift engagement devices (a first clutch C1, a first brake B1, ...) that engage or disengage rotating elements of the gear mechanism, as shown in Fig. 2 shows an example. Each of the shift engagement devices is configured as a friction engagement device (a wet multi-disk clutch, a wet multi-disk brake, etc.). Each of the shift engagement devices is configured as a hydraulically driven engagement device with a hydraulic servomechanism that operates according to oil pressure supplied thereto.

[0033] In the present embodiment, the speed change mechanism 13 forms a target shift speed at each time by bringing specific two of the plurality of shift engagement devices into a directly coupled engagement state and bringing the other shift engagement devices into a disengaged state. In the speed change mechanism 13 of this example, as shown by the engagement table of Fig. 3, a first speed is established by bringing the first clutch C1 and a second brake B2 into the directly coupled engagement state, and a second speed is established by bringing the first clutch C1 and the first brake B1 into the directly coupled engagement state. The other switching speeds are similarly established. The speed change mechanism 13 is thus capable of switching between or among the plurality of (in this example, 6) switching speeds by controlling the engagement state of each of the plurality of switching engagement devices (C1, B1, ...). The speed change mechanism 13 can establish a target switching speed by bringing specific three or more of the plurality of switching engagement devices into the directly coupled engagement state.

[0034] The speed change mechanism 13 switches the speed of the shift input shaft M based on the speed ratio set for the shift speed to be established, and transmits the switched speed to an output shaft O. As used herein, "speed ratio" means a ratio of the speed of the shift input shaft M to the speed of the output shaft O as the output-side rotating element of the speed change mechanism 13. In the present embodiment, the speed ratio of each shift speed is set to decrease in steps from the first speed to the sixth speed. In the present embodiment, the first speed side with a relatively high speed ratio is referred to as the "low shift speed side," and the sixth speed side with a relatively low speed ratio is referred to as the "high shift speed side."

[0035] The output shaft O, which also serves as an output member of the drive device 1, is drivingly coupled to the right and left two wheels 15 via a differential gear unit 14. Torque transmitted to the output shaft O is distributed and transmitted to the two wheels 15 through the differential gear unit 14. The drive device 1 can thus transmit the torque from one or both of the internal combustion engine 11 and the rotating electrical machine 12 to the wheels 15 to move the vehicle. 2. Configuration of the control device

[0036] The configuration of the control device 3 according to the present embodiment will be described. As can be seen from Fig. As can be seen from Fig. 4, the control device 3 according to the present embodiment has a plurality of functional units and mainly controls the rotating electrical machine 12, the disconnecting engagement device CLd, and the shift engagement devices (C1, B1, ...). The plurality of functional units are capable of receiving and transmitting information from and to each other. The control device 3 is also capable of receiving and transmitting information from and to an engine control unit 21 that controls the internal combustion engine 11. The control device 3 is capable of obtaining information regarding the detection results of the sensors Se1 to Se6 provided in each part of the vehicle.

[0037] The first rotation sensor Se1 is a sensor that detects the rotational speed of the internal combustion engine 11 (the input shaft I). The control device 3 is capable of deriving a rotational acceleration of the internal combustion engine 11 based on the detection result of the first rotation sensor Se1. The second rotation sensor Se2 is a sensor that detects the rotational speed of the rotor (switching input shaft M) of the rotating electrical machine 12. The third rotation sensor Se3 is a sensor that detects the rotational speed of the output shaft O. The control device 3 is capable of deriving the rotational speed of the wheels 15 and the vehicle speed based on the detection result of the third rotation sensor Se3. The accelerator operation amount sensor Se4 is a sensor that detects the accelerator operation amount. The state of charge detection sensor Se5 is a sensor that detects the state of charge (SOC).The control device 3 is capable of determining the amount of electricity stored in the electricity storage device 25 based on the detection result of the charge state detection sensor Se5. The oil temperature sensor Se6 is a sensor that detects the oil temperature supplied to the hydraulic servomechanism from each engagement device.

[0038] The engine control unit 21 controls the internal combustion engine 11. The engine control unit 21 decides a target torque and a target rotational speed of the internal combustion engine 11 and controls the operation of the internal combustion engine 11 according to these control targets. In the present embodiment, the engine control unit 21 is capable of switching between torque control and rotational speed control of the internal combustion engine 11 according to the driving state of the vehicle. Torque control is control of sending a command of a target torque to the internal combustion engine 11 to cause the torque of the internal combustion engine 11 to follow the target torque. Rotational speed control is control of sending a command of a target rotational speed to the internal combustion engine 11 and deciding a torque so that the rotational speed of the internal combustion engine 11 is closer to the target rotational speed.

[0039] A drive mode decision section 31 is a functional unit that decides the drive mode of the vehicle. The drive mode decision section 31 refers to, for example, a mode selection map (not shown) and decides the drive mode to be implemented by the drive device 1 based on the vehicle speed, the accelerator operation amount, the amount of electricity stored in the electricity storage device 25, and so on. In the present embodiment, the drive modes that can be selected by the drive mode decision section 31 include an electric drive mode (EV mode) and a hybrid drive mode (HEV mode).In the electric drive mode, the intermittent engagement device CLd is in the disengaged state, and the torque of the rotating electric machine 12 is transmitted to the wheels 15 to move the vehicle. In the hybrid drive mode, the intermittent engagement device CLd is in the directly coupled engagement state, and the torque of both the internal combustion engine 11 and the rotating electric machine 12 is transmitted to the wheels 15 to move the vehicle. The present embodiment can be configured so that drive modes other than the aforementioned drive modes can be selected.

