Vehicle control device

Abstract

To reduce a time required for obtaining the desired output of a vehicle when an engine is started.SOLUTION: When it is determined that cranking is required in response to a request made to increase the power performance of a vehicle during transition in which a packing hydraulic-pressure command value is being output, a cranking hydraulic-pressure command value is output in place of the packing hydraulic-pressure command value even before the elapse of a prescribed time required for bringing a clutch into a packing completion state. Thus, the cranking of an engine is performed earlier than in a case where the cranking hydraulic-pressure command value is output after the elapse of the prescribed time. As a result, it is possible to reduce a time required for obtaining the desired output of the vehicle when the engine is started.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a control device for a vehicle having a clutch provided between an engine and an electric motor. [Background technology]

[0002] A vehicle control device is well known, which includes an engine, an electric motor connected to a power transmission path between the engine and driving wheels so as to be capable of transmitting power, a clutch provided between the engine and the electric motor in the power transmission path, and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch the control state of the clutch. For example, a vehicle operation control device described in Patent Document 1 is such a device. Patent Document 1 discloses that, when starting an engine, the clutch is switched to an engaged state, and a part of the output torque of the electric motor is applied to the crankshaft of the engine via the clutch as a cranking torque required for cranking to increase the rotation speed of the engine, and that a predetermined time required for the clutch to transition to a predetermined state in which it can transmit a torque equal to or greater than a predetermined value is set in advance, and after the predetermined time has elapsed since the start of switching the clutch to the engaged state, fuel is supplied, and the engine is cranked and ignited to put the engine into an operating state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-140939 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, when a predetermined time is set in engine start control as in the technology described in Patent Document 1, the engine cannot be cranked until the predetermined time has elapsed. This may result in a long time being required to obtain the desired vehicle output.

[0005] The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle control device that can shorten the time it takes to obtain the desired vehicle output when the engine is started. [Means for solving the problem]

[0006] The gist of a first invention is a control device for a vehicle including: (a) an engine; an electric motor connected to a power transmission path between the engine and driving wheels so as to be capable of transmitting power; a clutch provided in the power transmission path between the engine and the electric motor; and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, (b) outputting, to the hydraulic control circuit, a packing hydraulic pressure command value for regulating the hydraulic pressure so as to bring the clutch into a packing completion state in which a pack clearance is reduced during a transition in which the control state of the clutch is switched from a released state to an engaged state at the start of the engine, and controlling the engine to start the packing hydraulic pressure command value after a predetermined time required for the clutch to be in the packing completion state has elapsed since the start of output of the packing hydraulic pressure command value. (c) a clutch control unit that outputs a cranking hydraulic command value higher than the packing hydraulic command value to the hydraulic control circuit, adjusting the hydraulic pressure so that the clutch transmits a cranking torque required for cranking to increase the rotation speed of the engine; and (c) a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine, and controls the engine so that the engine starts operating. (d) when it is determined that the cranking is necessary because a request to improve the power performance of the vehicle is made during a transition in which the packing hydraulic command value is being output, the clutch control unit outputs the cranking hydraulic command value instead of the packing hydraulic command value even before the predetermined time has elapsed. (e) the start control unit sets a delay time based on a response delay of the hydraulic pressure from a point in time when the hydraulic pressure command value for cranking starts to be output until the electric motor starts to output the cranking torque, and (f) the start control unit sets the delay time longer when the hydraulic pressure command value for cranking is output before the predetermined time has elapsed than when the hydraulic pressure command value is output after the predetermined time has elapsed. The point is...

[0010] Also, 2 The present invention relates to the 1In the vehicle control device described in the invention, when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, the start control unit sets the delay time longer if the duration during which the packing hydraulic pressure command value is output is short than when the duration is long.

[0011] Also, 3 The invention The gist of the present invention is a control device for a vehicle including: (a) an engine; an electric motor connected to a power transmission path between the engine and driving wheels so as to be capable of transmitting power; a clutch provided in the power transmission path between the engine and the electric motor; and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, (b) outputting, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, to the hydraulic control circuit a packing hydraulic pressure command value that adjusts the hydraulic pressure so as to bring the clutch into a packing completion state in which a pack clearance is reduced, and controlling the rotation speed of the engine after a predetermined time required for the clutch to be brought into the packing completion state has elapsed after starting to output the packing hydraulic pressure command value. (c) a clutch control unit that adjusts the hydraulic pressure so that the clutch transmits a cranking torque required for cranking up, and outputs a cranking hydraulic pressure command value higher than the packing hydraulic pressure command value to the hydraulic control circuit; and (c) a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine, and controls the engine so that the engine starts operating. (d) the clutch control unit outputs the cranking hydraulic pressure command value in place of the packing hydraulic pressure command value even before the predetermined time has elapsed when it is determined that the cranking is necessary because a request to improve the power performance of the vehicle has been made during a transition in which the packing hydraulic pressure command value is being output, and (e) when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, the clutch control unit outputs a surge hydraulic pressure, which is a temporarily high hydraulic pressure command value that improves the responsiveness of the hydraulic pressure, at the start of output of the cranking hydraulic pressure command value, and sets the surge hydraulic pressure according to a duration for which the packing hydraulic pressure command value has been output, (f) the start control unit sets a delay time based on a response delay of the hydraulic pressure from a point in time when the cranking hydraulic pressure command value starts to be output until the electric motor starts to output the cranking torque, and when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, sets the delay time according to a duration during which the packing hydraulic pressure command value is output, (g) The start control unit sets the delay time to be shorter when the surge oil pressure is high than when it is low, provided that the length of the output time of the surge oil pressure is the same, and sets the delay time to be shorter when the surge oil pressure is long than when it is short, provided that the height of the surge oil pressure is the same.

