Vehicle control devices

Abstract

The present invention relates to a vehicle control device. When a driver performs a predetermined switching operation from selecting another shift position of a mechanical transmission device to selecting a driving position, rapid shift control is executed while output of a predetermined torque is stopped. This rapid shift control is a control that issues a rapid engagement command to rapidly engage a predetermined engagement device, subsequently increasing the rotational speed of the electric motor to a predetermined speed or above. The rapid shift control is executed when predetermined start conditions are met.

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle including a mechanical transmission device for transmitting driving force from a driving force source including an electric motor. Background Art

[0002] A control device for a vehicle is well known. The vehicle includes an electric motor and a mechanical transmission device, wherein the mechanical transmission device has a predetermined engagement device, and the predetermined engagement device is set to an engagement state by the predetermined engagement device, so that a driving position in which the driving force from the electric motor can be transmitted is formed as a shift position. For example, the drive device of a hybrid vehicle described in Japanese Patent Application Laid-Open No. 2015-217914 is such a device. Japanese Patent Application Laid-Open No. 2015-217914 discloses that when a switching operation is performed from a state in which the driving position of the mechanical transmission device is selected to a state in which the non-driving position in which the mechanical transmission device cannot transmit the driving force from the electric motor is selected, the predetermined engagement device is released, and when a switching operation is performed from a state in which the non-driving position is selected to a state in which the driving position is selected, the released predetermined engagement device is engaged alone, thereby quickly engaging the predetermined engagement device.

[0003] Furthermore, rather than gradually increasing the indicated pressure of the specified engagement device, it is conceivable to increase the indicated pressure of the specified engagement device in stages, for example, to a maximum pressure, from the engagement start point, thereby rapidly engaging the specified engagement device. However, when torque is input to the mechanical transmission device, increasing the indicated pressure of the specified engagement device in stages can easily cause engagement shock. Alternatively, even with the stepwise increase in the indicated pressure of the specified engagement device, the specified engagement device may not be rapidly engaged. Alternatively, rapidly engaging the specified engagement device while there is a rotational differential between the specified engagement devices can easily cause engagement shock. Summary of the Invention

[0004] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can suppress shock and quickly engage a predetermined engagement device when a predetermined switching operation from another shift position to a driving position is performed.

[0005] The gist of the first invention is a control device for a vehicle, (a) the vehicle comprises an electric motor and a mechanical transmission device, wherein the mechanical transmission device has a prescribed engagement device and is set to an engagement state by the prescribed engagement device so that a driving position capable of transmitting a driving force from the electric motor is formed as a shift position, the control device for the vehicle comprises: (b) a motor control unit that controls the rotation speed of the electric motor to be above a prescribed rotation speed and outputs a prescribed torque from the electric motor that causes a creep phenomenon; and (c) a warehouse shift control unit that, when a driver selects a shift position of the mechanical transmission device other than the driving position to select the driving position In the case of a prescribed switching operation of the set state, a rapid warehouse shifting control is performed in the state where the output of the prescribed torque has stopped, and the rapid warehouse shifting control is a rapid engagement instruction that increases the indicated pressure of the prescribed engagement device in stages to quickly engage the prescribed engagement device, and then increases the speed of the electric motor to above the prescribed speed. (d) When the driver performs the prescribed switching operation, the warehouse shifting control unit performs the rapid warehouse shifting control when the prescribed starting condition that the engagement shock of the prescribed engagement device is suppressed is met. On the other hand, the warehouse shifting control unit prohibits the rapid warehouse shifting control when the prescribed starting condition is not met.

[0006] In addition, with regard to the second invention, in the control device of the vehicle described in the first invention, the prescribed starting conditions include the condition that the input speed of the mechanical transmission device is lower than the prescribed input speed at which the engagement shock of the prescribed engagement device is suppressed, and the condition that the output speed of the mechanical transmission device is lower than the prescribed output speed at which the engagement shock of the prescribed engagement device is suppressed.

[0007] Furthermore, regarding the third invention, in the vehicle control device according to the second invention, the input speed of the mechanical transmission device is the output speed of a fluid transmission device provided in the vehicle and transmitting the driving force from the electric motor to the mechanical transmission device via a fluid.

[0008] In addition, with respect to the fourth invention, in the control device of the vehicle described in the second invention or the third invention, the prescribed starting condition includes at least one of the following conditions: a condition that the drive request amount for the vehicle is below a predetermined zero determination threshold value that can be judged as zero; a condition that an electric oil pump of the vehicle that supplies working oil for operating the prescribed engagement device is operating normally; and a condition that the temperature of the working oil is within a prescribed range that can appropriately perform rapid engagement of the prescribed engagement device.

[0009] In addition, with regard to the fifth invention, in the control device of the vehicle described in any one of the first to fourth inventions, when the specified starting condition is not met, the warehouse transfer control unit performs normal warehouse transfer control by issuing a slow engagement instruction, wherein the slow engagement instruction is an instruction to gradually increase the indicated pressure of the specified engagement device to slowly engage the specified engagement device compared to the quick engagement instruction.

[0010] Furthermore, according to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects of the present invention, the other shift position is a non-travel position in which the mechanical transmission cannot transmit the driving force from the electric motor.

[0011] In addition, with regard to the seventh invention, in the control device of the vehicle described in any one of the first to sixth inventions, the other shift position is a second driving position formed by setting a second prescribed engagement device different from the prescribed engagement device of the mechanical transmission device to an engaged state, and the mechanical transmission device is capable of transmitting the driving force from the electric motor. When the driver performs the prescribed switching operation from the state of selecting the second driving position to the state of selecting the driving position, the warehouse transfer control unit reduces the indication pressure of the second prescribed engagement device to release the release instruction of the second prescribed engagement device before starting the emergency engagement instruction for the prescribed engagement device.

[0012] In addition, with regard to the eighth invention, in the control device of the vehicle described in any one of the first to seventh inventions, when the driver performs the prescribed switching operation in a motor driving mode in which the vehicle can travel by the driving force from the electric motor in a state in which the operation of the engine of the vehicle is stopped, the warehouse transfer control unit performs the rapid warehouse transfer control.

[0013] In addition, with regard to the ninth invention, in the control device of the vehicle described in any one of the first to eighth inventions, when the driver performs the prescribed switching operation while the motor is outputting the prescribed torque, the warehouse transfer control unit performs the rapid warehouse transfer control while temporarily stopping the output of the prescribed torque.

[0014] According to the first invention, when the driver performs a prescribed switching operation from selecting another shift position of the mechanical transmission to selecting the driving position, a quick shift control is executed while the output of the prescribed torque has ceased. The quick shift control is a control that increases the indicated pressure of a prescribed engagement device in stages to quickly engage the prescribed engagement device, and then increases the speed of the electric motor to above the prescribed speed. This allows the prescribed engagement device to be quickly engaged with the prescribed switching operation, while easily suppressing the engagement shock. Furthermore, the quick shift control is executed when a prescribed start condition for suppressing the engagement shock of the prescribed engagement device is met, and is prohibited when the prescribed start condition is not met. This allows the prescribed engagement device to be quickly engaged with the prescribed switching operation, while easily suppressing the engagement shock. Consequently, when performing the prescribed switching operation from another shift position to the driving position, shock is suppressed and the prescribed engagement device can be quickly engaged. In other words, when the quick shift control is executed, shock is suppressed and the prescribed engagement device can be quickly engaged.

