Hybrid vehicle control device

Abstract

To provide a control device of a hybrid vehicle, which can suppress a delay in the start of drive travel after the reboot of a control device.SOLUTION: A hybrid vehicle 10 comprises: an engine 12 and a rotary electric machine (first rotary electric machine MG1) as a travel driving power source; a mechanical oil pump MOP which is provided in a power transmission path PT between the travel driving power source and a pair of drive wheels (pair of front wheels 32); and a hydraulic start clutch WSC which is provided between the mechanical oil pump MOP in the power transmission path PT and the pair of drive wheels and operates with the hydraulic pressure that is pressure-fed from the mechanical oil pump MOP as an original pressure. A control device (electronic control device 80) of the hybrid vehicle maintains an engagement state of the start clutch WSC such that drive of the mechanical oil pump MOP is maintained, during reboot of the electronic control device 80 in a vehicle traveling state.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle that includes an engine and a rotating electric machine connected to the engine. [Background technology]

[0002] A technology has been disclosed that ensures safety by cutting off the power supply from the battery to the rotating electric machine when a vehicle collision is detected, and restores the power supply to the rotating electric machine when it is determined that the damage from the collision is small. For example, a control device for a hybrid vehicle described in Patent Document 1 is one such technology. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-306749 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of a hybrid vehicle equipped with an engine and a rotating electric machine as a driving force source for traveling, it is assumed that in the event of a vehicle collision, the vehicle control device will be restarted to stop the fuel supply to the engine and cut off the power supply to the rotating electric machine. However, if the power transmission path of the hybrid vehicle is equipped with a mechanical oil pump and a hydraulic clutch that operates using the hydraulic pressure pumped from the mechanical oil pump as the source pressure, the operation of the mechanical oil pump will stop during the restart of the control device, and even if the restart of the control device is completed and restored, the hydraulic pressure pumped by the mechanical oil pump cannot be quickly increased, and the start of driving and traveling after the restart of the control device may be delayed.

[0005] The present invention has been made against the background of the above circumstances, and its object is to provide a control device for a hybrid vehicle that can suppress delays in the start of driving after restarting the control device. [Means for solving the problem]

[0006] The gist of a first invention is a control device for a hybrid vehicle including an engine and a rotating electric machine as a driving force source for driving, a mechanical oil pump provided in a power transmission path between the driving force source for driving and a pair of drive wheels, and a hydraulic clutch provided in the power transmission path between the mechanical oil pump and the pair of drive wheels and operated using hydraulic pressure pumped from the mechanical oil pump as a source pressure, wherein, during restart of the control device while the vehicle is running, an engaged state of the hydraulic clutch is maintained so that the drive of the mechanical oil pump is maintained. and controlling the gear ratio of an automatic transmission provided between the hydraulic clutch and the pair of drive wheels to a predetermined gear ratio that is set in advance so as to prevent the rotational speed at which the mechanical oil pump is driven from becoming too low relative to the vehicle speed. The purpose is to Effect of the Invention

[0007] According to the hybrid vehicle control system of the first invention, during restart of the control device while the vehicle is traveling, the hydraulic clutch is maintained in an engaged state so that the mechanical oil pump is maintained in drive. By maintaining the hydraulic clutch in an engaged state, the mechanical oil pump is maintained in drive by the driven force input from the pair of drive wheels. This suppresses a decrease in the hydraulic pressure pumped by the mechanical oil pump, and suppresses a delay in the start of drive traveling after restart of the control device, compared to when the hydraulic clutch is released and drive of the mechanical oil pump is not maintained. In addition, during restart of the control device while the vehicle is traveling, the gear ratio of the automatic transmission provided between the hydraulic clutch and the pair of drive wheels is controlled to a predetermined gear ratio that is set in advance so as to prevent the rotational speed at which the mechanical oil pump is driven from becoming too low compared to the vehicle speed. By controlling the gear ratio of the automatic transmission to be a predetermined gear ratio, the rotational speed at which the mechanical oil pump is driven is prevented from becoming too low compared to the vehicle speed, and a decrease in the hydraulic pressure pumped by the mechanical oil pump is easily prevented. [Brief description of the drawings]

[0009] [Figure 1] 1 is a schematic configuration diagram of a hybrid vehicle equipped with an electronic control device according to an embodiment of the present invention, and is also a functional block diagram showing essential parts of control functions for various controls in the hybrid vehicle. [Diagram 2] 2 is an example of a flowchart illustrating a main part of a control operation of the electronic control device shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. EXAMPLES

[0011] FIG. 1 is a schematic diagram of a hybrid vehicle 10 equipped with an electronic control device 80 according to an embodiment of the present invention, and is also a functional block diagram showing the main parts of the control functions for various controls in the hybrid vehicle 10.

