Control device for a vehicle

Abstract

The present application relates to a control device of a vehicle, which shortens a time until a desired output of the vehicle is obtained at the time of start of an engine. During a transition of an output pressure application hydraulic command value, in a case where it is determined that a start-up is required due to a request for improvement of a power performance of the vehicle being made, even before a predetermined time required to make a clutch into a pressure application completion state elapses, a start-up hydraulic command value is output instead of the pressure application hydraulic command value, so that the start-up of the engine can be performed as early as possible compared to a case where the start-up hydraulic command value is output after the predetermined time elapses. Therefore, at the time of start of the engine, the time until the desired output of the vehicle is obtained can be shortened.

Description

Technical Field

[0001] This invention relates to a control device for a vehicle equipped with a clutch disposed between an engine and an electric motor. Background Technology

[0002] As is well known, there are vehicle control devices that include: an engine; an electric motor connected to a power transmission path between the engine and the drive wheels; a clutch disposed between the engine and the electric motor in the power transmission path; and a hydraulic control circuit that supplies regulated hydraulic pressure for switching the control state of the clutch. For example, the driving control device for a vehicle described in Patent Document 1 is such a control device. Patent Document 1 discloses that when the engine is started, the clutch is switched to an engaged state, and a portion of the output torque of the electric motor is supplied to the crankshaft of the engine via the clutch as the starting torque required to increase the engine speed (cranking). In addition, a predetermined time is preset for the clutch to transition to a predetermined state capable of transmitting a predetermined torque. After the predetermined time has elapsed since the start of the clutch switching to the engaged state, fuel is supplied, and ignition is performed while the engine is starting, so that the engine is in a running state.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-140939 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] Furthermore, if a predetermined time is set in the engine start-up control as described in Patent Document 1, the engine cannot start during the period up to the end of that predetermined time. Therefore, time may be wasted before the desired vehicle output is achieved.

[0008] The present invention was made against the background of the above situation, and its object is to provide a vehicle control device that can shorten the time from engine start to obtaining the desired vehicle output.

[0009] Solution for solving the problem

[0010] The main idea of ​​the first technical solution is that (a) a vehicle control device, the vehicle comprising: an engine; an electric motor connected to a power transmission path between the engine and drive wheels; a clutch disposed between the engine and the electric motor in the power transmission path; and a hydraulic control circuit supplying regulated hydraulic fluid for use in switching the control state of the clutch, wherein (b) the vehicle control device comprises: a clutch control unit, which, during the start of the engine, outputs a clamping hydraulic command value to the hydraulic control circuit during the transition of switching the control state of the clutch from a released state to an engaged state, thereby causing the clutch to reach a clamping completed state in which the assembly gap is blocked, and, after passing through the clamping hydraulic fluid... After a predetermined time has elapsed since the output of the pressure command value was used to bring the clutch to the clamping state, a starting hydraulic command value higher than the clamping hydraulic command value is output to the hydraulic control circuit to regulate the hydraulic pressure, so that the clutch transmits the starting torque required to increase the engine speed; and (c) a starting control unit that controls the electric motor to output the starting torque and controls the engine to start running when the engine is started; and (d) during the transition period of outputting the clamping hydraulic command value, if the clutch control unit determines that starting is required due to the requirement to improve the power performance of the vehicle, it outputs the starting hydraulic command value instead of the clamping hydraulic command value even before the predetermined time has elapsed.

[0011] In addition, the second technical solution is that, in the vehicle control device described in the first technical solution, when the hydraulic start-up command value is output before the predetermined time has elapsed, the clutch control unit outputs a temporarily higher hydraulic command value, i.e., an impact hydraulic value, to improve the responsiveness of the hydraulic system at the start of the output of the hydraulic start-up command value.

[0012] Furthermore, the third technical solution is that, in the vehicle control device described in the second technical solution, when the duration of outputting the hydraulic pressure command value for clamping is short, compared to the case where the duration is long, the clutch control unit sets at least one of setting the height of the impact hydraulic pressure to be higher and setting the output time of the impact hydraulic pressure to be longer.

[0013] Furthermore, the fourth technical solution is that, in the vehicle control device described in the first technical solution, the starting control unit sets a delay time based on the hydraulic response delay from the start time of outputting the starting hydraulic command value to the start time of outputting the starting torque by the electric motor. In the case where the starting hydraulic command value is output before the predetermined time has elapsed, the starting control unit sets the delay time to be longer than in the case where the starting hydraulic command value is output after the predetermined time has elapsed.

[0014] Furthermore, the fifth technical solution is that, in the vehicle control device described in the fourth technical solution, when the hydraulic command value for starting is output before the predetermined time has elapsed, if the duration of outputting the hydraulic command value for clamping is short, the starting control unit sets the delay time to be longer compared to the case where the duration is longer.

[0015] Furthermore, the sixth technical solution involves, in the vehicle control device described in the first technical solution, when the starting hydraulic command value is output before the predetermined time has elapsed, at the start of the output of the starting hydraulic command value, the clutch control unit outputs a temporarily higher hydraulic command value, i.e., an impact hydraulic pressure, to improve the responsiveness of the hydraulic pressure. The impact hydraulic pressure is set based on the duration of the output of the clamping hydraulic command value. The start control unit sets a delay time based on the hydraulic response delay, from the start of the output of the starting hydraulic command value to the start of the motor's output of the starting torque. When the starting hydraulic command value is output before the predetermined time has elapsed, the delay time is set based on the duration of the output of the clamping hydraulic command value. If the output time of the impact hydraulic pressure is the same, the start control unit sets the delay time shorter when the impact hydraulic pressure is higher compared to when the impact hydraulic pressure is lower. If the impact hydraulic pressure is the same, the start control unit sets the delay time shorter when the output time of the impact hydraulic pressure is longer compared to when the output time of the impact hydraulic pressure is shorter.

[0016] Furthermore, the seventh technical solution is that, in the vehicle control device described in any of the first to sixth technical solutions, when the hydraulic command value for starting rotation is output before the predetermined time has elapsed, the clutch control unit begins outputting the hydraulic command value for starting rotation at the start time of the output of the hydraulic command value for starting rotation, which is preset according to each of the plurality of pressing periods obtained by dividing the predetermined time, and includes the pressing period at which the time of starting rotation is determined to be required.

[0017] Furthermore, the eighth technical solution involves a vehicle control device described in any of the first to seventh technical solutions, where, when the clutch is brought to the engaged state, before the engagement hydraulic command value, the clutch control unit outputs a rapid filling hydraulic command value, higher than the engagement hydraulic command value, to the hydraulic control circuit to adjust the hydraulic pressure, thereby improving the responsiveness of the hydraulic pressure. During the transition period of outputting the rapid filling hydraulic command value, if it is determined that the start-up is required, the clutch control unit outputs the start-up hydraulic command value instead of the engagement hydraulic command value immediately following the rapid filling hydraulic command value.

[0018] Furthermore, the ninth technical solution is that, in any of the vehicle control devices described in the first to eighth technical solutions, the vehicle control device further includes a start-up determination unit, which determines whether start-up is required based on whether a request to improve the power performance of the vehicle has been made. The request to improve the power performance of the vehicle includes at least one of an operation performed by the driver to increase the amount of drive required by the vehicle and a pre-set driving mode selection operation that prioritizes power performance over fuel economy.

[0019] Furthermore, the tenth technical solution is that, in the vehicle control device described in the ninth technical solution, the start-up determination unit selects, through a predetermined adjustment method, the highest priority requirement among the requirements for improving the vehicle's power performance and the requirements for delaying the start-up, and determines whether the requirement for improving the vehicle's power performance has been performed based on whether the requirement for improving the vehicle's power performance has been selected. The requirement for delaying the start-up includes the requirement for avoiding overlapping execution of the gearbox shifting between the electric motor and the drive wheel in the power transmission path and the switching of the clutch from a released state to an engaged state.

[0020] Furthermore, the eleventh technical solution is that, in the vehicle control device described in the tenth technical solution, if the sensor that detects the signal value used in the engine start control malfunctions, the start determination unit determines that start-up is required regardless of whether there is a requirement to improve the vehicle's power performance or a requirement to delay the start-up.

[0021] The effects of the invention

[0022] According to the first technical solution, during the transition period of the hydraulic command value for outputting the clamping hydraulic command value, if it is determined that engine start-up is required due to the need to improve the vehicle's power performance, the engine start-up hydraulic command value is output instead of the clamping hydraulic command value even before a predetermined time has elapsed until the clutch is fully clamped. Therefore, compared to the case where the engine start-up hydraulic command value is output after the predetermined time has elapsed, engine start-up can be performed earlier. Thus, when starting the engine, the time until the desired vehicle output is obtained can be shortened.

[0023] Furthermore, according to the second technical solution, when the hydraulic start-up command value is output before the predetermined time has elapsed, since a temporarily higher hydraulic command value, i.e., an impact hydraulic value, is output at the beginning of the output of the hydraulic start-up command value to improve the responsiveness of the hydraulic system, the clutch can be quickly brought to the engaged state when the output of the hydraulic start-up command value begins before the predetermined time has elapsed.

[0024] Furthermore, according to the third technical solution, since the duration of the hydraulic command value for outputting the clamping force is short, compared to the case where the duration is long, at least one of setting the height of the impact hydraulic force to be higher and setting the output time of the impact hydraulic force to be longer can be performed. Therefore, regardless of the length of the duration, the clutch can be quickly brought to the clamping completion state.

