Control device for a vehicle

Abstract

The present application relates to a control device of a vehicle, which supports the start of an engine using a starter motor while achieving miniaturization of an electric oil pump device. At the time of the start of the engine using the starter motor, starter start control is performed in which the electric oil pump device is caused to start discharging working oil after it is determined that the output voltage of a power supply device or the input voltage of the electric oil pump device is equal to or higher than a predetermined voltage after the start by the starter motor is completed, so that in the case where the output voltage of the power supply device decreases in conjunction with the start, the electric oil pump device can be caused to normally operate without using a high-function device that can operate even when the voltage decreases inside the electric oil pump device. Thus, the start of the engine using the starter motor can be supported while achieving miniaturization of the electric oil pump device.

Description

TECHNICAL FIELD

[0001] The present application relates to a control device of a vehicle provided with a starter motor for starting an engine. BACKGROUND

[0002] A control device of a vehicle provided with an engine, a hydraulic clutch provided in a power transmission path between the engine and a drive wheel, and an electric oil pump device that ejects hydraulic oil that becomes a source of hydraulic pressure supplied to the clutch is known. For example, the power transmission device described in Patent Literature 1 is such a device. In this Patent Literature 1, it is disclosed that the engine is started by controlling an electric motor that is linked to the power transmission path between the clutch and the drive wheel in a manner that enables power transmission in a manner that the clutch is engaged using hydraulic pressure that is a source of hydraulic pressure of the hydraulic oil ejected by the electric oil pump device in a manner that outputs a cranking torque.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent No. 5018971 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] Sometimes, a starter motor used in the starting of an engine is provided to a vehicle, and the engine is started using the starter motor. In this case, the output voltage of a power supply device that supplies electric power that drives the starter motor sometimes temporarily decreases. If the power supply device also supplies electric power that drives the electric oil pump device, in the case where the electric oil pump device is driven to perform the engagement of the clutch at the time of starting the engine, the electric oil pump device can not operate normally. In relation to this, it is conceivable to use an electric oil pump device that operates normally even if the input voltage of the electric oil pump device decreases in conjunction with the starting of the engine. In this case, for example, a boost power supply circuit is provided inside the electric oil pump device or a function that enables operation even at a low voltage is provided to a converter provided to the electric oil pump device, and it is necessary to use a high-function device (i.e., equipment) that can operate even at the time of voltage decrease inside the electric oil pump device. As a result of this, there is a problem that it is difficult to downsize the electric oil pump device due to the addition of the hardware structure or the like.

[0008] The present application has been achieved in light of the above situation, and aims to provide a control device of a vehicle that can support the starting of an engine using a starter motor while pursuing the downsizing of an electric oil pump device.

[0009] MEANS FOR SOLVING THE PROBLEMS

[0010] The gist of the first invention is a control device of a vehicle, (a) the vehicle is provided with an engine, a hydraulic clutch provided in a power transmission path between the engine and a drive wheel, a starter motor used in starting of the engine, an electric oil pump device that discharges hydraulic oil that is a source of hydraulic pressure supplied to the clutch, and a power supply device that supplies electric power to drive the starter motor and the electric oil pump device, respectively, wherein (b) the control device includes a starter start control section that, at the time of starting of the engine using the starter motor, performs starter start control of starting discharge of the hydraulic oil by the electric oil pump device after determining that an output voltage of the power supply device or an input voltage of the electric oil pump device is a predetermined voltage or more after completion of start-up based on the starter motor.

[0011] Further, the second invention is the control device of the vehicle according to the first invention, wherein the starter start control section, at the time of performing the starter start control, switches the clutch from a released state to an engaged state by supplying the hydraulic pressure using the hydraulic oil as a source to the clutch after starting the discharge of the hydraulic oil by the electric oil pump device.

[0012] Further, the third invention is the control device of the vehicle according to the first invention or the second invention, wherein the starter start control section starts the starting of the engine in a state where the electric power is supplied to the starter motor and the electric oil pump device, respectively, and starts the discharge of the hydraulic oil by the electric oil pump device in a case where it is determined that the input voltage of the electric oil pump device is the predetermined voltage or more after the completion of the start-up.

[0013] Further, the fourth invention is the control device of the vehicle according to the third invention, wherein the starter start control section determines whether the input voltage of the electric oil pump device is the predetermined voltage or more after the completion of the start-up in a state where a predetermined preparation time required for work preparation of the electric oil pump device elapses from a time point at which the supply of the electric power to the electric oil pump device is started.

[0014] Further, the fifth invention is the control device of the vehicle according to the third invention or the fourth invention, wherein the starter start control section determines whether the input voltage of the electric oil pump device is the predetermined voltage or more by determining whether it is a state where the electric oil pump device detects that the input voltage of the electric oil pump device is the predetermined voltage or more.

[0015] Further, a sixth application is a control device of a vehicle according to the first or second application, wherein the start control section starts the start of the engine in a state where the electric power is supplied to the starter motor, and starts the supply of the electric power to the electric oil pump device and the discharge of the working oil by the electric oil pump device after determining that the output voltage of the power supply device is the prescribed voltage or more after the cranking is completed.

[0016] Further, a seventh application is a control device of a vehicle according to any one of the first to sixth applications, wherein the start control section starts the discharge of the working oil by the electric oil pump device after determining that the electric oil pump device is in a state where it can normally operate after the cranking is completed.

[0017] Further, an eighth application is a control device of a vehicle according to any one of the first to seventh applications, wherein the start control section can perform clutch start control that controls the clutch in a manner that transmits cranking torque required for cranking that increases the rotational speed of the engine, controls an electric motor that is linked to a power transmission path between the clutch and the drive wheels in a manner that can perform power transmission and is driven by electric power supplied from a high-voltage power supply device that is configured to be able to charge the power supply device, in a manner that outputs the cranking torque in conjunction with cranking of the clutch, and controls the engine in a manner that starts operation in conjunction with cranking of the clutch, and performs the starter start control in a case where the clutch start control is difficult to perform.

[0018] Further, a ninth application is a control device of a vehicle according to the eighth application, wherein the case where the clutch start control is difficult to perform is a case where the engine is started for the first time after the start of the vehicle.

[0019] Further, a tenth application is a control device of a vehicle according to the eighth or ninth application, wherein the case where the clutch start control is difficult to perform is a case where the vehicle is in an environment that is determined to be a predetermined extremely low temperature where the electric motor cannot be appropriately controlled.

[0020] Effects of the Invention

[0021] According to the first invention, at the time of start of the engine using the starter motor, starter start control is performed in which the ejection of the electric oil pump device to the working oil is started after it is determined that the output voltage of the power supply device or the input voltage of the electric oil pump device is the prescribed voltage or more after the start-up is completed based on the starter motor, so in the case where the output voltage of the power supply device drops in conjunction with the start-up, the electric oil pump device can be made to normally operate without using a high-function device that can operate even when the voltage drops inside the electric oil pump device. Thus, the electric oil pump device can be downsized while supporting the start of the engine using the starter motor.

[0022] Further, according to the second invention, at the time of the starter start control, the hydraulic pressure from the working oil is supplied to the clutch and the clutch is switched from the released state to the engaged state after the ejection of the electric oil pump device to the working oil is started, so the electric oil pump device can be downsized while preparing for the start of the vehicle.

[0023] Further, according to the third invention, the ejection of the electric oil pump device to the working oil is started in the case where it is determined that the input voltage of the electric oil pump device is the prescribed voltage or more after the start-up is completed, in a state where electric power is supplied to the starter motor and the electric oil pump device, so the ejection of the working oil is rapidly started if the input voltage becomes the prescribed voltage or more, since the electric power is supplied to the electric oil pump device at the time point of completion of the start-up. Thus, in the case where the hydraulic pressure from the working oil is supplied to the clutch and the clutch is switched from the released state to the engaged state, the clutch can be rapidly engaged, and the responsiveness until the start of the vehicle can be improved.

[0024] Further, according to the fourth invention, it is determined whether the input voltage of the electric oil pump device is the prescribed voltage or more after the start-up is completed, in a state where a prescribed preparation time required for the working preparation of the electric oil pump device elapses from the time point at which the supply of electric power to the electric oil pump device is started, so if the input voltage becomes the prescribed voltage or more, the ejection of the working oil is rapidly started without waiting for the prescribed preparation time.

[0025] Further, according to the fifth invention, it is determined whether the input voltage of the electric oil pump device is the prescribed voltage or more by determining whether it is a state where the electric oil pump device detects that the input voltage of the electric oil pump device is the prescribed voltage or more, so a high-function device that can operate even when the voltage drops does not need to be used inside the electric oil pump device.

[0026] Further, according to the sixth application, the engine start is started in a state where electric power is supplied to the starter motor, and the supply of electric power to the electric oil pump device is started and the discharge of the working oil by the electric oil pump device is started in a case where it is determined that the output voltage of the power supply device is the prescribed voltage or more after the cranking is completed, so that in a case where the output voltage of the power supply device drops in association with the cranking, a state where the electric oil pump device is abnormally operated can be avoided. Thus, in a case where the hydraulic pressure that is the source of the working oil is supplied to the clutch and the clutch is switched from the released state to the engaged state, a state where the electric oil pump device is abnormally operated can be avoided and the clutch can be engaged.

[0027] Further, according to the seventh application, the discharge of the working oil by the electric oil pump device is started in a case where it is determined that the electric oil pump device is in a state where it can be normally operated after the cranking is completed, so that the electric oil pump device can be reliably operated normally.

[0028] Further, according to the eighth application, the starter start control is performed in a case where the clutch start control is difficult to perform, so that the miniaturization of the electric oil pump device can be sought while supporting the start of the engine using the starter motor, which is different from the start of the engine performed at ordinary times.

