Vehicular control device

Abstract

To provide a vehicular control device, which when an abnormality which a gear change stage cannot be formed in a speed change gear occurs, can properly deal with the abnormality.SOLUTION: When an abnormality which a predetermined gear change stage cannot be formed in a speed change gear occurs, a vehicular control device stops operation of an engine and releases connection of an output shaft of the engine to a rotary shaft of a motor by a first clutch; makes a gear change stage of the speed change gear higher than a predetermined gear change stage, with the rotary shaft of the motor connected to the input shaft of the speed change gear by a second clutch and executes predetermined control of controlling the engine, the motor, the speed change gear, and the first and second clutches so that a vehicle runs by power from the motor; and connects the output shaft of the engine to the rotary shaft of the motor using the first clutch, when rotation speed of the motor is above start rotation speed at which the engine can be started, while the predetermined control is executed.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control device. [Background technology]

[0002] Conventionally, a vehicle control device of this type has been proposed for use in a vehicle equipped with an engine, a motor (motor / generator), a transmission (automatic transmission) whose output shaft is connected to an axle, a first clutch that connects and disconnects the output shaft of the engine and the rotating shaft of the motor, and a second clutch that connects and disconnects the rotating shaft of the motor and the input shaft of the transmission, and controls the engine, the motor, the transmission, and the first and second clutches (see, for example, Patent Document 1). In this vehicle, when a failure of an inhibitor switch that detects the range position of a shift lever is confirmed, if the remaining charge of a battery that exchanges power with the motor is equal to or greater than a predetermined value, the engine, the motor, the transmission, and the first and second clutches are controlled so that the engine, the motor, the transmission, and the first and second clutches are disconnected from the output shaft of the engine and the rotating shaft of the motor by the first clutch, and the vehicle runs in an EV mode in which the motor is used as a driving source, and if the remaining charge of the battery is less than the predetermined value, the engine, the motor, the transmission, and the first and second clutches are connected to the output shaft of the engine and the rotating shaft of the motor by the first clutch, and the vehicle runs in an HEV mode in which the engine and the motor are used as driving sources. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-43348 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned documents do not disclose how to deal with an abnormality that makes it impossible to establish a gear in the transmission. It is recognized that dealing with an abnormality that makes it impossible to establish a gear in the transmission is an important issue.

[0005] The main object of the vehicle control device disclosed herein is to appropriately deal with the occurrence of an abnormality in the transmission that makes it impossible to establish a gear shift stage. [Means for solving the problem]

[0006] The vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle control device disclosed herein includes: A vehicle control device is used in a vehicle including an engine, a motor, a battery that exchanges electric power with the motor, a transmission whose output shaft is connected to an axle, a first clutch that connects and disconnects the output shaft of the engine and a rotating shaft of the motor, and a second clutch that connects and disconnects the rotating shaft of the motor and an input shaft of the transmission, and controls the engine, the motor, the transmission, and the first and second clutches, When an abnormality occurs in the transmission that makes it impossible to achieve a predetermined gear shift, the engine is stopped, the first clutch is released from the connection between the output shaft of the engine and the rotating shaft of the motor, and the second clutch is connected between the rotating shaft of the motor and the input shaft of the transmission, and a predetermined control is executed to change the gear shift of the transmission to a gear shift higher than the predetermined gear shift and to control the engine, the motor, the transmission, and the first and second clutches so as to run using power from the motor; When the predetermined control is being executed, if the rotation speed of the motor is equal to or higher than a starting rotation speed at which the engine can be started, the output shaft of the engine and the rotating shaft of the motor are connected by the first clutch to start the engine. The gist of the present invention is as follows.