[0025] Furthermore, according to the fourth technical solution, since a delay time based on the hydraulic response delay is set from the start of the output of the hydraulic command value for starting operation to the output of the starting torque of the motor, the starting torque can be increased in a way that matches the increase in the torque capacity of the clutch, and the shock caused by the timing difference between the two increases can be suppressed. In addition, since the delay time is set to be longer when the hydraulic command value for starting operation is output before the predetermined time has elapsed compared to when it is output after the predetermined time, the starting torque can still be increased in a way that matches the increase in the torque capacity of the clutch, even when the output of the hydraulic command value for starting operation begins before the predetermined time has elapsed.

[0026] Furthermore, according to the fifth technical solution, since the delay time is set to be longer when the hydraulic command value for starting is output before the predetermined time has elapsed, the duration of the hydraulic command value for clamping is shorter than that of a longer duration. Therefore, when the output of the hydraulic command value for starting is started before the predetermined time has elapsed, the starting torque can be increased in a way that matches the increase in the torque capacity of the clutch, regardless of the length of the duration.

[0027] Furthermore, according to the sixth technical solution, when the starting hydraulic command value is output before the predetermined time has elapsed, an impact hydraulic pressure is output at the start of the output of the starting hydraulic command value. The impact hydraulic pressure is set according to the duration of the output clamping hydraulic command value. Therefore, when the output of the starting hydraulic command value begins before the predetermined time has elapsed, the clutch can quickly reach the clamping state regardless of the duration. Additionally, a delay time is set from the start of the output of the starting hydraulic command value to the start of the motor's starting torque output. When the starting hydraulic command value is output before the predetermined time has elapsed, this delay time is set according to the duration of the output clamping hydraulic command value. Therefore, when the output of the starting hydraulic command value begins before the predetermined time has elapsed, the starting torque can increase in match with the increase in the clutch's torque capacity, suppressing the impact caused by the timing difference between the two increases. Furthermore, if the output time of the impact hydraulic fluid is the same, the delay time is set to be shorter when the height of the impact hydraulic fluid is higher compared to when the height of the impact hydraulic fluid is lower. If the height of the impact hydraulic fluid is the same, the delay time is set to be shorter when the output time of the impact hydraulic fluid is longer compared to when the output time of the impact hydraulic fluid is shorter. Therefore, the impact hydraulic fluid and the delay time corresponding to the duration can be appropriately set.

[0028] Furthermore, according to the seventh technical solution, since the hydraulic command value for starting rotation is output before the predetermined time has elapsed, the output of the hydraulic command value for starting rotation is started at the start time of the hydraulic command value for starting rotation, which is one of the multiple pressing periods that are pre-set according to each of the multiple pressing periods obtained by dividing the predetermined time, and includes the pressing period at which it is determined that starting rotation is required. Therefore, compared with the case where the output of the hydraulic command value for starting rotation is started at the moment when it is determined that starting rotation is required, the control is simplified.

[0029] Furthermore, according to the eighth technical solution, during the transition period of the hydraulic command value for rapid filling, if it is determined that starting is required, instead of outputting the hydraulic command value for pressing, the hydraulic command value for starting is output immediately after the hydraulic command value for rapid filling. Therefore, the control is simplified and the engine can be started as early as possible.

[0030] Furthermore, according to the ninth technical solution, since the requirement to improve the vehicle's power performance includes at least one of the operation of increasing the amount of drive required by the driver and the selection operation of a pre-set driving mode that prioritizes power performance over fuel economy, during the transition period of outputting the hydraulic command value for clamping, it is determined that starting is required because either the operation of increasing the amount of drive required or the operation of selecting a driving mode that prioritizes power performance have been performed, and a hydraulic command value for starting is output instead of the hydraulic command value for clamping.

[0031] Furthermore, according to the tenth technical solution, a predetermined adjustment method is used to select the requirement with the highest priority among the requirements for improving the vehicle's power performance and the requirement for delaying start-up, wherein the requirement for delaying start-up includes the requirement for avoiding overlapping execution of gear shifting of the transmission and switching of the clutch from the released state to the engaged state. Based on whether the requirement for improving the vehicle's power performance has been selected, it is determined whether the requirement for improving the vehicle's power performance has been implemented. Therefore, it is possible to appropriately determine whether start-up is required.

[0032] Furthermore, according to the eleventh technical solution, if the sensor used to detect the signal value during engine start control malfunctions, regardless of whether there is a requirement to improve the vehicle's power performance or to delay the start-up, it is determined that start-up is required. Therefore, when the sensor malfunctions, the engine start control, which normally outputs the start-up hydraulic command value after a predetermined time after the pressure hydraulic command value is output, will not continue. Instead, the engine will start up quickly and the engine start-up will be completed. Attached Figure Description

[0033] Figure 1 This is a diagram illustrating the general structure of a vehicle to which the present invention is applied, and also a diagram illustrating the control functions and main parts of the control system used for various controls in the vehicle.

[0034] Figure 2 This is a partial cross-sectional view showing an example of the K0 clutch.

[0035] Figure 3 This is a diagram illustrating an example of a timing diagram when engine start control is executed.

[0036] Figure 4 It is a flowchart illustrating the main parts of the control operation of the electronic control device, and also a flowchart illustrating the control operation used to shorten the time until the desired vehicle output is obtained when the engine is started.

[0037] Figure 5 Is to show execution Figure 4 The flowchart shows an example of a timing diagram for the control operation.

[0038] Explanation of reference numerals in the attached figures

[0039] 10: Vehicles

[0040] 12: Engine

[0041] 14: Drive wheels

[0042] 20: K0 Clutch (Clutch)

[0043] 24: Automatic transmission (gearbox)

[0044] 56: Hydraulic control circuit

[0045] 70: Engine speed sensor (sensor)

[0046] 76: MG speed sensor (sensor)

[0047] 90: Electronic control device (control device)

[0048] 92c: Starting Control Unit

[0049] 94: Clutch Control Unit

[0050] 98: Start-up Judgment Section

[0051] MG: Electric motor. Detailed Implementation

[0052] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0053] Example

[0054] Figure 1 This is a diagram illustrating the general structure of the vehicle 10 to which the present invention is applied, and also a diagram illustrating the control functions and main parts of the control system used for various controls in the vehicle 10. Figure 1 In this context, vehicle 10 is a hybrid vehicle equipped with an engine 12 that functions as a power source SP and an electric motor MG. Additionally, vehicle 10 includes drive wheels 14 and a power transmission device 16 disposed in the power transmission path between the engine 12 and the drive wheels 14.

[0055] Engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. Engine 12 controls the engine control device 50, which includes a throttle actuator, fuel injection device, ignition device, etc., provided by the electronic control device 90 (described later), thereby controlling the engine torque Te, which is the output torque of engine 12.

[0056] The electric motor MG is a rotating electromechanical device that functions as both an engine generating mechanical power from electricity and a generator generating electricity from mechanical power; it is a so-called electric generator. The electric motor MG is connected to the battery 54 of the vehicle 10 via an inverter 52. The battery 54 is an energy storage device that receives and supplies electricity to the electric motor MG. The electric motor MG controls the inverter 52 using the electronic control device 90 described later, thereby controlling the output torque of the electric motor MG, i.e., the MG torque Tm. For example, when the rotation direction of the electric motor MG is the same as that of the engine 12 (i.e., forward rotation), the MG torque Tm is the operating torque when it is a positive torque on the acceleration side and the regenerative torque when it is a negative torque on the deceleration side. Specifically, the electric motor MG generates power using electricity supplied from the battery 54. Additionally, the electric motor MG generates electricity using the power of the engine 12 and the driven force input from the drive wheel 14. The battery 54 is charged with the electricity generated by the electric motor MG. This electricity is also synonymous with electrical energy unless otherwise specified. Unless otherwise specified, the term "power" is also synonymous with "driving force," "torque," and "force."

[0057] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, and an automatic transmission 24 within a housing 18, which is a non-rotating component mounted on the vehicle body. The K0 clutch 20 is a clutch located between the engine 12 and the electric motor MG in 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 located in the power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission located between the electric motor MG and the drive wheels 14 in the power transmission path between the engine 12 and the drive wheels 14. Furthermore, the power transmission device 16 includes a drive shaft 28 connected to a transmission output shaft 26, which is the output rotating component of the automatic transmission 24; a differential gear 30 connected to the drive shaft 28; and a pair of drive shafts 32 connected to the differential gear 30. In addition, the power transmission device 16 includes an engine connecting shaft 34 that connects the engine 12 to the K0 clutch 20, and an electric motor connecting shaft 36 that connects the K0 clutch 20 to the torque converter 22.

[0058] The electric motor MG is connected to the motor connection shaft 36 within the housing 18 in a power-transmitting manner. That is, the electric motor MG is connected to the power transmission path between the engine 12 and the drive wheel 14, and in particular, the power transmission path between the K0 clutch 20 and the torque converter 22. In other words, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 in a power-transmitting manner without passing through the K0 clutch 20.

[0059] The torque converter 22 includes a pump impeller 22a connected to the electric motor connecting shaft 36 and a turbine impeller 22b connected to the transmission input shaft 38, which serves as the input rotating component of the automatic transmission 24. The torque converter 22 is a fluid transmission device that transmits power from the power source SP from the electric motor connecting shaft 36 to the transmission input shaft 38 via fluid. The torque converter 22 includes an LU clutch 40, which acts as a direct-drive clutch, connecting the pump impeller 22a and the turbine impeller 22b, i.e., connecting the electric motor connecting shaft 36 to the transmission input shaft 38. The LU clutch 40 is a known lock-up clutch.