[0029] Further, according to the ninth application, the case where the clutch start control is difficult to perform is a case where the engine is started for the first time after the start of the vehicle, so that the engine can be appropriately started before the warm-up is completed.

[0030] Further, according to the tenth application, the case where the clutch start control is difficult to perform is a case where the vehicle is in an environment of a predetermined extremely low temperature where it is determined that the electric motor cannot be appropriately controlled, so that the engine can be appropriately started in the environment of the extremely low temperature. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 is a diagram that explains the outline structure of the vehicle to which the application is applied, and is a diagram that explains the main part of the control function and the control system for various controls in the vehicle.

[0032] Figure 2 is a diagram that explains the hydraulic source that supplies the working oil to the hydraulic control circuit and the supply destination of the electric power from the low-voltage storage battery.

[0033] Figure 3 is a diagram that explains the structure of the inside of the electric oil pump device.

[0034] Figure 4 is a diagram that shows an example of a time chart in a case where the engine start control is performed.

[0035] Figure 5is a flowchart illustrating a main part of the control operation of the electronic control device, and is a flowchart illustrating the control operation for supporting the start of an engine using a starter motor while seeking miniaturization of an electric oil pump device.

[0036] Figure 6 is an example of a time chart in a case where the control operation illustrated in the flowchart of Figure 5 is executed.

[0037] Figure 7 is a flowchart illustrating a main part of the control operation of the electronic control device, and is a flowchart illustrating the control operation for supporting the start of an engine using a starter motor while seeking miniaturization of an electric oil pump device, which is a different embodiment from Figure 5 .

[0038] Figure 8 is an example of a time chart in a case where the control operation illustrated in the flowchart of Figure 7 is executed. DETAILED DESCRIPTION

[0039] Hereinafter, an embodiment of the present application will be described in detail with reference to the drawings.

[0040]

Embodiment 1

[0041] Figure 1 is a diagram illustrating an outline structure of a vehicle 10 to which the present application is applied, and is a diagram illustrating a main part of a control function and a control system for various controls in the vehicle 10. In the Figure 1 , the vehicle 10 is a hybrid vehicle provided with an engine 12 and an electric motor MG that function as a power source SP. In addition, the vehicle 10 is provided with drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0042] The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. With respect to the engine 12, a torque of the engine 12, that is, an engine torque Te, is controlled by an engine control device 50 including a throttle valve actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10, which are controlled by an electronic control device (= ECU) 90 described later.

[0043] The motor MG is a rotary electric machine having a function as a motor that generates mechanical power by electric power and a function as a generator that generates electric power by mechanical power, and is a so-called motor generator. The motor MG is connected to a high-voltage battery 54 provided in the vehicle 10 via a converter 52 provided in the vehicle 10. The high-voltage battery 54 is an electric storage device that receives and supplies electric power with respect to the motor MG. With regard to the motor MG, a torque of the motor MG, that is, an MG torque Tm is controlled by controlling the converter 52 by an electronic control device 90 described later. The motor MG is driven by electric power supplied from the high-voltage battery 54 at the time of motoring. The motor MG supplies electric power generated by power generation to the high-voltage battery 54 at the time of regeneration. The MG torque Tm becomes a positive torque on the acceleration side, which is a motoring torque, and a negative torque on the deceleration side, which is a regenerative torque, for example, in a case where a rotation direction of the motor MG is the same as a rotation direction at the time of operation of the engine 12 (forward rotation). The electric power is synonymous with electric energy in a case where it is not particularly distinguished. The motoring is synonymous with a driving force, a torque, and a force in a case where it is not particularly distinguished.

[0044] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and the like in a housing 18 that is a non-rotating member mounted to a vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the motor MG in a power transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is linked to the engine 12 via the K0 clutch 20. The automatic transmission 24 is linked to the torque converter 22 and is in a power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the motor MG and the drive wheels 14 in a power transmission path between the engine 12 and the drive wheels 14. In addition, the power transmission device 16 includes a propeller shaft 28 linked to an output rotating member, that is, a transmission output shaft 26 of the automatic transmission 24, a differential gear 30 linked to the propeller shaft 28, a pair of drive shafts 32 linked to the differential gear 30, and the like. In addition, the power transmission device 16 includes an engine link shaft 34 linking the engine 12 and the K0 clutch 20, a motor link shaft 36 linking the K0 clutch 20 and the torque converter 22, and the like.

[0045] The motor MG is linked to the motor link shaft 36 in the housing 18 in a manner capable of transmitting power. That is, the motor MG is linked to the power transmission path between the engine 12 and the drive wheels 14, particularly the power transmission path between the K0 clutch 20 and the drive wheels 14, in a manner capable of transmitting power. In addition, the motor MG is linked to the power transmission path between the K0 clutch 20 and the torque converter 22 in a manner capable of transmitting power. If viewed from another perspective, the motor MG is linked to the torque converter 22, the automatic transmission 24, in a manner capable of transmitting power without passing through the K0 clutch 20.

[0046] The torque converter 22 has a pump impeller 22a coupled to the motor coupling shaft 36 and a turbine 22b coupled to an input rotating member of the automatic transmission 24, i.e., a transmission input shaft 38. The torque converter 22 is a fluid type power transmission device that transmits power from the power source SP to the transmission input shaft 38 via fluid. The torque converter 22 has an LU clutch 40 that is a direct coupling clutch that couples the pump impeller 22a and the turbine 22b, i.e., the motor coupling shaft 36 and the transmission input shaft 38. The LU clutch 40 is a well-known lock-up clutch.

[0047] The automatic transmission 24 is a well-known planetary gear type automatic transmission that has, for example, one or a plurality of planetary gear devices and an engagement device CB, not shown. The engagement device CB includes, for example, a plurality of hydraulic type engagement devices (e.g., well-known friction engagement devices). With respect to the engagement device CB, the respective torque capacities, i.e., CB torques Tcb, are changed by using the pressure-regulated hydraulic pressure, i.e., CB hydraulic pressure PRcb, supplied from a hydraulic control circuit 56 provided in the vehicle 10, to switch the operating states, i.e., control states, such as the engaged state, the slipping state, and the released state.

[0048] The automatic transmission 24 is a stepped transmission that forms any one of a plurality of gear stages (also referred to as gear steps) having different gear ratios γat (= AT input rotational speed Ni / AT output rotational speed No) by engagement of any one of the engagement devices CB. With respect to the automatic transmission 24, the control states of the engagement devices that participate in the shifting of the automatic transmission 24 are switched by the electronic control device 90 described later in accordance with the accelerator operation of the driver (= driver), the vehicle speed V, and the like, to thereby switch the gear step formed. The AT input rotational speed Ni is the rotational speed of the transmission input shaft 38 and is the input rotational speed of the automatic transmission 24. The AT input rotational speed Ni is identical to the output rotational speed of the torque converter 22, i.e., the turbine rotational speed Nt. The AT input rotational speed Ni can be expressed by the turbine rotational speed Nt. The AT output rotational speed No is the rotational speed of the transmission output shaft 26 and is the output rotational speed of the automatic transmission 24.

[0049] The K0 clutch 20 is, for example, a hydraulic type friction engagement device composed of a multi-plate type or a single-plate type clutch. With respect to the K0 clutch 20, the torque capacity, i.e., K0 torque Tk0, of the K0 clutch 20 is changed by using the pressure-regulated hydraulic pressure, i.e., K0 hydraulic pressure PRk0, supplied from the hydraulic control circuit 56 to switch the control states such as the engaged state, the slipping state, and the released state.

[0050] In the vehicle 10, in the engaged state of the K0 clutch 20, the engine 12 and the torque converter 22 are linked in a manner capable of power transmission. On the other hand, in the released state of the K0 clutch 20, the power transmission between the engine 12 and the torque converter 22 is cut off. Since the motor MG is linked to the torque converter 22, the K0 clutch 20 functions as a clutch that cuts off / connects the engine 12 and the motor MG.

[0051] In the power transmission device 16, the power output from the engine 12 is transmitted to the drive wheels 14 via the K0 clutch 20, the motor link shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32, and the like in the order from the engine link shaft 34 in the case where the K0 clutch 20 is engaged. In addition, the power output from the motor MG is transmitted to the drive wheels 14 via the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32, and the like in the order from the motor link shaft 36 regardless of the control state of the K0 clutch 20.

[0052] The vehicle 10 further has the MOP 58 that is a mechanical oil pump, the electric oil pump 60 that is an electric oil pump device, the starter motor 62, the DC / DC converter 64, the low-voltage storage battery 66, the start button 68, and the like.

[0053] The MOP 58 is linked to the pump impeller 22a, and is rotated by the power source SP to discharge the working oil OIL used in the power transmission device 16. The power source SP that rotationally drives the MOP 58 is the motor MG when the K0 clutch 20 is in the released state, and is at least the engine 12 when the K0 clutch 20 is in the engaged state. The electric oil pump 60 discharges the working oil OIL by rotationally driving the electric oil pump pump 72 (to be described later Figure 2 , 3 ) provided to the electric oil pump 60 by the electric oil pump motor 70 (to be described later Figure 2 , 3 ) provided to the electric oil pump 60. The electric oil pump 60 operates, for example, in the case where the MOP 58 cannot operate, in the case where the flow rate of the working oil OIL achieved by the MOP 58 is insufficient, and the like. The working oil OIL discharged by the MOP 58 and the electric oil pump 60 is supplied to the hydraulic control circuit 56. The hydraulic control circuit 56 supplies the CB hydraulic pressure PRcb, the K0 hydraulic pressure PRk0, and the like that are respectively regulated from the working oil OIL discharged by the MOP 58 and / or the electric oil pump 60.

[0054] The starter motor 62 is a starting motor used in the starting of the engine 12. The starter motor 62 is a dedicated motor that drives the engine 12 to rotate (i.e., cranks) at the time of starting of the engine 12.