[0012] The hybrid vehicle 10 (hereinafter, simply referred to as "vehicle 10") is, for example, a four-wheel drive hybrid vehicle (HV-4WD) based on FF (front engine, front drive), and includes a front-wheel drive system that drives a pair of front wheels 32 and a rear-wheel drive system that drives a pair of rear wheels 52. The front-wheel drive system of the vehicle 10 includes an engine 12, a connecting shaft 22, a clutch K0, a first rotating electric machine MG1, a starting clutch WSC, an AT input shaft 26, an automatic transmission 18, an AT output shaft 28, a front-wheel differential gear 40, and a pair of front-wheel axles 30, etc. The clutch K0, the first rotating electric machine MG1, the starting clutch WSC, and the automatic transmission 18 are housed in a case 20. The rear-wheel drive system of the vehicle 10 includes a second rotating electric machine MG2, a rear-wheel differential gear 54, and a pair of rear-wheel axles 50, etc. The vehicle 10 also includes an electric oil pump EOP, a hydraulic control circuit 44, a first inverter 60, a second inverter 62, a main battery 70, a system main relay 72, a power line pair 74, an auxiliary battery 76, a DC / DC converter 78, and an electronic control device 80. The engine 12 and the first rotating electric machine MG1 are a driving power source for driving the vehicle 10, and a path for transmitting driving power from the driving power source for driving to the pair of front wheels 32 is a power transmission path PT.

[0013] The engine 12 is a well-known internal combustion engine. An electronic control device 80 controls an engine control device 68, which includes a throttle actuator, a fuel injection device, an ignition device, and the like, provided in the vehicle 10, to control the engine torque, which is the output torque of the engine 12. In this specification, unless otherwise specified, the terms torque and driving force are synonymous.

[0014] The first rotating electric machine MG1 is a so-called motor generator, for example a three-phase synchronous motor generator. The first rotating electric machine MG1 corresponds to the "rotating electric machine" of the present invention.

[0015] A clutch K0 is provided between a connecting shaft 22 connected to the engine 12 and a first rotor shaft 24 connected to a rotor of the first rotating electric machine MG1. The clutch K0 is a clutch that can connect and disconnect power transmission between the engine 12 and the first rotor shaft 24, and is, for example, a wet-type multi-plate hydraulic friction engagement device.

[0016] The first rotating electric machine MG1 is rotationally driven by the electric power stored in the main battery 70, and outputs a driving force for running the vehicle 10. The first rotating electric machine MG1 also generates electric power from the driving force input from the engine 12 via the clutch K0, and generates electric power by converting the driven force input from the pair of front wheels 32 into electric power through regeneration. The generated electric power is charged to the main battery 70 via the first inverter 60, the pair of electric power lines 74, and the system main relay 72.

[0017] The first inverter 60 is provided between the first rotating electric machine MG1 and the power line pair 74 and between the electric oil pump EOP and the power line pair 74, and is a power supply circuit that converts DC to AC or AC to DC under the control of the electronic control device 80. For example, the first inverter 60 converts DC supplied from the main battery 70 to the power line pair 74 into three-phase AC and outputs it to the first rotating electric machine MG1 to drive it, or converts three-phase AC generated by the first rotating electric machine MG1 into DC and outputs it to the power line pair 74. The first inverter 60 also converts DC supplied from the main battery 70 to the power line pair 74 into three-phase AC to drive the electric oil pump EOP. For example, the electric oil pump EOP is a well-known oil pump that can be driven by the rotation of an EOP drive motor, such as a three-phase synchronous motor.