[0015] In addition, according to the second invention, the prescribed starting conditions include the condition that the input speed of the mechanical transmission device is below the prescribed input speed and the condition that the output speed of the mechanical transmission device is below the prescribed output speed. Therefore, the engagement of the prescribed engagement device accompanying the prescribed switching operation is performed in a state where the rotational difference of the prescribed engagement device is suppressed, thereby reliably suppressing the engagement shock.

[0016] Furthermore, according to the third invention, the input speed of the mechanical transmission device is the output speed of the fluid transmission device that transmits the driving force from the electric motor to the mechanical transmission device. Therefore, the predetermined starting condition includes the condition that the output speed of the fluid transmission device is equal to or less than the predetermined input speed. Thus, if a fluid transmission device is provided, if the output speed of the fluid transmission device exceeds the predetermined input speed, even if the input speed of the fluid transmission device is reduced to below the predetermined input speed by stopping the output of the predetermined torque, the output speed of the fluid transmission device may sometimes be higher than the input speed of the fluid transmission device due to the characteristics of the fluid transmission device. In contrast, when the predetermined starting condition, including the condition that the output speed of the fluid transmission device is equal to or less than the predetermined input speed, is satisfied, the rapid transfer control is executed. Therefore, engagement of the predetermined engagement device accompanying the predetermined switching operation is performed while the rotational difference of the predetermined engagement device is reliably suppressed.

[0017] In addition, according to the fourth invention, the prescribed starting conditions include at least one of the conditions that the drive request amount for the vehicle is below a zero determination threshold, the condition that the electric oil pump is operating normally, and the condition that the temperature of the working oil is within a prescribed range, so the engagement of the prescribed engagement device accompanied by the prescribed switching operation is easier to perform when the rotational difference of the prescribed engagement device is suppressed.

[0018] In addition, according to the fifth invention, when the prescribed starting condition is not met, normal warehouse transfer control is performed with a slow engagement instruction, wherein the slow engagement instruction is an instruction to gradually increase the indicated pressure of the prescribed engagement device to engage the prescribed engagement device slowly compared to the quick engagement instruction, so that the engagement of the prescribed engagement device accompanied by the prescribed switching operation is performed in a state where the engagement shock is easily suppressed.

[0019] In addition, according to the sixth invention, the other shift position is a non-driving position in which the mechanical transmission device cannot transmit the driving force from the electric motor. Therefore, when a prescribed switching operation from the non-driving position to the driving position is performed, the impact can be suppressed and the prescribed engagement device can be quickly engaged.

[0020] Furthermore, according to the seventh invention, the other shift position is a second driving position established by engaging the second predetermined engagement device. Therefore, when the predetermined switching operation from the second driving position to the driving position is performed, shock can be suppressed and the predetermined engagement device can be quickly engaged. Furthermore, when the predetermined switching operation from the second driving position to the driving position is performed, a release command to release the second predetermined engagement device is issued before the rapid engagement command is initiated. Therefore, the shift position switch from the second driving position to the driving position is appropriately executed by the rapid garage shift control.

[0021] In addition, according to the eighth invention, when the prescribed switching operation is performed in the motor driving mode in which the vehicle can travel by the driving force from the electric motor with the engine stopped, the rapid warehouse shifting control is performed, so that in the scenario where the prescribed torque that causes the creep phenomenon may be output from the electric motor, the rapid warehouse shifting control is appropriately performed.

[0022] Furthermore, according to the ninth invention, when the predetermined switching operation is performed while the motor is outputting the predetermined torque, the rapid stock transfer control is executed while temporarily stopping the output of the predetermined torque. Therefore, the rapid stock transfer control is appropriately executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0024] Figure 1 This is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is a diagram illustrating control functions used for various controls in the vehicle and main parts of the control system.

[0025] Figure 2 This is a flowchart illustrating a main portion of the control operation of the electronic control device, and is a flowchart illustrating the control operation for suppressing impact and quickly engaging a predetermined engaging device during a warehouse transfer operation.

[0026] Figure 3 It means it has been executed Figure 2 The flowchart shown is a diagram of an example of a timing chart in the case of the control operation. DETAILED DESCRIPTION

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0028] Figure 1 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram illustrating a main portion of a control system and control functions for various controls in the vehicle 10. Figure 1 In FIG, the vehicle 10 is a hybrid vehicle including an engine 12 and an electric motor MG as driving force sources for traveling. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 that is a device provided in a power transmission path between the engine 12 and the drive wheels 14.

[0029] The engine 12 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is controlled by an electronic control unit 90 (described later) which controls an engine control unit 50 including a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10. This controls the engine torque Te, which is the output torque of the engine 12.

[0030] The electric motor MG is a rotating electric machine that functions as an engine that generates mechanical power from electricity and as a generator that generates electricity from mechanical power, and is a so-called electric generator. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The battery 54 is a storage device that transfers electricity to and from the electric motor MG. The electric motor MG controls the inverter 52 via the electronic control unit 90 described later, thereby controlling the MG torque Tm, which is the output torque of the electric motor MG. Regarding the MG torque Tm, for example, when the rotation direction of the electric motor MG is the same as the rotation direction when the engine 12 is running, that is, forward rotation, the positive torque on the acceleration side is the power running torque, and the negative torque on the deceleration side is the regenerative torque. When no particular distinction is made, the electric power is also synonymous with electric energy. When no particular distinction is made, the electric power is also synonymous with torque and force.

[0031] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and the like within a transmission case 18, a non-rotating member mounted on the vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the electric motor MG on the power transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is connected to the engine 12 via the K0 clutch 20. The automatic transmission 24 is connected to the torque converter 22 and is interposed in the power transmission path between the torque converter 22 and the drive wheels 14. The torque converter 22 and the automatic transmission 24 each constitute a portion of the power transmission path between the driving force source (engine 12, electric motor MG) and the drive wheels 14. Furthermore, the power transmission device 16 includes a propeller shaft 28 connected to a transmission output shaft 26, which is the output rotating member of the automatic transmission 24; a differential gear 30 connected to the propeller shaft 28; and a pair of drive shafts 32 connected to the differential gear 30. Furthermore, the power transmission device 16 includes an engine connection shaft 34 that connects the engine 12 and the K0 clutch 20 , a motor connection shaft 36 that connects the K0 clutch 20 and the torque converter 22 , and the like.

[0032] The electric motor MG is connected to the motor connecting shaft 36 in a power-transmittable manner within the transmission 18. Specifically, the electric motor MG is connected to the power transmission path between the K0 clutch 20 and the torque converter 22 in a power-transmittable manner. In other words, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 in a power-transmittable manner without passing through the K0 clutch 20.

[0033] The torque converter 22 includes a pump impeller 22a connected to the motor connecting shaft 36 and a turbine runner 22b connected to the transmission input shaft 38, which serves as the input rotating member of the automatic transmission 24. The torque converter 22 is a fluid-type transmission device that transmits the driving force from each of the driving force sources (the engine 12 and the motor MG) to the automatic transmission 24 via a fluid. The torque converter 22 includes an LU clutch 40, which is a direct-connect clutch that connects the pump impeller 22a and the turbine runner 22b, that is, connects the motor connecting shaft 36 and the transmission input shaft 38. The LU clutch 40 is a well-known lockup clutch.