[0040] A target shift speed decision section 32 is a functional unit that decides a target shift speed. The target shift speed decision section 32 refers to, for example, a shift map (not shown) and decides a target shift speed to be established by the speed change mechanism 13 based on the vehicle speed, the accelerator operation amount, and so on. In the present embodiment, the target shift speed decision section 32 decides a specific one shift speed selected from the first to sixth shift speeds as the target shift speed.

[0041] A rotating electric machine control section 33 is a functional unit that controls the rotating electric machine 12. The rotating electric machine control section 33 decides a target torque and a target rotational speed of the rotating electric machine 12 and controls an operation of the rotating electric machine 12 according to these control objectives. In the present embodiment, the rotating electric machine control section 33 is capable of switching between torque control and rotational speed control of the rotating electric machine 12 according to the running state of the vehicle. The torque control is the control of sending an instruction of a target torque to the rotating electric machine 12 to cause the torque of the rotating electric machine 12 to follow the target torque.The speed control is the control of sending an instruction of a target speed to the rotating electrical machine 12 and deciding a torque to cause the speed of the rotating electrical machine 12 to be closer to the target speed.

[0042] An oil pressure control section 34 is a functional unit that controls the supply of oil pressure to each engagement device (CLd, C1, B1, etc.). The oil pressure control section 34 outputs an oil pressure command for each engagement device according to the decided drive mode, target shift speed, etc., and controls an oil pressure to be supplied to each engagement device via a hydraulic control device 28. The oil pressure control section 34 is capable of continuously controlling the oil pressure to be supplied to each engagement device through a proportional solenoid, etc., according to the oil pressure command. Thus, an increase or decrease in the engagement pressure of each engagement device is continuously controlled to control the engagement state of each engagement device.For example, the oil pressure control section 34 brings an intended one of the engagement devices into the disengaged state by controlling the oil pressure to be supplied to the intended engagement device to a value lower than the disengagement margin pressure. The oil pressure control section 34 brings an intended one of the engagement devices into the directly coupled engagement state by controlling the oil pressure to be supplied to the intended engagement device to a value equal to or higher than the engagement margin pressure. The oil pressure control section 34 brings an intended one of the engagement devices into the slip engagement state by controlling the oil pressure to be supplied to the intended engagement device to a slip engagement pressure equal to or higher than the disengagement margin pressure and lower than the engagement margin pressure.When the engagement device is in the slip engagement state, two engagement elements rotate relative to each other, and torque is transmitted from the higher-speed engagement element to the lower-speed engagement element.

[0043] A start control section 41 is a functional unit that executes engine start control. The start control section 41 cooperatively controls the rotating electrical machine control section 33 and the oil pressure control section 34 to execute the engine start control. The start control section 41 starts the engine start control when the engine start conditions are met during driving in, for example, the electric drive mode. The engine start conditions are conditions for starting the internal combustion engine 11 in a stopped state, and are met when the situation arises in which the vehicle requires the torque of the internal combustion engine 11.For example, the engine start conditions are satisfied when the vehicle is brought into such a state that the torque required to drive the vehicle cannot be obtained only by the torque of the rotating electric machine 12 during driving in the electric drive mode, etc.

[0044] In the engine start control, the start control section 41 controls the oil pressure to be supplied to the interrupting engagement device CLd to bring the interrupting engagement device CLd from the disengaged state ultimately through the slipping engagement state to the directly coupled engagement state, as shown in Fig. 8, etc. In parallel with the engine start control, the start control section 41 executes the speed control of the rotating electric machine 12 and starts the internal combustion engine 11 in the stopped state by the torque of the rotating electric machine 12 transmitted via the break engagement device CLd in the slip engagement state. The start control section 41 thus executes the engine start control to switch the break engagement device CLd from the disengaged state to the slip engagement state or the direct-coupled engagement state, and start the internal combustion engine 11 in the stopped state.

[0045] A start-slip control section 42 is a functional unit that executes start-slip control in the internal combustion engine start control. The start-slip control section 42 executes the start-slip control by controlling the oil pressure control section 34. The start-slip control section 42 controls the oil pressure to be supplied to one (intended engagement device CLo, which will be described below) of the plurality of switching engagement devices to bring the intended engagement device CLo from the direct-coupled engagement state to the slip engagement state. The start-slip control section 42 brings the intended engagement device CLo into the slip engagement state at a predetermined timing while the interrupting engagement device CLd is in the slip engagement state or the direct-coupled engagement state.In this example, the start-slip control section 42 brings the intended engagement device CLo into the slip-engagement state at least when the interrupting engagement device CLd is brought into the direct-coupled engagement state. The speed control of the rotating electric machine 12 in the engine start control can be appropriately performed by such slip control of the intended engagement device CLo. Such slip control of the intended engagement device CLo can reduce the start-up shock due to the transmission of unstable torque associated with the start-up of the internal combustion engine 11 to the wheels 15.

[0046] In such a configuration, the control device 3 according to the present embodiment is characterized by deciding the intended engagement device CLo to be brought into the slip engagement state in the start slip control, based on the vehicle speed as a traveling speed of the vehicle having both the drive device 1 and the control device 3 mounted thereon and a set determination speed Vj. This will be described in detail below with reference to two assumed examples. First assumed example

[0047] In the present embodiment, it is first assumed that the vehicle is traveling in the electric drive mode at the fifth speed configured in the speed change mechanism 13. In the present embodiment, the fifth speed is, as shown in Fig. 3 and Fig. 7, with both a second clutch C2 and a third clutch C3 in the directly coupled engagement state and the other shift engagement devices in the disengaged state. It is assumed herein that in this state, an engine start request and a shift request (in this example, a downshift request as a request to shift to a shift speed with a relatively high speed ratio) are received at substantially the same time.