[0008] In the vehicle control device disclosed herein, when an abnormality occurs in the transmission that prevents the transmission from achieving a predetermined gear stage, the engine is stopped, the first clutch is disconnected from the output shaft of the engine and the rotating shaft of the motor, and the second clutch is connected to the rotating shaft of the motor and the input shaft of the transmission, and a predetermined control is executed to change the gear stage of the transmission to a gear stage higher than the predetermined gear stage and to control the engine, the motor, the transmission, and the first and second clutches so as to run on power from the motor. When the engine is operated, the second clutch needs to be half-engaged at the time of starting in order to suppress shocks, and if the driving force input to the rotating shaft is increased in order to run with the same driving force as before the transmission was changed to a higher gear stage, the load on the second clutch increases and the temperature may rise. In the vehicle control device disclosed herein, the predetermined control is executed to start the vehicle with the second clutch fully engaged, and the load on the second clutch can be suppressed to suppress the temperature rise. Then, when the predetermined control is being executed, when the rotation speed of the motor is equal to or higher than the starting rotation speed at which the engine can be started, the first clutch is used to connect the output shaft of the engine and the rotating shaft of the motor to start the engine. This makes it possible to prevent the battery from running out and becoming unable to travel. In addition, because the engine is started when the rotation speed of the motor is equal to or higher than the starting rotation speed, the engine can be started more reliably. As a result, when an abnormality occurs in the transmission that makes it impossible to establish a gear stage, it is possible to deal with it more appropriately.

[0009] In the vehicle control device of the present disclosure, when the predetermined control is being executed, if the rotation speed of the motor is equal to or higher than the starting rotation speed and is equal to or lower than a predetermined rotation speed that is higher than the starting rotation speed and can connect the output shaft of the engine and the rotating shaft of the motor by the first clutch, the first clutch may be brought into an engaged state to connect the output shaft of the engine and the rotating shaft of the motor, thereby making it possible to start the engine more reliably while suppressing heating of the first clutch.

[0010] In addition, in the vehicle control device disclosed herein, when the predetermined control is being executed and the rotation speed of the motor is equal to or higher than the starting rotation speed, when the battery's charge storage rate is equal to or higher than a predetermined value, the second clutch is in a slipping engagement state while the first clutch is used to connect the output shaft of the engine and the rotating shaft of the motor, and fuel injection control and ignition control of the engine are started to start the engine, and when the charge storage rate is less than the predetermined value, the second clutch is in a fully engaged state while the first clutch is used to connect the output shaft of the engine and the rotating shaft of the motor, and the fuel injection control and ignition control are started to start the engine. When the battery's charge storage rate is equal to or higher than the predetermined value, the second clutch is in a slipping engagement state while the motor is used to crank the engine, and fuel injection control and ignition control of the engine are started to start the engine, so that the engine can be started more reliably while suppressing the occurrence of a shock when starting the engine. Furthermore, when the remaining battery capacity is less than a predetermined value, the second clutch is fully engaged while the first clutch is used to connect the engine output shaft and the motor rotating shaft, and engine fuel injection control and ignition control are initiated to start the engine, thereby preventing battery depletion and enabling more proper engine starting. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20. [Diagram 2] 4 is a flowchart showing an example of an abnormality control routine. [Diagram 3] 4 is a flowchart showing an example of a control routine. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] An embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with a vehicle control device of the present embodiment. As shown in the figure, the hybrid vehicle 20 of the present embodiment includes an engine 22, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, a motor 30, an inverter 32, a motor electronic control unit (hereinafter referred to as "motor ECU") 34, a clutch K0 (first clutch), a clutch WSC (second clutch), a transmission 40, a transmission electronic control unit (hereinafter referred to as "transmission ECU") 46, a battery 50, a battery electronic control unit (hereinafter referred to as "battery ECU") 52, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0013] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or diesel from a fuel tank. A crankshaft (output shaft) 23 of the engine 22 is connected to a rotating shaft 31 of a motor 30 via a clutch K0.

[0014] Although not shown, the engine ECU 24 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the engine ECU 24 via an input port. Examples of the signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 23 of the engine 22 and an intake air amount Qa from an air flow meter that detects the intake air amount of the engine 22. Various control signals are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor, and calculates the load factor KL of the engine 22 (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter and the rotation speed Ne of the engine 22.

[0015] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded, and a stator in which a three-phase coil is wound around the stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of the transmission 40 via a clutch WSC. The inverter 32 is used to drive the motor 30, and is connected to a battery 50 via a power line 54. The motor 30 is rotationally driven by switching of a plurality of switching elements of the inverter 32.