[0034] The automatic transmission 24 is, for example, a well-known planetary gear type automatic transmission equipped with one or more planetary gear sets (not shown) and a plurality of engagement devices CB. The engagement devices CB are, for example, well-known hydraulic friction engagement devices. Each engagement device CB changes its CB torque Tcb, representing its torque capacity, by using a regulated CB hydraulic pressure PRcb supplied from a hydraulic control circuit 56, thereby switching its operating state, i.e., control state, between an engaged state and a released state.

[0035] The automatic transmission 24 is a stepped transmission that establishes one of multiple shift speeds with different speed ratios γat (=AT input speed Ni / AT output speed No) by engaging any of the engagement devices CB. The automatic transmission 24 switches the gear position to be established by switching the control state of the engagement devices CB related to the shifting of the automatic transmission 24 based on the driver's accelerator operation, vehicle speed V, and other factors, using the electronic control unit 90 (described later). Specifically, the shift control of the automatic transmission 24 utilizes so-called clutch-to-clutch shifting, in which the gear is shifted by disengaging the disengaging engagement device and engaging the engaging engagement device. The disengaging engagement device is one of the engagement devices related to the shifting of the automatic transmission 24 that is engaged before the shift and is controlled from the engaged state to the disengaged state during the shift transition of the automatic transmission 24. The engaging-side engagement device is one of the engagement devices associated with speed shifting, which is set to the released state before the automatic transmission 24 shifts. It is controlled from the released state to the engaged state during the speed transition of the automatic transmission 24. The AT input speed Ni is the speed of the transmission input shaft 38 and is the input speed of the automatic transmission 24. The value of the AT input speed Ni is the same as the value of the turbine speed Nt, which is the output speed of the torque converter 22. The AT input speed Ni can be represented by the turbine speed Nt. The AT output speed No is the speed of the transmission output shaft 26 and is the output speed of the automatic transmission 24.

[0036] The K0 clutch 20 is a hydraulic friction engagement device comprised of, for example, a multi-plate or single-plate clutch. The K0 clutch 20 changes its torque capacity, K0 torque Tk0, by varying the K0 hydraulic pressure PRk0, a regulated hydraulic pressure supplied from the hydraulic control circuit 56, thereby switching between control states such as an engaged state and a released state.

[0037] In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected in a power-transmitting manner. On the other hand, when the K0 clutch 20 is released, power transmission between the engine 12 and the torque converter 22 is blocked. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that disconnects the engine 12 from the electric motor MG.

[0038] In the power transmission device 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connecting shaft 34 to the drive wheels 14 in this order, via the K0 clutch 20, the motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32. Furthermore, the power output from the electric motor MG is transmitted from the motor connecting shaft 36 to the drive wheels 14 in this order, via the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32, regardless of the control state of the K0 clutch 20.

[0039] The vehicle 10 includes a mechanical oil pump (MOP58), an electric oil pump (EOP60), and a pump motor 62. The MOP58 is connected to the pump impeller 22a and is rotationally driven by the driving force source (engine 12, electric motor MG) to discharge the hydraulic oil OIL used in the power transmission device 16. The pump motor 62 is a motor dedicated to the EOP60 for rotationally driving the EOP60. The EOP60 is rotationally driven by the pump motor 62 to discharge the hydraulic oil OIL. The hydraulic oil OIL discharged by the MOP58 and EOP60 is supplied to the hydraulic control circuit 56. The hydraulic control circuit 56 supplies the CB hydraulic pressure PRcb and the K0 hydraulic pressure PRk0, etc., which are respectively regulated based on the hydraulic oil OIL discharged by the MOP58 and / or EOP60.

[0040] The vehicle 10 further includes an electronic control unit 90, which includes a control device for the vehicle 10. The electronic control unit 90 is configured to include, for example, a so-called microcomputer including a CPU, RAM, ROM, and input / output interfaces. The CPU utilizes the temporary storage function of the RAM and processes signals according to programs pre-stored in the ROM, thereby executing various controls for the vehicle 10. The electronic control unit 90 is configured to include various computers for engine control, motor control, hydraulic control, and the like, as needed.

[0041] Various signals based on detection values ​​obtained by various sensors provided in the vehicle 10 (e.g., the engine speed sensor 70, the turbine speed sensor 72, the output speed sensor 74, the MG speed sensor 76, the accelerator opening sensor 78, the throttle opening sensor 80, the brake pedal sensor 82, the battery sensor 84, the oil temperature sensor 86, the shift position sensor 88, etc.) are supplied to the electronic control unit 90 (e.g., the engine speed Ne as the speed of the engine 12, the turbine speed Nt which is the same as the value of the AT input speed Ni, the AT output speed No corresponding to the vehicle speed V, the electric motor MG as the speed of the electric motor MG). The MG speed Nm as the rotational speed, the accelerator opening θacc as the driver's accelerator operation amount indicating the size of the driver's acceleration operation, the throttle opening θth as the opening of the electronic throttle, the brake-on signal Bon as a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, the battery temperature THbat of the battery 54, the battery charge and discharge current Ibat, the battery voltage Vbat, the working oil temperature THoil as the temperature of the working oil OIL in the hydraulic control circuit 56, the operating position POSop indicating the position where the shift lever 64 of the vehicle 10 is operated, etc.

[0042] The shift lever 64 is a shift operating member that is operated by the driver to one of a plurality of operating positions POSop. The operating position POSop is a signal indicating the state of selecting one of a plurality of shift positions of the automatic transmission 24, and includes, for example, P, R, N, and D operating positions. The shift positions of the automatic transmission 24 include, for example, P, R, N, and D positions.

[0043] The P operating position is a parking operating position in which the P position, which serves as the parking position of the automatic transmission 24, is selected. The P position of the automatic transmission 24 is a shift position in which the automatic transmission 24 is in a neutral state and the rotation of the transmission output shaft 26 is mechanically blocked. The neutral state of the automatic transmission 24 is a state in which the automatic transmission 24 cannot transmit driving force. This is achieved, for example, by disengaging all the engagement devices CB to block power transmission within the automatic transmission 24. The mechanically blocked state of the transmission output shaft 26 is a state in which the transmission output shaft 26 is fixed and cannot rotate by a known parking lock mechanism included in the vehicle 10. The R operating position is a reverse travel operating position in which the R position, which serves as the reverse travel position of the automatic transmission 24, is selected. The R position of the automatic transmission 24 is a shift position of the automatic transmission 24 that enables reverse travel of the vehicle 10. The N operating position is a neutral operating position in which the N position, which serves as the neutral position of the automatic transmission 24, is selected. The N position of the automatic transmission 24 is a shift position of the automatic transmission 24 in which the automatic transmission 24 is set to a neutral state. The D operating position is a forward travel operating position in which the D position is selected as the forward travel position of the automatic transmission 24. The D position of the automatic transmission 24 is a shift position of the automatic transmission 24 in which automatic speed change control of the automatic transmission 24 is executed, enabling forward travel of the vehicle 10. The P position and the N position of the automatic transmission 24 are non-travel positions of the automatic transmission 24 in which the automatic transmission 24 cannot transmit the driving force from each of the driving force sources (engine 12, electric motor MG). The R position and the D position of the automatic transmission 24 are travel positions of the automatic transmission 24 in which the automatic transmission 24 can transmit the driving force from each of the driving force sources.