[0055] The DC / DC converter 64 is connected to the high-voltage battery 54. The low-voltage battery 66 is connected to the DC / DC converter 64 to be charged by the DC / DC converter 64 from the electric power supplied from the high-voltage battery 54. The high-voltage battery 54 is a high-voltage battery that accumulates a higher voltage than the low-voltage battery 66, and is a high-voltage power supply device configured to be able to charge the low-voltage battery 66.

[0056] The start button 68 is a power switch that is operated by the driver in order to switch the supply state of the electric power in the vehicle 10, that is, the state of the vehicle electric power. The start button 68 is, for example, a momentary push button switch that is pressed and operated by the driver to the switch-on position. The start button 68 outputs a power switch signal PSon corresponding to the switch-on position to the electronic control device 90 described later each time the start button 68 is pressed and operated to the switch-on position. The electronic control device 90 detects the operation of the start button 68 by the driver on the basis of the power switch signal PSon.

[0057] The state of the vehicle electric power is, for example, an off (= "OFF") state that is an off state, an accessory on (= "ACC") state that is a partial on state, and an ignition on (= "IG-ON") state that is an on state. The "OFF" state is, for example, a power state for making the vehicle travel impossible and also making a part of the functions unrelated to the vehicle travel inoperable. The "ACC" state is, for example, a power state for turning off an unillustrated combination meter to make the vehicle travel impossible but to make a part of the functions unrelated to the vehicle travel operable. The "IG-ON" state is, for example, a power state for turning on the combination meter to make the vehicle travel possible.

[0058] Figure 2 is a view that explains a hydraulic source that supplies the working oil OIL to the hydraulic control circuit 56 and a supply destination of the electric power from the low-voltage battery 66. In Figure 2 The electric oil pump 60 is provided with an electric oil pump motor 70, an electric oil pump pump 72, and the like (refer to Figure 3). The electric motor 70 for an electric oil pump is an electric motor dedicated to the electric oil pump 60 for rotationally driving the pump 72 for an electric oil pump. The pump 72 for an electric oil pump is an electric oil pump that ejects the working oil OIL by being rotationally driven by the electric motor 70 for an electric oil pump. The MOP 58 and the pump 72 for an electric oil pump are provided in parallel in the structure of the oil passage through which the working oil OIL flows. The MOP 58 and the pump 72 for an electric oil pump each take up the working oil OIL that flows back to the oil pan 100 provided in the lower portion of the housing 18, via the common suction port, i.e., the strainer 102, and ejects it to the respective ejection oil passages 104, 106. The ejection oil passages 104, 106 are each connected to the oil passage, e.g., the line pressure oil passage 108, through which the line pressure PL flows, provided in the hydraulic control circuit 56. The ejection oil passage 104 from which the working oil OIL is ejected from the MOP 58 is connected to the line pressure oil passage 108 via the MOP-use check valve 110 provided in the hydraulic control circuit 56. The ejection oil passage 106 from which the working oil OIL is ejected from the pump 72 for an electric oil pump is connected to the line pressure oil passage 108 via the electric oil pump-use check valve 112 provided in the hydraulic control circuit 56.

[0059] The hydraulic control circuit 56 further includes, in addition to the line pressure oil passage 108, the MOP-use check valve 110, and the electric oil pump-use check valve 112, a K0 solenoid SLk0, a pressure regulating valve not shown, a PL solenoid valve, a plurality of CB solenoids, and the like.

[0060] The pressure regulating valve regulates the line pressure PL using the working oil OIL ejected from at least one of the MOP 58 and the pump 72 for an electric oil pump as a source. The PL solenoid valve is, for example, a linear solenoid valve that is controlled by the electronic control device 90 described later to output a pilot pressure corresponding to the input torque Tin and the like to the automatic transmission 24 to the pressure regulating valve using a modulated pressure as a source. Thus, the line pressure PL is regulated to a value corresponding to the input torque Tin and the like to the automatic transmission 24. The modulated pressure is, for example, a hydraulic pressure regulated to a constant value by a modulating valve not shown using the line pressure PL as a source pressure.

[0061] The K0 solenoid SLk0 is a K0 clutch 20-use solenoid valve, particularly a linear solenoid valve, that is controlled by the electronic control device 90 described later to supply a regulated K0 hydraulic pressure PRk0 to the K0 clutch 20 using the line pressure PL as a source pressure. The CB solenoids are each provided corresponding to the respective engagement devices CB, and, like the K0 solenoid SLk0, are linear solenoid valves that supply CB hydraulic pressures PRcb using the line pressure PL as a source pressure.

[0062] The low voltage storage battery 66 is connected to the electric oil pump 60 via an electric oil pump relay 120 provided in the vehicle. The low voltage storage battery 66 is connected to the starter motor 62 via a starter relay 122 provided in the vehicle. If the electric oil pump relay 120 becomes an on state (that is, is energized) by an instruction of an electronic control device 90 described later, so that the contact is closed, the low voltage storage battery 66 supplies electric power to the electric oil pump 60. If the starter relay 122 becomes an on state by an instruction of the electronic control device 90 described later, so that the contact is closed, the low voltage storage battery 66 supplies electric power to the starter motor 62. Thus, the low voltage storage battery 66 is a power supply device that supplies electric power for driving the electric oil pump 60 and the starter motor 62, respectively. An input voltage of the electric oil pump 60, that is, an electric oil pump input voltage Vop is 0 [V] in an off state of the electric oil pump relay 120, and is an output voltage of the low voltage storage battery 66, that is, a low voltage storage battery voltage Vbatlow (for example, 12 [V]) in an on state of the electric oil pump relay 120. An input voltage of the starter motor 62, that is, a starter motor input voltage Vst is 0 [V] in an off state of the starter relay 122, and is the low voltage storage battery voltage Vbatlow in an on state of the starter relay 122.

[0063] Figure 3 is a view that shows the structure of the inside of the electric oil pump 60. In Figure 3 , the electric oil pump 60 has a control power supply 74, an electric oil pump CPU 76, an electric oil pump inverter 78, and the like in addition to the electric oil pump motor 70 and the electric oil pump pump 72 described above. With respect to the control power supply 74 and the electric oil pump inverter 78, the low voltage storage battery voltage Vbatlow is applied via the electric oil pump relay 120 (refer to Figure 3 in +B) (that is, the electric oil pump input voltage Vop). The control power supply 74 supplies an operating voltage (for example, 5 [V]) as an output voltage of the control power supply 74, that is, an electric oil pump internal control power supply voltage, to the electric oil pump CPU 76 with the electric oil pump input voltage Vop as a source in an on state of the electric oil pump relay 120. The control power supply 74 has an electric oil pump internal CPU reset function that performs initialization (that is, resets) of the electric oil pump CPU 76 at the time of the start of operation of the electric oil pump CPU 76 immediately after the power is turned on. The electric oil pump CPU 76 is connected to the electric oil pump inverter 78, and controls the electric oil pump inverter 78 based on an electric oil pump control instruction signal Sop from the electronic control device 90 described later. The electric oil pump inverter 78 is connected to the electric oil pump motor 70, and causes the electric oil pump motor 70 to operate by being controlled by the electric oil pump CPU 76.

[0064] The vehicle 10 is also provided with an electronic control device 90 including a control device of the vehicle 10. The electronic control device 90 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU performs various controls of the vehicle 10 by performing signal processing using the temporary storage function of the RAM and in accordance with a program stored in advance in the ROM. The electronic control device 90 is configured to include, as needed, respective computers for engine control, motor control, clutch control, transmission control, and the like.

[0065] To the electronic control device 90, various signals and the like (for example, a power switch signal PSon, a rotational speed of the engine 12, that is, an engine rotational speed Ne, a rotational speed of the turbine Nt, which is the same as the AT input rotational speed Ni, an AT output rotational speed No corresponding to the vehicle speed V, a rotational speed of the motor MG, that is, an MG rotational speed Nm, an accelerator operation amount of the driver, that is, an accelerator opening degree θacc, indicating the magnitude of the accelerator operation of the driver, an electronic throttle opening degree θth, a signal indicating that the brake pedal is being operated by the driver, that is, a brake-on signal Bon, a battery temperature THbat of the high-voltage battery 54, a battery charge / discharge current Ibat, a battery voltage Vbat, a temperature of the hydraulic control circuit 56, that is, a hydraulic oil temperature THoil, a low-voltage battery voltage Vbatlow, and the like) based on detection values of various sensors, various devices, and the like (for example, the start button 68, the engine rotational speed sensor 80, the turbine rotational speed sensor 81, the output rotational speed sensor 82, the MG rotational speed sensor 83, the accelerator opening degree sensor 84, the throttle opening degree sensor 85, the brake switch 86, the battery sensor 87, the oil temperature sensor 88, the low-voltage battery sensor 89, and the like) provided to the vehicle 10 are supplied, respectively.

[0066] The electronic control device 90 calculates a battery charge amount SOC [%] based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat and the like. The battery charge amount SOC is a charge amount of the high-voltage battery 54, and is a value indicating a state of charge of the high-voltage battery 54 (that is, a state of charge value). The electronic control device 90 calculates, for example, a chargeable electric power Win [W] and a dischargeable electric power Wout [W] of the high-voltage battery 54 based on the battery temperature THbat and the battery charge amount SOC. The chargeable electric power Win of the high-voltage battery 54 is a maximum inputtable electric power that defines a limit of input electric power of the high-voltage battery 54, and indicates an input limit (that is, a charge limit) of the high-voltage battery 54. The dischargeable electric power Wout of the high-voltage battery 54 is a maximum outputtable electric power that defines a limit of output electric power of the high-voltage battery 54, and indicates an output limit (that is, a discharge limit) of the high-voltage battery 54.