[0016] Although not shown, the motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors 30u and 30v that detect currents of the respective phases of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via an output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the rotational speed Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0017] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30.

[0018] The clutch WSC is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the rotary shaft 31 of the motor 30 and the input shaft 41 of the transmission 40 .

[0019] The transmission 40 is configured as an automatic transmission with 4-speed, 6-speed, 8-speed, 10-speed, or the like, and has an input shaft 41, an output shaft 42, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft 41 is connected to the rotating shaft 31 of the motor 30 via a clutch WSC, and the output shaft 42 is connected to an axle connected to driving wheels 49 via a differential gear 48. Each of the plurality of friction engagement elements has a hydraulic servo composed of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The transmission 40 establishes a forward speed or a reverse speed of each gear by bringing the plurality of friction engagement elements into an engaged state or a released state, thereby connecting the input shaft 41 and the output shaft 42 (transmitting power between them) and disconnecting the input shaft 41 and the output shaft 42.

[0020] Although not shown, the transmission ECU 46 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the transmission ECU 46 via the input ports. Examples of signals input to the transmission ECU 46 include a rotation speed Ni from a rotation speed sensor 41a that detects the rotation speed of the input shaft 41 of the transmission 40, and a rotation speed No from a rotation speed sensor 42a that detects the rotation speed of the output shaft 42 of the transmission 40. The transmission ECU 46 outputs control signals to the clutches K0 and WSC, drive signals to a plurality of hydraulically driven friction engagement elements of the transmission 40, and the like via output ports. The transmission ECU 46 is connected to the HVECU 70 via a communication port.

[0021] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-hydrogen secondary battery, and is connected to the inverter 32 via the power line 54 as described above.

[0022] Although not shown, the battery ECU 52 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb from a voltage sensor that detects the voltage of the battery 50, a current Ib (positive value when discharging) from a current sensor that detects the current of the battery 50, and a temperature Tb from a temperature sensor that detects the temperature of the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the power storage ratio SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor. The power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0023] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include a start signal from a start switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of an accelerator pedal 83, and a brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of a brake pedal 85. Examples of signals input to the HVECU 70 include a vehicle speed V from a vehicle speed sensor 87. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via the communication port.

[0024] The hybrid vehicle 20 of this embodiment thus configured runs in a hybrid driving (HV driving) mode or an electric driving (EV driving) mode through cooperative control of the HVECU 70, the engine ECU 24, the motor ECU 34, and the transmission ECU 46. The HV driving mode is a driving mode in which the clutches K0 and WSC are engaged and the engine 22 rotates. The EV driving mode is a driving mode in which the clutch K0 is released and the clutch WSC is engaged and the engine 22 does not rotate. The engagement states of the clutches K0 and WSC include not only a fully engaged state but also a slipping engaged state (a half-engaged state, a so-called half-clutch state in which the clutches are slipping).

[0025] In the HV traveling mode, the HVECU 70 sets a target gear St* of the transmission 40 based on the accelerator opening Acc and the vehicle speed V, and transmits the set target gear St* to the transmission ECU 46. The transmission ECU 46, which has received the target gear St*, controls the transmission 40 so that the gear St of the transmission 40 becomes the target gear St*. The HVECU 70 also sets a required torque To* required for traveling (required of the output shaft 42 of the transmission 40) based on the accelerator opening Acc and the vehicle speed V, and sets a required torque Ti* of the input shaft 41 of the transmission 40 based on the set required torque To* and the gear St (gear ratio Gt) of the transmission 40. Next, the target torque Te* of the engine 22 and the torque command Tm* of the motor 30 are set so that the required torque Ti* is output to the input shaft 41 and the battery 50 is charged and discharged at the required charge / discharge power Pb*. Then, the engine ECU 24 transmits the target torque Te* of the engine 22 to the engine ECU 24, and transmits the torque command Tm* of the motor 30 to the motor ECU 34. The engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated based on the target torque Te*. The motor ECU 34 performs switching control of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0026] In the HV driving mode, when a stop condition for the engine 22 is met, such as when the required torque Ti* falls below the stop threshold Tiref1, the operation of the engine 22 is stopped and the clutch K0 is released, and the mode transitions to the EV driving mode.