[0060] The LU clutch 40 switches its operating state (control state) by varying its torque capacity (LU torque Tlu) using regulated hydraulic pressure (LU hydraulic pressure PRlu) supplied from the hydraulic control circuit 56 of the vehicle 10. The control states of the LU clutch 40 include a fully released state (released state), a slipping state (engaged state with slippage), and a fully engaged state (engaged state). By setting the LU clutch 40 to the released state, the torque converter 22 is set to a torque converter state capable of amplifying torque. Furthermore, by setting the LU clutch 40 to the engaged state, the torque converter 22 is set to a locked state, causing the pump impeller 22a and turbine impeller 22b to rotate as a single unit.

[0061] The automatic transmission 24 is, for example, a known planetary gear type automatic transmission having one or more sets of planetary gears (not shown) and multiple engagement devices CB. The engagement devices CB are, for example, known hydraulic friction engagement devices. Each of the engagement devices CB changes its torque capacity, i.e., CB torque Tcb, by utilizing the regulated hydraulic pressure supplied from the hydraulic control circuit 56, i.e., CB hydraulic pressure PRcb, thereby switching control states such as engagement and release states.

[0062] Automatic transmission 24 is a stepped transmission that forms any one of multiple gear stages (also called gear levels) with different gear ratios (also called gear ratios) γat (=AT input speed Ni / AT output speed No) by engaging any one of the engaging devices in the engaging device CB. Automatic transmission 24 switches gear stages based on the driver's accelerator operation, vehicle speed V, etc., through electronic control device 90 described later. AT input speed Ni is the speed of transmission input shaft 38 and is the input speed of automatic transmission 24. AT input speed Ni is the same value as the output speed of torque converter 22, i.e., turbine speed Nt. AT input speed Ni can be expressed in terms of turbine speed Nt. AT output speed No is the speed of transmission output shaft 26 and is the output speed of automatic transmission 24.

[0063] The K0 clutch 20 is, for example, a wet or dry friction engagement device consisting of a multi-plate or single-plate clutch pressed by a hydraulic clutch actuator 120 described later. The K0 clutch 20 switches between engagement, slip, and release states by controlling the clutch actuator 120 using the electronic control device 90 described later.

[0064] Figure 2 This is a partial cross-sectional view showing an example of the K0 clutch 20. Figure 2 In the K0 clutch 20, there are a clutch drum 100, a clutch hub 102, a partition plate 104, a friction plate 106, a piston 108, a return spring 110, a spring support plate 112, and an open ring 114. The clutch drum 100 and the clutch hub 102 are mounted on the same shaft CS. Figure 2 The image shows the radial outer periphery of the upper half of the K0 clutch 20, which is the shaft CS. The shaft CS is the shaft of the engine connecting shaft 34, the electric motor connecting shaft 36, etc. The clutch drum 100 is connected to the engine connecting shaft 34, for example, and rotates integrally with the engine connecting shaft 34. The clutch hub 102 is connected to the electric motor connecting shaft 36, for example, and rotates integrally with the electric motor connecting shaft 36. The outer peripheries of the partition plates 104, which are generally annular plates, are engaged in a non-rotatable manner, i.e., splined engagement with the inner peripheral surface of the cylindrical portion 100a of the clutch drum 100. The friction plate 106 is located between the partition plates 104, and its inner peripheries, which are generally annular plates, are engaged in a non-rotatable manner, i.e., splined engagement with the outer peripheral surface of the clutch hub 102. The piston 108 has a pressing portion 108a extending toward the partition plates 104 and the friction plate 106 on its outer periphery. A return spring 110 is positioned between the piston 108 and the spring support plate 112, applying force such that a portion of the piston 108 abuts against the base plate portion 100b of the clutch drum 100. That is, the return spring 110 functions as a spring element that applies force to the piston 108 so that the partition plate 104 and the friction plate 106 are on the non-engaged side. An open-end ring 114 is fixed to the cylindrical portion 100a of the clutch drum 100, sandwiching the partition plate 104 and the friction plate 106 between the pressing portion 108a of the piston 108. In the K0 clutch 20, an oil chamber 116 is formed between the piston 108 and the base plate portion 100b of the clutch drum 100. An oil passage 118 communicating with the oil chamber 116 is formed in the clutch drum 100. In the K0 clutch 20, the clutch actuator 120, which is a hydraulic actuator, is constructed using the clutch drum 100, piston 108, return spring 110, spring support plate 112, oil chamber 116, etc.

[0065] The hydraulic control circuit 56 supplies regulated hydraulic pressure, i.e., K0 hydraulic pressure PRk0, to the clutch actuator 120. In the K0 clutch 20, when the K0 hydraulic pressure PRk0 for switching the control state of the K0 clutch 20 is supplied from the hydraulic control circuit 56 to the oil chamber 116 through the oil passage 118, the piston 108 moves toward the partition plate 104 and the friction plate 106 against the biasing force of the return spring 110 by the K0 hydraulic pressure PRk0, and the pressing portion 108a of the piston 108 presses the partition plate 104 and the friction plate 106. When the partition plate 104 and the friction plate 106 are pressed, the K0 clutch 20 switches to the engaged state. The K0 clutch 20 switches its control state by varying the torque capacity of the K0 clutch 20, that is, the K0 torque Tk0, using the K0 hydraulic pressure PRk0.

[0066] The K0 torque Tk0 is determined by, for example, the friction coefficient of the friction member of the friction plate 106, the K0 hydraulic pressure PRk0, and the like. In the K0 clutch 20, when the oil chamber 116 is filled with the working oil OIL, and the pressing force of the piston 108 (= PRk0 × pressure receiving area of the piston) against the biasing force of the return spring 110 brings about a state in which the gap between the partition plate 104 and the friction plate 106 is closed, that is, a state in which the assembly clearance of the K0 clutch 20 is closed, so-called packing (Japanese: パック詰め) is completed. In the present embodiment, the state in which the assembly clearance of the K0 clutch 20 is closed is referred to as the packing completion state. The K0 clutch 20 generates the K0 torque Tk0 by further increasing the K0 hydraulic pressure PRk0 from the packing completion state. That is, the packing completion state of the K0 clutch 20 is a state in which the K0 clutch 20 starts to have a torque capacity, that is, starts to generate the K0 torque Tk0, when the K0 hydraulic pressure PRk0 is increased from this packing completion state. The K0 hydraulic pressure PRk0 for packing the K0 clutch 20 is the K0 hydraulic pressure PRk0 that causes the piston 108 to reach the stroke end and brings about a state in which the K0 torque Tk0 is not generated.

[0067] Returning to Figure 1 , in the vehicle 10, when the K0 clutch 20 is in the engaged state, the engine 12 and the torque converter 22 are coupled to each other in a power transmittable manner. On the other hand, when the K0 clutch 20 is in the released state, power transmission between the engine 12 and the torque converter 22 is interrupted. Since the electric motor MG is coupled to the torque converter 22, the K0 clutch 20 functions as a clutch that connects or disconnects the engine 12 and the electric motor MG.

[0068] 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 sequentially through the K0 clutch 20, the electric motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the drive shaft 28, the differential gear 30, and the drive shaft 32 to the drive wheel 14. Furthermore, regardless of the control state of the K0 clutch 20, the power output from the electric motor MG is transmitted from the electric motor connecting shaft 36 sequentially through the torque converter 22, the automatic transmission 24, the drive shaft 28, the differential gear 30, and the drive shaft 32 to the drive wheel 14.

[0069] Vehicle 10 is equipped with a mechanical oil pump MOP58, an electric oil pump EOP60, and a pump motor 62. MOP58 is connected to the pump impeller 22a and is driven by the power source SP to discharge working oil used in the power transmission device 16. Pump motor 62 is a dedicated motor for EOP60, used to drive the rotation of EOP60. EOP60 is driven by pump motor 62 to discharge working oil. The working oil discharged by MOP58 and EOP60 is supplied to the hydraulic control circuit 56. The hydraulic control circuit 56 supplies LU hydraulic PRlu, CB hydraulic PRcb, K0 hydraulic PRk0, etc., with pressure adjusted based on the working oil discharged by MOP58 and / or EOP60.

[0070] The vehicle 10 also includes an electronic control unit 90 containing the control devices of the vehicle 10. The electronic control unit 90 is configured, for example, as a so-called microcomputer including a CPU, RAM, ROM, input / output interfaces, etc. The CPU performs various controls of the vehicle 10 by utilizing the temporary storage function of RAM and processing signals according to a program pre-stored in the ROM. The electronic control unit 90 may be configured to include various computers for engine control, electric motor control, hydraulic control, etc., as needed.

[0071] The electronic control unit 90 is supplied with various signals based on the detection values ​​of various sensors (such as engine speed sensor 70, turbo speed sensor 72, output speed sensor 74, MG speed sensor 76, accelerator opening sensor 78, throttle opening sensor 80, brake switch 82, battery sensor 84, oil temperature sensor 86, gear position sensor 88, sport mode selection switch 89, etc.) of the vehicle 10. These signals include, for example, engine speed Ne (the speed of engine 12), turbo speed Nt (the same value as AT input speed Ni), AT output speed No (corresponding to vehicle speed V), MG speed Nm (the speed of electric motor MG), and signals representing the driver's speed. The magnitude of the acceleration operation is the accelerator opening θacc, which is the amount of accelerator operation by the driver; the throttle opening θth, which is the opening of the electronic throttle; the brake activation signal Bon, which is a signal indicating that the brake pedal for engaging the wheel brakes has been operated by the driver; the battery temperature THbat of the battery 54; the battery charging and discharging current Ibat; the battery voltage Vbat; the working oil temperature THoil, which is the temperature of the working oil OIL in the hydraulic control circuit 56; the shift operation position POSsh, which indicates the operating position of the gear lever of the vehicle 10; and the motion mode activation signal Spton, which is a signal indicating that the motion mode MRspt has been selected by the driver.