[0012] Also, 4 The invention The gist of the present invention is a control device for a vehicle including: (a) an engine; an electric motor connected to a power transmission path between the engine and driving wheels so as to be capable of transmitting power; a clutch provided in the power transmission path between the engine and the electric motor; and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, (b) outputting, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, to the hydraulic control circuit a packing hydraulic pressure command value that adjusts the hydraulic pressure so as to bring the clutch into a packing completion state in which a pack clearance is reduced, and controlling the rotation speed of the engine after a predetermined time required for the clutch to be brought into the packing completion state has elapsed after starting to output the packing hydraulic pressure command value. (c) a clutch control unit that adjusts the hydraulic pressure so that the clutch transmits a cranking torque required for cranking up, and outputs a cranking hydraulic pressure command value higher than the packing hydraulic pressure command value to the hydraulic control circuit; and (c) a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine, and controls the engine so that the engine starts operating. (d) the clutch control unit outputs the cranking hydraulic pressure command value in place of the packing hydraulic pressure command value even before the predetermined time has elapsed when it is determined that the cranking is necessary because a request to improve the power performance of the vehicle has been made during a transition in which the packing hydraulic pressure command value is being output, and (e) When the clutch control unit outputs the hydraulic pressure command value for cranking before the predetermined time has elapsed, the clutch control unit starts outputting the hydraulic pressure command value for cranking at an output start point of the hydraulic pressure command value for cranking in a packing period that includes the point at which it is determined that cranking is necessary, among output start points of the hydraulic pressure command value for cranking that are predetermined for each of a plurality of packing periods into which the predetermined time is divided.

[0013] Also, 5The invention The gist of the present invention is a control device for a vehicle including: (a) an engine; an electric motor connected to a power transmission path between the engine and driving wheels so as to be capable of transmitting power; a clutch provided in the power transmission path between the engine and the electric motor; and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, (b) outputting, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, to the hydraulic control circuit a packing hydraulic pressure command value that adjusts the hydraulic pressure so as to bring the clutch into a packing completion state in which a pack clearance is reduced, and controlling the rotation speed of the engine after a predetermined time required for the clutch to be brought into the packing completion state has elapsed after starting to output the packing hydraulic pressure command value. (c) a clutch control unit that adjusts the hydraulic pressure so that the clutch transmits a cranking torque required for cranking up, and outputs a cranking hydraulic pressure command value higher than the packing hydraulic pressure command value to the hydraulic control circuit; and (c) a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine, and controls the engine so that the engine starts operating. (d) the clutch control unit outputs the cranking hydraulic pressure command value in place of the packing hydraulic pressure command value even before the predetermined time has elapsed when it is determined that the cranking is necessary because a request to improve the power performance of the vehicle has been made during a transition in which the packing hydraulic pressure command value is being output, and (e) the clutch control unit, when bringing the clutch into the packing completion state, outputs to the hydraulic control circuit, prior to the packing hydraulic command value, a rapid filling hydraulic command value that is higher than the packing hydraulic command value and that adjusts the hydraulic pressure so as to improve the responsiveness of the hydraulic pressure, (f) When it is determined that the cranking is necessary during the transient period in which the hydraulic pressure command value for rapid filling is being output, the clutch control unit outputs the hydraulic pressure command value for cranking without outputting the hydraulic pressure command value for packing following the hydraulic pressure command value for rapid filling. Further, a sixth aspect of the present invention is that in the vehicle control device described in the fourth or fifth aspect of the present invention, when the clutch control unit outputs the cranking hydraulic pressure command value before the predetermined time has elapsed, the clutch control unit outputs a surge hydraulic pressure, which is a temporarily high hydraulic pressure command value that improves responsiveness of the hydraulic pressure, at the start of outputting the cranking hydraulic pressure command value. Further, a seventh invention is directed to a vehicle control device according to the sixth invention, wherein the clutch control unit at least one of sets the surge oil pressure higher and sets the output time of the surge oil pressure longer when the duration during which the packing oil pressure command value is output is short, compared to when the duration is long.

[0014] Also, 8 The present invention is the first to third inventions. 7 In the vehicle control device described in any one of the inventions, the device further includes a cranking determination unit that determines whether or not cranking is necessary based on whether or not a request to improve the power performance of the vehicle has been made, and the request to improve the power performance of the vehicle includes at least one of an operation by a driver to increase the amount of drive required for the vehicle and an operation to select a predetermined driving mode that emphasizes power performance over fuel efficiency.

[0015] Also, 9 The present invention relates to the 8 In the vehicle control device described in the invention, the cranking determination unit selects, by a predetermined arbitration method, from the request to improve the vehicle's power performance and the request to delay the cranking, the request with the highest predetermined priority for each of the requests, and determines whether or not a request to improve the vehicle's power performance has been made based on whether or not the request to improve the vehicle's power performance has been selected, and the request to delay the cranking includes a request to avoid the overlapping execution of a gear shift in a transmission provided between the electric motor and the driving wheels in the power transmission path and the switching of the clutch from a released state to an engaged state.