[0027] In the EV driving mode, the HVECU 70 sets the target gear St* in the same manner as in the HV driving mode, and transmits the target gear St* to the transmission ECU 46. The transmission ECU 46 controls the transmission 40 so that the gear St becomes the target gear St*. Also, the HVECU 70 sets the required torque Ti* of the input shaft 41 of the transmission 40 in the same manner as in the HV driving mode, sets a torque command Tm* for the motor 30 so that the set required torque Ti* is output to the input shaft 41, and transmits the set torque command Tm* to the motor ECU 34. The control of the inverter 32 by the motor ECU 34 has been described above.

[0028] In the EV driving mode, when the engine 22 start condition is met, such as when the required torque Ti* reaches or exceeds a start threshold Tiref2 that is greater than the stop threshold Tiref1, the engine 22 is started and the driving mode is switched to the HV driving mode. When the engine 22 is started, the motor 30 outputs a cranking torque for the engine 22 while the clutch K0 is brought into a fully engaged state via a slipping engagement state to crank the engine 22, and the fuel injection control and ignition control of the engine 22 are started. The cranking torque is set to increase from a value of 0 to a relatively large torque and maintained, and then gradually decrease. When the engine 22 is started, the motor 30 outputs a torque that is the sum of the cranking torque of the engine 22 and the torque for driving.

[0029] Next, the operation of the hybrid vehicle 20 equipped with the vehicle control device of this embodiment configured as described above, particularly the operation when an abnormality occurs in the transmission 40 that makes it impossible to establish one of the gear stages (hereinafter referred to as the "predetermined gear stage"). FIG. 2 is a flowchart showing an example of an abnormality control routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals (e.g., every few msec) when an abnormality occurs in the transmission 40 that makes it impossible to establish the predetermined gear stage. Examples of the abnormality that makes it impossible to establish the predetermined gear stage include an abnormality in which a frictional engagement element that should be brought into an engaged state to establish the predetermined gear stage among the multiple frictional engagement elements included in the transmission 40 cannot be brought into an engaged state, and an abnormality in which a frictional engagement element that should be brought into a released state to establish the predetermined gear stage among the multiple frictional engagement elements included in the transmission 40 cannot be brought into a released state.

[0030] When this routine is executed, the target gear St* is set to a high gear that is higher than the predetermined gear and transmitted to the transmission ECU 46 (S100). Here, the high gear can be a gear formed by engaging a frictional engagement element that is in a released state when forming the predetermined gear among a plurality of frictional engagement elements included in the transmission 40. For example, when the predetermined gear is third gear, the high gear can be fourth gear, fifth gear, or the like. Then, a command to stop the operation of the engine 22 is transmitted to the engine ECU 24 (S110), a command to release the clutch K0 and a command to fully engage the clutch WSC are transmitted to the transmission ECU 46 (S120), and a torque command Tm* for the motor 30 is set in the same manner as in driving in the EV driving mode and transmitted to the motor ECU 34 (S130), and this routine ends. The transmission ECU 46 that has received the target gear St* controls the transmission 40 so that the gear St becomes the target gear St*. The engine ECU 24, which has received the command to stop the operation of the engine 22, stops the operation of the engine 22. The transmission ECU 46, which has received the command to release the clutch K0 and the command to fully engage the clutch WSC, releases the clutch K0 and fully engages the clutch WSC. The operation of the motor ECU 34, which has received the torque command Tm*, has been described above.

[0031] By such control, the operation of the engine 22 is stopped, the clutch K0 is released from the connection between the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30, and in a state in which the clutch WSC connects the rotating shaft 31 of the motor 30 and the input shaft 41 of the transmission 40, the gear stage St of the transmission 40 is set to a gear stage higher than a predetermined gear stage, and a predetermined control is executed to control the engine 22, the motor 30, the transmission 40, and the clutch K0 and WSC so as to run with the power from the motor 30. The reason for stopping the operation of the engine 22 in the predetermined control is that when the engine 22 is operated, the clutch WSC needs to be half-engaged at start-up to suppress shock, and if the driving force input to the rotating shaft 31 is increased to run with the same driving force as before the gear stage St of the transmission 40 is set to the higher gear stage, the load on the clutch WSC increases and the temperature may rise. In the predetermined control, the clutch WSC is not put into a slipping engagement state but into a fully engaged state, so that the load on the clutch WSC can be suppressed and the temperature rise of the clutch WSC can be suppressed.