[0044] Various command signals (such as the engine control command signal Se for controlling the engine 12, the MG control command signal Sm for controlling the electric motor MG, the CB hydraulic control command signal Scb for controlling the coupling device CB, the K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, the LU hydraulic control command signal Slu for controlling the LU clutch 40, the EOP control command signal Seop for controlling the EOP60, etc.) are output from the electronic control unit 90 to each device of the vehicle 10 (such as the engine control unit 50, the inverter 52, the hydraulic control circuit 56, the pump motor 62, etc.).

[0045] The electronic control device 90 includes a hybrid control unit 92 serving as a hybrid control means and a shift control unit 94 serving as a shift control means in order to implement various controls in the vehicle 10 .

[0046] The hybrid control unit 92 includes the functions of an engine control unit 92a, which serves as an engine control unit for controlling the operation of the engine 12, and a motor control unit 92b, which serves as a motor control unit for controlling the operation of the motor MG via the inverter 52. These control functions are used to perform hybrid drive control performed by the engine 12 and the motor MG.

[0047] The hybrid control unit 92 calculates the driver's drive request for the vehicle 10 by, for example, applying the accelerator opening θacc and the vehicle speed V to a drive request map. The drive request map is a relationship that is determined and stored in advance through experiments or design, that is, a predetermined relationship. The drive request is, for example, the requested drive torque Trdem at the drive wheels 14. In other words, the requested drive torque Trdem [Nm] is the requested drive power Prdem [W] at the current vehicle speed V. As the drive request, the requested drive force Frdem [N] at the drive wheels 14, the requested automatic transmission output torque at the transmission output shaft 26, etc. may be used. Alternatively, only the accelerator opening θacc, the throttle opening θth, etc. may be used as the drive request. In the calculation of the drive request, the automatic transmission output speed No, etc. may be used instead of the vehicle speed V.

[0048] The hybrid control unit 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG, taking into account transmission losses, auxiliary machine loads, the gear ratio γat of the automatic transmission 24, the chargeable power Win and dischargeable power Wout of the battery 54, and other factors, in order to achieve the requested drive power Prdem. The engine control command signal Se is, for example, a command value for the power Pe of the engine 12 that outputs the engine torque Te at the current engine speed Ne. The MG control command signal Sm is, for example, a command value for the consumed power Wm of the electric motor MG that outputs the MG torque Tm at the current MG speed Nm.

[0049] The chargeable power Win of the battery 54 is the maximum power that can be input, which specifies the input power limit of the battery 54, and indicates the input limit of the battery 54. The dischargeable power Wout of the battery 54 is the maximum power that can be output, which specifies the output power limit of the battery 54, and indicates the output limit of the battery 54. The chargeable power Win and the dischargeable power Wout of the battery 54 are calculated by the electronic control unit 90 based on, for example, the battery temperature THbat and the state of charge value SOC [%] of the battery 54. The state of charge value SOC of the battery 54 is a value indicating the state of charge corresponding to the charge amount of the battery 54, and is calculated by the electronic control unit 90 based on, for example, the battery charge and discharge current Ibat and the battery voltage Vbat.

[0050] When the requested drive torque Trdem can be provided only by the output of the electric motor MG, the hybrid control unit 92 sets the driving mode to the motor driving (=EV driving) mode. The EV driving mode is a driving mode in which the vehicle can travel using the driving force from the electric motor MG while the operation of the engine 12 is stopped. In the EV driving mode, the hybrid control unit 92 performs EV driving, in which the vehicle travels by outputting the driving force only from the electric motor MG among the driving force sources (engine 12, electric motor MG) with the K0 clutch 20 released. On the other hand, when the requested drive torque Trdem cannot be provided at least without the output of the engine 12, the hybrid control unit 92 sets the driving mode to the engine driving mode, i.e., the hybrid driving (=HV driving) mode. In the HV driving mode, the hybrid control unit 92 performs engine driving, i.e., HV driving, in which the vehicle travels by outputting the driving force from at least the engine 12 among the driving force sources (engine 12, electric motor MG) with the K0 clutch 20 engaged. On the other hand, even when the requested drive torque Trdem can be provided by the output of the electric motor MG alone, the hybrid control unit 92 establishes the HV travel mode when the state of charge (SOC) of the battery 54 is less than a predetermined engine start threshold value or when warm-up of the engine 12 or the like is required. The engine start threshold value is a predetermined threshold value of the state of charge (SOC) value for determining whether it is necessary to forcibly start the engine 12 to charge the battery 54.

[0051] For example, when the engine 12 is stopped, the motor control unit 92b executes MG idle control, which is idle control of the electric motor MG. For example, MG idle control controls the MG rotational speed Nm to the MG idle speed, setting the electric motor MG to an idle state. This MG idle speed is the idle speed of the electric motor MG that reaches or exceeds a predetermined rotational speed Nmf. For example, when the accelerator is off while the engine 12 is stopped, the brake is off during a temporary stop, thereby outputting a predetermined torque from the electric motor MG to cause the vehicle 10 to creep while the accelerator is off. For example, the predetermined torque is the creep torque Tcr used to cause the vehicle 10 to travel in a so-called creep mode when the brake is off and the accelerator is off while the vehicle is stopped. The MG idle control performed by the motor control unit 92b is executed, for example, in EV driving mode when the drive demand amount is below a predetermined zero determination threshold that can be determined to be zero, and when the shift lever 64 is in the D or R operating position. When the drive request amount is equal to or less than the zero determination threshold, for example, it is determined that the accelerator opening θacc is zero and the accelerator is off.

[0052] The shift control unit 94 uses, for example, a shift map representing a predetermined relationship to determine whether to shift the automatic transmission 24. It then outputs a CB hydraulic pressure control command signal Scb to the hydraulic control circuit 56 as needed, for executing shift control of the automatic transmission 24. During the shift control of the automatic transmission 24, the shift control unit 94 shifts the automatic transmission 24 by, for example, switching the disengaged engagement device to a disengaged state and the engaged engagement device to an engaged state. The shift map, for example, includes a predetermined relationship on a two-dimensional coordinate system with vehicle speed V and requested drive torque Trdem as variables, showing shift lines for determining shifts in the automatic transmission 24. In the shift map, the AT output speed No, etc., may be used in place of vehicle speed V. Furthermore, the requested drive force Frdem, accelerator opening θacc, throttle opening θth, etc., may be used in place of the requested drive torque Trdem.