[0067] Various command signals (for example, an engine control command signal Se for controlling the engine 12, an MG control command signal Sm for controlling the motor MG, a CB hydraulic control command signal Scb for controlling the engagement device CB, a K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, an LU hydraulic control command signal Slu for controlling the LU clutch 40, an electric oil pump control command signal Sop for controlling the electric oil pump 60, a starter control command signal Sst for controlling the starter motor 62, and the like) are respectively output from the electronic control device 90 to each device (for example, the engine control device 50, the converter 52, the hydraulic control circuit 56, the electric oil pump 60, the starter motor 62, and the like) provided to the vehicle 10.

[0068] The K0 hydraulic control command signal Sk0 is exemplified for explanation of each hydraulic control command signal S. The electronic control device 90 calculates a K0 clutch 20 command pressure Spk0 for supplying the K0 hydraulic pressure PRk0 after pressure regulation from the hydraulic control circuit 56 as a command value of the K0 hydraulic pressure PRk0. The command pressure is a target hydraulic pressure instructed from the electronic control device 90 with respect to the working oil OIL supplied to the engagement device, and an actual hydraulic pressure actually supplied to the engagement device is changed according to the command pressure. The electronic control device 90 converts the K0 clutch command pressure Spk0 into a K0 command current value Sik0 for driving the K0 solenoid SLk0. The K0 command current value Sik0 is a command current with respect to a driving circuit of the K0 solenoid SLk0, that is, a solenoid driver provided to the electronic control device 90. The K0 hydraulic control command signal Sk0 is a driving current or a driving voltage for causing the solenoid driver to drive the K0 solenoid SLk0 based on the K0 command current value Sik0. That is, the K0 clutch command pressure Spk0 is converted into the K0 hydraulic control command signal Sk0 and output to the hydraulic control circuit 56. In the present embodiment, for convenience, the K0 clutch command pressure Spk0 and the K0 hydraulic control command signal Sk0 are treated as the same meaning.

[0069] The electronic control device 90 includes a power source control unit, that is, a power source control section 92, a clutch control unit, that is, a clutch control section 94, a transmission control unit, that is, a transmission control section 96, and a starter control unit, that is, a starter control section 98, in order to achieve various controls in the vehicle 10.

[0070] The power source control section 92 is a hybrid control section including a function of an engine control section 92a as an engine control unit for controlling the operation of the engine 12 and a function of a motor control section 92b as a motor control unit for controlling the operation of the motor MG via the converter 52, and performs hybrid control based on the engine 12 and the motor MG, such as hybrid drive control, using these control functions.

[0071] The power source control portion 92 calculates the driver's request amount for the vehicle 10 by applying the accelerator opening degree θacc and the vehicle speed V to a drive request amount map, for example. The drive request amount map is a predetermined relationship that is experimentally or desirably obtained and stored in advance. The drive request amount is the required drive torque Trdem at the drive wheels 14, for example. Alternatively, the required drive torque Trdem [Nm] is the required drive power Prdem [W] at the vehicle speed V at that time. As the drive request amount, the required drive force Frdem [N] at the drive wheels 14, the required AT output torque at the transmission output shaft 26, and the like can also be used. In the calculation of the drive request amount, the AT output speed No and the like can also be used instead of the vehicle speed V.

[0072] The power source control portion 92 calculates the required system shaft torque Tsysdem for achieving the required drive torque Trdem, taking into account the transmission loss, the auxiliary machine load, the gear ratio γat of the automatic transmission 24, and the like. The required system shaft torque Tsysdem is a required value of the system shaft torque Tsys. The system shaft torque Tsys is the torque on the motor coupling shaft 36, that is, the transmission shaft torque. The system shaft torque Tsys is the torque of the power source torque Tsp that is transmitted to the drive wheels 14 via the automatic transmission 24, that is, the torque used as the drive torque Tr. The power source control portion 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the motor MG in such a manner as to achieve the required system shaft torque Tsysdem.

[0073] In a case where the required system shaft torque Tsysdem can be supplied by the output of the motor MG alone, the power source control portion 92 establishes the motor drive mode (that is, the BEV drive mode) as the drive mode of the vehicle 10. The BEV drive mode is an electric drive mode in which motor running (that is, electric running) (= BEV running) in which the vehicle 10 runs using only the motor MG as the power source SP in a state where the engine 12 is stopped in the released state of the K0 clutch 20 is possible. On the other hand, in a case where the required system shaft torque Tsysdem cannot be supplied if the output of the engine 12 is not used at least, the power source control portion 92 establishes the engine drive mode (that is, the HEV drive mode) as the drive mode. The HEV drive mode is a hybrid drive mode in which engine running (that is, hybrid running) (= HEV running) in which the vehicle 10 runs using at least the engine 12 as the power source SP in the engaged state of the K0 clutch 20 is possible. On the other hand, even in a case where the required system shaft torque Tsysdem can be supplied by the output of the motor MG alone, in a case where charging of the high-voltage battery 54 is required, in a case where preheating of the engine 12 or the like is required, or the like, the power source control portion 92 establishes the HEV drive mode as the drive mode. The case where charging of the high-voltage battery 54 is required is, for example, a case where the battery charge level SOC has fallen below a prescribed range or a case where although the battery charge level SOC has entered the prescribed range, the energy efficiency is improved when charging of the high-voltage battery 54 is performed, or the like.

[0074] The transmission control portion 96 performs shift determination of the automatic transmission 24 using a predetermined relationship, that is, a shift map, for example, and outputs a CB hydraulic control command signal Scb for performing shift control of the automatic transmission 24 to the hydraulic control circuit 56 as needed (that is, according to the result of the shift determination). The transmission control portion 96 performs shifting of the automatic transmission 24 by switching a released-side engagement device in the engagement device CB to the released state and switching an engaged-side engagement device in the engagement device CB to the engaged state, for example, in the shift control of the automatic transmission 24. The shift map is a prescribed relationship having a shift line for determining shifting of the automatic transmission 24 on a two-dimensional coordinate with the vehicle speed V and the required drive torque Trdem as variables, for example. In the shift map, AT output speed No or the like can be used instead of the vehicle speed V, and the required drive force Frdem, accelerator opening degree θacc, throttle opening degree θth, or the like can be used instead of the required drive torque Trdem.

[0075] The start control portion 98 determines whether or not there is a request to switch the control state of the engine 12 from the stopped state to the running state (that is, an engine start request). For example, the start control portion 98 determines whether or not there is an engine start request on the basis of whether or not the required system shaft torque Tsysdem is increased beyond the range that can be supplied by the output of the electric motor MG alone, or whether or not warm-up of the engine 12 or the like is required, or whether or not charging of the high-voltage battery 54 is required, and the like, in the BEV drive mode.

[0076] The start control portion 98 outputs an instruction to control the K0 clutch 20 in such a manner as to perform engine start control CTst to the clutch control portion 94 in the case where it is determined that there is an engine start request. The clutch control portion 94 outputs a K0 hydraulic pressure control instruction signal Sk0 to control the K0 clutch 20 in the released state toward the engaged state in such a manner as to obtain a K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12 side to the hydraulic control circuit 56. The cranking torque Tcr is a prescribed torque required for cranking of the engine 12 to raise the engine speed Ne.

[0077] The start control portion 98 outputs an instruction to control the engine 12 and the electric motor MG in such a manner as to perform engine start control CTst to the power source control portion 92 in the case where it is determined that there is an engine start request. The power source control portion 92 (in particular, the electric motor control portion 92b) outputs an MG control instruction signal Sm to cause the electric motor MG to output the cranking torque Tcr in conjunction with the switching of the K0 clutch 20 to the engaged state (that is, in conjunction with the cranking of the engine 12 by the K0 clutch 20) to the inverter 52. In addition, the power source control portion 92 (in particular, the engine control portion 92a) outputs an engine control instruction signal Se to start fuel supply, engine ignition, and the like in conjunction with the cranking of the engine 12 by the K0 clutch 20 to the engine control device 50.

[0078] At the start-up of the engine 12, reaction torque that accompanies engagement of the K0 clutch 20 is generated. This reaction torque causes a drop in the drive torque Tr due to inertia of the engine 12 and the like at the time of engine start-up at the time of BEV running. Thus, at the start-up of the engine 12, the MG torque Tm is increased to increase the start-up torque Tcr that is transmitted via the K0 clutch 20. The MG torque Tm that is increased toward the start-up torque Tcr at the time of engine start-up control CTst is the MG torque Tm for canceling the reaction torque, the MG torque Tm for compensating for the reaction torque, and the MG torque Tm for reaction compensation. The start-up torque Tcr is the K0 torque Tk0 required for the start-up of the engine 12, and is the MG torque Tm required for the start-up of the engine 12 that flows from the motor MG side to the engine 12 side via the K0 clutch 20. The start-up torque Tcr is a constant torque that is determined in advance, for example, based on the specifications of the engine 12, the start-up mode (= start-up type) of the engine 12 (that is, the engine start-up type), and the like.

[0079] That is, in the engine start-up control CTst at the time of BEV running, the MG torque Tm that is used as the start-up torque Tcr is also output from the motor MG in addition to the MG torque Tm that is used as the drive torque Tr. Thus, in BEV running, the start-up torque Tcr needs to be secured for the engine start-up control CTst to avoid a drop in the drive torque Tr at the time of engine start-up control CTst. Therefore, the range in which the required system shaft torque Tsysdem can be supplied by the output of the motor MG becomes a torque range after the maximum torque of the motor MG that can be output, that is, the maximum MG torque Tmmax, is subtracted from the start-up torque Tcr. The system shaft torque Tsys (that is, the MG torque Tm) at the time of BEV running is limited by an upper limit of torque after the maximum MG torque Tmmax is subtracted from the start-up torque Tcr. The maximum MG torque Tmmax is the maximum value of the MG torque Tm that is determined by the dischargeable electric power Wout of the high-voltage battery 54 and / or determined by the rating of the motor MG.