[0018] The automatic transmission 18 is a well-known automatic transmission, and is controlled by a hydraulic control circuit 44 controlled by an electronic control device 80 so that a desired gear ratio is formed from among different gear ratios γ.

[0019] The starting clutch WSC is a hydraulic clutch provided between the AT input shaft 26, which is the input shaft of the automatic transmission 18 in the power transmission path PT, and the first rotor shaft 24, capable of connecting and disconnecting the power transmission in the power transmission path PT, and is, for example, a wet-type multi-plate hydraulic friction engagement device. The starting clutch WSC corresponds to the "hydraulic clutch" in this invention. The AT output shaft 28, which is the output shaft of the automatic transmission 18, is connected to a pair of front wheels 32 via a front wheel differential gear 40 and a pair of front wheel axles 30. The pair of front wheels 32 correspond to the "pair of drive wheels" in this invention.

[0020] The second rotating electric machine MG2 is a so-called motor generator, for example a three-phase synchronous motor generator, similar to the first rotating electric machine MG1. A second rotor shaft 48 connected to the rotor of the second rotating electric machine MG2 is connected to a pair of rear wheels 52 via a rear wheel differential gear 54 and a pair of rear wheel axles 50.

[0021] The second rotating electric machine MG2 is driven to rotate by at least one of the electric power stored in the main battery 70 and the electric power generated by the first rotating electric machine MG1, and outputs a driving force for running the vehicle 10. The second rotating electric machine MG2 also generates electric power by converting the driven force input from the pair of rear wheels 52 into electric power through regeneration. The generated electric power is charged to the main battery 70 via the second inverter 62, the pair of electric power lines 74, and the system main relay 72.

[0022] The second inverter 62 is a power supply circuit provided between the second rotating electric machine MG2 and the power line pair 74, and is controlled by the electronic control device 80 to convert DC to AC and vice versa.

[0023] The main battery 70 is a chargeable and dischargeable secondary battery, and is mainly used to discharge (supply) electric power for driving the first rotating electric machine MG1 and the second rotating electric machine MG2, and to charge electric power generated by the first rotating electric machine MG1 and the second rotating electric machine MG2 through regeneration. The auxiliary battery 76 is a chargeable and dischargeable secondary battery, and is mainly used to supply electric power to the auxiliary machines (the engine control device 68, various sensors, switches, etc.). Due to the difference in use, the auxiliary battery 76 has a smaller charge capacity [mAh], which is the maximum capacity of the battery that can store electric power, compared to the main battery 70. In addition, the main battery 70 has a higher battery voltage compared to the auxiliary battery 76. For example, the battery voltage of the auxiliary battery 76 is 12 [V], whereas the battery voltage of the main battery 70 is higher than that of the auxiliary battery 76.

[0024] The main battery 70 is connected to the power line pair 74 via a system main relay 72. The system main relay 72 is, for example, a mechanical relay that is switched between a connected state and an open state by the electronic control device 80, and is provided on each of the positive and negative lines between the main battery 70 and the power line pair 74.

[0025] DC / DC converter 78 is a power supply circuit that is provided between power line pair 74 and auxiliary battery 76 and that boosts or lowers the voltage of a direct current. For example, DC / DC converter 78 lowers the DC voltage of power line pair 74 and charges auxiliary battery 76 with a direct current having a lower voltage than the DC voltage, or boosts the direct current supplied from auxiliary battery 76 and outputs a direct current having a higher voltage than auxiliary battery 76 to power line pair 74.

[0026] In the vehicle 10, it is possible to select from an engine driving mode in which only the engine 12 is operated to output driving force for driving, an HV driving mode in which driving force for driving is output from the engine 12 and the first rotating electric machine MG1, and an EV driving mode in which driving force for driving is output by powering control of the first rotating electric machine MG1 with the engine 12 stopped. The engine driving mode and the HV driving mode are generally selected in a region where a high required driving force is required, i.e., a high load is present. The EV driving mode is generally selected in a region where a low required driving force is required, i.e., a low load is present. In the HV driving mode and the EV driving mode, the second rotating electric machine MG2 may be used as an auxiliary driving force source for driving.