[0016] Also, the first 0 The present invention relates to the 9 In the vehicle control device described in the invention, when a failure occurs in a sensor that detects a signal value used during engine start control, the cranking determination unit determines that cranking is necessary in priority to a request to improve the vehicle's power performance and a request to delay the cranking. Effect of the Invention

[0017] According to the first aspect of the present invention, if it is determined that cranking is necessary due to a request to improve the power performance of the vehicle during a transition in which the packing hydraulic command value is being output, a cranking hydraulic command value is output instead of the packing hydraulic command value even before the predetermined time required for the clutch to reach the packing completion state has elapsed, so that the engine is cranked earlier than when the cranking hydraulic command value is output after the predetermined time has elapsed. Therefore, the time required to obtain the desired vehicle output when starting the engine can be shortened. According to the first aspect of the present invention, a delay time based on a hydraulic response delay is set from the start of output of the cranking hydraulic command value until the electric motor starts to output the cranking torque, so that the cranking torque can be increased in accordance with the rise in the torque capacity of the clutch, and the occurrence of a shock due to a difference in the rise timing of the two can be suppressed. Also, when the cranking hydraulic command value is output before the predetermined time has elapsed, the delay time is set longer than when the cranking hydraulic command value is output after the predetermined time has elapsed, so that the cranking torque can be increased in accordance with the rise in the torque capacity of the clutch even when the output of the cranking hydraulic command value starts before the predetermined time has elapsed.

[0021] In addition, 2 According to the invention, when the cranking hydraulic command value is output before the predetermined time has elapsed, if the duration for which the packing hydraulic command value has been output is short, the delay time is set longer than when the duration is long. Therefore, if the output of the cranking hydraulic command value is started before the predetermined time has elapsed, the cranking torque can be increased in accordance with the increase in the torque capacity of the clutch regardless of the length of the duration.

[0022] According to the third aspect of the present invention, if it is determined that cranking is necessary due to a request to improve the power performance of the vehicle during a transition in which the packing hydraulic command value is being output, a cranking hydraulic command value is output instead of the packing hydraulic command value even before the predetermined time required for the clutch to reach the packing completion state has elapsed, so that the engine is cranked earlier than when the cranking hydraulic command value is output after the predetermined time has elapsed. Therefore, the time required to obtain the desired vehicle output when starting the engine can be shortened. In addition, 3According to the invention, when the cranking hydraulic command value is output before the predetermined time has elapsed, a surge hydraulic pressure is output at the start of output of the cranking hydraulic command value, and the surge hydraulic pressure is set according to the duration of output of the packing hydraulic command value, so that when the output of the cranking hydraulic command value is started before the predetermined time has elapsed, the clutch can be quickly put into a packing completion state regardless of the duration. Also, a delay time is set from the start of output of the cranking hydraulic command value until the electric motor starts outputting the cranking torque, and when the cranking hydraulic command value is output before the predetermined time has elapsed, the delay time is set according to the duration of output of the packing hydraulic command value, so that when the output of the cranking hydraulic command value is started before the predetermined time has elapsed, the cranking torque can be raised in accordance with the rise of the torque capacity of the clutch regardless of the duration, and shock caused by the difference in the rise timing of the two can be suppressed. Furthermore, if the length of the output time of the surge oil pressure is the same, the delay time is set shorter when the surge oil pressure is high than when it is low, and if the height of the surge oil pressure is the same, the delay time is set shorter when the output time of the surge oil pressure is long than when it is short, so that the surge oil pressure and the delay time are appropriately set according to the duration.

[0023] According to the fourth aspect of the present invention, if it is determined that cranking is necessary due to a request to improve the power performance of the vehicle during a transition in which the packing hydraulic command value is being output, a cranking hydraulic command value is output instead of the packing hydraulic command value even before the predetermined time required for the clutch to reach the packing completion state has elapsed, so that the engine is cranked earlier than when the cranking hydraulic command value is output after the predetermined time has elapsed. Therefore, the time required to obtain the desired vehicle output when starting the engine can be shortened. In addition, 4 According to the invention, when the cranking hydraulic command value is output before the predetermined time has elapsed, output of the cranking hydraulic command value is started at the output start point of the cranking hydraulic command value in a packing period that includes the point at which it is determined that cranking is necessary, among the output start points of the cranking hydraulic command value predetermined for each of the multiple packing periods into which the predetermined time is divided, so that control is simplified compared to the case where the output of the cranking hydraulic command value is started at the point at which it is determined that cranking is necessary.

[0024] According to the fifth aspect of the present invention, if it is determined that cranking is necessary due to a request to improve the power performance of the vehicle during a transition in which the packing hydraulic command value is being output, a cranking hydraulic command value is output instead of the packing hydraulic command value even before the predetermined time required for the clutch to reach the packing completion state has elapsed, so that the engine is cranked earlier than when the cranking hydraulic command value is output after the predetermined time has elapsed. Therefore, the time required to obtain the desired vehicle output when starting the engine can be shortened. In addition, 5 According to the invention, if it is determined that cranking is necessary during the transient period in which a hydraulic command value for rapid filling is being output, a hydraulic command value for cranking is output without a hydraulic command value for packing being output following the hydraulic command value for rapid filling, thereby simplifying the control and enabling early cranking of the engine. Furthermore, according to the sixth aspect of the present invention, in the case where a cranking hydraulic pressure command value is output before the predetermined time has elapsed, a surge hydraulic pressure, which is a temporarily high hydraulic pressure command value that improves hydraulic pressure responsiveness, is output at the start of output of the cranking hydraulic pressure command value. Therefore, if the output of the cranking hydraulic pressure command value is started before the predetermined time has elapsed, the clutch can be quickly brought into a packed complete state. Furthermore, according to the seventh aspect of the invention, when the duration for which the packing hydraulic command value is output is short, at least one of the height of the surge hydraulic pressure is set higher and the output time of the surge hydraulic pressure is set longer, compared to when the duration is long, so that the clutch can be quickly brought into a packing completion state regardless of the length of the duration.