[0048] In this assumed example, the fifth speed established at the start of the engine start control and the associated start skid control corresponds to the "reference shift speed" and the "first shift speed" in the present invention. The fourth speed, which is one shift speed lower than the fifth speed in this assumed example, corresponds to the "specific shift speed" in the present invention and also corresponds to the "adjacent shift speed" and the "second shift speed." The third speed, which is a lower shift speed than the fourth speed in this assumed example, corresponds to the "third shift speed" in the present invention.The fourth speed is established with both the first clutch C1 and the second clutch C2 in the directly coupled engagement state, and the third speed is established with both the first clutch C1 and the third clutch C3 in the directly coupled engagement state. In this assumed example, the second clutch C2 corresponds to the "first engagement device CL1" in the present invention, the third clutch C3 corresponds to the "second engagement device CL2" in the present invention, and the first clutch C1 corresponds to the "third engagement device CL3" in the present invention.

[0049] In the case of normal shift control, when a transition is made from the reference shift speed to the adjacent shift speed (an example of the specific shift speed; the same applies to the following description), the common shift engagement device for establishing both shift speeds is maintained in the directly coupled engagement state, and the (non-common) shift engagement device other than the common shift engagement device is disengaged. This shift engagement device that is disengaged is defined as the "normally disengaged engagement device CLn."The shift engagement device that has been in the direct-coupled engagement state to establish the reference shift speed and that is disengaged when transitioning to a special shift speed as the shift speed on the opposite side of the adjacent shift speed from the reference shift speed in the order of the speed ratios of the shift speeds (the order of shift speeds) is disengaged is defined as the "special engagement device CLs." When considering the speed ratio of each shift speed, the special shift speed is also a shift speed whose direction of change in speed ratio from the reference shift speed is the same as that of the adjacent shift speed, and which has a larger difference in speed ratio from the reference shift speed than the adjacent shift speed.The "order of speed ratios" can be either the descending order or the ascending order. The special shift speed is also a shift speed for which the third clutch C3, as the normally disengaged engagement device CLn of the reference shift speed, is a common engagement device with the reference shift speed. In this assumed example, the third clutch C3, as the second engagement device CL2, is the normally disengaged engagement device CLn, and the second clutch C2, as the first engagement device CL1, is the special engagement device CLs.

[0050] A synchronous speed calculation section 43 is a functional unit that calculates a synchronous speed Ns as the rotational speed of the shift input shaft M, which is determined according to the vehicle speed, and the shifting speed. Information regarding the vehicle speed can be derived from the detection result of the third rotation sensor Se3 (e.g., by a proportional calculation). The synchronous speed calculation section 43 calculates the synchronous speed Ns proportional to the integrated value of the vehicle speed and the speed ratio predefined for the shifting speed established at that time. Since the vehicle speed is proportional to the rotational speed of the wheels 15 and the rotational speed of the output shaft O, the synchronous speed Ns can be calculated from one of the vehicle speed, the rotational speed of the wheels 15 and the rotational speed of the output shaft O, and the speed ratio of each shifting speed.Such a configuration is essentially the same as the configuration described above.

[0051] The synchronous speed breaking section 43 calculates the synchronous speed Ns for each switching speed. The synchronous speed Ns for the n ten Speed ​​is defined herein as the n tesynchronous speed Nsn. The synchronous speed Ns at the reference switching speed is referred to as the synchronous reference speed Nsa, the synchronous speed Ns at the adjacent switching speed (specific switching speed) is defined as the synchronous adjacent speed (an example of a specific synchronous speed; the same applies to the following description) Nsb, and the synchronous speed Ns at the special switching speed is referred to as the special synchronous speed Nsc. In this assumed example, a fifth synchronous speed Ns5 is the synchronous reference speed Nsa, a fourth synchronous speed Ns4 is the synchronous adjacent speed Nsb, and a third synchronous speed Ns3 is the special synchronous speed Nsc (see also Fig. 5, Fig. 8 and Fig. 9).

[0052] An intended engagement device deciding section 44 is a functional unit that decides the shift engagement device to be set to the slip engagement state as the intended engagement device CLo in the start-slip control. The intended engagement device deciding section 44 decides the intended engagement device CLo based on the vehicle speed and the set determination speed Vj (see Fig. 8, etc.). As described above, the information regarding the vehicle speed can be derived from the detection result of the third rotation sensor Se3 (e.g., by a proportional calculation). The determination speed Vj is a determination threshold for a vehicle speed for selecting the intended engagement device CLo and is set by a determination speed setting section 45. Fig. 4 shows, as an example, a form in which the intended engagement device deciding section 44 has the determination speed setting section 45.

[0053] The determination speed setting section 45 (intended engagement device decision section 44) sets the determination speed Vj based on the difference ΔNs between the synchronous reference speed Nsa and the synchronous adjacent speed Nsb and a predetermined determination differential speed ΔNj. A method for setting the determination speed Vj will be described with reference to Fig. 5 described. Fig. 5 schematically shows a typical form of change in the rotational speeds of the internal combustion engine 11 and the rotating electrical machine 12 that occurs due to the execution of the engine start control. As can be seen from this figure, the determination differential rotational speed ΔNj is set based on an increase A of the rotational speed of the shift input shaft M from the reference synchronous rotational speed Nsa, which is associated with the engine start control, and a boundary range B predetermined by considering the responsiveness of the shift engagement device when a transition is made from the reference shift rotational speed to the adjacent shift rotational speed.