[0027] A mechanical oil pump MOP is disposed on the first rotor shaft 24. The mechanical oil pump MOP is provided on the power transmission path PT between the first rotating electric machine MG1 and the starting clutch WSC on the first rotor shaft 24. The mechanical oil pump MOP can be rotationally driven by the first rotating electric machine MG1, and can also be rotationally driven by the engine 12 when the clutch K0 is engaged. When at least one of the electric oil pump EOP and the mechanical oil pump MOP is driven, oil is pressure-fed to the hydraulic control circuit 44. This oil is, for example, ATF (Automatic Transmission Fluid) or the like.

[0028] The hydraulic control circuit 44 uses the hydraulic pressure of the oil pumped from the mechanical oil pump MOP or the electric oil pump EOP as the source pressure, and supplies the necessary oil (working oil) to each part in the case 20. For example, the hydraulic control circuit 44 is provided with solenoid valves SC1 and SC2 (not shown) and a plurality of solenoid valves SL (not shown).

[0029] By controlling the drive current of the solenoid valve SC1, the hydraulic oil pressure supplied to the hydraulic actuator that controls the connected / disconnected state of the clutch K0 is adjusted, thereby controlling the connected / disconnected state of the clutch K0. For example, by turning off the drive current of the solenoid valve SC1 (a state in which the drive current does not flow), the clutch K0 is put into a released state, and by turning on the drive current of the solenoid valve SC1 (a state in which the drive current flows), the clutch K0 is put into an engaged state. By controlling the drive current of the solenoid valve SC2, the hydraulic oil pressure supplied to the hydraulic actuator that controls the connected / disconnected state of the starting clutch WSC is adjusted, thereby controlling the connected / disconnected state of the starting clutch WSC. For example, by turning off the drive current of the solenoid valve SC2, the starting clutch WSC is put into a released state, and by turning on the drive current of the solenoid valve SC2, the starting clutch WSC is put into an engaged state. In addition, by controlling the on / off combination of each drive current of the solenoid valve SL, the hydraulic oil pressure supplied to each hydraulic actuator that controls the engagement and disengagement states of the brakes and clutches (not shown) provided in the automatic transmission 18 is adjusted, and the automatic transmission 18 is placed in a neutral state or a desired gear ratio is formed.

[0030] The electronic control device 80 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM. The electronic control device 80 corresponds to the "control device" in the present invention.

[0031] The electronic control unit 80 receives various signals based on detection values ​​from various sensors (e.g., accelerator opening sensor 90, engine rotation speed sensor 92, output shaft rotation speed sensor 94, etc.) provided on the vehicle 10 (e.g., accelerator opening θacc [%] as an acceleration operation amount indicating the magnitude of the acceleration operation by the driver, engine rotation speed Ne [rpm], output shaft rotation speed Nout [rpm] which is the rotation speed of the AT output shaft 28 corresponding to the vehicle speed V [km / h], etc.).

[0032] The electronic control device 80 outputs various command signals (e.g., an engine control signal Se for controlling the engine 12, an MG1 control signal Smg1 and an EOP control signal Seop for controlling the rotation of the first rotating electric machine MG1 and the electric oil pump EOP via the first inverter 60, respectively, an MG2 control signal Smg2 for controlling the rotation of the second rotating electric machine MG2 via the second inverter 62, a hydraulic control signal Sp for executing the shift control of the automatic transmission 18, the connection / disconnection control of the clutch K0, and the connection / disconnection control of the starting clutch WSC, a converter control signal Scon for controlling the voltage conversion of the DC / DC converter 78, a relay control signal Ssmr for controlling the opening and closing of the system main relay 72, etc.) to each device provided in the vehicle 10.

[0033] The electronic control device 80 calculates required torques, which are target torque values ​​to be output to the AT output shaft 28 and the second rotor shaft 48, based on, for example, the accelerator opening θacc and the vehicle speed V. The engine 12, the first rotating electric machine MG1, the second rotating electric machine MG2, the automatic transmission 18, the clutch K0, and the starting clutch WSC are each controlled so that torques corresponding to the required torques are output to the AT output shaft 28 and the second rotor shaft 48.

[0034] Incidentally, for example, when the vehicle 10 crashes, the electronic control device 80 of the vehicle 10 may be restarted to stop the fuel supply to the engine 12 and cut off the power supply to the first rotating electric machine MG1.