[0072] The sport mode selection switch 89 is located, for example, near the driver's seat. The sport mode selection switch 89 is operated by the driver to be in the energized state when the sport mode MRspt is selected as the driving mode MR of the vehicle 10. The sport mode MRspt is a preset driving mode MR designed to improve driving performance, and is an example of a predetermined driving mode MRf that emphasizes the responsiveness of the drive torque Tr to driver operation. The predetermined driving mode MRf is a preset driving mode MR that prioritizes power performance over fuel economy. When the sport mode MRspt is not selected and the predetermined driving mode MRf is not set, for example, the normal mode MRnml, which achieves a balance between fuel economy and power performance, is set.

[0073] The electronic control unit 90 outputs various command signals to the various devices (such as engine control unit 50, inverter 52, hydraulic control circuit 56, pump motor 62, etc.) of the vehicle 10. These signals include engine control command signal Se for controlling engine 12, MG control command signal Sm for controlling electric motor MG, CB hydraulic control command signal Scb for controlling engagement device CB, K0 hydraulic control command signal Sk0 for controlling K0 clutch 20, LU hydraulic control command signal Slu for controlling LU clutch 40, and EOP control command signal Seop for controlling EOP 60.

[0074] The CB hydraulic control command signal Scb is equivalent to the hydraulic command value Spcb used to supply the regulated CB hydraulic PRcb from the hydraulic control circuit 56. The K0 hydraulic control command signal Sk0 is equivalent to the hydraulic command value Spk0 used to supply the regulated K0 hydraulic PRk0 from the hydraulic control circuit 56. The LU hydraulic control command signal Slu is equivalent to the hydraulic command value Splu used to supply the regulated LU hydraulic PRlu from the hydraulic control circuit 56.

[0075] In order to realize various controls in the vehicle 10, the electronic control unit 90 includes a power source control component, namely a power source control unit 92, a clutch control component, namely a clutch control unit 94, and a transmission control component, namely a transmission control unit 96.

[0076] The power source control unit 92 includes the functions of an engine control unit (i.e., engine control unit 92a) that controls the operation of the engine 12 and an electric motor control unit (i.e., electric motor control unit 92b) that controls the operation of the electric motor MG via the inverter 52. It is a hybrid power control unit (i.e., hybrid power control unit) that performs hybrid drive control based on the engine 12 and the electric motor MG through these control functions.

[0077] The power source control unit 92 calculates the driving demand for the vehicle 10 based on the driver by applying the accelerator opening θacc and vehicle speed V to the driving demand mapping. This driving demand mapping is a pre-defined relationship that is experimentally or intentionally determined and stored beforehand. The driving demand is, for example, the required driving torque Trdem in the drive wheel 14. In other words, the required driving torque Trdem [Nm] is the required driving power Prdem [W] at the current vehicle speed V. The required driving force Frdem [N] in the drive wheel 14, the required AT output torque in the transmission output shaft 26, etc., can also be used as the driving demand. In calculating the driving demand, the AT output speed No, etc., can also be used instead of the vehicle speed V. The power source control unit 92 considers transmission losses, auxiliary machine load, the gear ratio γat of the automatic transmission 24, etc., and outputs the engine control command signal Se for controlling the engine 12 and the MG control command signal Sm for controlling the electric motor MG in a manner that achieves the required driving power Prdem.

[0078] When the required drive torque Trdem can be provided solely through the output of the electric motor MG, the power source control unit 92 sets the drive mode of the vehicle 10 to BEV drive mode. BEV drive mode is a motor drive mode that allows operation using only the electric motor MG as the power source SP when the K0 clutch 20 is released (i.e., BEV driving). On the other hand, when the required drive torque Trdem cannot be provided without the output of the engine 12, the power source control unit 92 sets the drive mode to engine drive mode, i.e., HEV drive mode. HEV drive mode is a hybrid drive mode that allows operation using at least the engine 12 as the power source SP when the K0 clutch 20 is engaged (i.e., hybrid driving). Furthermore, even when the required drive torque Trdem can be provided solely through the output of the electric motor MG, the power source control unit 92 also activates HEV drive mode when the battery 54 needs charging or the engine 12 needs preheating.

[0079] The power source control unit 92 also includes the function of a start control unit 92c, which is a start control component. The start control unit 92c determines whether there is an engine start request that would switch the control state of the engine 12 from a stopped state to an operating state. For example, in BEV drive mode, the start control unit 92c determines whether there is an engine start request based on factors such as whether the required drive torque Trdem is greater than the range that can be provided by the output of the electric motor MG alone, whether preheating of the engine 12 is required, or whether charging of the battery 54 is required.

[0080] The clutch control unit 94 controls the K0 clutch 20 to perform engine 12 start-up control. For example, when the start-up control unit 92c determines that there is an engine start-up requirement, the clutch control unit 94 outputs a K0 hydraulic control command signal Sk0 to the hydraulic control circuit 56 to control the K0 clutch 20 from the released state towards the engaged state, so as to obtain the K0 torque Tk0 for transmitting the starting torque Tcr to the engine 12 side. The starting torque Tcr is the torque required to start the engine 12 to increase the engine speed Ne.

[0081] The starting control unit 92c controls the engine 12 and the electric motor MG to perform engine 12 starting control. For example, when an engine starting requirement is determined, the starting control unit 92c outputs an MG control command signal Sm to the inverter 52 to cause the electric motor MG to output a starting torque Tcr, in accordance with the switching of the K0 clutch 20 to the engagement state implemented by the clutch control unit 94. That is, when the engine 12 starts, the starting control unit 92c outputs an MG control command signal Sm to the inverter 52 to control the electric motor MG, so that the electric motor MG outputs a starting torque Tcr, that is, to increase the starting torque Tcr by the amount of MG torque Tm. In addition, when an engine starting requirement is determined, the starting control unit 92c outputs an engine control command signal Se to the engine control device 50 in conjunction with the starting of the engine 12 based on the K0 clutch 20 and the electric motor MG, to start fuel supply, engine ignition, etc. That is, when the engine 12 is started, the start control unit 92c outputs an engine control command signal Se to the engine control device 50 to control the engine 12, so that the engine 12 starts running.

[0082] When the engine 12 starts, a reaction torque is generated associated with the engagement of the K0 clutch 20. This reaction torque causes a decrease in the drive torque Tr due to the inertia of the engine 12 during engine startup when the BEV is running. Therefore, the MG torque Tm that increases towards the starting torque Tcr when the engine 12 starts is the MG torque Tm used to counteract this reaction torque, and is the amount of MG torque Tm used to compensate for this reaction torque, i.e., the MG torque Tm used for reaction force compensation. The starting torque Tcr is the K0 torque Tk0 required for the engine 12 to start, and is the MG torque Tm required for the engine 12 to start flowing from the MG side of the electric motor via the K0 clutch 20 to the engine 12 side. The starting torque Tcr is, for example, a constant torque that is preset based on the specifications of the engine 12, the starting method of the engine 12, etc.

[0083] The power source control unit 92 determines whether there is a requirement to stop the engine 12, i.e., an engine stop requirement, that would switch the control state of the engine 12 from the running state to the stopped state. For example, in HEV drive mode, the power source control unit 92 determines whether there is an engine stop requirement based on whether the required drive torque Trdem is within the range that can be provided solely by the output of the electric motor MG, whether preheating of the engine 12 is not required, and whether charging of the battery 54 is not required.

[0084] When an engine stop request is determined, the power source control unit 92 outputs an engine control command signal Se to the engine control device 50 to gradually reduce the engine torque Te. Then, after the clutch control unit 94 switches the K0 clutch 20 to the released state, the power source control unit 92 outputs an engine control command signal Se to the engine control device 50 to implement a fuel cutoff to stop the fuel supply to the engine 12.

[0085] The transmission control unit 96 uses a pre-defined shift mapping to determine the shift of the automatic transmission 24, and outputs a CB hydraulic control command signal Scb to the hydraulic control circuit 56 as needed to execute the shift control of the automatic transmission 24. The shift mapping is, for example, a predetermined relationship on a two-dimensional coordinate system with vehicle speed V and required drive torque Trdem as variables, showing the shift lines used to determine the shift of the automatic transmission 24. In this shift mapping, the AT output speed No can be used instead of vehicle speed V, and the required drive torque Frdem, accelerator opening θacc, throttle opening θth, etc., can be used instead of required drive torque Trdem.