[0032] Next, a description will be given of an operation for starting the engine 22 while the predetermined control is being executed. Fig. 3 is a flowchart showing an example of a control routine executed by the HVECU 70. This routine is executed when the predetermined control is being executed.

[0033] When this routine is executed, the CPU of the HVECU 70 inputs the rotation speed Nm of the motor 30 and the power storage percentage SOC of the battery 50 (S200). The rotation speed Nm is calculated based on the rotation position θm from the rotation position sensor 30a and input from the motor EUC 40. The power storage percentage SOC is calculated based on the integrated value of the current Ib of the battery 50 from the current sensor and input from the battery ECU 52.

[0034] Next, it is determined whether the input rotation speed Nm is equal to or higher than a first rotation speed (starting rotation speed) Nmref1 and equal to or lower than a second rotation speed (predetermined rotation speed) Nmref2 (S210). The first rotation speed Nmref1 is a value determined in advance by experiments, analysis, machine learning, etc. as a lower limit value of the rotation speed at which the engine 22 can be started, that is, a lower limit value of the rotation speed at which the engine 22 can operate without misfire when fuel injection control and ignition control in the engine 22 are started. The first rotation speed Nmref1 is set to, for example, 500 rpm, 750 rpm, 1000 rpm, etc. The second rotation speed Nmref2 is a value determined in advance by experiments, analysis, machine learning, etc. as an upper limit value of the rotation speed at which the clutch K0 does not suffer from a temperature rise caused by heat generation of the clutch K0 when the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 are connected by the clutch K0. The second rotation speed Nmref2 is higher than the first rotation speed Nmref1 and is set to, for example, 2000 rpm, 2500 rpm, 3000 rpm, etc. Therefore, S210 is a process for determining whether the engine 22 can be started properly while avoiding inconveniences caused by heat generation of the clutch K0.

[0035] When the rotation speed Nm is less than the first rotation speed Nmref1 or exceeds the second rotation speed Nmref2, it is determined that the inconvenience caused by the clutch K0 cannot be avoided or that the engine 22 cannot be started properly, and this routine is ended. In this case, the above-mentioned predetermined control is executed.

[0036] When the rotation speed Nm is equal to or higher than the first rotation speed Nmref1 and equal to or lower than the second rotation speed Nmref2, it is determined that the engine 22 can be started properly while avoiding inconveniences caused by heat generation of the clutch K0, and then it is determined whether or not the power storage ratio SOC input in S200 is equal to or higher than a predetermined ratio SOCref (S220). The predetermined ratio SOCref is a value determined in advance by experiment, analysis, machine learning, etc. as the power storage ratio SOC of the battery 50 at which the engine 22 can be started by cranking the engine 22 while traveling with power from the motor 30. When the power storage ratio SOC is equal to or higher than the predetermined ratio SOCref, a slip engagement command for the clutch WSC and a full engagement command for the clutch K0 are transmitted to the transmission ECU 46, and the torque command Tm* for the motor 30 is set to the sum of the cranking torque and the torque for traveling and transmitted to the motor ECU 34 (S230). The transmission ECU 46, which has received the slip engagement command for the clutch WSC and the full engagement command for the clutch K0, controls the clutch WSC to be in a slip engagement state and controls the clutch K0 to be in a full engagement state. The motor ECU 34, which has received the torque command Tm*, performs switching control of the inverter 32 so that the motor 30 is driven by the torque command Tm*. Through this process, the clutch K0 is engaged while the clutch WSC is in a slip engagement state, and the sum of the cranking torque and the torque for traveling is output from the motor 30 to crank the engine 22, so that shocks when cranking the engine 22 can be suppressed.