[0025] In addition, 8 According to the invention, the request to improve the vehicle's power performance includes at least one of an operation by the driver to increase the drive demand amount for the vehicle and an operation to select a predetermined driving mode that emphasizes power performance over fuel efficiency, so that during the transient period in which a packing hydraulic command value is output, it is determined that cranking is necessary due to an operation to increase the drive demand amount or an operation to select a driving mode that emphasizes power performance, and a cranking hydraulic command value is output instead of the packing hydraulic command value.

[0026] In addition, 9 According to the invention, among the requests to delay cranking, which include a request to improve the vehicle's dynamic performance and a request to avoid the overlapping execution of a transmission shift and a clutch switching from a released state to an engaged state, the request with the highest predetermined priority for each of the requests is selected by a predetermined arbitration method, and whether or not a request to improve the vehicle's dynamic performance has been made is determined based on whether or not the request to improve the vehicle's dynamic performance has been selected, so that it is appropriately determined whether or not cranking is necessary.

[0027] In addition, the first 0According to the invention, when a failure occurs in a sensor that detects a signal value used during engine start control, it is determined that cranking is necessary in priority to the request to improve the vehicle's power performance and the request to delay cranking. Therefore, when the sensor fails, the normal engine start control in which a hydraulic command value for packing is output for a predetermined period of time and then a hydraulic command value for cranking is output is not continued, and the engine is cranked quickly to complete the engine start. [Brief description of the drawings]

[0028] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and a control system for various controls in the vehicle. [Diagram 2] FIG. 2 is a partial cross-sectional view showing an example of a K0 clutch. [Diagram 3] FIG. 4 is a diagram showing an example of a time chart when engine start control is executed; [Figure 4] 4 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 shortening the time until a desired vehicle output is obtained when the engine is started. [Diagram 5] 5 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 4 is executed. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. EXAMPLES

[0030] Fig. 1 is a diagram for explaining the schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining the main parts of the control functions and control system for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG that function as a power source SP. The vehicle 10 also has drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0031] The engine 12 is a known internal combustion engine such as a gasoline engine, a diesel engine, etc. An engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc., provided in the vehicle 10 is controlled by an electronic control device 90 described later, whereby an engine torque Te, which is an output torque of the engine 12, is controlled.

[0032] The electric motor MG is a rotating electric machine having a function as a motor that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, and is a so-called motor generator. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The battery 54 is an electricity storage device that supplies and receives electric power to the electric motor MG. The electric motor MG controls the MG torque Tm, which is the output torque of the electric motor MG, by controlling the inverter 52 by an electronic control device 90 described later. For example, when the rotation direction of the electric motor MG is a positive rotation that is the same as the rotation direction when the engine 12 is in operation, the MG torque Tm is a power torque at the positive torque on the acceleration side, and a regenerative torque at the negative torque on the deceleration side. Specifically, the electric motor MG generates power by the electric power supplied from the battery 54. The electric motor MG also generates electric power by the power of the engine 12 or the driven force input from the drive wheels 14 side. The battery 54 is charged with the electric power generated by the electric motor MG. The term "electric power" also means electric energy unless otherwise specified. The term "motive power" also means driving force, torque, and force unless otherwise specified.

[0033] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and the like, in a case 18 that is a non-rotating member attached to the vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the electric motor MG in a power transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is connected to the engine 12 via the K0 clutch 20. The automatic transmission 24 is connected to the torque converter 22 and is interposed in a power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the electric motor MG and the drive wheels 14 in a power transmission path between the engine 12 and the drive wheels 14. The power transmission device 16 also includes a propeller shaft 28 connected to a transmission output shaft 26 that is an output rotating member of the automatic transmission 24, a differential gear 30 connected to the propeller shaft 28, a pair of drive shafts 32 connected to the differential gear 30, and the like. The power transmission device 16 also includes an engine connecting shaft 34 that connects the engine 12 and the K0 clutch 20, an electric motor connecting shaft 36 that connects the K0 clutch 20 and the torque converter 22, and the like.

[0034] The electric motor MG is connected to the electric motor connecting shaft 36 in the case 18 so as to be capable of transmitting power. That is, the electric motor MG is connected to a power transmission path between the engine 12 and the drive wheels 14, in particular, to a power transmission path between the K0 clutch 20 and the torque converter 22. In other words, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 so as to be capable of transmitting power without passing through the K0 clutch 20.

[0035] The torque converter 22 includes a pump wheel 22a connected to the motor connecting shaft 36, and a turbine wheel 22b connected to a transmission input shaft 38 that is an input rotating member of the automatic transmission 24. The torque converter 22 is a fluid type power transmission device that transmits power from the power source SP from the motor connecting shaft 36 to the transmission input shaft 38 via fluid. The torque converter 22 includes an LU clutch 40 as a direct clutch that connects the pump wheel 22a and the turbine wheel 22b, that is, that connects the motor connecting shaft 36 and the transmission input shaft 38. The LU clutch 40 is a known lock-up clutch.

[0036] The LU clutch 40 switches between operating states, i.e., control states, by changing the LU torque Tlu, which is the torque capacity of the LU clutch 40, by the LU oil pressure PRlu, which is a regulated oil pressure supplied from a hydraulic control circuit 56 provided in the vehicle 10. The control states of the LU clutch 40 include a release state in which the LU clutch 40 is completely released, a slip state in which the LU clutch 40 is engaged with slipping, and an engagement state in which the LU clutch 40 is completely engaged. By setting the LU clutch 40 to the release state, the torque converter 22 is set to a torque converter state in which a torque amplification effect is obtained. Also, by setting the LU clutch 40 to the engagement state, the torque converter 22 is set to a lock-up state in which the pump impeller 22a and the turbine impeller 22b are rotated together.