[0054] The increase A of the rotational speed of the shift input shaft M from the synchronous reference rotational speed Nsa, which is associated with the engine start control, has a first increase Aα from an active factor due to the control by the control device 3 and a second increase Aβ from a passive factor due to the start of the self-sustaining operation of the internal combustion engine 11. During the execution of the engine start control and the start slip control, the normally disengaged engagement device CLn is appropriately brought into the slip engagement state, and the rotational speed of the internal combustion engine 11 is increased by the torque of the rotating electric machine 12. Accordingly, the rotational speed control of the rotating electric machine 12 is performed by using the rotational speed higher than the synchronous reference rotational speed Nsa by a predetermined amount as the target rotational speed.The difference between this target speed and the synchronous reference speed Nsa is the first increase Aα from the active factor. If the self-sustaining operation of the internal combustion engine 11 is started and an initial explosion torque (torque generated due to the initial explosion of the mixture in any cylinder of the internal combustion engine 11) is generated, the speed of the rotating electric machine and the switching input speed M, which rotate in synchronization with the internal combustion engine 11, temporarily increase sharply. This increase is the second increase Aβ from the passive factor.

[0055] Generally, in controlling hydraulically driven engagement devices, a delay in the actual oil pressure and the engagement pressure due to the oil pressure and the engagement pressure being issued according to the oil pressure command (a certain amount of control delay) is unavoidable in reality. Accordingly, when a transition is made from the reference shift speed to the adjacent shift speed, the rotational speed of the shift input shaft M may further increase according to the control delay of the normally disengaged engagement device CLn to be brought from the directly coupled engagement state to the disengaged state (the third clutch C3 as the second engagement device CL2). This control delay time may be quantitatively decided to a certain extent.This further increase in the rotational speed of the shift input shaft M can be estimated as the integrated value of the control delay time and the rotational acceleration of the internal combustion engine 11 after the starting is started. This estimated increase thus calculated is the margin range B, which is predetermined by considering the responsiveness of the shift engagement device (in this example, the normally disengaged engagement device CLn). This margin range B can also be determined by considering the responsiveness of the shift engagement device, such as how to bring it from the disengaged state to the directly coupled engagement state when making a transition from the reference shift speed to the adjacent shift speed (the first clutch as the third engagement device CL3).

[0056] As from Fig. 5, in the present embodiment, the determination differential speed ΔNj is set to be equal to the sum of the increase A of the rotational speed of the shift input shaft M related to the engine start control (the sum of the first increase Aα and the second increase Aß) and the margin B determined in consideration of the responsiveness of the shift engagement device. The determination speed Vj (see Fig. 8, etc.) is set so that the difference ΔNs between the reference synchronous speed Nsa and the adjacent synchronous speed Nsb is equal to the determination differential speed ΔNj set as described above. Namely, a specific vehicle speed is calculated at which the difference ΔNs between the reference synchronous speed Nsa and the adjacent synchronous speed Nsb is equal to the determination differential speed ΔNj, and this specific vehicle speed is set as the determination speed Vj.

[0057] The synchronous reference speed Nsa and the synchronous adjacent speed Nsb vary according to the speed ratio of the shift speed formed in the speed change mechanism 13, and the difference ΔNs therebetween may also vary accordingly. Since the fluidity (viscosity) of oil depends on the oil temperature, the responsiveness of the shift engagement device may also vary according to the oil temperature. In view of this, the determination speed setting section 45 (intended engagement device deciding section 44) sets the determination speed Vj according to both the target shift speed (which is the reference shift speed among the plurality of shift speeds) at the time the start-slip control is started and the oil temperature at the time the start-slip control is started. In the present embodiment, a map defining a determination speed (see Fig. 6) which defines the relationship between the oil temperature and the target switching speed and the determination speed Vj.

[0058] As from Fig. As can be seen from Fig. 6, according to the determination speed defining map, the relationship between the target shift speed and the determination speed Vj is defined such that the determination speed Vj increases in steps as the target shift speed becomes relatively closer to the high shift speed side. When considering a specific target shift speed, the relationship between the oil temperature and the determination speed Vj is defined such that the determination speed Vj gradually decreases as the oil temperature increases. Such a determination speed defining map is recorded in a storage device such as a memory and thus provided in the control device 3.The determination speed setting section 45 (intended engagement device deciding section 44) sets the determination speed Vj based on the determination speed defining map and the oil temperature and the target shift speed (reference shift speed) at the time the engine start control and the related start slip control are started.

[0059] In the case where the vehicle speed is equal to or higher than the determination speed Vj, the intended engagement device deciding section 44 decides that the normally disengaged engagement device CLn is to be disengaged as the intended engagement device CLo when a transition is made to the adjacent shift speed (in this assumed example, the third clutch C3 as the second engagement device CL2). Thus, in the start-slip control, the start-slip control section 42 brings the normally disengaged engagement device CLn into the slip-engagement state while maintaining the specific engagement device CLs (in this assumed example, the second clutch C2 as the first engagement device CL1) in the directly coupled engagement state.

[0060] In the case where the vehicle speed is equal to or higher than the determination speed Vj, the difference ΔNs between the synchronous reference speed Nsa and the synchronous adjacent speed Nsb at this vehicle speed is equal to or higher than the determination differential speed ΔNj, as also seen from Fig. 8. Even if shifting proceeds in association with the engine start control, and the rotational speed of the shift input shaft M increases to a certain extent, the differential rotational speed equal to or greater than the margin range B described above can be properly secured up to the point where the rotational speed of the shift input shaft M reaches the synchronous adjacent rotational speed Nsb. Therefore, if the engine start control and the shift control from the reference shift rotational speed to the adjacent shift rotational speed are executed at the same time, the shift control from the reference shift rotational speed to the adjacent shift rotational speed can be smoothly executed even in consideration of the control delay of the normally disengaged engagement device CLn (the third clutch C3 as the second engagement device CL2) to be brought into the disengaged state, etc.