[0053] The shift control unit 94 includes a garage shift control unit, or garage shift control unit 94a, that performs garage shift control CTg when the driver performs a garage shift operation OPg. The garage shift operation OPg is one of the operations of the shift lever 64 performed by the driver, and is, for example, a predetermined switching operation from a state in which a shift position other than one of the driving positions of the automatic transmission 24 is selected to a state in which the one driving position is selected. When the one driving position of the automatic transmission 24 is set to the D position, the other shift position is, for example, the R position of the automatic transmission 24, which is the other driving position of the automatic transmission 24. In this case, the state in which the one driving position of the automatic transmission 24 is selected is a state in which the operating position POSop is set to the D operating position. The state in which the other driving position of the automatic transmission 24 is selected is a state in which the operating position POSop is set to the R operating position. That is, the garage shift operation OPg is, for example, an R→D operation. Alternatively, the other shift position is, for example, the P position or N position of the automatic transmission 24, which is a non-driving position of the automatic transmission 24. In this case, the state in which the non-driving position of the automatic transmission 24 is selected is the state in which the operating position POSop is set to the P operating position or the N operating position. That is, the shifting operation OPg is, for example, an N(P)→D operation. It should be noted that the D→R operation, which is a switching operation from the D position of the automatic transmission 24 to the R position, and the N(P)→R operation, which is a switching operation from the P position or the N position of the automatic transmission 24 to the R position, are also types of shifting operation OPg. Furthermore, depending on the operating position POSop of the shift lever 64, the N operating position may be used during, for example, the R→D operation or the D→R operation.

[0054] In the automatic transmission 24, for example, the first engagement device CB1 and the third engagement device CB3 of the engagement devices CB are both engaged, thereby establishing a forward gear position, such as the first speed gear position, and placing the automatic transmission 24 in the D position. Furthermore, in the automatic transmission 24, for example, the second engagement device CB2 and the third engagement device CB3 of the engagement devices CB are both engaged, thereby establishing a reverse gear position, and placing the automatic transmission 24 in the R position. When the driver performs a D→N(P) operation, which is a switching operation from the D position of the automatic transmission 24 to the P position or the N position, while the first speed gear position is already established, the warehouse transfer control unit 94a, for example, switches the first engagement device CB1 to a disengaged state, placing the automatic transmission 24 in the neutral position. This places the automatic transmission 24 in the P position or the N position. When the driver performs an N(P)→D operation in the neutral state of the automatic transmission 24, achieved by disengaging the first engagement device CB1, the shift control unit 94a performs shift control CTg to engage the first engagement device CB1 to establish the first speed gear position. The automatic transmission 24 is thereby set to the D position. Furthermore, when the driver performs an R→N(P) operation, which is a switching operation from selecting the R position of the automatic transmission 24 to selecting the P position or the N position, while the reverse gear position is already established, the shift control unit 94a, for example, switches the second engagement device CB2 to the disengaged state to set the automatic transmission 24 to the neutral state. The automatic transmission 24 is thereby set to the P position or the N position. When the driver performs an N(P)→R operation in the neutral state of the automatic transmission 24, achieved by disengaging the second engagement device CB2, the shift control unit 94a performs shift control CTg to engage the second engagement device CB2 to establish the reverse gear position. The automatic transmission 24 is thereby set to the R position. Furthermore, if the driver performs a D→R operation while the first speed gear position is already established, the shift control unit 94a, for example, performs shift control CTg, switching the first engagement device CB1 to a released state and the second engagement device CB2 to an engaged state to establish a reverse gear position. Consequently, the automatic transmission 24 is shifted from the D position to the R position. Furthermore, if the driver performs an R→D operation while the reverse gear position is already established, the shift control unit 94a, for example, performs shift control CTg, switching the second engagement device CB2 to a released state and the first engagement device CB1 to an engaged state to establish a first speed gear position. Consequently, the automatic transmission 24 is shifted from the R position to the D position.

[0055] The automatic transmission 24 is a mechanical transmission device that includes a first engagement device CB1. When the first engagement device CB1 is engaged, the D position, which serves as a driving position, is established as a shift position. The first engagement device CB1, which is associated with establishing the D position of the automatic transmission 24, is a prescribed engagement device, specifically a first prescribed engagement device. The establishment of the D position establishes the driving position of the automatic transmission 24, specifically the first driving position. The R position, illustrated as another shift position of the automatic transmission 24 relative to the D position, is established by engaging the second engagement device CB2 of the automatic transmission 24. The second engagement device CB2, which is associated with establishing the R position of the automatic transmission 24, is a prescribed engagement device different from the first prescribed engagement device, specifically a second prescribed engagement device. The establishment of the R position establishes the driving position of the automatic transmission 24, specifically the second driving position.

[0056] To suppress engagement shock, the transfer control unit 94a outputs a CB hydraulic control command signal Scb to the hydraulic control circuit 56 for executing a slow engagement command DR1s. This slow engagement command DR1s gradually increases the indicated pressure of a predetermined engagement device, which is engaged during the transfer control CTg, to slowly engage the predetermined engagement device. In other words, the transfer control unit 94a executes normal transfer control CTgn, which executes the slow engagement command DR1s. The slow engagement command DR1s engages the predetermined engagement device more slowly than the rapid engagement command DRhs, described later.

[0057] Alternatively, in order to execute the warehouse transfer control CTg faster than the normal warehouse transfer control CTgn, the warehouse transfer control unit 94a may issue a rapid engagement command DRhs instead of the slow engagement command DRls. The rapid engagement command DRhs is a command that gradually increases the indicated pressure of a specified engagement device to quickly engage the specified engagement device. However, if the rapid engagement command DRhs is issued while torque is being input to the automatic transmission 24, an engagement shock is likely to occur, or even if the rapid engagement command DRhs is issued, the specified engagement device may not be quickly engaged. Ideally, the rapid engagement command DRhs is issued while torque is not being input to the automatic transmission 24. A state where torque can be input to the automatic transmission 24 is, for example, when the accelerator is disconnected, or when the output of the creep torque Tcr can be temporarily stopped. Considering responsiveness, the state where the output of the creep torque Tcr can be temporarily stopped is when the vehicle is in EV driving mode. When the driver performs a shift operation OPg, the shift control unit 94a executes a rapid shift control CTgq in the creep cutoff state, where the output of creep torque Tcr has ceased. This rapid shift control CTgq issues a rapid engagement command DRhs, then increases the MG speed Nm to a predetermined speed Nmf or higher, and outputs creep torque Tcr from the electric motor MG. The creep cutoff state prohibits the output of creep torque Tcr and sets the MG speed Nm to zero. When the driver performs a shift operation OPg in EV driving mode, the shift control unit 94a executes rapid shift control CTgq. Since the rapid engagement command DRhs is issued with the MG speed Nm set to zero, the CB hydraulic pressure PRcb required for engagement of the predetermined engagement device is regulated based on the hydraulic oil OIL discharged by the EOP 60. Note that if the MOP 58 is connected to a rotating element different from the pump impeller 22a, and this rotating element is rotating while the vehicle 10 is traveling in EV driving mode, the EOP 60 does not need to be activated.

[0058] When the garage shifting operation OPg is, for example, an R→D operation, the second engagement device CB2 must be switched to a released state. Furthermore, in the R position, creep torque Tcr is output from the electric motor MG. When the driver performs the garage shifting operation OPg, which is an R→D operation, the garage shifting control unit 94a outputs a CB hydraulic pressure control command signal Scb to the hydraulic control circuit 56 for issuing a release command DRr, before initiating a rapid engagement command DRhs to the first engagement device CB1. This release command DRr is a command to reduce the indicated pressure of the second engagement device CB2, thereby releasing the second engagement device CB2. If the driver performs the garage shifting operation OPg while the electric motor MG is outputting creep torque Tcr, the garage shifting control unit 94a executes rapid garage shifting control CTgq, temporarily suspending the output of creep torque Tcr.