[0037] The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one or more planetary gear devices (not shown) and a plurality of engagement devices CB. The engagement devices CB are, for example, known hydraulic friction engagement devices. The engagement devices CB have their respective torque capacities, or CB torque Tcb, changed by the CB hydraulic pressure PRcb, or regulated hydraulic pressure, supplied from a hydraulic control circuit 56, thereby switching the control state, such as an engaged state or a released state.

[0038] The automatic transmission 24 is a stepped transmission in which one of a plurality of gear stages (also called gear stages) with different speed ratios (also called gear ratios) γat (=AT input rotation speed Ni / AT output rotation speed No) is formed by engaging one of the engagement devices CB. The automatic transmission 24 switches between gear stages formed according to the accelerator operation of the driver (=operator) and the vehicle speed V by an electronic control device 90 described later. The AT input rotation speed Ni is the rotation speed of the transmission input shaft 38, and is the input rotation speed of the automatic transmission 24. The AT input rotation speed Ni is the same value as the turbine rotation speed Nt, which is the output rotation speed of the torque converter 22. The AT input rotation speed Ni can be expressed by the turbine rotation speed Nt. The AT output rotation speed No is the rotation speed of the transmission output shaft 26, and is the output rotation speed of the automatic transmission 24.

[0039] The K0 clutch 20 is a wet or dry friction engagement device constituted by, for example, a multi-plate or single-plate clutch pressed by a hydraulic clutch actuator 120 described later. The K0 clutch 20 has its control states switched among an engaged state, a slip state, a released state, and the like, by the clutch actuator 120 being controlled by an electronic control device 90 described later.

[0040] FIG. 2 is a partial cross-sectional view showing an example of the K0 clutch 20. In FIG. 2, the K0 clutch 20 includes a clutch drum 100, a clutch hub 102, a separate plate 104, a friction plate 106, a piston 108, a return spring 110, a spring receiving plate 112, and a snap ring 114. The clutch drum 100 and the clutch hub 102 are provided on the same axis CS. FIG. 2 shows a radially outer peripheral portion of the K0 clutch 20 in the upper half of the axis CS. The axis CS is the axis of the engine connecting shaft 34, the electric motor connecting shaft 36, etc. The clutch drum 100 is connected to, for example, the engine connecting shaft 34, and is rotated integrally with the engine connecting shaft 34. The clutch hub 102 is connected to, for example, the electric motor connecting shaft 36, and is rotated integrally with the electric motor connecting shaft 36. The separate plates 104 are fitted with the outer peripheral edge of a plurality of substantially annular plates to the inner peripheral surface of the cylinder portion 100a of the clutch drum 100 so as not to rotate relative to the clutch hub 102, i.e., spline-fitted. The friction plates 106 are interposed between the plurality of separate plates 104, and are fitted with the inner peripheral edge of a plurality of substantially annular plates to the outer peripheral surface of the clutch hub 102 so as not to rotate relative to the clutch hub 102, i.e., spline-fitted. The piston 108 is provided with a pressing portion 108a on its outer peripheral edge, which extends toward the separate plates 104 and the friction plates 106. The return spring 110 is interposed between the piston 108 and a spring receiving plate 112, and biases a part of the piston 108 to abut against the bottom plate portion 100b of the clutch drum 100. In other words, the return spring 110 functions as a spring element that biases the piston 108 so as to bring the separate plates 104 and the friction plates 106 into non-engagement. The snap ring 114 is fixed to the cylindrical portion 100a of the clutch drum 100 at a position where the separate plate 104 and the friction plate 106 are sandwiched between the snap ring 114 and the pressing portion 108a of the piston 108. In the K0 clutch 20, an oil chamber 116 is formed between the piston 108 and the bottom plate portion 100b of the clutch drum 100. In the clutch drum 100, an oil passage 118 communicating with the oil chamber 116 is formed.In the K0 clutch 20, the clutch drum 100, the piston 108, the return spring 110, the spring receiving plate 112, the oil chamber 116 and the like constitute a clutch actuator 120 as a hydraulic actuator.

[0041] The hydraulic control circuit 56 supplies the K0 hydraulic pressure PRk0, which is a regulated hydraulic pressure, to the clutch actuator 120. In the K0 clutch 20, when the K0 hydraulic pressure PRk0 used to switch the control state of the K0 clutch 20 is supplied from the hydraulic control circuit 56 to the oil chamber 116 through the oil passage 118, the piston 108 moves toward the separate plate 104 and the friction plate 106 against the biasing force of the return spring 110 by the K0 hydraulic pressure PRk0, and the pressing portion 108a of the piston 108 presses the separate plate 104 and the friction plate 106. When the separate plate 104 and the friction plate 106 are pressed, the K0 clutch 20 is switched to an engaged state. The control state of the K0 clutch 20 is switched by changing the K0 torque Tk0, which is the torque capacity of the K0 clutch 20, by the K0 hydraulic pressure PRk0.