[0061] In the case where the vehicle speed is lower than the determination speed Vj, the difference ΔNs between the synchronous reference speed Nsa and the synchronous adjacent speed Nsb at this vehicle speed is smaller than the determination differential speed ΔNj, as also from Fig. 9. Accordingly, if it is assumed that the shift control is performed from the reference shift speed to the adjacent shift speed, the increased speed of the shift input shaft M is higher than the synchronous adjacent speed Nsb considering the control delay of the normally disengaged engagement device CLn. Therefore, in the case where the vehicle speed is lower than the determination speed Vj, the intended engagement device deciding section 44 does not decide the normally disengaged engagement device CLn, but decides the specific engagement device CLs different from the normally disengaged engagement device CLn as the intended engagement device CLo.Namely, the intended engagement device deciding section 44 decides the specific engagement device CLs to be disengaged when a transition to the specific shift speed is to be made (in this assumed example, the second clutch C2 as the first engagement device CL1) as the intended engagement device CLo. Thus, in the start-slip control, the start-slip control section 42 brings the specific engagement device CLs into the engaged slip state, while maintaining the normally disengaged engagement device CLn in the directly coupled engagement state.

[0062] The difference between the reference synchronous speed Nsa and the specific synchronous speed Nsc tends to be equal to or greater than the determination differential speed ΔNj. Accordingly, even if the shifting proceeds in association with the engine start control and the rotational speed of the shift input shaft M increases to a certain extent, the differential speed equal to or greater than the margin range B described above can be ensured until the rotational speed of the shift input shaft M reaches the specific synchronous speed Nsc.Therefore, if the engine start control and the shift control are executed at the same time, the shift control from the reference shift speed to the specific shift speed can be smoothly executed even considering the control delay of the specific engagement device CLs (the second clutch C2 as the first engagement device CL1) to be brought into the disengaged state, etc.

[0063] As described above, the intended engagement device deciding section 44 decides the intended engagement device CLo from the normally disengaged engagement device CLn and the special engagement device CLs according to the magnitude relationship between the vehicle speed and the determination speed Vj. Accordingly, the shift control can be smoothly executed, and comfortable cruising performance can be ensured regardless of the vehicle speed. Since the slip control for reducing the start shock (start slip control) and the slip control for shifting (a transition to the adjacent shift speed or the special shift speed) are executed in any case by the common control, both the engine start control and the shift control can be smoothly and quickly executed.

[0064] In the case where the special engagement device CLs is the intended engagement device CLo, the shift speed is forced to be changed to the special shift speed by the shift control even if the changed target shift speed is the adjacent shift speed. In this case, the shift control can be executed from the special shift speed to the adjacent shift speed after the engine start control is completed. For example, in the configuration where the first clutch C1 as the third engagement device CL3 is a common clutch for forming the special shift speed and the adjacent shift speed in this assumed example, the third clutch C3 is disengaged as the normally disengaged engagement device CLn (second engagement device CL2), and the second clutch C2 as the special engagement device CLs (first engagement device CL1) is engaged (not shown).Alternatively, in the case where the vehicle speed is lower than the determination speed Vj, the shift control may be continued only when the changed target shift speed is the specific shift speed, and the shift control may be prohibited otherwise. In this case, the specific engagement device CLs, rather than the intended engagement device CLo, is preferentially returned to the direct-coupled engagement state with the completion of the engine start control. Second assumed example

[0065] It is now assumed that the vehicle is running in the electric drive mode at the sixth speed formed in the speed change mechanism 13. In the present embodiment, the sixth speed formed from Fig. 3 and Fig. 10, with both the second clutch C2 and the first brake B1 in the directly coupled engagement state and the other shift engagement devices in the disengaged state. Herein, it is assumed that in this state, an engine start control request and a shift request (in this example, a downshift request) are received at substantially the same time.

[0066] In this assumed example, the sixth rotational speed established at the time the engine start control and the associated start skid control are started corresponds to the "reference shift speed" and the "first shift speed" in the present invention. The fifth rotational speed, which is one shift speed lower than the sixth shift speed in this assumed example, corresponds to the "specific shift speed" in the present invention, and also corresponds to the "adjacent shift speed" and the "second shift speed." The second rotational speed, which is a plurality of shift speeds (three shift speeds in this assumed example) lower than the fifth shift speed in this assumed example, corresponds to the "third speed" in the present invention.A sixth synchronous speed Ns6 is the reference synchronous speed Nsa, and the fifth synchronous speed Ns5 is the adjacent synchronous speed (an example of the specific synchronous speed) Nsb, and a second synchronous speed Ns2 is the special synchronous speed Nsc (see also . Fig. 11 and Fig. 12).

[0067] The fifth speed is established with both the second clutch C2 and the third clutch C3 in the direct-coupling engagement state, and the second speed is established with both the first clutch C1 and the first brake B1 in the direct-coupling engagement state. In this assumed example, the second clutch C2 corresponds to the "first engagement device CL1" in the present invention, the first brake B1 corresponds to the "second engagement device CL2" in the present invention, the third clutch C3 corresponds to the "third engagement device CL3" in the present invention, and the first clutch C1 corresponds to the "fourth engagement device CL4" in the present invention. Moreover, in this assumed example, the first brake B1 as the second engagement device CL2 is the normally-disengaged engagement device CLn, and the second clutch C2 as the first engagement device CL1 is the special engagement device CLs.