[0037] Next, the rotation speed Ne of the engine 22 is input (S240). The rotation speed Ne is calculated based on the crank angle θcr of the crankshaft 23 from the crank position sensor and input from the engine ECU 24. Then, it is determined whether the rotation speed Ne of the engine 22 is equal to or higher than the operation start rotation speed Nst (S250). The operation start rotation speed Nst is a rotation speed at which the engine 22 can reliably start operation, is higher than the first rotation speed Nmref1 and is lower than the second rotation speed Nmref2, and is a value determined in advance through experiments, analysis, etc. The operation start rotation speed Nst is set to, for example, 1100 rpm, 1200 rpm, 1300 rpm, etc. When the rotation speed Ne is lower than the operation start rotation speed Nst, the routine waits until the rotation speed Ne becomes equal to or higher than the operation start rotation speed Nst. When the rotation speed Ne becomes equal to or higher than the operation start rotation speed Nst, an operation start command is sent to the engine ECU 24 (S260), and this routine ends. The engine ECU 24, which has received the operation start command, starts fuel injection control and ignition control in the engine 22. In this way, the clutch K0 is engaged while the clutch WSC is in a slip engagement state, and the sum of the torque for driving and the above-mentioned cranking torque is output from the motor 30 to start the engine 22. Because the clutch WSC is in a slip engagement state, the occurrence of shock when starting the engine 22 can be suppressed.

[0038] When the power storage ratio SOC is less than a predetermined ratio (predetermined value) SOCref, a full engagement command for the clutches WSC and K0 is sent to the transmission ECU 46, an operation start command is sent to the engine ECU 24 (S270), and this routine ends. The transmission ECU 46, which has received the full engagement command for the clutches WSC and K0, controls the clutches WSC and K0 so that they are in a fully engaged state. The engine ECU 24, which has received the operation start command, starts fuel injection control and ignition control in the engine 22. In this way, the engine 22 is started while the clutches WSC and K0 are in a fully engaged state and while outputting a torque for driving without outputting the above-mentioned cranking torque from the motor 30, so that depletion of the battery 50 can be suppressed. In this way, when an abnormality occurs in the transmission 40 that prevents the specified gear from being formed, a specified control is executed, and when the specified control is executed and the rotation speed Nm is greater than or equal to the first rotation speed Nmref1 and less than the second rotation speed Nmref2, the clutch K0 connects the crankshaft 23 of the engine 22 to the rotating shaft 31 of the motor 30 to start the engine 22, thereby enabling more appropriate response when an abnormality occurs in the transmission 40 that prevents the specified gear from being formed.

[0039] According to the hybrid vehicle 20 equipped with the vehicle control device of the present embodiment described above, when an abnormality occurs in the transmission 40 that prevents the specified gear from being achieved, a specified control is executed, and when the specified control is executed and the rotation speed Nm of the motor 30 is equal to or greater than the first rotation speed Nmref1 and equal to or less than the second rotation speed Nmref2, the clutch K0 connects the crankshaft 23 of the engine 22 to the rotating shaft 31 of the motor 30 to start the engine 22, thereby enabling more appropriate response when an abnormality occurs in the transmission 40 that prevents the specified gear from being achieved.

[0040] In addition, when a specified control is being executed and the rotation speed Nm of the motor 30 is equal to or greater than the first rotation speed Nmref1 and equal to or less than the second rotation speed Nmref2, when the power storage percentage SOC of the battery 50 is equal to or greater than the specified percentage SOCref, the clutch WSC is placed in a slip engagement state while the clutch K0 is used to connect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 to crank the engine 22 using the motor 30, and fuel injection control and ignition control of the engine 22 are initiated to start the engine 22. When the power storage percentage SOC is less than the specified percentage SOCref, the clutch WSC is placed in a fully engaged state while the clutch K0 is used to connect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 to initiate fuel injection control and ignition control of the engine 22 to start the engine 22, thereby suppressing shock when starting the engine 22 and depletion of the battery 50.