[0042] The K0 torque Tk0 is determined by, for example, the friction coefficient of the friction material of the friction plate 106, the K0 oil pressure PRk0, etc. In the K0 clutch 20, when the oil chamber 116 is filled with hydraulic oil OIL and the clearance between the separate plate 104 and the friction plate 106 is reduced by the pressing force (=PRk0 x piston pressure receiving area) of the piston 108 countering the biasing force of the return spring 110, that is, when the pack clearance of the K0 clutch 20 is reduced, so-called packing is completed. In this embodiment, the state in which the pack clearance of the K0 clutch 20 is reduced is referred to as a packing completion state. In the K0 clutch 20, the K0 torque Tk0 is generated by further increasing the K0 oil pressure PRk0 from the packing completion state. In other words, the packing completion state of the K0 clutch 20 is a state in which the K0 clutch 20 begins to have a torque capacity, i.e., a state in which the K0 torque Tk0 begins to be generated, if the K0 oil pressure PRk0 is increased from the packing completion state. The K0 oil pressure PRk0 for packing the K0 clutch 20 is the K0 oil pressure PRk0 for achieving a state in which the piston 108 reaches the stroke end and the K0 torque Tk0 is not generated.

[0043] 1, in the vehicle 10, when the K0 clutch 20 is in an engaged state, the engine 12 and the torque converter 22 are connected to each other so as to transmit power. On the other hand, when the K0 clutch 20 is in a disengaged state, power transmission between the engine 12 and the torque converter 22 is interrupted. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that connects and disconnects the engine 12 from the electric motor MG.

[0044] In the power transmission device 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connecting shaft 34 to the driving wheels 14 via the K0 clutch 20, the electric motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in this order. Moreover, the power output from the electric motor MG is transmitted from the electric motor connecting shaft 36 to the driving wheels 14 via the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in this order, regardless of the control state of the K0 clutch 20.

[0045] The vehicle 10 includes the MOP 58, which is a mechanical oil pump, the EOP 60, which is an electric oil pump, and a pump motor 62. The MOP 58 is connected to the pump impeller 22a, and is rotated by a power source SP to discharge hydraulic oil OIL used in the power transmission device 16. The pump motor 62 is a motor dedicated to the EOP 60 for rotating the EOP 60. The EOP 60 is rotated by the pump motor 62 to discharge hydraulic oil OIL. The hydraulic oil OIL discharged by the MOP 58 and the EOP 60 is supplied to a hydraulic control circuit 56. The hydraulic control circuit 56 supplies the LU hydraulic pressure PRlu, the CB hydraulic pressure PRcb, the K0 hydraulic pressure PRk0, and the like, which are adjusted based on the hydraulic oil OIL discharged by the MOP 58 and / or the EOP 60.

[0046] The vehicle 10 further includes an electronic control device 90 including a control device for the vehicle 10. The electronic control device 90 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, and the like, 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 90 includes computers for engine control, electric motor control, hydraulic control, and the like as necessary.

[0047] The electronic control device 90 receives various signals based on detection values ​​from various sensors provided in the vehicle 10 (for example, an engine rotation speed sensor 70, a turbine rotation speed sensor 72, an output rotation speed sensor 74, a MG rotation speed sensor 76, an accelerator opening sensor 78, a throttle valve opening sensor 80, a brake switch 82, a battery sensor 84, an oil temperature sensor 86, a shift position sensor 88, a sports mode selection switch 89, etc.), and outputs various signals (for example, an engine rotation speed Ne which is the rotation speed of the engine 12, a turbine rotation speed Nt which is the same value as the AT input rotation speed Ni, an AT output rotation speed No which corresponds to the vehicle speed V, an MG rotation speed Nm which is the rotation speed of the electric motor MG, a magnitude of the acceleration operation by the driver, etc.). the accelerator opening θacc which is the amount of accelerator operation by the driver representing the position of the accelerator; the throttle valve opening θth which is the opening of the electronic throttle valve; a brake-on signal Bon which is a signal indicating a state in which the brake pedal for operating the wheel brakes is being operated by the driver; the battery temperature THbat, the battery charge / discharge current Ibat and the battery voltage Vbat of the battery 54; the hydraulic oil temperature THoil which is the temperature of the hydraulic oil OIL in the hydraulic control circuit 56; a shift operation position POSsh which indicates the operating position of the shift lever provided in the vehicle 10;

[0048] The sports mode selection switch 89 is provided, for example, near the driver's seat. The sports mode selection switch 89 is a switch that is operated to an on state by the driver when selecting the sports mode MRspt as the driving mode MR of the vehicle 10. The sports mode MRspt is a predetermined driving mode MR for improving driving performance, and is an example of a predetermined driving mode MRf that emphasizes the responsiveness of the drive torque Tr to the driver's operation. The predetermined driving mode MRf is a predetermined driving mode MR that emphasizes power performance over fuel efficiency. When the sports mode MRspt is not selected and the predetermined driving mode MRf is not set, for example, a normal mode MRnml that balances fuel efficiency and power performance is set.

[0049] The electronic control device 90 outputs various command signals (e.g., an engine control command signal Se for controlling the engine 12, an MG control command signal Sm for controlling the electric motor MG, a CB hydraulic control command signal Sbc 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 EOP control command signal Seop for controlling the EOP 60, etc.) to each device (e.g., the engine control device 50, the inverter 52, the hydraulic control circuit 56, the pump motor 62, etc.) provided in the vehicle 10.

[0050] The CB hydraulic control command signal Sbc corresponds to a CB hydraulic command value Spbcb which is a hydraulic command value for causing the hydraulic control circuit 56 to supply the regulated CB hydraulic pressure PRcb. The K0 hydraulic control command signal Sk0 corresponds to a K0 hydraulic pressure command value Spk0 which is a hydraulic pressure command value for causing the hydraulic control circuit 56 to supply the regulated K0 hydraulic pressure PRk0. The LU hydraulic control command signal Slu corresponds to an LU hydraulic pressure command value Splu which is a hydraulic pressure command value for causing the hydraulic control circuit 56 to supply the regulated LU hydraulic pressure PRlu.