[0059] Furthermore, during rapid garage transfer control CTgq, if a rapid engagement command DRhs is issued while a rotational differential exists between the specified engagement devices, an engagement shock may be easily generated. When the vehicle speed V is high, a rotational differential may exist between the specified engagement devices. Alternatively, when the vehicle 10 is stopped in the D or R position of the automatic transmission 24, the turbine speed Nt is set to zero even when creep torque Tcr is being output. On the other hand, when the automatic transmission 24 is in the P or N position, the automatic transmission 24 is in neutral. Therefore, even when the vehicle 10 is stopped, while creep torque Tcr is being output, the turbine speed Nt is rotated at, for example, a predetermined speed Nmf or higher. At this time, when the creep cutoff state is set in conjunction with the N(P)→D(R) operation and the MG speed Nm, the input speed of the torque converter 22, is set to zero from above the predetermined speed Nmf, the turbine speed Nt may not be quickly set to zero due to the characteristics of the torque converter 22. In this case, even if the creep cut state is set, there may be a state where a rotation difference exists in a predetermined engagement device.

[0060] Therefore, when the driver performs the garage transfer operation OPg, if the predetermined start condition CDstf, which specifies that the engagement shock of the engagement device is suppressed, is satisfied, the garage transfer control unit 94a executes the rapid garage transfer control CTgq. On the other hand, if the predetermined start condition CDstf is not satisfied, the garage transfer control unit 94a prohibits the rapid garage transfer control CTgq. If the predetermined start condition CDstf is not satisfied, the garage transfer control unit 94a executes the normal garage transfer control CTgn.

[0061] The prescribed starting conditions CDstf include the condition that the AT input speed Ni, that is, the turbine speed Nt is less than the prescribed input speed Nif at which the engagement shock of the prescribed engagement device is suppressed, and the condition that the AT output speed No is less than the prescribed output speed Nof at which the engagement shock of the prescribed engagement device is suppressed. The prescribed input speed Nif is, for example, a value of zero or close to zero. The prescribed output speed Nof is, for example, the AT output speed No when the vehicle is parked or close to parked, that is, a value of zero or close to zero. If the turbine speed Nt is set to a value of zero or close to zero, and the AT output speed No is set to a value of zero or close to zero, the rotational difference of the prescribed engagement device is set to zero or a value so small that the engagement shock of the prescribed engagement device is suppressed.

[0062] When the accelerator is engaged, the MG speed Nm increases, potentially leading to a rotational differential with the specified engagement device. Alternatively, if the EOP60 is not operating normally, the specified engagement device may not be properly engaged when a rapid engagement command DRhs is issued, increasing engagement shock. Alternatively, if the operating oil temperature THoil is low or high, the specified engagement device may not be properly engaged when a rapid engagement command DRhs is issued, increasing engagement shock. The specified start condition CDstf may also include at least one of the following: the drive demand for the vehicle 10 is below a predetermined zero determination threshold, which allows determination of zero; the EOP60 is operating normally; and the operating oil temperature THoil is within a predetermined range that allows for appropriate and rapid engagement of the specified engagement device. The condition of the drive demand being below the zero determination threshold is, for example, the accelerator being off, but may also be the drive demand being below the zero determination threshold in conventional cruise control, automatic speed control, or automated driving control. The condition that the EOP 60 is operating normally is, for example, a condition that the EOP 60 itself has no faults and / or a condition that the EOP 60 can be controlled to operate normally.

[0063] Specifically, hybrid control unit 92 determines whether the running mode is the EV running mode.

[0064] The garage transfer control unit 94a determines whether the driver has performed a garage transfer operation OPg. If the hybrid control unit 92 determines that the driving mode is the EV driving mode and that the driver has performed the garage transfer operation OPg, and if there is a second predetermined engagement device, namely, a release-side engagement device, switched to the released state in the garage transfer control CTg, the garage transfer control unit 94a outputs a CB hydraulic control command signal Scb to the hydraulic control circuit 56 for issuing a release command DRr, which is a command to release the release-side engagement device.

[0065] When hybrid control unit 92 determines that the driving mode is EV driving mode and that the driver has performed a garage shifting operation OPg, garage shifting control unit 94a determines whether a predetermined start condition CDstf has been met. If predetermined start condition CDstf has been met, and creep torque Tcr is being output, garage shifting control unit 94a issues an output stop command DRst to stop the output of creep torque Tcr. Based on output stop command DRst, motor control unit 92b stops the output of creep torque Tcr.

[0066] When the hybrid control unit 92 determines that the driving mode is the EV driving mode, if it is determined that the driver has performed the garage shifting operation OPg and if it is determined that the predetermined start condition CDstf is satisfied, the garage shifting control unit 94a determines whether the vehicle is in the creep cut-off state. The garage shifting control unit 94a determines whether the vehicle is in the creep cut-off state based on, for example, whether it can be determined that the MG rotational speed Nm is zero.

[0067] When it is determined that the state is creep cut-off, the warehouse transfer control unit 94a outputs a CB hydraulic control command signal Scb for performing an emergency engagement command DRhs to the hydraulic control circuit 56. The emergency engagement command DRhs is an instruction to quickly engage the first prescribed engagement device, that is, the engagement side engagement device, which is switched to the engagement state in the warehouse transfer control CTg.

[0068] When a predetermined time TMf, which indicates that the engagement device has switched to the engaged state in the garage transfer control CTg, has elapsed since the CB hydraulic control command signal Scb for the rapid engagement command DRhs was output, the garage transfer control unit 94a issues an output command DRop for outputting creep torque Tcr. The motor control unit 92b begins outputting creep torque Tcr based on the output command DRop.

[0069] On the other hand, when the hybrid control unit 92 determines that the driving mode is the EV driving mode, when it is determined that the driver has performed the garage shifting operation OPg and it is determined that the prescribed start condition CDstf is not met, the garage shifting control unit 94a outputs a CB hydraulic control instruction signal Scb for performing a slow engagement instruction DRls to the hydraulic control circuit 56. The slow engagement instruction DRls is an instruction to slowly engage the engagement side engagement device in the garage shifting control CTg.

[0070] Figure 2 This is a flowchart illustrating a main portion of the control operation of the electronic control device 90 , and is a flowchart illustrating a control operation for suppressing impact and rapidly engaging a predetermined engaging device when performing the transfer operation OPg, and is, for example, repeatedly executed. Figure 3 It means it has been executed Figure 2 The flowchart shown is a diagram of an example of a timing chart in the case of the control operation.