[0068] In this assumed example, the reference shift speed is the sixth speed, which is a higher shift speed than the reference shift speed (fifth speed) in the first assumed example. Accordingly, the determination speed setting section 45 (intended engagement device deciding section 44) sets the determination speed Vj higher than in the first assumed example according to the determination speed defining map of the Fig. 6 (see Fig. 11, etc.). Section 44 for deciding the intended engagement device decides the intended engagement device CLo based on the vehicle speed and the determination speed Vj.

[0069] If the vehicle speed is equal to or higher than the determination speed Vj, the intended engagement device deciding section 44 decides the normally disengaged engagement device CLn (in this assumed example, the first brake B1 as the second engagement device CL2) as the intended engagement device CLo. Thus, in the start-slip control, the start-slip control section 42 brings the normally disengaged engagement device CLn into the slip-engagement state, while maintaining the specific engagement device CLs (in this assumed example, the second clutch C2 as the first engagement device CL1) in the directly coupled engagement state.On the other hand, if the vehicle speed is lower than the determination speed Vj, the intended engagement device deciding section 44 decides the specific engagement device CLs rather than the normally disengaged engagement device CLn rather than the intended engagement device CLo. Thus, the start-slip control section 42 brings the specific engagement device CLs into the slip-engagement state in the start-slip control, while maintaining the normally disengaged engagement device CLn in the direct-coupled engagement state.

[0070] As described above, even in this assumed example, the intended engagement device deciding section 44 can appropriately decide the intended engagement device CLo from the normally disengaged engagement device CLn and the special engagement device CLs according to the magnitude relationship between the vehicle speed and the determination speed Vj. Accordingly, in the case where the engine start control and the shift control are executed at the same time, each control can be executed smoothly and quickly while ensuring comfortable cruising performance regardless of the vehicle speed.

[0071] The processing in the case where the changed target shift speed is different from the specific shift speed is similar to that of the first assumed example. 3. Operations of the process for deciding the intended engagement device

[0072] Operations of the process for deciding the intended engagement device according to the present embodiment will be explained with reference to the flowchart of Fig. 13 described.

[0073] In the intended engagement device decision process, information regarding the target shift speed decided by the target shift speed decision section 32 is obtained by the determination speed setting section 45 (step #1). Information regarding the oil temperature detected by the oil temperature sensor Se6 is also obtained by the determination speed setting section 45 (#2). The determination speed Vj is set by the determination speed setting section 45 based on the information regarding the target shift speed, the information regarding the oil temperature, and the map defining the determination speed (#3). Information regarding the vehicle speed derived from the detection result of the third rotation sensor Se3 is obtained by the intended engagement device decision section 44 (#4).Steps 1 to 4 are repeatedly performed until an engine start request is received (5: No). Thus, the information regarding the target shift speed, oil temperature, and vehicle speed is sequentially obtained, and the determination speed Vj is sequentially updated.

[0074] If the engine start request is received in this state (#5: Yes), it is determined by the intended engagement device deciding section 44 whether the target shift speed (reference shift speed) at that time is an intended shift speed or not (#6). In the present embodiment, one or more consecutive shift speeds on the high shift speed side (shift speeds on the high shift speed side) are the intended shift speed. More specifically, the intended shift speed is defined as the shift speed established when the common shift engagement device (in this example, the first clutch C1), which is brought into the direct-coupled engagement state to establish two or more consecutive shift speeds on the low shift speed side (in this example, the first to fourth speeds), is in the disengaged state.In this example, the fifth speed or the sixth speed is the intended shift speed. Accordingly, in this example, in step 6, the intended engagement device decision section 44 determines whether the reference shift speed is the fifth or sixth speed.

[0075] If the reference shift speed is not the intended shift speed (#6: No), the normally disengaged engagement device CLn with this reference shift speed is always decided as the intended engagement device CLo by the intended engagement device deciding section 44, regardless of the vehicle speed (#8B). Fig. 3, a "● (black circle)" represents the normally disengaged engagement device CLn at each shift speed. If the reference shift speed is the intended shift speed (#6: Yes), it is determined by the intended engagement device judging section 44 whether the vehicle speed at that time is lower than the determination speed Vj or not (#7). If the vehicle speed is equal to or higher than the determination speed Vj (#7: No), the normally disengaged engagement device CLn at this reference shift speed is decided as the intended engagement device CLo by the intended engagement device judging section 44 (#8B).If the vehicle speed is lower than the determination speed Vj (#7: Yes), the specific engagement device CLs at this reference shift speed is decided as the intended engagement device CLo by the intended engagement device deciding section 44 (#8A). In . Fig. 3, “⊚ (double circuit)” represents the specific engagement device CLs at each intended shift speed. The process for deciding the intended engagement device is thus complete. 4. Other embodiments