[0041] In the above-described embodiment, when the rotation speed Nm of the motor 30 is equal to or higher than the first rotation speed Nmref1 and equal to or lower than the second rotation speed Nmref2, the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 are connected by the clutch K0 to start the engine 22. However, regardless of whether the rotation speed Nm of the motor 30 is equal to or lower than the second rotation speed Nmref2, when the rotation speed Nm of the motor 30 is equal to or higher than the first rotation speed Nmref1, the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 may be connected by the clutch K0 to start the engine 22. In addition, instead of determining whether the rotation speed Nm of the motor 30 is equal to or lower than the second rotation speed Nmref2, it may be determined whether the temperature of the clutch K0 estimated when the clutch K0 is engaged and the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30 are connected by the clutch K0 is equal to or higher than a temperature previously determined as a lower limit value of a temperature at which the clutch K0 is inconvenient.

[0042] In the above-described embodiment, the hybrid vehicle 20 includes the engine ECU 24, the motor ECU 34, the transmission ECU 46, the battery ECU 52, and the HVECU 70. However, at least two of these may be integrally configured.

[0043] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor 30 corresponds to the "motor", the battery 50 corresponds to the "battery", the clutch K0 corresponds to the "first clutch", the clutch WSC corresponds to the "second clutch", and the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the HVECU 70 correspond to the "vehicle control device".

[0044] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0045] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0046] The present disclosure can be used in the vehicle control device manufacturing industry and the like. [Explanation of symbols]

[0047] 20 hybrid vehicle, 22 engine, 23 crankshaft, 24 engine ECU, 30 motor, 30a rotational position sensor, 30u, 30v current sensor, 31 rotating shaft, 32 inverter, 34 motor ECU, 40 transmission, 41 input shaft, 41a rotation speed sensor, 42 output shaft, 42a rotation speed sensor, 46 transmission ECU, 48 differential gear, 49 drive wheel, 50 battery, 52 battery ECU, 54 power line, 70 HVECU, 80 start switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor.

Claims

1. A vehicle control device is used in a vehicle including an engine, a motor, a battery that exchanges electric power with the motor, a transmission whose output shaft is connected to an axle, a first clutch that connects and disconnects the output shaft of the engine and a rotating shaft of the motor, and a second clutch that connects and disconnects the rotating shaft of the motor and an input shaft of the transmission, the vehicle control device controlling the engine, the motor, the transmission, and the first and second clutches, When an abnormality occurs in the transmission that makes it impossible to achieve a predetermined gear shift, the engine is stopped, the first clutch is released from the connection between the output shaft of the engine and the rotating shaft of the motor, and the second clutch is connected between the rotating shaft of the motor and the input shaft of the transmission, and a predetermined control is executed to control the engine, the motor, the transmission, and the first and second clutches to change the gear shift of the transmission to a gear shift higher than the predetermined gear shift and to run using power from the motor, When the predetermined control is being executed, if the rotation speed of the motor is equal to or higher than a starting rotation speed at which the engine can be started, the output shaft of the engine and the rotating shaft of the motor are connected by the first clutch to start the engine. Vehicle control device.

2. 2. The vehicle control device according to claim 1, When the predetermined control is being executed, when the rotation speed of the motor is equal to or higher than the starting rotation speed and is equal to or lower than a predetermined rotation speed that is higher than the starting rotation speed and can connect the output shaft of the engine and the rotating shaft of the motor by the first clutch, the first clutch is brought into an engaged state to connect the output shaft of the engine and the rotating shaft of the motor, thereby starting the engine. Vehicle control device.

3. 2. The vehicle control device according to claim 1, When the predetermined control is being executed and the rotation speed of the motor is equal to or higher than the starting rotation speed, if the battery's power storage ratio is equal to or higher than a predetermined value, the second clutch is put into a slipping engagement state while the first clutch is used to connect the output shaft of the engine and the rotating shaft of the motor, and the engine is cranked by the motor, and fuel injection control and ignition control of the engine are initiated to start the engine, and if the power storage ratio is less than the predetermined value, the second clutch is put into a fully engaged state while the first clutch is used to connect the output shaft of the engine and the rotating shaft of the motor, and the fuel injection control and ignition control are initiated to start the engine. Vehicle control device.

Images