[0086] Figure 3 This is an example of a timing diagram showing the execution of engine 12 start control. Figure 3In the diagram, time t1 illustrates the following: For example, during BEV driving, an engine starting requirement is determined due to increased accelerator pedal depressing by the driver, thus initiating engine 12 starting control. After starting engine 12, K0 clutch 20 engagement control is performed (refer to time t1-t3). In K0 clutch 20 engagement control, firstly, to improve the initial responsiveness of K0 hydraulic PRk0, a temporarily higher K0 hydraulic command value Spk0 is applied via rapid loading (refer to time t1-t2). In this embodiment, the K0 hydraulic command value Spk0 during rapid loading is referred to as the rapid filling hydraulic command value Spk0qa. The rapid filling hydraulic command value Spk0qa is the K0 hydraulic command value Spk0 that adjusts the pressure of K0 hydraulic PRk0 during K0 clutch 20 engagement control to improve the responsiveness of K0 hydraulic PRk0. In the clamping control of the K0 clutch 20, immediately after rapid loading, in order to complete the clamping of the K0 clutch 20, a constant pressure standby for clamping is performed (refer to time t2-t3). This constant pressure is, for example, the constant clamping pressure PRk0pk used to maintain the K0 clutch 20 in the clamping completed state. In this embodiment, the K0 hydraulic command value Spk0 during the clamping constant pressure standby is referred to as the clamping hydraulic command value Spk0pk. The clamping hydraulic command value Spk0pk is the K0 hydraulic command value Spk0 that adjusts the K0 hydraulic PRk0 to make the K0 clutch 20 reach the clamping completed state when the K0 clutch 20 switches from the released state to the engaged state. After a predetermined time TMf elapses from the output of the hydraulic command value Spk0pk for starting clamping, in order to start the engine 12, a starting process based on the K0 clutch 20, namely K0 starting (refer to time t3-t5), is performed to transmit the starting torque Tcr to the engine 12 side. The predetermined time TMf is, for example, a pre-set clamping time required until the K0 clutch 20 is set to the clamping completed state. In this embodiment, the K0 hydraulic command value Spk0 at the time of K0 starting is referred to as the starting hydraulic command value Spk0cr. The starting hydraulic command value Spk0cr is the K0 hydraulic command value Spk0 used to realize the total K0 hydraulic PRk0 obtained by adding the amount of K0 hydraulic PRk0 equivalent to the starting torque Tcr to the clamping pressure PRk0pk, and is the K0 hydraulic command value Spk0 used to adjust the pressure of K0 hydraulic PRk0 in a way that causes the K0 clutch 20 to transmit the starting torque Tcr. When starting at K0, the motor outputs a torque Tm, which is equivalent to the starting torque Tcr, and is used for reaction force compensation.Considering the response delay of the K0 hydraulic PRk0 during the transition until the starting torque Tcr is generated in the K0 clutch 20, the MG torque Tm for reaction force compensation rises after the idle time TMd and gradually increases towards the starting torque Tcr (refer to time t4-t5). The idle time TMd is a preset delay time based on the response delay of the K0 hydraulic PRk0, from the start of the output of the starting hydraulic command value Spk0cr to the output of the starting torque Tcr by the motor MG. When K0 starts, the engine 12 is initially started by starting the engine ignition when the engine speed Ne increases. Afterwards, when the engine 12 reaches a state of autonomous rotational stability based on the start of the engine 12, that is, when the engine 12 is in a state of full start, rotational synchronization control of the engine 12 and the motor MG is performed, that is, K0 synchronization control is performed to quickly synchronize the input speed and output speed of the K0 clutch 20 (refer to time t5-t6). Immediately following the K0 synchronization control, the K0 full engagement transfer control is executed to transition the K0 clutch 20 to a fully engaged state (refer to times t6-t7). After the K0 clutch 20 is set to a fully engaged state via the K0 full engagement transfer control, the fully engaged state of the K0 clutch 20 is maintained (refer to times after t7). Time t8 indicates the moment when the engine 12 start control is completed.

[0087] If reference Figure 3 When the engine 12 is started, during the transition from the released state to the engaged state of the K0 clutch 20, the clutch control unit 94 outputs a hydraulic command value Spk0pk for clamping to the hydraulic control circuit 56. Furthermore, after a predetermined time TMf elapses from the output of the initial hydraulic command value Spk0pk, the clutch control unit 94 outputs a hydraulic command value Spk0cr for starting, which is higher than the clamping hydraulic command value Spk0pk, to the hydraulic control circuit 56. Additionally, when the K0 clutch 20 is set to the clamping completed state, the clutch control unit 94 outputs a hydraulic command value Spk0qa for rapid filling, which is higher than the clamping hydraulic command value Spk0pk, to the hydraulic control circuit 56 before the clamping hydraulic command value Spk0pk. Furthermore, when the MG motor outputs a reaction force compensation torque Tm equivalent to the starting torque Tcr from the MG motor, the start control unit 92c sets a useless time TMd.

[0088] Furthermore, in the engine 12 start-up control, if a request to improve the power performance of the vehicle 10 is made during the execution of the K0 clutch 20 clamping control, and if the start-up hydraulic command value Spk0cr is output after a predetermined time TMf, just as in the case where no such request is made, time may be wasted before the desired output of the vehicle 10 is obtained. The desired output of the vehicle 10 is, for example, a drive torque Trdem, a drive power Prdem, a drive force Frdem, or other drive requirements.

[0089] Therefore, when it is determined that the engine 12 needs to be started due to the requirement to improve the power performance of the vehicle 10 during the transition of outputting the hydraulic command value Spk0pk for clamping, the clutch control unit 94 outputs the hydraulic command value Spk0cr for starting instead of the hydraulic command value Spk0pk for clamping, even before a predetermined time TMf has elapsed.

[0090] Specifically, when the engine 12 is started, in order to achieve a control function that shortens the time until the desired output of the vehicle 10 is obtained, the electronic control device 90 also includes a start-up determination component, namely a start-up determination unit 98.

[0091] The start-up determination unit 98 determines whether the clutch 20 is under K0 clutch clamping control (rapid loading, clamping constant pressure standby) performed by the clutch control unit 94. If the start-up determination unit 98 determines that clamping control is in effect, it determines whether engine 12 needs to be started based on whether a requirement to improve the power performance of the vehicle 10 has been fulfilled. That is, the start-up determination unit 98 determines whether a K0 start-up transfer determination exists, requiring a transfer to K0 start-up by the clutch control unit 94. The requirement to improve the power performance of the vehicle 10 is also a requirement for a K0 start-up transfer.

[0092] The requirements for improving the power performance of vehicle 10 include at least one of the following: increasing the required amount of drive torque (Trdem) and selecting a predetermined driving mode (MRf) that prioritizes power performance over fuel economy. Increasing the required amount of drive torque can be achieved by the driver increasing the pressure on the accelerator pedal, or by the driver increasing the accelerator in a known cruise control setting switch. Selecting a predetermined driving mode (MRf) can be achieved by the driver selecting a sport mode (MRspt), i.e., turning the sport mode selection switch 89 to the on state. In addition to the sport mode (MRspt), the predetermined driving mode (MRf) may include, for example, an off-road mode (MRofr), a traction mode (MRtow), or a manual mode (MRmnl). The off-road mode (MRofr) is a predetermined driving mode (MR) designed to improve overall passability in off-road conditions, and can be selected, for example, by the driver using an off-road mode selection switch (not shown). The traction mode (MRtow) is a predetermined driving mode (MR) suitable for towing a towed vehicle, and can be selected, for example, by the driver using a traction mode selection switch (not shown). Manual mode MRmnl is a preset driving mode MR of the automatic transmission 24 that allows manual shifting of the automatic transmission 24 through driver shifting operations, such as selection by driver shifting operations. Driver shifting operations for selecting manual mode MRmnl include, for example, setting the shifting position POSsh to the manual shifting position, or shifting by operating a known paddle shifter switch located on the steering wheel.

[0093] On the other hand, when the starting control of the engine 12 and the shift control of the automatic transmission 24 are executed concurrently, a shock may occur, for example, due to the overlap of the inertial phase during the transition period of the synchronization of the K0 clutch 20 and the shift control. Alternatively, depending on the shift control of the automatic transmission 24, there may be a situation where the flow rate of the working oil oyster in the hydraulic control circuit 56 is too high. In this case, the flow rate of the working oil oyster may be insufficient, making it impossible to properly control the K0 clutch 20. Therefore, the transmission control unit 96 outputs a requirement to delay the start-up of the engine 12, i.e., a requirement to delay the transition to K0 start-up, for example, during the execution of the shift control of the automatic transmission 24. That is, the requirement to delay the start-up of the engine 12 includes a requirement to avoid the concurrent execution of the shift control of the automatic transmission 24 and the switching of the K0 clutch 20 from the released state to the engaged state.

[0094] Therefore, the start-up determination unit 98 selects, using a predetermined adjustment method, the highest priority requirement among the requirements for improving the power performance of the vehicle 10 and the requirements for delaying the start-up of the engine 12, and pre-set priorities for each of these requirements. Specifically, priorities are pre-set for requirements that shift to K0 based on driver-increased accelerator pedal operation, selection of a predetermined driving mode MRf, etc. Furthermore, priorities are pre-set for requirements that delay the shift to K0 based on automatic transmission 24 gear control, etc. For example, regarding the requirement to improve the power performance of the vehicle 10 when the accelerator opening θacc is large, from the viewpoint that improving acceleration responsiveness is prioritized over shock suppression, the requirement to improve the power performance of the vehicle 10 when the accelerator opening θacc is large has a higher priority than the requirement to delay the shift to K0. Furthermore, regarding the requirement to improve the power performance of vehicle 10 when the accelerator opening θacc is small, from the perspective of prioritizing shock suppression over improving acceleration responsiveness, the requirement to improve the power performance of vehicle 10 when the accelerator opening θacc is small has a lower priority than the requirement to delay the transition to K0. When multiple requirements are considered, the start-up determination unit 98 selects the requirement with the highest pre-set priority. Moreover, the start-up determination unit 98 determines whether the requirement to improve the power performance of vehicle 10 has been implemented based on whether the requirement to improve the power performance of vehicle 10 has been selected.