[0080] Figure 4 FIG. 6 is an example of a time chart that shows a case where the engine start-up control CTst is executed. In FIG. 6, the horizontal axis represents time, and the vertical axis represents the torque of the motor MG, the torque of the engine 12, and the like. Figure 4In this context, time point t1a represents, for example, the time point during BEV driving when the driver increases their accelerator pedal input, indicating an engine start requirement and thus initiating engine start control CTst. After the start of engine start control CTst, component convergence control of clutch 20, i.e., K0 component convergence control, is performed. Component convergence control is the control that brings the component gaps at the friction plates, etc., of the friction engagement device together, resulting in a completed component convergence state. The completed component convergence state of the friction engagement device is a state where, if the hydraulic pressure supplied to the friction engagement device increases from this completed state, the friction engagement device begins to have torque capacity. After the K0 component convergence control ends, in order to start the engine 12, a start-up based on clutch 20, i.e., K0 start-up, is performed to transmit the start-up torque Tcr to the engine 12 side.

[0081] After the engine speed Ne is increased by starting via K0, synchronization control based on clutch 20, namely K0 synchronization control, is executed to synchronize the engine speed Ne and MG speed Nm (see reference). Figure 4 (Solid line). Engine speed Ne is the speed of the engine connecting shaft 34, which is the same as the input speed of clutch 20 K0. MG speed Nm is the speed of the electric motor connecting shaft 36, which is the same as the output speed of clutch 20 K0. In other words, synchronizing engine speed Ne and MG speed Nm is synonymous with synchronizing the input and output speeds of clutch 20 K0. If the synchronization of the input and output speeds of clutch 20 K0 is completed (refer to time point t2a), that is, if the switching of clutch 20 K0 to the engaged state is completed, engine ignition begins and engine 12 initially detonates (refer to...). Figure 4 (Solid line). After K0 synchronization is completed, K0 full engagement control is performed to maintain the fully engaged state of K0 clutch 20 (refer to time point t2a and later). Then, at the time point when the engine torque Te is stably output according to the engine control command signal Se, the engine starting control CTst is completed (refer to time point t3a). In this embodiment, the engine starting type that uses K0 clutch 20 and electric motor MG to increase the engine speed Ne to K0 synchronization and then starts the engine 12 by initial ignition is called push starting method (that is, PUSH starting type). PUSH starting type is a starting method that uses starting torque Tcr to increase engine speed Ne and starts the engine 12 after K0 synchronization is completed (that is, a starting method that uses K0 clutch 20 to increase engine speed Ne and ignites after K0 synchronization is completed in the fuel cut-off state).

[0082] In this embodiment, as Figure 4 As shown by the dashed line, it can perform actions similar to the PUSH start type (see reference).Figure 4 (Solid lines) represent different engine starting types. Figure 4 In the dotted line, when the engine speed Ne is increased by starting at K0, engine ignition begins earlier, and the engine 12 initially detonates before synchronization at K0. For example... Figure 4 As shown by the dashed line, after the K0 start-up ends, in order to wait for the K0 clutch 20 to switch to the engaged state, a post-start-up constant pressure wait is performed, which causes the K0 torque Tk0 to decrease compared to the start-up torque Tcr and maintain it at a specified torque Tk0f. The K0 clutch indicator pressure Spk0 during the post-start-up constant pressure wait is, for example, the same level as the K0 hydraulic pressure PRk0 that maintains the K0 clutch 20 in the component engagement completed state or slip state, and is the K0 clutch indicator pressure Spk0 used to achieve the K0 torque Tk0 without interfering with the complete explosion of the engine 12. During the execution of the post-start-up constant pressure wait, the engine speed Ne rises not through the K0 torque Tk0 but specifically through the combustion torque of the engine 12. During the execution of the post-start-up constant pressure wait, if the autonomous rotation based on the explosion of the engine 12 becomes a stable state, that is, if the engine 12 becomes a complete explosion state, K0 synchronization control is performed to complete K0 synchronization. K0 synchronization control can also start from the engine speed Ne reaching the MG speed Nm. Therefore, the engine speed Ne after the initial detonation of engine 12 increases towards K0 synchronization at least through engine torque Te. In this embodiment, the engine starting type that starts engine 12 by initial detonation before K0 synchronization (e.g., in the early stage of K0 start-up) is called the early starting method (that is, the TDC starting type). The TDC starting type is a starting method in which engine 12 detonates during the process until K0 synchronization is completed, and the engine speed Ne increases at least through engine torque Te after the detonation of engine 12. It should be noted that the period of engine starting control CTst is different in the PUSH starting type shown by the solid line and the TDC starting type shown by the dashed line, but... Figure 4 For convenience, the lengths are set to be the same.

[0083] If reference Figure 3 When the engine starts (CTst) in operation, the starting control unit 98 performs the following clutch starting control (CTstclt): controlling the K0 clutch 20 to transmit starting torque (Tcr), controlling the electric motor MG to output starting torque (Tcr) in conjunction with the starting of the K0 clutch 20, and controlling the engine 12 to start operation in conjunction with the starting of the K0 clutch 20. Additionally, the starting control unit 98 selectively executes PUSH-type clutch starting control (CTstclt) and TDC-type clutch starting control (CTstclt).

[0084] The TDC start type has an increase in engine rotation speed Ne based on autonomous rotation of the engine 12, and thus requires a reduced cranking torque Tcr compared to the PUSH start type, and is excellent in energy efficiency and start responsiveness. On the other hand, the PUSH start type is less likely to have a start shock compared to the TDC start type. Thus, the start control portion 98 performs the clutch start control CTstclt of the PUSH start type in a region in which a start shock is likely to be a problem (for example, a region in which the MG rotation speed Nm is low), or when a shock sensitivity is likely to increase (for example, when the automatic transmission 24 is in a low gear stage).

[0085] Here, the required cranking torque Tcr is likely to increase at the time of the engine start control CTst, for example, at the time of a cold state of the engine 12, and the like. Thus, for example, in a case in which the engine 12 is started for the first time after a system of the vehicle 10 is started (that is, after a state of a vehicle power supply is shifted from an "OFF" state to an "IG-ON" state by an operation of the start button 68), it is sometimes difficult to perform the clutch start control CTstclt. Or, at the time of the engine start control CTst, for example, at the time of a decrease in dischargeable electric power Wout of the high-voltage storage battery 54 or at the time of difficulty in supply of electric power from the high-voltage storage battery 54, it is difficult to appropriately control the motor MG. Thus, for example, in a case in which the vehicle 10 is in a predetermined extremely low temperature environment in which it is determined that the motor MG cannot be appropriately controlled, it is sometimes difficult to perform the clutch start control CTstclt.

[0086] The vehicle 10 is provided with the starter motor 62. Thus, the start control portion 98 is able to perform the clutch start control CTstclt at the time of the engine start control CTst, and is also able to perform a start of the engine 12 using the starter motor 62, that is, the starter start control CTstmtr. The start control portion 98 performs the starter start control CTstmtr in a case in which it is difficult to perform the clutch start control CTstclt.

[0087] The start control portion 98 switches the starter relay 122 to an on state at the time of the starter start control CTstmtr, and outputs a starter control command signal Sst for operating the starter motor 62 in a state in which electric power from the low-voltage storage battery 66 is supplied to the starter motor 62, and performs cranking of the engine 12 by the starter motor 62. If the engine 12 becomes a state in which it is fired, the start control portion 98 stops the cranking based on the starter motor 62 by canceling the starter control command signal Sst.

[0088] To transmit the power of the engine 12 to the drive wheels 14 side, it is necessary to switch the K0 clutch 20 to the engaged state. At this time, since the MOP 58 is not operated, it is necessary to operate the electric oil pump 60 to supply the operating oil OIL which becomes the source of the K0 hydraulic pressure PRk0. The starter-up control section 98, when the starter-up control CTstmtr is performed, switches the electric oil pump relay 120 to the on state, and then outputs an electric oil pump control command signal Sop for operating the electric oil pump motor 70 in a state where the electric oil pump 60 is supplied with electric power from the low voltage battery 66, and the operating oil OIL is ejected from the electric oil pump 60. The starter-up control section 98, when the starter-up control CTstmtr is performed, outputs a command for switching the K0 clutch 20 from the released state to the engaged state by supplying the K0 hydraulic pressure PRk0 which is the source of the operating oil OIL to the K0 clutch 20 to the clutch control section 94 after starting the ejection of the operating oil OIL from the electric oil pump 60.

[0089] In the case where the starter-up control CTstmtr is performed, the low voltage battery voltage Vbatlow sometimes drops at the time of the start of rotation based on the starter motor 62. Since the low voltage battery 66 also supplies electric power to the electric oil pump 60, the electric oil pump input voltage Vop drops at the time of the starter-up control CTstmtr, and the electric oil pump 60 can not operate normally. In this regard, it is possible to consider using the electric oil pump 60 which operates normally even if the electric oil pump input voltage Vop drops. In this case, for example, a step-up power supply circuit is provided inside the electric oil pump 60, or a function of being able to operate even at a low voltage is provided to the electric oil pump inverter 78, or the like, and a problem that it is difficult to downsize the electric oil pump 60 arises due to the addition of a high function device or the like.