[0035] Returning to FIG. 1, the electronic control device 80 functionally comprises a restart determination unit 80a, a state setting unit 80b, a recovery determination unit 80c, and an engine start control unit 80d.

[0036] The restart determination unit 80a determines whether or not the electronic control unit 80 is restarting while the vehicle is running. "Restarting" means restarting the electronic control unit 80, that is, returning the CPU in the electronic control unit 80 to its initial state. Specifically, it means resetting the values ​​of the CPU's logic circuits to their initial values. "Restarting" is synonymous with a restart operation in the electronic control unit 80.

[0037] When the restart determination unit 80a determines that the electronic control unit 80 is being restarted, the state setting unit 80b stops the fuel supply to the engine 12, opens the system main relay 72, maintains the engagement state of the starting clutch WSC, and controls the gear ratio γ of the automatic transmission 18 to a predetermined gear ratio γ0. The predetermined gear ratio γ0 is a predetermined value that is determined experimentally or by design in advance in order to prevent the rotational speed at which the mechanical oil pump MOP is driven (i.e., the rotational speed of the first rotor shaft 24) from becoming too low relative to the vehicle speed V during coasting while the electronic control unit 80 is being restarted, thereby preventing a decrease in the hydraulic pressure pumped by the mechanical oil pump MOP. Preferably, the predetermined gear ratio γ0 is a gear ratio for medium to high speed driving. In addition, stopping the fuel supply to the engine 12, opening the system main relay 72, maintaining the start clutch WSC in an engaged state, and setting the gear ratio γ of the automatic transmission 18 to a predetermined gear ratio γ0 are predetermined vehicle states during restart of the electronic control unit 80.

[0038] For example, assuming that there is a logic circuit (not shown) that outputs the engine control signal Se, the relay control signal Ssmr, and the hydraulic control signal Sp when the electronic control device 80 is operating in a normal state and not being restarted, the state setting unit 80b (a) prioritizes over the logic circuit and forcibly outputs the engine control signal Se that stops the fuel supply to the engine 12 and the relay control signal Ssmr that opens the system main relay 72, and (b) prioritizes over the logic circuit and forcibly outputs the hydraulic control signal Sp that maintains the engaged state of the starting clutch WSC and sets the gear ratio γ of the automatic transmission 18 to a predetermined gear ratio γ0.

[0039] For example, the hydraulic control signal Sp output from the state setting unit 80b turns off the drive current to the solenoid valve SC1 to put the clutch K0 in the released state, and turns on the drive current to the solenoid valve SC2 to put the starting clutch WSC in the engaged state. Also, the gear ratio γ of the automatic transmission 18 is controlled to a predetermined gear ratio γ0 by a combination of on / off of each drive current of the solenoid valve SL set by this hydraulic control signal Sp.

[0040] Under the control of the state setting unit 80b, the engine 12 and the first rotating electric machine MG1 do not output driving force for traveling, and the vehicle 10 is in a coasting state. While the vehicle 10 is coasting, the engagement state of the starting clutch WSC is maintained and the gear ratio γ of the automatic transmission 18 is controlled to a predetermined gear ratio γ0, so that the mechanical oil pump MOP is maintained driven by the driven force input from the pair of front wheels 32. By maintaining the drive of the mechanical oil pump MOP, a decrease in the oil pressure pumped by the mechanical oil pump MOP is suppressed.

[0041] When the restart determination unit 80a determines that the electronic control unit 80 is being restarted, the recovery determination unit 80c determines whether the restart of the electronic control unit 80 has been completed and the electronic control unit 80 has entered a recovery state. The recovery state is a state in which the CPU in the electronic control unit 80 has been reset to its initial state by the restart and is operating normally (normal state).

[0042] When the recovery determination unit 80c determines that the electronic control unit 80 has entered the recovery state, the engine start control unit 80d executes the start control of the engine 12. Specifically, the engine start control unit 80d executes the start control of the engine 12 as follows.