[0095] On the other hand, during the execution of engine 12 start-up control, in the event of a fault related to start-up control, it is desirable to complete the start-up quickly. For example, during the execution of K0 clutch 20 engagement control, in the event of a fault related to engine 12 start-up control, it is desirable to quickly transfer to K0 start-up, prioritizing either the requirement to improve the power performance of vehicle 10 or the requirement to delay the start-up of engine 12. Faults related to engine 12 start-up control may include, for example, a fault in the sensor that detects the signal value used in engine 12 start-up control. Sensors that detect the signal value used in engine 12 start-up control include, for example, engine speed sensor 70, MG speed sensor 76, etc. In the event of a fault in the sensor that detects the signal value used in engine 12 start-up control, regardless of whether there is a requirement to improve the power performance of vehicle 10 or to delay the start-up of engine 12, the start-up determination unit 98 determines that engine 12 start-up is required; that is, it determines that a K0 start-up transfer determination is made.

[0096] During the execution of the clamping control of the K0 clutch 20, if the start-up determination unit 98 determines that there is a K0 start-up transfer determination, the clutch control unit 94 outputs the start-up hydraulic command value Spk0cr.

[0097] Specifically, during the transition period of outputting the hydraulic command value Spk0pk for clamping, if the start-up determination unit 98 determines that there is a K0 start-up transfer determination, even if a predetermined time TMf has elapsed, the clutch control unit 94 outputs the hydraulic command value Spk0cr for starting instead of the hydraulic command value Spk0pk for clamping.

[0098] If the starting hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, the engagement of the K0 clutch 20 may not be completed. Therefore, in order to quickly complete the engagement of the K0 clutch 20, the starting hydraulic command value Spk0cr at the start of the output is set to a temporarily higher K0 hydraulic command value Spk0. That is, if the starting hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, at the start of the output of the starting hydraulic command value Spk0cr, the clutch control unit 94 outputs a temporarily higher K0 hydraulic command value Spk0, i.e., the impact hydraulic value Spk0sg, to improve the responsiveness of the K0 hydraulic PRk0. The shorter the duration of the output engagement hydraulic command value Spk0pk, i.e., the constant pressure standby duration TMcw, the more likely it is that the engagement of the K0 clutch 20 will not be completed. When the constant pressure standby duration TMcw is short, compared with the case where the constant pressure standby duration TMcw is long, the clutch control unit 94 sets at least one of the following: the height of the impact hydraulic fluid Spk0sg, i.e. the impact height HTsg, is set to be higher, and the output time of the impact hydraulic fluid Spk0sg, i.e. the impact time TMsg, is set to be longer.

[0099] In another viewpoint, when the K0 clutch 20 is not engaged, compared to when the K0 clutch 20 is engaged, the rise of the K0 torque Tk0 is delayed after the output of the starting hydraulic command value Spk0cr begins. Therefore, in order to increase the reaction force compensation torque Tm in accordance with the rise of the K0 torque Tk0, when the starting determination unit 98 determines that there is a K0 starting transfer determination, the useless time TMd in the starting control of the engine 12 when the starting hydraulic command value Spk0cr is output normally without a K0 starting transfer determination is calculated (see reference). Figure 3The starting control of the engine 12 under normal circumstances is the starting control of the engine 12 that outputs the starting hydraulic command value Spk0cr after a predetermined time TMf has elapsed since the pressure hydraulic command value Spk0pk was output. That is, when the starting hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, the starting control unit 92c sets the useless time TMd to be longer compared with the case where the starting hydraulic command value Spk0cr is output after the predetermined time TMf has elapsed. In this embodiment, the useless time TMd when the starting hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed is called the high response useless time TMdB. When the starting hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, when the constant pressure standby duration TMcw is shorter, the starting control unit 92c sets the high response useless time TMdB to be longer compared with the case where the constant pressure standby duration TMcw is longer.

[0100] In another viewpoint, the impact hydraulic pressure Spk0sg is related to the high-response idle time TMdB. For example, if the same impact hydraulic pressure Spk0sg is set regardless of the constant pressure standby duration TMcw, or if no impact hydraulic pressure Spk0sg is set, the shorter the constant pressure standby duration TMcw, the longer the high-response idle time TMdB will be set. On the other hand, if the K0 clutch 20 is rapidly engaged by setting the impact hydraulic pressure Spk0sg corresponding to the constant pressure standby duration TMcw, then regardless of the constant pressure standby duration TMcw, the high-response idle time TMdB can be either shorter or zero. That is, the clutch control unit 94 can also set the impact hydraulic pressure Spk0sg based on the constant pressure standby duration TMcw. When the starting hydraulic command value Spk0cr is output before a predetermined time TMf has elapsed, the starting control unit 92c can also set the high-response idle time TMdB based on the constant pressure standby duration TMcw. At this time, if the impact time TMsg is the same, the starting control unit 92c sets the high response useless time TMdB to be shorter when the impact height HTsg is higher than when the impact height HTsg is lower. If the impact height HTsg is the same, the starting control unit 92c sets the high response useless time TMdB to be shorter when the impact time TMsg is longer than when the impact time TMsg is shorter.

[0101] The timing of outputting the start-up hydraulic command value Spk0cr instead of the clamping hydraulic command value Spk0pk is explained. The predetermined time TMf is pre-divided into multiple clamping periods PDpk. The start time for outputting the start-up hydraulic command value Spk0cr is preset in each clamping period PDpk. For example, in each clamping period PDpk, the end time of the clamping period PDpk is preset as the start time for outputting the start-up hydraulic command value Spk0cr. That is, the end time of the clamping period PDpk that includes the moment when a K0 start-up transfer determination is made is set as the start time for outputting the start-up hydraulic command value Spk0cr. If the hydraulic start-up command value Spk0cr is output before a predetermined time TMf has elapsed, the clutch control unit 94 starts outputting the hydraulic start-up command value Spk0cr at the output start time of the hydraulic start-up command value Spk0cr within each of the multiple clamping periods PDpk obtained by dividing the predetermined time TMf, specifically at the time when the K0 start-up transition determination is determined. The time when the K0 start-up transition determination is determined corresponds to the constant pressure standby duration TMcw. The clutch control unit 94 performs the K0 start-up transition at the timing corresponding to the constant pressure standby duration TMcw. In this embodiment, the output start time of the hydraulic start-up command value Spk0cr is not the time when the K0 start-up transition determination is determined, but is limited to a predetermined time for each clamping period PDpk with a certain time width. Therefore, the output start time of the hydraulic start-up command value Spk0cr is limited, simplifying control.

[0102] In the clamping control of the K0 clutch 20, there are cases where a K0 start-up transfer determination is made not during the constant pressure standby for clamping, but during rapid loading. In this case, after rapid loading is completed, it is not necessary to decrease the K0 hydraulic command value Spk0 to the clamping hydraulic command value Spk0pk; that is, it is preferable to transfer to K0. During the transition period of outputting the rapid filling hydraulic command value Spk0qa, if the start-up determination unit 98 determines that a K0 start-up transfer determination has been made, the clutch control unit 94 outputs the start-up hydraulic command value Spk0cr immediately after the rapid filling hydraulic command value Spk0qa, instead of outputting the clamping hydraulic command value Spk0pk. The rapid loading period, i.e., the rapid loading period PDqa, is not a period obtained by dividing the predetermined time TMf, but is a type of clamping period PDpk. In addition, the rapid loading period PDqa is also the clamping period PDpk corresponding to the constant pressure standby duration TMcw being zero. Therefore, even during rapid loading, the clutch control unit 94 starts rotating towards K0 at a timing corresponding to the constant pressure standby duration TMcw.

[0103] Figure 4 It is a flowchart illustrating the main part of the control operation of the electronic control device 90, and a flowchart illustrating the control operation used to shorten the time until the desired output of the vehicle 10 is obtained when the engine 12 is started, for example, it is repeatedly executed. Figure 5 Is to show execution Figure 4 The flowchart shows an example of a timing diagram for the control operation.

[0104] exist Figure 4 First, in step S10 (hereinafter, steps omitted), corresponding to the function of the start-up determination unit 98, it is determined whether the K0 clutch 20 is in the execution period of clamping control. If the determination in S10 is negative, the routine ends. If the determination in S10 is positive, in step S20, corresponding to the function of the start-up determination unit 98, it is determined whether there is a K0 start-up transfer determination. If the determination in S20 is negative, in step S30, corresponding to the function of the clutch control unit 94, the clamping control of the K0 clutch 20 continues. If the determination in S20 is positive, in step S40, corresponding to the function of the clutch control unit 94, the K0 start-up transfer is performed at a timing corresponding to the constant pressure standby duration TMcw. Next, in step S50, corresponding to the functions of the start control unit 92c and the clutch control unit 94, the impact hydraulic pressure Spk0sg corresponding to the constant pressure standby duration TMcw is set. And / or, the high response useless time TMdB corresponding to the constant pressure standby duration TMcw is set. When setting the impact hydraulic pressure Spk0sg, the useless time TMdB during high response is set by considering the impact time TMsg and impact height HTsg.