[0071] exist Figure 2In the routine, first, in step S10 corresponding to the function of the hybrid control unit 92 (hereinafter, the step is omitted), it is determined whether the driving mode is the EV driving mode. If the determination of this S10 is negative, this routine is terminated. If the determination of this S10 is positive, in S20 corresponding to the function of the warehouse transfer control unit 94a, it is determined whether the driver has performed the warehouse transfer operation OPg. If the determination of this S20 is negative, this routine is terminated. If the determination of this S20 is positive, in S30 corresponding to the function of the warehouse transfer control unit 94a, it is determined whether the prescribed start condition CDstf is satisfied. If the determination of this S30 is negative, in S40 corresponding to the function of the warehouse transfer control unit 94a, in the case of having a release-side engagement device in the warehouse transfer control CTg, a release instruction DRr for releasing the release-side engagement device is output. Then, in S50 corresponding to the function of the warehouse transfer control unit 94a, a slow engagement instruction DRls for slowly engaging the engagement-side engagement device in the warehouse transfer control CTg is output. If the determination in S30 is affirmative, in S60, which corresponds to the functions of the transfer control unit 94a and the motor control unit 92b, the output of creep torque Tcr is stopped while it is being output. Next, in S70, which corresponds to the functions of the transfer control unit 94a, a release command DRr is output to release the release-side engagement device in the transfer control unit CTg, if any. Next, in S80, which corresponds to the functions of the transfer control unit 94a, a determination is made as to whether the creep cutoff state is in effect. If the determination in S80 is negative, S80 is repeated. If the determination in S80 is affirmative, in S90, which corresponds to the functions of the transfer control unit 94a, a rapid engagement command DRhs is output to quickly engage the engagement-side engagement device in the transfer control unit CTg. Next, in S100, which corresponds to the functions of the transfer control unit 94a and the motor control unit 92b, the output of creep torque Tcr is resumed after the predetermined time TMf has elapsed.

[0072] Figure 3 : is a diagram showing an example of a case where the driver performs an R→D operation when the automatic transmission 24 is in the R position and outputting the creep torque Tcr in the EV driving mode. Figure 3In the figure, time t1 indicates the time when the garage shift control CTg is initiated in response to the driver's R→D operation. During garage shift control CTg, the automatic transmission 24 is switched from the R position to the D position, that is, the second engagement device CB2 is disengaged and the first engagement device CB1 is engaged. The release-side hydraulic pressure represents the CB hydraulic pressure PRcb of the second engagement device CB2, which serves as the release-side engagement device. The engagement-side hydraulic pressure represents the CB hydraulic pressure PRcb of the first engagement device CB1, which serves as the engagement-side engagement device. For each of the release-side and engagement-side hydraulic pressures, the actual value indicated by the solid line represents the actual pressure, while the indicated value indicated by the dashed or two-dot chain line represents the indicated pressure. Furthermore, at the start of garage shift control CTg, a determination is made as to whether the predetermined start condition CDstf is met. During garage shift control CTg, if the predetermined start condition CDstf is met, the creep cutoff state is temporarily established, as indicated by the solid line at the MG speed Nm. On the other hand, if the predetermined start condition CDstf is not met, the creep cutoff state is not established, as indicated by the two-dot chain line at the MG speed Nm. If the specified start condition CDstf is not met, a slow engagement command DRls is output to release the second engagement device CB2 and slowly engage the first engagement device CB1. For example, as shown by the double-dashed line, the indicated pressure is output, gradually increasing from the rapid fill indicated pressure and the constant pressure standby indicated pressure to the maximum pressure (see after time point t2). Thus, the shift control CTg is executed through the normal shift control CTgn. If the specified start condition CDstf is met, when the creep cutoff state is set during the transition of the shift control CTg, that is, when the MG speed Nm is set to zero, it is determined that the creep cutoff state is established (see time point t2). Thereafter, a rapid engagement command DRhs is output to quickly engage the first engagement device CB1. For example, as shown by the dashed line, the indicated pressure is output, gradually increasing from the engagement start time point to the maximum pressure (see after time point t2). Thus, the shift control CTg is executed through the rapid shift control CTgq. After the specified time TMf has passed since the time when the rapid engagement command DRhs was output, the creep cut-off state is released and the output of the creep torque Tcr begins (refer to the t3 time point). When the creep torque Tcr returns to the target value, the shift control CTg is completed (refer to the t4 time point). It should be noted that the actual pressure of the engagement side hydraulic pressure is only shown in the case of the rapid shift control CTgq. In addition, in order to compare the respective engagement side hydraulic pressures of the normal shift control CTgn and the rapid shift control CTgq, for convenience, the output start of the indicated pressure of the engagement side hydraulic pressure in the normal shift control CTgn is set to the t2 time point.

[0073] As described above, according to this embodiment, when the driver performs a garage shifting operation OPg, the rapid garage shifting control CTgq is executed in the creep cutoff state. This rapid garage shifting control CTgq is a control that issues a rapid engagement command DRhs and then increases the MG speed Nm to above the prescribed speed Nmf. Therefore, the engagement of the prescribed engagement device associated with the garage shifting operation OPg is performed quickly in a state where the engagement shock is easily suppressed. In addition, the rapid garage shifting control CTgq is executed when the prescribed start condition CDstf is satisfied, and is prohibited when the prescribed start condition CDstf is not satisfied. Therefore, the engagement of the prescribed engagement device associated with the garage shifting operation OPg is performed in a state where the engagement shock is more easily suppressed. As a result, when the garage shifting operation OPg is performed, the shock can be suppressed and the prescribed engagement device can be quickly engaged. That is, when the rapid garage shifting control CTgq is executed, the shock can be suppressed and the prescribed engagement device can be quickly engaged.

[0074] In addition, according to this embodiment, the prescribed starting condition CDstf includes the condition that the AT input speed Ni is less than the prescribed input speed Nif and the condition that the AT output speed No is less than the prescribed output speed Nof. Therefore, the engagement of the prescribed engagement device accompanying the warehouse transfer operation OPg is carried out in a state where the rotation difference of the prescribed engagement device is suppressed, thereby reliably suppressing the engagement shock.

[0075] Furthermore, according to this embodiment, the AT input speed Ni is the turbine speed Nt, and therefore the prescribed start condition CDstf includes the condition that the turbine speed Nt is equal to or less than the prescribed input speed Nif. Therefore, when a torque converter 22 is provided, if the turbine speed Nt exceeds the prescribed input speed Nif, even if the creep cut mode is set to reduce the MG speed Nm to below the prescribed input speed Nif, the turbine speed Nt may sometimes be higher than the MG speed Nm due to the characteristics of the torque converter 22. In contrast, when the prescribed start condition CDstf, including the condition that the turbine speed Nt is equal to or less than the prescribed input speed Nif, is satisfied, the rapid shift control CTgq is executed. Therefore, engagement of the prescribed engagement device accompanying the shift operation OPg is performed with the rotational difference of the prescribed engagement device reliably suppressed.

[0076] In addition, according to this embodiment, the prescribed starting condition CDstf includes at least one of the conditions that the drive request amount for the vehicle 10 is below the zero judgment threshold, the condition that the EOP60 is operating normally, and the condition that the working oil temperature THoil is within the prescribed range, so the engagement of the prescribed engagement device accompanying the warehouse transfer operation OPg is easier to perform when the rotational difference of the prescribed engagement device is suppressed.

[0077] In addition, according to this embodiment, when the specified start condition CDstf is not met, the normal warehouse transfer control CTgn of the slow engagement instruction DRls is executed, so the engagement of the specified engagement device accompanying the warehouse transfer operation OPg is performed in a state where the engagement impact is easily suppressed.

[0078] In addition, according to this embodiment, the other shift position of the automatic transmission 24 before the shifting operation OPg is performed is the non-driving position of the automatic transmission 24, so when the shifting operation OPg is performed from the non-driving position to the driving position, the impact can be suppressed and the specified engagement device can be quickly engaged.