[0043] The engine start control unit 80d determines whether the vehicle speed V is equal to or greater than a predetermined engine startable vehicle speed value V_jdg [km / h]. The predetermined engine startable vehicle speed value V_jdg is a value determined in advance experimentally or by design, at which the engine 12 can be started by cranking using the driven force input from the pair of front wheels 32 by engaging the clutch K0 without driving the first rotating electric machine MG1 to rotate.

[0044] When the vehicle speed V is equal to or greater than a predetermined engine startable vehicle speed value V_jdg, the engine start control unit 80d engages the clutch K0 to start the engine 12. This allows the vehicle 10 to continue traveling in the engine traveling mode. Note that, since the driving of the mechanical oil pump MOP is maintained during restart of the electronic control device 80 and a decrease in the oil pressure pumped by the mechanical oil pump MOP is suppressed, the clutch K0 is quickly engaged to start the engine 12. This suppresses a delay in the start of driving traveling using the driving force for traveling output from the engine 12, which is the driving force source for traveling.

[0045] When the vehicle speed V is less than a predetermined engine startable vehicle speed value V_jdg, for example, the engine start control unit 80d does not start the engine 12. Therefore, the vehicle is put into a ReadyOFF state in which driving by the driving force output from the driving force source is stopped, and the vehicle 10 continues coasting until it stops.

[0046] Fig. 2 is an example of a flowchart illustrating a main part of the control operation of the electronic control device 80 shown in Fig. 1. The flowchart in Fig. 2 is repeatedly executed while the vehicle is traveling.

[0047] First, in step S10, which corresponds to the function of the restart determination unit 80a, it is determined whether or not a restart has occurred in the electronic control device 80 while the vehicle is traveling, that is, whether or not the vehicle is being restarted. If the determination in step S10 is positive, step S20 is executed. If the determination in step S10 is negative, the process returns.

[0048] In step S20, which corresponds to the function of the state setting unit 80b, the vehicle 10 is set to a vehicle state during restart of the electronic control device 80. Specifically, the engine 12 is stopped, and the system main relay 72 is opened to stop the rotational driving of the first rotating electric machine MG1. In addition, the start clutch WSC is maintained in an engaged state, and the gear ratio γ of the automatic transmission 18 is controlled to become a predetermined gear ratio γ0. Then, step S30 is executed.

[0049] In step S30, which corresponds to the function of the recovery determination unit 80c, it is determined whether the electronic control unit 80 has returned to a recovery state. If the determination in step S30 is positive, step S40 is executed. If the determination in step S30 is negative, step S30 is executed again.

[0050] In step S40, which corresponds to the function of the engine start control unit 80d, it is determined whether the vehicle speed V is equal to or greater than a predetermined engine startable vehicle speed value V_jdg. If the determination in step S40 is positive, step S50 is executed. If the determination in step S40 is negative, step S80 is executed.

[0051] In step S50, which corresponds to the function of the engine start control unit 80d, the clutch K0 is brought into an engaged state. Then, in step S60, which corresponds to the function of the engine start control unit 80d, the engine 12 is started. Then, in step S70, the vehicle 10 continues to run in the engine running mode. Then, the process returns.

[0052] In step S80, which corresponds to the function of the engine start control unit 80d, the ReadyOFF state is established and driving and traveling are stopped. Then, the process returns.

[0053] According to this embodiment, during restart of the electronic control device 80 while the vehicle is traveling, the engagement state of the starting clutch WSC is maintained so that the drive of the mechanical oil pump MOP is maintained. By maintaining the engagement state of the starting clutch WSC, the drive of the mechanical oil pump MOP is maintained by the driven force input from the pair of front wheels 32. As a result, a decrease in the hydraulic pressure pumped by the mechanical oil pump MOP is suppressed, and a delay in the start of driving travel after the restart of the electronic control device 80 can be suppressed, compared to a case in which the starting clutch WSC is released and the drive of the mechanical oil pump MOP is not maintained.

[0054] According to this embodiment, during restart of the electronic control device 80 while the vehicle is traveling, the gear ratio γ of the automatic transmission 18 provided between the starting clutch WSC and the pair of front wheels 32 is controlled to be a predetermined gear ratio γ0. By controlling the gear ratio γ of the automatic transmission 18 to be the predetermined gear ratio γ0, the rotational speed (same value as the rotational speed of the first rotor shaft 24) at which the mechanical oil pump MOP is driven is prevented from becoming too low relative to the vehicle speed V, and a decrease in the oil pressure pumped by the mechanical oil pump MOP is easily prevented.