[0105] Figure 5 This diagram illustrates an example of a situation where, for instance, after the engine 12's start-up control is initiated during BEV operation, a demand is made to improve the power performance of the vehicle 10. Figure 5In the diagram, time t1b illustrates the following: For example, during BEV driving, an engine start-up request is determined due to increased accelerator pedal depressing by the driver, thus initiating engine 12 start-up control. After initiating engine 12 start-up control, rapid loading is performed during the rapid loading period PDqa (refer to time t1b-t2b). Immediately following rapid loading, constant pressure standby for compression begins (refer to time t2b). During the execution of constant pressure standby for compression, a K0 start-up transition determination is determined due to increased accelerator pedal depressing by the driver, and the K0 start-up transition determination flag is set to on (refer to time t3b). In this embodiment, the predetermined time TMf is pre-divided, for example, into a first compression period PDpk1, a second compression period PDpk2, and a third compression period PDpk3 (refer to time t2b-t7b). Since the determination of K0 start-up transfer occurs within the second clamping period PDpk2, the start time of the start-up hydraulic command value Spk0cr is set to the end time of the second clamping period PDpk2 (refer to time t4b). After the clamping constant pressure standby continues until the end time of the second clamping period PDpk2, K0 start-up begins. At the start of the output of the start-up hydraulic command value Spk0cr, the impact hydraulic Spk0sg corresponding to the constant pressure standby duration TMcw is output (refer to times t4b-t5b). In addition, when the MG torque Tm for reaction force compensation is output from the motor MG, the high response useless time TMdB corresponding to the constant pressure standby duration TMcw is set (refer to times t4b-t6b). For example, the high response useless time TMdB is set considering the impact time TMsg and impact height HTsg in the impact hydraulic Spk0sg.

[0106] Here, if the time at which the K0 start-up transfer determination is made falls within the third clamping period PDpk3, the start time of the start-up hydraulic command value Spk0cr is set to the end time of the third clamping period PDpk3. In this embodiment, the end time of the third clamping period PDpk3 is the end time of a predetermined time TMf. Therefore, the start time of the start-up hydraulic command value Spk0cr becomes the same timing as the start-up control of the engine 12 under normal conditions. In this case, the impact hydraulic pressure Spk0sg at the start of the output of the start-up hydraulic command value Spk0cr may not be set. If the impact hydraulic pressure Spk0sg is not set, the high-response useless time TMd is the same value as the useless time TMd in the start-up control of the engine 12 under normal conditions. Alternatively, from the viewpoint of shortening the time until the desired output of the vehicle 10 is obtained, the impact hydraulic pressure Spk0sg may be set. If the impact hydraulic pressure Spk0sg is set, the high-response useless time TMd is shorter than the useless time TMd in the start-up control of the engine 12 under normal conditions. Therefore, compared to starting the engine 12 normally, the time until the desired output of the vehicle 10 is obtained can be shortened.

[0107] As described above, according to this embodiment, during the transition period of outputting the hydraulic command value Spk0pk for clamping, if it is determined that the engine 12 needs to be started due to the requirement to improve the power performance of the vehicle 10, the hydraulic command value Spk0cr for starting is output instead of the hydraulic command value Spk0pk for clamping, even before a predetermined time TMf has elapsed. Therefore, compared to the case where the hydraulic command value Spk0cr for starting is output after the predetermined time TMf has elapsed, the engine 12 can be started earlier. Therefore, when the engine 12 is started, the time until the desired output of the vehicle 10 is obtained can be shortened.

[0108] Furthermore, according to this embodiment, when the hydraulic command value Spk0cr for starting is output before a predetermined time TMf has elapsed, since the shock hydraulic pressure Spk0sg is output at the beginning of the output of the hydraulic command value Spk0cr for starting, the K0 clutch 20 can be quickly brought to the clamping completion state when the output of the hydraulic command value Spk0cr for starting begins before the predetermined time TMf has elapsed.

[0109] Furthermore, according to this embodiment, since the constant pressure standby duration TMcw is short, compared to the case where the constant pressure standby duration TMcw is long, at least one of setting the impact height HTsg to be higher and setting the impact time TMsg to be longer is performed. Therefore, regardless of the length of the constant pressure standby duration TMcw, the K0 clutch 20 can quickly reach the clamping completion state.

[0110] Furthermore, according to this embodiment, since the idle time TMd is set when the MG torque Tm for reaction force compensation is output from the motor MG, the starting torque Tcr based on the motor MG can be increased in a way that matches the increase of the K0 torque Tk0, thus suppressing the impact caused by the timing difference between the two increases. Additionally, when the starting hydraulic command value Spk0cr is output before a predetermined time TMf has elapsed, the idle time TMd can be set to be longer compared to the case where the starting hydraulic command value Spk0cr is output after a predetermined time TMf has elapsed. Therefore, even when the output of the starting hydraulic command value Spk0cr begins before a predetermined time TMf has elapsed, the starting torque Tcr based on the motor MG can be increased in a way that matches the increase of the K0 torque Tk0.

[0111] Furthermore, according to this embodiment, when the hydraulic command value Spk0cr for starting operation is output before a predetermined time TMf has elapsed, the high-response idle time TMdB is set to be longer when the constant pressure standby duration TMcw is shorter than when the constant pressure standby duration TMcw is longer. Therefore, when the output of the hydraulic command value Spk0cr for starting operation begins before the predetermined time TMf has elapsed, regardless of the length of the constant pressure standby duration TMcw, the starting torque Tcr based on the motor MG can increase in a way that matches the increase of the K0 torque Tk0.

[0112] Furthermore, according to this embodiment, if the impact time TMsg is the same, then when the impact height HTsg is higher, the high response time TMdB is set to be shorter compared to the case where the impact height HTsg is lower. If the impact height HTsg is the same, then when the impact time TMsg is longer, the high response time TMdB is set to be shorter compared to the case where the impact time TMsg is shorter. Therefore, it is possible to appropriately set the impact hydraulic pressure Spk0sg and the high response time TMdB corresponding to the constant pressure standby duration TMcw.

[0113] Furthermore, according to this embodiment, since the hydraulic start-up command value Spk0cr is output before a predetermined time TMf has elapsed, the output of the hydraulic start-up command value Spk0cr is started at the output start time of the hydraulic start-up command value Spk0cr in the clamping period PDpk that includes the time when a K0 start-up transfer determination is made, which is preset according to each of the multiple clamping periods PDpk. Therefore, compared with the case where the output of the hydraulic start-up command value Spk0cr is started at the time when a K0 start-up transfer determination is made, the control is simplified.

[0114] Furthermore, according to this embodiment, since during the transition period of outputting the hydraulic command value Spk0qa for rapid filling, if a K0 start-up transfer determination is made, the hydraulic command value Spk0c is output immediately after the hydraulic command value Spk0qa for rapid filling instead of the hydraulic command value Spk0pk for pressing, thus simplifying the control and enabling the engine 12 to start up as early as possible.

[0115] Furthermore, according to this embodiment, since the requirement to improve the power performance of the vehicle 10 includes at least one of the operation of increasing the driving requirement amount such as the driving torque Trdem and the operation of selecting a pre-set driving mode MR that prioritizes power performance over fuel economy, during the transition period of outputting the hydraulic command value Spk0pk for clamping, it is determined that there is a K0 start-up transfer determination because the operation of increasing the driving requirement amount or the operation of selecting a driving mode that prioritizes power performance have been performed, and the hydraulic command value Spk0cr for starting is output instead of the hydraulic command value Spk0pk for clamping.

[0116] Furthermore, according to this embodiment, a predetermined adjustment method is used to select the requirement with the highest priority among the requirements for improving the power performance of the vehicle 10 and the requirement for delaying the start-up of the engine 12, and it is determined whether the requirement for improving the power performance of the vehicle 10 has been implemented based on whether the requirement for improving the power performance of the vehicle 10 has been selected. Therefore, it is possible to appropriately determine whether there is a K0 start-up transfer determination.

[0117] Furthermore, according to this embodiment, if the sensor that detects the signal value used in the start control of the engine 12 malfunctions, regardless of whether there is a requirement to improve the power performance of the vehicle 10 or a requirement to delay the start-up of the engine 12, it is determined that there is a K0 start-up transfer determination. Therefore, when the sensor malfunctions, the engine 12 start control, which is the normal process of outputting the start-up hydraulic command value Spk0cr after the hydraulic command value Spk0pk for clamping is output for a predetermined time TMf, will not continue. Instead, the engine 12 will start up quickly and the start-up of the engine 12 will be completed.

[0118] The embodiments of the present invention have been described in detail above based on the accompanying drawings, but the present invention can also be applied to other forms.

[0119] For example, in the above embodiment, a planetary gear type automatic transmission is exemplified as the automatic transmission 24, but it is not limited to this form. The automatic transmission 24 may also be a synchronous meshing type parallel dual-shaft automatic transmission, including a known DCT (Dual Clutch Transmission). In short, the present invention can be applied to any vehicle that has a power source including an engine and an electric motor and a clutch provided between the engine and the electric motor.

[0120] Furthermore, while the torque converter 22 is used as a fluid transmission device in the above embodiment, it is not limited to this configuration. For example, other fluid transmission devices, such as a hydraulic coupling that does not amplify torque, can be used instead of the torque converter 22. Alternatively, a fluid transmission device may not be necessary; for example, a clutch for starting can be used instead.