[0051] In order to realize various controls in the vehicle 10, the electronic control unit 90 includes a power source control means, i.e., a power source control section 92, a clutch control means, i.e., a clutch control section 94, and a transmission control means, i.e., a transmission control section 96.

[0052] The power source control unit 92 includes a function as engine control means, i.e., engine control unit 92a, that controls the operation of the engine 12, and a function as electric motor control means, i.e., electric motor control unit 92b, that controls the operation of the electric motor MG via the inverter 52, and is a hybrid control means, i.e., a hybrid control unit, that performs hybrid drive control by the engine 12 and the electric motor MG using these control functions.

[0053] The power source control unit 92 calculates the driving demand amount of the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand amount map. The driving demand amount map is a relationship that is experimentally or design-wise obtained and stored in advance, that is, a predetermined relationship. The driving demand amount is, for example, a required driving torque Trdem at the driving wheels 14. In other words, the required driving torque Trdem [Nm] is a required driving power Prdem [W] at the vehicle speed V at that time. As the driving demand amount, a required driving force Frdem [N] at the driving wheels 14, a required AT output torque at the transmission output shaft 26, etc. can also be used. In calculating the driving demand amount, an AT output rotation speed No, etc. may be used instead of the vehicle speed V. The power source control unit 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG so as to realize the required driving power Prdem, taking into account a transmission loss, an auxiliary load, a gear ratio γat of the automatic transmission 24, etc.

[0054] When the required drive torque Trdem can be satisfied only by the output of the electric motor MG, the power source control unit 92 sets the drive mode for driving the vehicle 10 to the BEV drive mode. The BEV drive mode is a motor drive mode that allows motor driving (=BEV driving) in which the vehicle runs using only the electric motor MG as the power source SP when the K0 clutch 20 is in the released state. On the other hand, when the required drive torque Trdem cannot be satisfied without using at least the output of the engine 12, the power source control unit 92 sets the drive mode to the engine drive mode, i.e., the HEV drive mode. The HEV drive mode is a hybrid drive mode that allows engine driving (=HEV driving) in which the vehicle runs using at least the engine 12 as the power source SP when the K0 clutch 20 is in the engaged state. On the other hand, even when the required drive torque Trdem can be satisfied only by the output of the electric motor MG, the power source control unit 92 establishes the HEV drive mode when the battery 54 needs to be charged or when the engine 12 or the like needs to be warmed up.

[0055] The power source control unit 92 further includes a function as a start control means, that is, a start control unit 92c. The start control unit 92c determines whether or not there is an engine start request to switch the control state of the engine 12 from a stopped state to an operating state. For example, in the BEV drive mode, the start control unit 92c determines whether or not there is an engine start request based on whether or not the required drive torque Trdem has increased beyond a range that can be covered only by the output of the electric motor MG, whether or not there is a need to warm up the engine 12, or whether or not there is a need to charge the battery 54.

[0056] The clutch control unit 94 controls the K0 clutch 20 to execute start control of the engine 12. For example, when the start control unit 92c determines that there is an engine start request, the clutch control unit 94 outputs a K0 hydraulic control command signal Sk0 to the hydraulic control circuit 56 to control the K0 clutch 20 from a released state toward an engaged state so as to obtain a K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12. The cranking torque Tcr is a torque required for cranking the engine 12 to increase the engine rotation speed Ne.

[0057] The start control unit 92c controls the engine 12 and the electric motor MG to execute start control of the engine 12. For example, when the start control unit 92c determines that there is an engine start request, the start control unit 92c outputs an MG control command signal Sm to the inverter 52 for the electric motor MG to output the cranking torque Tcr in accordance with the switching of the K0 clutch 20 to the engaged state by the clutch control unit 94. That is, when starting the engine 12, the start control unit 92c outputs an MG control command signal Sm to the inverter 52 for controlling the electric motor MG to output the cranking torque Tcr, i.e., to increase the MG torque Tm by the cranking torque Tcr. When the start control unit 92c determines that there is an engine start request, the start control unit 92c outputs an engine control command signal Se to the engine control device 50 in conjunction with the cranking of the engine 12 by the K0 clutch 20 and the electric motor MG to start fuel supply, engine ignition, and the like. That is, when the engine 12 is started, the start control section 92c outputs an engine control command signal Se to the engine control device 50 for controlling the engine 12 so that the engine 12 starts operating.

[0058] When cranking the engine 12, a reaction torque occurs due to the engagement of the K0 clutch 20. During BEV driving, this reaction torque causes a drop in the drive torque Tr due to the inertia of the engine 12 during engine start. Therefore, the MG torque Tm that is increased toward the cranking torque Tcr when starting the engine 12 is an MG torque Tm for canceling this reaction torque, and is an MG torque Tm for compensating for this reaction torque, that is, an MG torque Tm for reaction compensation. The cranking torque Tcr is the K0 torque Tk0 required for cranking the engine 12, and is the MG torque Tm required for cranking the engine 12 that flows from the electric motor MG side to the engine 12 side via the K0 clutch 20. The cranking torque Tcr is, for example, a constant torque that is determined in advance based on, for example, the specifications of the engine 12, the starting method of the engine 12, and the like.

[0059] The power source control unit 92 determines whether there is an engine stop request, which is a request to stop the engine 12 by switching the control state of the engine 12 from a driving state to a stopped state. For example, the power source control unit 92 determines whether there is an engine stop request based on whether, in the HEV drive mode, the required drive torque Trdem is within a range that can be covered only by the output of the electric motor MG, warming up of the engine 12 and the like is not required, charging of the battery 54 is not required, and so on.