[0055] Although the embodiment of the present invention has been described in detail above with reference to the drawings, the present invention can be applied to other embodiments.

[0056] In the above-described embodiment, the vehicle 10 does not include a starter motor that directly cranks the engine 12 without using the clutch K0 to start the engine 12, but the vehicle 10 may include a starter motor. Even in such an embodiment, if the starter motor cannot be used due to some malfunction, the present invention can be applied to suppress a decrease in the oil pressure pumped by the mechanical oil pump MOP, and a delay in starting driving after the electronic control device 80 is restarted can be suppressed.

[0057] In the above embodiment, the vehicle 10 is a four-wheel drive hybrid vehicle based on FF (front engine, front drive), but the present invention is not limited to this. For example, the vehicle 10 may be a four-wheel drive hybrid vehicle based on RR (rear engine, rear drive), or may be a two-wheel drive hybrid vehicle that does not include the second rotating electric machine MG2, the second rotor shaft 48, and the second inverter 62 in the vehicle 10 of the above embodiment.

[0058] In the above-described embodiment, the vehicle 10 was not provided with a boost converter that boosts or lowers the DC voltage on the power line pair 74 between the first inverter 60 and the second inverter 62, and the system main relay 72 and the DC / DC converter 78, but a configuration in which a boost converter is provided may also be possible.

[0059] In the above embodiment, the gear ratio γ of the automatic transmission 18 is controlled to a predetermined gear ratio γ0 during restart of the electronic control device 80 while the vehicle is traveling, but this is not limiting. For example, during restart of the electronic control device 80 while the vehicle is traveling, the automatic transmission 18 may be in a neutral state and a gear mechanism that bypasses the automatic transmission 18 may be connected.

[0060] In the above-described embodiment, it was determined whether the vehicle speed V was equal to or greater than a predetermined engine startable vehicle speed value V_jdg. However, this is equivalent to determining whether, for example, any of the rotational speed of the AT output shaft 28, the rotational speed of the AT input shaft 26, and the rotational speed of the first rotor shaft 24 corresponding to the vehicle speed V is equal to or greater than a rotational speed value corresponding to the predetermined engine startable vehicle speed value V_jdg.

[0061] In the above-described embodiment, the electronic control device 80 controls the engine 12, the first inverter 60, the second inverter 62, and the hydraulic control circuit 44. However, the electronic control device 80 may be configured to be divided into an engine control ECU (Electronic Control Unit) that controls the engine 12 as necessary, a first inverter control ECU that controls the first inverter 60, a second inverter control ECU that controls the second inverter 62, and a power transmission control ECU that controls the hydraulic control circuit 44.

[0062] It should be noted that the above is merely an embodiment of the present invention, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art without departing from the spirit of the present invention. [Explanation of symbols]

[0063] 10: Hybrid vehicles 12: Engine 32: A pair of front wheels (a pair of drive wheels) 80: Electronic control device (control device) MG1: First rotating motor (rotating motor) MOP: Mechanical oil pump PT: Power transmission path WSC: Starting clutch (hydraulic clutch)

Claims

[Claim 1] A control device for a hybrid vehicle including an engine and a rotating electric machine as a driving force source for driving the vehicle, a mechanical oil pump provided in a power transmission path between the driving force source for driving the vehicle and a pair of drive wheels, and a hydraulic clutch provided in the power transmission path between the mechanical oil pump and the pair of drive wheels, the hydraulic clutch operating using hydraulic pressure pumped from the mechanical oil pump as a source pressure, During restart of the control device while the vehicle is traveling, the hydraulic clutch is maintained in an engaged state so that the drive of the mechanical oil pump is maintained, and the gear ratio of an automatic transmission provided between the hydraulic clutch and the pair of drive wheels is controlled to a predetermined gear ratio that is set in advance so as to prevent the rotational speed at which the mechanical oil pump is driven from becoming too low compared to the vehicle speed. A control device for a hybrid vehicle.

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