[0121] Furthermore, the above description is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Claims

1. A control device (90) for a vehicle (10), the vehicle (10) comprising: an engine (12); an electric motor (MG) connected in a power transmission path between the engine (12) and a drive wheel (14) capable of transmitting power; a clutch (20) disposed between the engine (12) and the electric motor (MG) in the power transmission path; and a hydraulic control circuit (56) supplying regulated hydraulic pressure used for switching the control state of the clutch (20), characterized in that, The control device (90) of the vehicle (10) includes: The clutch control unit (94) outputs a clamping hydraulic command value to the hydraulic control circuit (56) during the transition from the released state to the engaged state of the clutch (20) when the engine (12) is started, so that the clutch (20) is in a clamped complete state with the assembly gap blocked. After a predetermined time has elapsed from the start of the output of the clamping hydraulic command value until the clutch (20) is in the clamped complete state, the clutch control unit (94) outputs a starting hydraulic command value to the hydraulic control circuit (56) that is higher than the clamping hydraulic command value, so that the clutch (20) transmits the starting torque required to increase the speed of the engine (12). The starting control unit (92c) controls the electric motor (MG) to output the starting torque when the engine (12) is started, and controls the engine (12) to start running. During the transition period of outputting the hydraulic command value for clamping, if the clutch control unit (94) determines that starting is required due to a requirement to improve the power performance of the vehicle (10), it outputs the hydraulic command value for starting instead of the hydraulic command value for clamping, even if the predetermined time has elapsed. The starting control unit (92c) sets a delay time based on the hydraulic response delay, from the start time of the output of the starting hydraulic command value to the start time of the output of the starting torque by the electric motor (MG). When the hydraulic command value for starting is output before the predetermined time has elapsed, the starting control unit (92c) sets the delay time to be longer compared to when the hydraulic command value for starting is output after the predetermined time has elapsed.

2. The control device (90) for the vehicle (10) according to claim 1, characterized in that, When the hydraulic command value for starting is output before the predetermined time has elapsed, if the duration of outputting the hydraulic command value for clamping is short, the starting control unit (92c) sets the delay time to be longer compared to the case where the duration is longer.

3. A control device (90) for a vehicle (10), the vehicle (10) comprising: an engine (12); an electric motor (MG) connected in a power transmission path between the engine (12) and a drive wheel (14) capable of transmitting power; a clutch (20) disposed between the engine (12) and the electric motor (MG) in the power transmission path; and a hydraulic control circuit (56) supplying regulated hydraulic pressure used for switching the control state of the clutch (20), characterized in that, The control device (90) of the vehicle (10) includes: The clutch control unit (94) outputs a clamping hydraulic command value to the hydraulic control circuit (56) during the transition from the released state to the engaged state of the clutch (20) when the engine (12) is started, so that the clutch (20) is in a clamped complete state with the assembly gap blocked. After a predetermined time has elapsed from the start of the output of the clamping hydraulic command value until the clutch (20) is in the clamped complete state, the clutch control unit (94) outputs a starting hydraulic command value to the hydraulic control circuit (56) that is higher than the clamping hydraulic command value, so that the clutch (20) transmits the starting torque required to increase the speed of the engine (12). The starting control unit (92c) controls the electric motor (MG) to output the starting torque when the engine (12) is started, and controls the engine (12) to start running. During the transition period of outputting the hydraulic command value for clamping, if the clutch control unit (94) determines that starting is required due to a requirement to improve the power performance of the vehicle (10), it outputs the hydraulic command value for starting instead of the hydraulic command value for clamping, even if the predetermined time has elapsed. If the starting hydraulic command value is output before the predetermined time has elapsed, at the start of the output of the starting hydraulic command value, the clutch control unit (94) outputs a temporarily higher hydraulic command value, i.e., an impact hydraulic pressure, to improve the responsiveness of the hydraulic pressure, and sets the impact hydraulic pressure according to the duration of the output of the clamping hydraulic command value. The starting control unit (92c) sets a delay time based on the hydraulic response delay, from the start time of outputting the starting hydraulic command value to the start time of outputting the starting torque of the electric motor (MG). Furthermore, if the starting hydraulic command value is output before the predetermined time has elapsed, the delay time is set based on the duration of the output of the clamping hydraulic command value. If the output time of the impact hydraulic fluid is the same, the starting control unit (92c) sets the delay time to be shorter when the height of the impact hydraulic fluid is higher than when the height of the impact hydraulic fluid is lower. If the height of the impact hydraulic fluid is the same, the starting control unit (92c) sets the delay time to be shorter when the output time of the impact hydraulic fluid is longer than when the output time of the impact hydraulic fluid is shorter.

4. A control device (90) for a vehicle (10), the vehicle (10) comprising: an engine (12); an electric motor (MG) connected in a power transmission path between the engine (12) and a drive wheel (14) capable of transmitting power; a clutch (20) disposed between the engine (12) and the electric motor (MG) in the power transmission path; and a hydraulic control circuit (56) supplying regulated hydraulic pressure used for switching the control state of the clutch (20), characterized in that, The control device (90) of the vehicle (10) includes: The clutch control unit (94) outputs a clamping hydraulic command value to the hydraulic control circuit (56) during the transition from the released state to the engaged state of the clutch (20) when the engine (12) is started, so that the clutch (20) is in a clamped complete state with the assembly gap blocked. After a predetermined time has elapsed from the start of the output of the clamping hydraulic command value until the clutch (20) is in the clamped complete state, the clutch control unit (94) outputs a starting hydraulic command value to the hydraulic control circuit (56) that is higher than the clamping hydraulic command value, so that the clutch (20) transmits the starting torque required to increase the speed of the engine (12). The starting control unit (92c) controls the electric motor (MG) to output the starting torque when the engine (12) is started, and controls the engine (12) to start running. During the transition period of outputting the hydraulic command value for clamping, if the clutch control unit (94) determines that starting is required due to a requirement to improve the power performance of the vehicle (10), it outputs the hydraulic command value for starting instead of the hydraulic command value for clamping, even if the predetermined time has elapsed. If the hydraulic command value for starting rotation is output before the predetermined time has elapsed, the clutch control unit (94) starts outputting the hydraulic command value for starting rotation at the start time of the hydraulic command value for starting rotation, which is preset according to each of the multiple pressing periods obtained by dividing the predetermined time, and includes the pressing period at which the start time is determined to be required.

5. A control device (90) for a vehicle (10), the vehicle (10) comprising: an engine (12); an electric motor (MG) connected in a power transmission path between the engine (12) and a drive wheel (14) capable of transmitting power; a clutch (20) disposed between the engine (12) and the electric motor (MG) in the power transmission path; and a hydraulic control circuit (56) supplying regulated hydraulic pressure used for switching the control state of the clutch (20), characterized in that, The control device (90) of the vehicle (10) includes: The clutch control unit (94) outputs a clamping hydraulic command value to the hydraulic control circuit (56) during the transition from the released state to the engaged state of the clutch (20) when the engine (12) is started, so that the clutch (20) is in a clamped complete state with the assembly gap blocked. After a predetermined time has elapsed from the start of the output of the clamping hydraulic command value until the clutch (20) is in the clamped complete state, the clutch control unit (94) outputs a starting hydraulic command value to the hydraulic control circuit (56) that is higher than the clamping hydraulic command value, so that the clutch (20) transmits the starting torque required to increase the speed of the engine (12). The starting control unit (92c) controls the electric motor (MG) to output the starting torque when the engine (12) is started, and controls the engine (12) to start running. During the transition period of outputting the hydraulic command value for clamping, if the clutch control unit (94) determines that starting is required due to a requirement to improve the power performance of the vehicle (10), it outputs the hydraulic command value for starting instead of the hydraulic command value for clamping, even if the predetermined time has elapsed. When the clutch (20) is brought to the clamping completed state, before the clamping hydraulic command value, the clutch control unit (94) outputs a rapid filling hydraulic command value, which is higher than the clamping hydraulic command value, to the hydraulic control circuit (56) to adjust the hydraulic pressure, so as to improve the responsiveness of the hydraulic pressure. During the transition period of outputting the rapid filling hydraulic command value, if it is determined that the start-up is required, the clutch control unit (94) outputs the start-up hydraulic command value instead of the clamping hydraulic command value immediately following the rapid filling hydraulic command value.

6. The control device (90) for the vehicle (10) according to claim 4 or 5, characterized in that, If the hydraulic start-up command value is output before the predetermined time has elapsed, the clutch control unit (94) outputs a temporarily higher hydraulic command value, i.e., impact hydraulic value, to improve the responsiveness of the hydraulic system when the output of the hydraulic start-up command value begins.

7. The control device (90) for the vehicle (10) according to claim 6, characterized in that, When the duration of the hydraulic pressure command value for clamping is short, compared to the case where the duration is long, the clutch control unit (94) sets at least one of the following: the height of the impact hydraulic pressure is set to be higher and the output time of the impact hydraulic pressure is set to be longer.

8. The control device (90) for the vehicle (10) according to any one of claims 1 to 5, characterized in that, The control device (90) of the vehicle (10) further includes a start-up determination unit (98), which determines whether the start-up is required based on whether a requirement to improve the power performance of the vehicle (10) has been made. The requirement to improve the power performance of the vehicle (10) includes at least one of the following: an operation performed by the driver to increase the amount of drive required by the vehicle (10) and an operation to select a pre-set driving mode that prioritizes power performance over fuel economy.

9. The control device (90) for the vehicle (10) according to claim 8, characterized in that, The start-up determination unit (98) selects, using a predetermined adjustment method, the highest priority requirement among the requirements for improving the power performance of the vehicle (10) and the requirements for delaying the start-up, and determines whether the requirement for improving the power performance of the vehicle (10) has been implemented based on whether the requirement for improving the power performance of the vehicle (10) has been selected. The requirement to delay the start-up includes the requirement to avoid overlapping the shifting of the transmission (24) between the electric motor (MG) and the drive wheel (14) in the power transmission path and the switching of the clutch (20) from the released state to the engaged state.

10. The control device (90) for the vehicle (10) according to claim 9, characterized in that, If the sensors (70, 76) used to detect the signal value used in the start control of the engine (12) malfunction, the start determination unit (98) determines that the start is required regardless of whether there is a requirement to improve the power performance of the vehicle (10) or to delay the start.

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