[0079] Furthermore, according to this embodiment, the other shift position is the second drive position of the automatic transmission 24. Therefore, when a shift operation OPg is performed from the second drive position to the drive position, shock can be suppressed and the prescribed engagement device can be quickly engaged. Furthermore, when the shift operation OPg is performed from the second drive position to the drive position, a release command DRr for releasing the second prescribed engagement device is issued before the rapid engagement command DRhs is initiated. Therefore, the shift position change from the second drive position to the drive position is appropriately executed through the rapid shift control CTgq.

[0080] Furthermore, according to the present embodiment, when the garage shifting operation OPg is performed in the EV travel mode, the rapid garage shifting control CTgq is executed, so in a scenario where the creep torque Tcr may be output from the motor MG, the rapid garage shifting control CTgq is appropriately executed.

[0081] Furthermore, according to the present embodiment, when the stock transfer operation OPg is performed while the motor MG is outputting the creep torque Tcr, the rapid stock transfer control CTgq is executed while temporarily stopping the output of the creep torque Tcr. Therefore, the rapid stock transfer control CTgq is appropriately executed.

[0082] As mentioned above, although the embodiment of the present invention is described in detail based on the drawings, the present invention is also applicable to other embodiments.

[0083] For example, in the aforementioned embodiment, the first engagement device CB1 involved in establishing the D position of the automatic transmission 24 is exemplified as the prescribed engagement device, particularly the first prescribed engagement device, and the shift operation OPg to the D operating position is exemplified. However, this is not limiting. For example, the present invention can also be applied even if the second engagement device CB2 involved in establishing the R position of the automatic transmission 24 is used as the first prescribed engagement device, and the shift operation OPg to the R operating position is used. In this case, the first engagement device CB1 involved in establishing the D position of the automatic transmission 24 is the second prescribed engagement device, the driving position of the automatic transmission 24 based on the establishment of the R position is the first driving position, and the driving position of the automatic transmission 24 based on the establishment of the D position is the second driving position.

[0084] Furthermore, in the aforementioned embodiment, a vehicle 10 having an engine 12, an electric motor MG, and an automatic transmission 24 is illustrated as a vehicle to which the present invention is applied, but the present invention is not limited to this embodiment. For example, the present invention can be applied to an electric vehicle that does not have an engine and uses only an electric motor as a driving force source, or a hybrid vehicle that has an automatic transmission connected in series with a rear stage of a well-known electric continuously variable transmission. Furthermore, in the case where the vehicle is, for example, the above-mentioned electric vehicle, the automatic transmission that transmits the driving force from the electric motor can also be replaced with a mechanical transmission device having a simple engagement device. In short, the present invention can be applied to any vehicle that has an electric motor and a mechanical transmission device, wherein the mechanical transmission device has a prescribed engagement device and is set to an engagement state by the prescribed engagement device, so that the driving position that can transmit the driving force from the electric motor is formed as a shift position.

[0085] Furthermore, in the aforementioned embodiment, a planetary gear type automatic transmission is illustrated as the automatic transmission 24, but the present invention is not limited to this embodiment. For example, the automatic transmission 24 may also be a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. If the automatic transmission 24 is a DCT, one of the engagement devices connected to the input shafts of the two systems corresponds to the prescribed engagement device. If the automatic transmission 24 is a belt-type continuously variable transmission, one of the forward clutch and reverse brake included in the known forward / reverse switching device provided with the belt-type continuously variable transmission corresponds to the prescribed engagement device.

[0086] Furthermore, in the aforementioned embodiment, a torque converter 22 is used as the fluid transmission device, but this is not limiting. For example, other fluid transmission devices, such as a fluid coupling that does not have a torque amplification function, may be used in place of the torque converter 22. Alternatively, a fluid transmission device is not necessarily required; for example, a starting clutch may be used instead.

[0087] It should be noted that the above-mentioned content is merely one embodiment, and the present invention can be implemented by adding various changes and improvements based on the knowledge of those skilled in the art.

Claims

1. A control device for a vehicle comprising an electric motor and a mechanical transmission device, wherein: The mechanical transmission device includes a predetermined engagement device, and the predetermined engagement device is set to an engaged state, so that a running position in which the driving force from the electric motor can be transmitted is formed as a shift position. The control device for the vehicle is characterized by including: a motor control unit that controls the rotation speed of the motor to be equal to or higher than a predetermined rotation speed and outputs a predetermined torque from the motor so as to cause a creep phenomenon; and The shift control unit performs a quick shift control in a state where the output of the prescribed torque has stopped, when the driver performs a prescribed switching operation from a state where a shift position other than the driving position of the mechanical transmission is selected to a state where the driving position is selected, wherein the quick shift control is a control for increasing the indicated pressure of the prescribed engagement device in stages to quickly engage the prescribed engagement device, and then increasing the rotation speed of the electric motor to above the prescribed rotation speed. When the driver performs the prescribed switching operation, the warehouse transfer control unit executes the rapid warehouse transfer control when the prescribed start condition that the engagement shock of the prescribed engagement device is suppressed is satisfied. On the other hand, when the prescribed start condition is not satisfied, the warehouse transfer control unit prohibits the rapid warehouse transfer control. The predetermined start condition includes a condition that the input speed of the mechanical transmission device is equal to or less than a predetermined input speed at which the engagement shock of the predetermined engagement device is suppressed, and a condition that the output speed of the mechanical transmission device is equal to or less than a predetermined output speed at which the engagement shock of the predetermined engagement device is suppressed. The input rotation speed of the mechanical transmission device is the output rotation speed of a fluid transmission device provided in the vehicle and transmitting the driving force from the electric motor to the mechanical transmission device via a fluid. When the driver performs the predetermined switching operation while the motor is outputting the predetermined torque, the warehouse transfer control unit executes the rapid warehouse transfer control in a creep cutoff state in which the output of the predetermined torque is temporarily stopped and the rotation speed of the motor is set to zero.

2. The vehicle control device according to claim 1, wherein: The predetermined start condition includes a condition that the drive request amount for the vehicle is equal to or less than a predetermined zero determination threshold value that can be determined to be zero.

3. The vehicle control device according to claim 1 or 2, characterized in that: When the specified starting condition is not met, the warehouse transfer control unit performs normal warehouse transfer control with a slow engagement instruction, wherein the slow engagement instruction is an instruction to gradually increase the indicated pressure of the specified engagement device to slowly engage the specified engagement device compared to the quick engagement instruction.

4. The vehicle control device according to claim 1 or 2, characterized in that: The other shift position is a non-driving position in which the mechanical transmission device cannot transmit the driving force from the electric motor.

5. The vehicle control device according to claim 1 or 2, characterized in that: The other shift position is a second driving position formed by engaging a second predetermined engagement device of the mechanical transmission device, which is different from the predetermined engagement device, and in which the mechanical transmission device can transmit the driving force from the electric motor. When the driver performs the prescribed switching operation from the state of selecting the second driving position to the state of selecting the driving position, the warehouse transfer control unit reduces the indicated pressure of the second prescribed engagement device to release the release instruction of the second prescribed engagement device before starting the emergency engagement instruction for the prescribed engagement device.

6. The vehicle control device according to claim 1 or 2, characterized in that: The warehouse transfer control unit executes the rapid warehouse transfer control when the driver performs the predetermined switching operation in a motor travel mode in which the vehicle can travel by driving force from the electric motor with the engine of the vehicle stopped.

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