[0090] Therefore, in the present embodiment, when the electric oil pump input voltage Vop drops at the time of the starter-up control CTstmtr, the electric oil pump 60 detects a low voltage failure state, and thus is configured not to use a high function device inside the electric oil pump 60. The low voltage failure state is, for example, a state where the electric oil pump input voltage Vop is lower than a low voltage failure threshold value Vfail described later. The electric oil pump 60 notifies the electronic control device 90 of the detection of the low voltage failure state, and thereafter, when the low voltage battery voltage Vbatlow recovers from the drop, the detection of the low voltage failure state is released, and the electric oil pump 60 recovers to a state where it is able to operate normally. The electronic control device 90 does not output a command for operating the electric oil pump 60 during a period where the electric oil pump 60 detects the low voltage failure state in the start of rotation of the engine 12. The electronic control device 90 outputs a command for operating the electric oil pump 60 after the start of rotation of the engine 12 is completed and after the low voltage battery voltage Vbatlow stabilizes. Thus, it is not necessary to use a high function device inside the electric oil pump 60, and downsizing of the electric oil pump 60 is achieved.

[0091] Return Figure 1 The electric oil pump CPU 76 has a function of monitoring the electric oil pump input voltage Vop. For example, the electric oil pump CPU 76 determines whether the electric oil pump input voltage Vop is equal to or higher than a low voltage failure threshold value Vfail that is a prescribed voltage. That is, the electric oil pump CPU 76 has a low voltage failure detection function of detecting whether the electric oil pump input voltage Vop is lower than the low voltage failure threshold value Vfail. The electric oil pump CPU 76 makes the electric oil pump low voltage failure flag FLflv OFF if the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail, and makes the electric oil pump low voltage failure flag FLflv ON if the electric oil pump input voltage Vop is lower than the low voltage failure threshold value Vfail. The low voltage failure threshold value Vfail is, for example, a lower limit value of the electric oil pump input voltage Vop that is predetermined to ensure normal operation of the electric oil pump 60. To the electronic control device 90, the electric oil pump low voltage failure flag FLflv is supplied from the electric oil pump 60 (refer to FIG. 2). Figure 1 、 3 ).

[0092] Return Figure 5 The starter control section 98 determines whether the electric oil pump low voltage failure flag FLflv is OFF after the start-up of the starter motor 62 is completed, when the starter start-up control CTstmtr is executed. The determination of whether the electric oil pump low voltage failure flag FLflv is OFF is the determination of whether the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail. Thus, the starter control section 98 determines whether the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail by determining whether it is a state in which the electric oil pump 60 has detected that the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail. After the start-up of the starter motor 62 is completed, the starter control section 98 outputs the electric oil pump control command signal Sop for starting the discharge of the working oil OIL by the electric oil pump 60, after determining that the electric oil pump low voltage failure flag FLflv is OFF (that is, after determining that the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail). The electric oil pump input voltage Vop is the low voltage battery voltage Vbatlow in the on state of the electric oil pump relay 120, and thus the determination of whether the electric oil pump input voltage Vop is equal to or higher than the low voltage failure threshold value Vfail is synonymous with the determination of whether the low voltage battery voltage Vbatlow is equal to or higher than the low voltage failure threshold value Vfail.

[0093] Specifically, the start control portion 98 switches the starter relay 122 to the ON state and switches the electric oil pump relay 120 to the ON state after the start of the system of the vehicle 10. Thereafter, the start control portion 98 outputs a starter control command signal Sst for operating the starter motor 62. In this way, the start control portion 98 causes the start of the engine 12 in a state where the starter motor 62 and the electric oil pump 60 are supplied with electric power from the low-voltage storage battery 66.

[0094] The start control portion 98 determines whether the engine 12 has become a fully blown state (that is, whether the start of the engine 12 has been completed). If the engine 12 has become a fully blown state, the start based on the starter motor 62 is stopped, and thus, the determination of whether the start of the engine 12 has been completed is synonymous with the determination of whether the start based on the starter motor 62 has been completed.

[0095] The start control portion 98 determines whether the electric oil pump 60 has recovered from the low-voltage failure state (that is, whether the electric oil pump low-voltage failure flag FLflv is OFF) in a case where it is determined that the start of the engine 12 has been completed.

[0096] The start control portion 98 outputs an electric oil pump control command signal Sop for operating the electric oil pump 60 (that is, the electric oil pump motor 70) in a case where it is determined that the electric oil pump 60 has recovered from the low-voltage failure state. In this way, the start control portion 98 causes the start of the ejection of the working oil OIL by the electric oil pump 60 after the completion of the start based on the starter motor 62 in a case where it is determined that the electric oil pump input voltage Vop is the low-voltage failure threshold value Vfail or more. Thereafter, the start control portion 98 outputs a command for switching the K0 clutch 20 from the released state to the engaged state to the clutch control portion 94.

[0097] Figure 6 is a flowchart illustrating a main part of the control operation of the electronic control device 90, is a flowchart illustrating a control operation for achieving the miniaturization of the electric oil pump 60 while supporting the start of the engine 12 using the starter motor 62, and is executed, for example, after the start of the system of the vehicle 10 by the operation of the start button 68. Figure 5 is a diagram showing an example of a time chart in a case where the control operation illustrated in the flowchart of Figure 5 is executed.

[0098] In Figure 6In this flowchart, each step corresponds to the function of the starting control unit 98. In step S10 (hereafter omitted), the starter relay 122 is switched to the ON state, and the electric oil pump relay 120 is switched to the ON state. Next, in S20, a starter control command signal Sst is output to operate the starter motor 62. Next, in S30, it is determined whether the engine 12 has started successfully. If the determination in S30 is negative, S30 is repeated. If the determination in S30 is positive, in S40, it is determined whether the electric oil pump 60 has recovered from a low-voltage failure state. If the determination in S40 is negative, S40 is repeated. If the determination in S40 is positive, in S50, an electric oil pump control command signal Sop is output to operate the electric oil pump 60 (that is, the electric oil pump motor 70). Next, in S60, a command is output to switch the K0 clutch 20 from the released state to the engaged state. Afterwards, if the switching of clutch 20 to the engaged state is completed, this routine ends.

[0099] Figure 6 This diagram illustrates an example of the starter start control CTstmtr being executed when the system of vehicle 10 is started. Figure 6 In the diagram, time point t1b represents the system startup time of vehicle 10. If vehicle 10's system starts, the starter relay 122 is switched to the ON state, and the electric oil pump relay 120 is also switched to the ON state. The electric oil pump 60 starts by switching the electric oil pump relay 120 to the ON state. After the electric oil pump 60 starts, a preparation time TMf (=TM1+TM2+TM3) needs to be specified before it reaches a state where it can receive commands from the electronic control device 90. "TM1" is the time from the switching time of the electric oil pump relay 120 to the time when the internal control power supply voltage of the electric oil pump rises to the operating voltage of the electric oil pump CPU 76. "TM2" is the time from the time when the internal control power supply voltage of the electric oil pump rises to the time when the electric oil pump CPU 76 completes its reset, i.e., the time when the electric oil pump CPU 76 completes its preparation for operation. "TM3" refers to the time from the point when the preparation of the electric oil pump CPU 76 is completed to the point when the electric oil pump CPU 76 has completed preparation for receiving the instruction from the electronic control unit 90. The specified preparation time TMf is the same as the system startup time in the known electronic control unit and CPU.

[0100] Subsequently, the starter motor 62 begins operation upon command from the electronic control unit 90, and the engine 12 begins to start (refer to time point t2b). At this time, the low-voltage battery voltage Vbatlow decreases due to starting. If the electric fuel pump input voltage Vop falls below the low-voltage failure threshold Vfail, the electric fuel pump 60 identifies a low-voltage failure state and sends the ON electric fuel pump low-voltage failure flag FLflv to the electronic control unit 90 (refer to time point t3b and later). If the engine 12 starts up completely (refer to time point t4b) and the low-voltage battery voltage Vbatlow rises while the electric fuel pump input voltage Vop becomes above the low-voltage failure threshold Vfail (refer to time point t5b), the electric fuel pump 60 recovers from the low-voltage failure state. At this time, the electric fuel pump 60 notifies the electronic control unit 90 that it has recovered from the low-voltage failure state by turning the electric fuel pump low-voltage failure flag FLflv OFF. The electric oil pump 60 can quickly set the low-voltage failure flag FLflv to OFF when the input voltage Vop of the electric oil pump exceeds the low-voltage failure threshold Vfail. Alternatively, as... Figure 6 As shown, the electric oil pump 60 can also set the electric oil pump low-voltage failure flag FLflv to OFF after a predetermined recovery delay time TM4, after the electric oil pump input voltage Vop has reached or exceeded the low-voltage failure threshold Vfail (refer to time point t6b). The predetermined recovery delay time TM4 is, for example, a predetermined delay time used to determine that the electric oil pump input voltage Vop has reliably reached or exceeded the low-voltage failure threshold Vfail. After the engine 12 has started, the electronic control unit 90 confirms that the electric oil pump low-voltage failure flag FLflv is OFF, outputs a command to operate the electric oil pump 60, and switches the K0 clutch 20 to the engaged state (refer to time point t6b and later).

[0101] If reference Figure 7 If the start-up control unit 98 determines whether the electric oil pump input voltage Vop is above the low voltage failure threshold Vfail after the time from the start of supplying power from the low-voltage battery voltage Vbatlow to the electric oil pump 60 has elapsed the predetermined preparation time TMf required for the electric oil pump 60 to start working, based on the starter motor 62 having started.

[0102] As described above, according to the present embodiment, the starter start control CTstmtr is performed so as to start the discharge of the working oil OIL by the electric oil pump 60 after the completion of the cranking based on the starter motor 62, and after the determination that the low voltage failure threshold Vfail or more of the electric oil pump input voltage Vop is determined after the low voltage battery voltage Vbatlow or the electric oil pump input voltage Vop is determined to be low voltage failure threshold Vfail or more, and thus, in the case where the low voltage battery voltage Vbatlow drops in conjunction with the cranking, the electric oil pump 60 can be normally operated without using a high-function device that can operate even when the voltage drops inside the electric oil pump 60. Thus, the electric oil pump 60 can be downsized while supporting the start of the engine 12 using the starter motor 62.