[0076] Finally, other embodiments of the control device according to the present invention will be described. Configurations disclosed in each of the following embodiments can be combined with those disclosed in other embodiments as appropriate, as long as no contradiction arises. (1) The above embodiment is described with reference to an example in which the control device 3 controls the drive device 1 with the speed change mechanism 13 capable of switching among the six switching speeds. However, the embodiments of the present invention are not limited to this. For example, the control device 3 may control the drive device 1 with the speed change mechanism 13 capable of switching among four switching speeds. Since various known configurations can be used as such a speed change mechanism 13, a detailed description thereof is omitted, and only an engagement table thereof is shown as an example in Fig. 14 shown. In Fig. 14, a “● (black circle)” sets the normally disengaged engagement device CLn at each shift speed, and “⊚ (double circle)” sets the special engagement device CLs at each intended shift speed, as shown in Fig. 3. In this case, the intended engagement device CLo can also be appropriately decided based on an idea similar to that of the above-described embodiment. Particularly, in the case where the engine start control and the shift control are executed simultaneously while traveling at the fourth shift speed present in the intended shift speed in this example, each control can be executed smoothly and quickly, while ensuring comfortable cruising performance regardless of the vehicle speed. (2) The control device 3 can also control the drive device 1 with the speed change mechanism 13 capable of switching between eight switching speeds. Since various known configurations can be used as such a speed change mechanism 13, its detailed description is omitted, and only an engagement table thereof is shown as an example in Fig. 15. The symbols in Fig. 15 are similar to the Fig. 3 and Fig. 14. In this case, the intended engagement device CLo can also be appropriately decided based on an idea similar to that of the above embodiment. Particularly, in the case where the engine start control and the shift control are executed simultaneously while traveling at the sixth to eighth speeds included in the intended shift speed in this example, each control can be executed smoothly and quickly, while ensuring comfortable cruising performance regardless of the vehicle speed. The number of shift speeds that can be switched is not limited to 4, 6, and 8, but can be any value equal to or greater than 3. (3) The above-described embodiment is described with reference to an example in which the determination speed setting section 45 sets the determination speed Vj based on both the reference rotational speed and the oil temperature at the time the start-skid control is started. However, the embodiments of the present invention are not limited to this. For example, in the case where the shift engagement devices are configured as electromagnetic engagement devices, etc., the responsiveness of the shift engagement devices may be substantially constant. Accordingly, in such a case, it is also preferable that the determination speed setting section 45 sets the determination speed Vj based on only the reference shift rotational speed.For example, in the case where the drive device 1 is controlled with the speed mechanism 13 capable of switching between the four switching speeds, as described with reference to FIG. Fig. 14, the reference shift speed, which may be the intended shift speed, may be limited to one. Accordingly, in such a case, it is also preferable that the determination speed setting section 45 sets the determination speed Vj based only on the oil temperature. Alternatively, the determination speed setting section 45 may also set the determination speed Vj based on other indicators, such as the amount of electricity stored in the electricity storage device 25. (4) The above-described embodiment is described with reference to an example in which the determination speed setting section 45 sets the determination differential speed ΔNj based on the increase A in the rotational speed of the shift input shaft M, which is related to the engine start control, and based on the predetermined margin range B. The above-described embodiment is also described with reference to an example in which the determination speed setting section 45 sets the margin range B according to the rotational acceleration of the internal combustion engine 11 after the start-up is started. However, the embodiments of the present invention are not limited to this. For example, the determination speed setting section 45 may always set the margin range B and the determination differential speed ΔNj to the same values. (5) The above embodiment is described with reference to an example in which the rotor of the rotating electric machine 12 always rotates together with the switching input shaft M in the drive device 1 controlled by the control device 3. However, the embodiments of the present invention are not limited to this. For example, the drive device 1 may have a fluid coupling (e.g., a torque converter) having a fixing engagement device (a dedicated transfer engagement device, etc.) between the rotating electric machine 12 and the speed change mechanism 13, and the rotor of the rotating electric machine 12 may be drivingly coupled to the switching input shaft M via these elements. The drive device 1 having such a configuration can be controlled by the control device 3. (6) The above-described embodiment is described with reference to an example in which the adjacent shift speed adjacent to the reference shift speed (which is one shift speed lower than the reference shift speed) on the low shift speed side is the specific shift speed, and the shift engagement device that is disengaged when shifting from the reference shift speed to the adjacent shift speed is the normally disengaged engagement device CLn. However, the embodiments of the present invention are not limited to this. Namely, the reference shift speed and the specific shift speed do not necessarily have to be adjacent to each other, and any other shift speed may be interposed therebetween in the order of speed ratios.The drive device 1 with the speed change mechanism 13 having such a configuration can be controlled by the control device 3. (7) The above-described embodiment is described with reference to an example in which the control device 3 has the functional units 31 to 45. However, the embodiments of the present invention are not limited to this. The allocation of the functional units described above is merely exemplary. A plurality of functional units may be combined, and a single functional unit may be divided. (8) Regarding other configurations, as well as the embodiments disclosed in the specification, they serve only as examples in all respects, and embodiments of the present invention are not limited thereto. These configurations, which are not described in the claims of the present application, can be modified as appropriate without departing from the scope of the present invention. INDUSTRIAL APPLICABILITY

[0077] The present invention can be applied to control devices that control a vehicle drive device in which an intermittent engagement device, a rotating electric machine, and a speed change mechanism are provided in this order from an internal combustion engine to wheels on a power transmission path connecting the internal combustion engine and the wheels, such as a drive device for single-motor parallel hybrid vehicles. List of reference symbols 1 drive device (vehicle drive device) 3 Control device 11 Internal combustion engine 12 rotating electrical machine 13 Speed ​​change mechanism 15 wheels 41 Start control section 42 Start-slide control section 44 Section on deciding on an intended engagement device M Shift input shaft (input-side rotating element) C1 first clutch (shift engagement device) C2 second clutch (shift engagement device) C3 third clutch (shift engagement device) B1 first brake (shift engagement device) B2 second brake (shift engagement device) CL1 first engagement device CL2 second engagement device CL3 third engagement device CL4 fourth engagement device CLn normally disengaged engagement device CL's special engagement device CLo intended engagement device Vj Determination speed ΔNj Determination differential speed Nsa synchronous reference speed Nsb adjacent synchronous speed (specific synchronous speed) Nsc special synchronous speed ΔNs difference between the synchronous reference speed and the adjacent synchronous speed (specific synchronous speed) A Increase in the speed of the shift input shaft associated with the engine start control B Edge area