[0103] Further, according to the present embodiment, when the starter start control CTstmtr is performed, the KO hydraulic pressure PRk0 that is derived from the working oil OIL is supplied to the KO clutch 20 after the discharge of the working oil OIL by the electric oil pump 60 is started, and thus, the electric oil pump 60 can be downsized while preparing for the start of the vehicle 10.

[0104] Further, according to the present embodiment, the discharge of the working oil OIL by the electric oil pump 60 is started in the case where the electric oil pump input voltage Vop is determined to be low voltage failure threshold Vfail or more after the completion of the cranking based on the starter motor 62, in a state where the electric power from the low voltage battery 66 is supplied to the starter motor 62 and the electric oil pump 60, and thus, the electric power is supplied to the electric oil pump 60 at the completion time point of the cranking, and the discharge of the working oil OIL is rapidly started if the electric oil pump input voltage Vop becomes low voltage failure threshold Vfail or more. Thus, in the case where the KO hydraulic pressure PRk0 that is derived from the working oil OIL is supplied to the KO clutch 20 and the KO clutch 20 is switched from the released state to the engaged state, the KO clutch 20 can be rapidly engaged, and the responsiveness until the start of the vehicle can be improved.

[0105] Further, according to the present embodiment, whether the electric oil pump input voltage Vop is low voltage failure threshold Vfail or more is determined after the completion of the cranking based on the starter motor 62 in a state where the time point at which the supply of the electric power from the low voltage battery voltage Vbatlow to the electric oil pump 60 is started has passed the prescribed preparation time TMf required for the operation preparation of the electric oil pump 60, and thus, if the electric oil pump input voltage Vop becomes low voltage failure threshold Vfail or more, the discharge of the working oil OIL is rapidly started without waiting for the prescribed preparation time TMf. Thus, the time from the start of the engine 12 to the completion of the engagement of the KO clutch 20 can be shortened.

[0106] In addition, according to the present embodiment, whether the electric oil pump input voltage Vop is above the low voltage failure threshold Vfail is determined by determining whether the electric oil pump 60 has detected a state in which the electric oil pump input voltage Vop is above the low voltage failure threshold Vfail, and thus there is no need to provide a high-function device that can operate even when the voltage drops inside the electric oil pump 60.

[0107] In addition, according to the present embodiment, the starter start control CTstmtr is performed in a case where the clutch start control CTstclt is difficult to perform, and thus it is possible to support the start of the engine 12 using the starter motor 62, which is different from the start of the engine 12 performed at ordinary times, and to pursue the downsizing of the electric oil pump 60.

[0108] In addition, according to the present embodiment, the case where the clutch start control CTstclt is difficult to perform is a case where the engine 12 is started for the first time after the start of the vehicle 10, and thus it is possible to properly start the engine 12 before the warm-up is completed.

[0109] In addition, according to the present embodiment, the case where the clutch start control CTstclt is difficult to perform is a case where the vehicle 10 is in a predetermined extremely low temperature environment in which it is determined that the electric motor MG cannot be properly controlled, and thus it is possible to properly start the engine 12 in the extremely low temperature environment.

[0110] Next, another embodiment of the present application will be described. Note that in the following description, the same reference numerals are assigned to portions common to the embodiments, and the description will be omitted.

[0111] [Embodiment 2]

[0112] In the aforementioned embodiment 1, when the starter start control CTstmtr is performed, the cranking of the engine 12 by the starter motor 62 is performed in a state in which power is supplied to the starter motor 62 and the electric oil pump 60. In the case of the aforementioned embodiment 1, when the electric oil pump 60 detects a low voltage failure state accompanied by a drop in the low voltage battery voltage Vbatlow, the electric oil pump motor 70 is not operated until the low voltage failure state is resolved, and the operation of the electric oil pump motor 70 is started after the electric oil pump 60 returns to a state in which it can normally operate.

[0113] In the present embodiment, when the starter starts the control CTstmtr, until the low voltage battery voltage Vbatlow recovers to a prescribed value or more after the cranking of the engine 12 by the starter motor 62 is completed, the electric oil pump relay 120 is made into an off state, whereby a low voltage failure state of the electric oil pump 60 is not caused. In the case of the present embodiment, the electric oil pump relay 120 is switched to an on state to operate the electric oil pump 60 after the cranking is completed and the low voltage battery voltage Vbatlow recovers, whereby the electric oil pump 60 is configured not to use a high function device inside.

[0114] That is, in the present embodiment, the starter control section 98 outputs an electric oil pump control instruction signal Sop for starting the ejection of the working oil OIL by the electric oil pump 60 after determining that the low voltage battery voltage Vbatlow is the low voltage failure threshold value Vfail or more based on the completion of the cranking by the starter motor 62. At this time, the electric oil pump relay 120 is switched to an on state after the low voltage battery voltage Vbatlow recovers. In this way, the starter control section 98 starts the starting of the engine 12 in a state where the electric power from the low voltage battery 66 is supplied to the starter motor 62, and starts the supply of the electric power from the low voltage battery 66 to the electric oil pump 60 and the ejection of the working oil OIL by the electric oil pump 60 in a case where it is determined that the low voltage battery voltage Vbatlow is the low voltage failure threshold value Vfail or more based on the completion of the cranking by the starter motor 62.

[0115] Specifically, the starter control section 98 switches the starter relay 122 to an on state after the starting of the system of the vehicle 10. The electric oil pump relay 120 is kept in an off state to avoid the low voltage battery voltage Vbatlow from dropping due to the cranking based on the starter motor 62 and the electric oil pump 60 becoming a low voltage failure state.

[0116] After that, the starter control section 98 outputs a starter control instruction signal Sst for operating the starter motor 62. The starter control section 98 starts the starting of the engine 12 in a state where the electric power from the low voltage battery 66 is not supplied to the electric oil pump 60.

[0117] The starter control section 98 determines whether or not the low voltage battery voltage Vbatlow is a prescribed value (for example, the low voltage failure threshold value Vfail) or more in a case where it is determined that the starting of the engine 12 is completed.

[0118] The start control section 98 switches the electric oil pump relay 120 to the ON state in the case where it is determined that the low voltage battery voltage Vbatlow is equal to or higher than the low voltage failure threshold value Vfail. Thereafter, the start control section 98 determines whether or not the electric oil pump 60 is not abnormal (that is, whether or not the electric oil pump failure flag FLfop is OFF). The abnormality of the electric oil pump 60 includes, for example, an abnormality in which the electric oil pump 60 is in a low voltage failure state (that is, an abnormality in which the electric oil pump low voltage failure flag FLflv is ON), an abnormality of an internal function defect of the electric oil pump 60, a hardware failure such as a malfunction of the electric oil pump motor 70, and the like. The electric oil pump 60 makes the electric oil pump failure flag FLfop OFF in the case where none of the various electric oil pump abnormalities is generated by the self-diagnosis function. The electric oil pump 60 makes the electric oil pump failure flag FLfop ON in the case where at least any one of the various electric oil pump abnormalities is generated by the self-diagnosis function. Therefore, in the present embodiment, the electric oil pump failure flag FLfop is supplied from the electric oil pump 60 to the electronic control device 90.

[0119] Note that, as explained in the foregoing embodiment 1, after the electric oil pump 60 is started by the switching of the electric oil pump relay 120 to the ON state, a preparation time TMf is required until the electric oil pump 60 becomes a state in which an instruction from the electronic control device 90 can be accepted. The preparation time TMf is a time required only for the electric oil pump 60. Therefore, the signal of ON or OFF of the electric oil pump failure flag FLfop is output from the electric oil pump 60 from the time point at which the preparation of the acceptance of the instruction from the electronic control device 90 is completed by the electric oil pump CPU 76.

[0120] The start control section 98 outputs an electric oil pump control instruction signal Sop for operating the electric oil pump 60 (that is, the electric oil pump motor 70) in the case where it is determined that the electric oil pump 60 is not abnormal. In this way, the start control section 98 causes the electric oil pump 60 to start the ejection of the operating oil OIL in the case where it is determined that the electric oil pump 60 is in a state in which it can normally operate based on the completion of the start of rotation of the starter motor 62. Thereafter, the start control section 98 outputs an instruction for switching the KO clutch 20 from the released state to the engaged state to the clutch control section 94.

[0121] Figure 7 is a flowchart illustrating a main part of the control operation of the electronic control device 90, and is a flowchart illustrating a control operation for achieving the downsizing of the electric oil pump 60 while supporting the start of the engine 12 using the starter motor 62, for example, after the system of the vehicle 10 is started by the operation of the start button 68. Figure 5 is a flowchart different from Figure 8 .Figure 7 is an example of a time chart in a case where the control work shown in the flowchart of Figure 7 is executed.

[0122] In Figure 8 , each step of the flowchart corresponds to a function of the starter control section 98. In S10B, the starter relay 122 is switched to the ON state. Next, in S20B, a starter control command signal Sst for operating the starter motor 62 is output. Next, in S30B, it is determined whether or not the start of the engine 12 is completed. In a case where the determination in this S30B is negative, S30B is repeatedly executed. In a case where the determination in this S30B is affirmative, in S40B, it is determined whether or not the low-voltage battery voltage Vbatlow is a prescribed value or more. In a case where the determination in this S40B is negative, S40B is repeatedly executed. In a case where the determination in this S40B is affirmative, in S50B, the electric oil pump relay 120 is switched to the ON state. Next, in S60B, it is determined whether or not the electric oil pump 60 is not abnormal. In a case where the determination in this S60B is negative, S60B is repeatedly executed. In a case where the determination in this S60B is affirmative, in S70B, an electric oil pump control command signal Sop for operating the electric oil pump 60 (that is, the electric oil pump motor 70) is output. Next, in S80B, a command for switching the K0 clutch 20 from the released state to the engaged state is output. Thereafter, if the switching of the K0 clutch 20 to the engaged state is completed, this routine is ended.

[0123] Figure 8 is an example of a time chart in a case where the control work shown in the flowchart of Figure 5In this case, the t1c point in time indicates a point in time at which the system of the vehicle 10 is started. If the system of the vehicle 10 is started, the starter relay 122 is switched to the ON state. Thereafter, the operation of the electric motor 62 is started by an instruction from the electronic control device 90, and the cranking of the engine 12 is started (see the t2c point in time). At this time, the low-voltage battery voltage Vbatlow drops due to the cranking, but since the electric oil pump relay 120 remains in the OFF state, the electric oil pump 60 is not started, and thus a low-voltage failure state is not generated in the electric oil pump 60 (see the t2c point in time to the t4c point in time). If the cranking of the engine 12 is completed (see the t3c point in time) and the low-voltage battery voltage Vbatlow rises to return to a prescribed value (for example, the normal voltage of the low-voltage battery 66), the electric oil pump relay 120 is switched to the ON state (see the t4c point in time). With the switching of the electric oil pump relay 120 to the ON state, the electric oil pump 60 is started. After the start of the electric oil pump 60, a prescribed preparation time TMf (= TM1 + TM2 + TM3) is required until the electric oil pump 60 is able to accept an instruction from the electronic control device 90 (see the t4c point in time to the t5c point in time). If the electric oil pump CPU 76 completes the preparation for the acceptance of the instruction from the electronic control device 90, an OFF signal of the electric oil pump failure flag FLfop is output from the electric oil pump 60 (see the t5c point in time), and the electronic control device 90 outputs an instruction to operate the electric oil pump 60, and switches the K0 clutch 20 to the engaged state (see after the t5c point in time).

[0124] As described above, according to the present embodiment, as with the aforementioned embodiment 1, it is possible to support the start of the engine 12 using the starter motor 62 while pursuing the downsizing of the electric oil pump 60.

[0125] In addition, according to the present embodiment, the start of the engine 12 is started in a state in which the starter motor 62 is supplied with electric power from the low-voltage battery 66, and in a case in which it is determined that the low-voltage battery voltage Vbatlow is equal to or higher than the low-voltage failure threshold value Vfail based on the completion of the cranking of the starter motor 62, the supply of electric power from the low-voltage battery 66 to the electric oil pump 60 is started and the discharge of the working oil OIL by the electric oil pump 60 is started, and thus in a case in which the low-voltage battery voltage Vbatlow drops due to the cranking, it is possible to avoid a state in which the electric oil pump 60 is abnormally operated (that is, a low-voltage failure state is not generated in the electric oil pump 60). Thus, in a case in which the K0 hydraulic pressure PRk0, which is derived from the working oil OIL, is supplied to the K0 clutch 20 and the K0 clutch 20 is switched from the released state to the engaged state, it is possible to engage the K0 clutch 20 while avoiding a state in which the electric oil pump 60 is abnormally operated (that is, a low-voltage failure state is not generated in the electric oil pump 60).

[0126] In addition, according to the present embodiment, in a case where it is determined that the electric oil pump 60 is in a state in which it is able to normally operate after the start-up of the motor 62 is completed, the electric oil pump 60 starts the ejection of the operating oil OIL, and thus, it is possible to reliably cause the electric oil pump 60 to normally operate.

[0127] The above describes the embodiment of the present application in detail based on the drawings, but the present application is applicable to other schemes.

[0128] For example, in the above-described embodiment, the vehicle 10 is able to perform the clutch start control CTstclt and the starter start control CTstmtr as the engine start control CTst, but is not limited to this scheme. For example, the present application is applicable to a vehicle that is at least able to perform the starter start control CTstmtr.

[0129] In addition, in the above-described embodiment, it is a premise that the electric oil pump 60 is able to recover from the low-voltage failure state or the abnormal state, but in a case where the electric oil pump low-voltage failure flag FLflv or the electric oil pump failure flag FLfop is still ON, it is also possible to interrupt the starter start control CTstmtr in an environment at an extremely low temperature using a timer that counts from the time point at which the system of the vehicle 10 is started. In this case, it is also possible to perform the starter start control CTstmtr in a case where the start button 68 is operated again.

[0130] In addition, in the above-described embodiment, in S40 of the flowchart of Figure 5 , it is also possible to determine whether the electric oil pump 60 is in a state in which it is able to normally operate. That is, in S40 of the flowchart of Figure 7 , it is also possible to determine whether the electric oil pump 60 is not abnormal (that is, whether the electric oil pump failure flag FLfop is OFF). Or, in S60B of the flowchart of Figure 5 , it is also possible to only determine whether the electric oil pump 60 has recovered from the low-voltage failure state (that is, whether the electric oil pump low-voltage failure flag FLflv is OFF). In this way, Figure 7 , ​ , the flowchart of

[0131] In addition, in the above-described embodiment, the planetary gear type automatic transmission is exemplified as the automatic transmission 24, but is not limited to this scheme. For example, the automatic transmission 24 can be a parallel 2-shaft type automatic transmission of a synchronizing meshing type including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. Or, the automatic transmission 24 does not necessarily need to be provided.

[0132] In the foregoing embodiment, a torque converter 22 is used as the fluid-type transmission device, but the present application is not limited to this. For example, a fluid-type transmission device other than the torque converter 22, such as a hydraulic coupler, which does not have a torque amplification function, can be used instead. Alternatively, the fluid-type transmission device can not necessarily be provided, and can be replaced by a clutch for starting. In any case, the present application can be applied to a vehicle that has an engine, a hydraulic clutch provided in a power transmission path between the engine and a drive wheel, a starter motor, an electric oil pump device that discharges hydraulic oil that is supplied to the hydraulic clutch, and a power supply device that supplies electric power to the starter motor and the electric oil pump device.

[0133] Note that the foregoing is merely one embodiment, and the present application can be implemented in various forms based on the knowledge of those skilled in the art.

[0134] Reference Signs

[0135] 10: vehicle

[0136] 12: engine

[0137] 14: drive wheel

[0138] 20: K0 clutch (clutch)

[0139] 54: high-voltage storage battery (high-voltage power supply device)

[0140] 60: electric oil pump (electric oil pump device)

[0141] 62: starter motor

[0142] 66: low-voltage storage battery (power supply device)

[0143] 90: electronic control device (control device)

[0144] 98: start control section

[0145] MG: motor

Claims

1. A control device of a vehicle that is provided with an engine, a hydraulic clutch provided in a power transmission path between the engine and a drive wheel, a starter motor used in starting of the engine, an electric oil pump device that discharges hydraulic fluid that becomes a source of hydraulic pressure supplied to the clutch, and a power supply device that supplies electric power that respectively drives the starter motor and the electric oil pump device, characterized by comprising a starter control portion that, at the time of starting of the engine using the starter motor, performs starter start control that starts discharge of the hydraulic fluid by the electric oil pump device after it is determined that an output voltage of the power supply device or an input voltage of the electric oil pump device has recovered from a state in which it temporarily drops following start-up based on the starter motor to a predetermined prescribed voltage or more that is used to ensure normal operation of the electric oil pump device.

2. The control device of the vehicle according to claim 1, characterized in that the starter control portion, at the time of performing the starter start control, switches the clutch from a released state to an engaged state by supplying the hydraulic pressure that uses the hydraulic fluid as a source to the clutch after starting discharge of the hydraulic fluid by the electric oil pump device.

3. The control device of the vehicle according to claim 1 or 2, characterized in that the starter control portion starts starting of the engine in a state in which the electric power is supplied to the starter motor and the electric oil pump device, and starts discharge of the hydraulic fluid by the electric oil pump device in a case where it is determined that the input voltage of the electric oil pump device is the prescribed voltage or more after the start-up is completed.

4. The control device of the vehicle according to claim 3, characterized in that the starter control portion determines whether or not the input voltage of the electric oil pump device is the prescribed voltage or more after the start-up is completed in a state in which a prescribed preparation time required for operation preparation of the electric oil pump device elapses from a time point at which supply of the electric power to the electric oil pump device is started.

5. The control device of the vehicle according to claim 3, characterized in that the starter control portion determines whether or not the input voltage of the electric oil pump device is the prescribed voltage or more by determining whether or not the electric oil pump device senses that the input voltage of the electric oil pump device is the prescribed voltage or more.

6. The control device of the vehicle according to claim 1 or 2, characterized in that the starter control portion starts starting of the engine in a state in which the electric power is supplied to the starter motor, and starts supply of the electric power to the electric oil pump device and starts discharge of the hydraulic fluid by the electric oil pump device in a case where it is determined that the output voltage of the power supply device is the prescribed voltage or more after the start-up is completed.

7. The control device of the vehicle according to claim 1 or 2, characterized in that the starter control portion is capable of performing clutch start control that ​ ​ ​ ​ ​ ​ ​ ​ control the clutch in a manner to transmit a cranking torque required to raise a rotational speed of the engine; control an electric motor in a manner to output the cranking torque based on a cranking linkage of the clutch, the electric motor being linked to a power transmission path between the clutch and the drive wheels in a manner to be able to transmit power, being driven by electric power supplied from a high-voltage power supply device configured to be able to charge the power supply device; and control the engine in a manner to start operation based on the cranking linkage of the clutch, the start control section performs the starter start control in a case where the clutch start control is difficult to perform.

8. The control device of the vehicle according to claim 7, characterized in that, the case where the clutch start control is difficult to perform is a case where the engine is started for the first time after start of the vehicle.

9. The control device of the vehicle according to claim 7, characterized in that, the case where the clutch start control is difficult to perform is a case where the vehicle is in an environment of a predetermined extremely low temperature judged to be an environment in which the electric motor cannot be appropriately controlled.

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