Claims

[1] A control device (3) for a vehicle drive device (1), in which an intermittent engagement device (CLd), a rotating electric machine (12), and a speed change mechanism (13) are provided in this order from an internal combustion engine (11) to wheels (15) on a power transmission path connecting the internal combustion engine (11) and the wheels (15), and in which the speed change mechanism (13) is capable of switching between or among a plurality of switching speeds by controlling an engagement state of each of a plurality of switching engagement devices (C1, C2, C3, B1, B2) provided in the speed change mechanism (13), comprising: a start control section (41) which executes an engine start control to bring the interruptive engagement device (CLd) from a disengaged state to a directly coupling engagement state and to start the internal combustion engine (11) in a stopped state; a start-slip control section (42) which executes a start-slip control to bring one of the plurality of shift engagement devices (C1, C2, C3, B1, B2) into a slip engagement state at least while the interrupting engagement device (CLd) is directly engaged in the engine start control; and an intended engagement device (CLo) deciding section (44) which decides, as the intended engagement device (CLo), from among the plurality of shift engagement devices (C1, C2, C3, B1, B2), the shift engagement device (C3, C2; B1, C2) which is to be brought into the slip engagement state in the start-slip control, wherein the section (44) for deciding the intended engagement device (CLo) operates on the basis of a set determination speed (Vj) in such a way that, when a vehicle speed is equal to or higher than the determination speed (Vj), the intended engagement device (CLo) deciding section (44) decides, as the intended engagement device (CLo), a normally disengaged engagement device (CLn), which is the shift engagement device (C3; B1) that has been in the direct-coupling engagement state to form a reference shift speed (fifth speed; sixth speed) at the start of the start-skid control, and that is disengaged when a transition is made from the reference shift speed (fifth speed; sixth speed) to a predetermined specific shift speed (fourth speed; fifth speed) that is a lower shift speed than the reference shift speed, andwhen the vehicle speed is lower than the determination speed (Vj), the intended engagement device (CLo) deciding section (44) decides, as the intended engagement device (CLo), a specific engagement device (CLs) that is the shift engagement device (C2; C2) that has been in the direct-coupling engagement state to form the reference shift speed (fifth speed; sixth speed) and that is disengaged when a transition occurs from the reference shift speed (fifth speed; sixth speed) to a specific shift speed that is a lower shift speed than the specific shift speed (fourth speed; fifth speed), and that is located on an opposite side of the specific shift speed (fourth speed; fifth speed) from the reference shift speed (fifth speed;sixth speed) in the order of the speed ratios of the majority of the switching speeds (first to sixth speeds), where; the normally disengaged engagement device (CLn) is a shift engagement device (C3; B1) other than a common shift engagement device (C2; C2) which is maintained in an engaged state to form the reference shift speed (fifth speed; sixth speed) and the specific shift speed (fourth speed; fifth speed). [2] A control device (3) for the vehicle drive device (1) according to claim 1, wherein the intended engagement device (CLo) deciding section (44) sets the determination speed (Vj) to different values ​​according to which one of the plurality of shift speeds (first to sixth speeds) is the reference shift speed (fifth speed; sixth speed). [3] Control device (3) for the vehicle drive device (1) according to claim 1 or 2, wherein a rotational speed of an input-side rotating element (M) of the speed change mechanism (13), which is determined according to the vehicle speed and the switching speed, is a synchronous rotational speed, and the intended engagement device (CLo) deciding section (44) sets the determination speed (Vj) based on a difference between a reference synchronous speed (Nsa) as the synchronous speed at the reference shift speed (fifth speed; sixth speed) and a specific synchronous speed (Nsb) as the synchronous speed at the specific shift speed (fourth speed; fifth speed) and a predetermined determination differential speed (ΔNj). [4] Control device (3) for the vehicle drive device (1) according to claim 3, wherein the determination differential speed (ΔNj) is set based on an increase (A) of the speed of the input-side rotating element (M) from the reference synchronous speed (Nsa) related to the engine start control and a margin range (B) predetermined in consideration of the responsiveness of the shift engagement device when a transition is made from the reference shift speed (fifth speed; sixth speed) to the specific shift speed (fourth speed; fifth speed). [5] A control device (3) for the vehicle drive device (1) according to claim 4, wherein the edge range (B) is set according to the rotational acceleration of the internal combustion engine (11) after the starting of the internal combustion engine (11) has been started. [6] Control device (3) for the vehicle drive device (1) according to one of claims 1 to 5, wherein the shift engagement device is a hydraulically driven engagement device, and the intended engagement device (CLo) deciding section (44) sets the determination speed (Vj) to different values ​​according to an oil temperature at the start of the start-slip control. [7] Control device (3) for the vehicle drive device (1) according to one of claims 1 to 6, wherein the speed change mechanism (13) is capable of switching between a first switching speed (fifth speed), which is formed by bringing at least a first engagement device (C2) and a second engagement device (C3) into the direct-coupling engagement state, a second switching speed (fourth speed), which is formed by bringing at least the first engagement device (C2) and a third engagement device (C1) into the direct-coupling engagement state, and which is a switching speed lower than the first switching speed (fifth speed), and a third switching speed (third speed), which is formed by bringing at least the second engagement device (C3) and the third engagement device (C1) or a fourth engagement device into the direct-coupling engagement state, and which is a switching speed lower than the second switching speed, and the reference shift speed (fifth speed) is the first shift speed (fifth speed), the specific shift speed (fourth speed) is the second shift speed (fourth speed), the normally disengaged engagement device (CLn) is the second engagement device (C3), and the special engagement device (CLs) is the first engagement device (C2). [8] The control device (3) for the vehicle drive device (1) according to any one of claims 1 to 7, wherein the specific shift speed (fourth speed) is an adjacent speed adjacent to the reference shift speed (fifth speed) from a low shift speed side.

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