[0060] When the power source control unit 92 determines that there is an engine stop request, it outputs an engine control command signal Se to the engine control device 50 to gradually reduce the engine torque Te. After that, the power source control unit 92 outputs an engine control command signal Se to the engine control device 50 to execute a fuel cut to stop the supply of fuel to the engine 12 after the clutch control unit 94 switches the K0 clutch 20 to the released state.

[0061] The transmission control unit 96 judges whether or not to shift the automatic transmission 24 by using, for example, a shift map which is a predetermined relationship, and outputs a CB hydraulic control command signal Sbc to the hydraulic control circuit 56 as necessary to execute shift control of the automatic transmission 24. The shift map is a predetermined relationship having a shift line for judging whether or not to shift the automatic transmission 24 on a two-dimensional coordinate system having, for example, vehicle speed V and required driving torque Trdem as variables. In the shift map, the AT output rotation speed No may be used instead of the vehicle speed V, and the required driving force Frdem, accelerator opening θacc, throttle valve opening θth, etc. may be used instead of the required driving torque Trdem.

[0062] FIG. 3 is a diagram showing an example of a time chart when the start control of the engine 12 is executed. In FIG. 3, time t1 indicates a time when the start control of the engine 12 is started by determining that there is an engine start request accompanying the driver's further depression of the accelerator pedal during, for example, BEV driving. After the start control of the engine 12 is started, packing control of the K0 clutch 20 is performed (see time t1-t3). In the packing control of the K0 clutch 20, first, a quick apply is executed to output a temporarily high K0 hydraulic pressure command value Spk0 in order to improve the initial responsiveness of the K0 hydraulic pressure PRk0 (see time t1-t2). In this embodiment, the K0 hydraulic pressure command value Spk0 during the quick apply is referred to as a hydraulic pressure command value Spk0qa for rapid filling. The hydraulic pressure command value Spk0qa for rapid filling is a K0 hydraulic pressure command value Spk0 for adjusting the K0 hydraulic pressure PRk0 so as to improve the responsiveness of the K0 hydraulic pressure PRk0 during packing control of the K0 clutch 20. In the packing control of the K0 clutch 20, following the quick apply, a constant pressure standby for packing is executed in order to complete packing of the K0 clutch 20 (see time t2-t3). This constant pressure is, for example, a constant pack pressure PRk0pk, which is the K0 hydraulic pressure PRk0 for maintaining the K0 clutch 20 in a packing completion state. In this embodiment, the K0 hydraulic pressure command value Spk0 during constant pressure standby for packing is referred to as a hydraulic pressure command value Spk0pk for packing. The packing hydraulic command value Spk0pk is a K0 hydraulic command value Spk0 that adjusts the K0 hydraulic pressure PRk0 so that the K0 clutch 20 is in a packing completion state when the K0 clutch 20 is switched from a released state to an engaged state. After a predetermined time TMf has elapsed since the output of the packing hydraulic command value Spk0pk is started, cranking by the K0 clutch 20 that transmits the cranking torque Tcr to the engine 12 side, that is, K0 cranking is performed in order to crank the engine 12 (see time t3-t5). The predetermined time TMf is, for example, a predetermined packing time required until the K0 clutch 20 is in a packing completion state. In this embodiment, the K0 hydraulic command value Spk0 during K0 cranking is referred to as a cranking hydraulic command value Spk0cr.The cranking hydraulic pressure command value Spk0cr is a K0 hydraulic pressure command value Spk0 for realizing the total K0 hydraulic pressure PRk0 obtained by adding the K0 hydraulic pressure PRk0 equivalent to the cranking torque Tcr to the pack pressure PRk0pk, and is a K0 hydraulic pressure command value Spk0 that adjusts the K0 hydraulic pressure PRk0 so that the K0 clutch 20 transmits the cranking torque Tcr. During K0 cranking, an MG torque Tm having a magnitude equivalent to the cranking torque Tcr, i.e., an MG torque Tm for reaction force compensation, is output from the electric motor MG. The MG torque Tm for reaction force compensation is started after the dead time TMd has elapsed, taking into consideration the response delay of the K0 hydraulic pressure PRk0 in the transition until the cranking torque Tcr is generated by the K0 clutch 20, and is gradually increased toward the cranking torque Tcr (see time t4-t5). The dead time TMd is a predetermined delay time based on the response delay of the K0 oil pressure PRk0 from the start of output of the cranking oil pressure command value Spk0cr to the start of output of the cranking torque Tcr by the electric motor MG. When the engine speed Ne is increased during K0 cranking, engine ignition and the like are started, and the engine 12 is first exploded. After that, when the engine 12 reaches a stable state of independent rotation due to the explosion, that is, when the engine 12 reaches a state of complete explosion, a rotation synchronization control between the engine 12 and the electric motor MG, that is, a K0 synchronization control that quickly synchronizes the input rotation speed and the output rotation speed of the K0 clutch 20, is executed (see time t5-t6). Following the K0 synchronization control, a K0 full engagement transition control that transitions the K0 clutch 20 to a fully engaged state is executed (see time t6-t7). After the K0 clutch 20 is brought into a fully engaged state by the K0 full engagement transition control, the fully engaged state of the K0 clutch 20 is maintained (see time t7 and thereafter). Time t8 indicates the time when the start control of the engine 12 is completed.

[0063] 3, the clutch control unit 94 outputs the packing hydraulic command value Spk0pk to the hydraulic control circuit 56 during the transition of switching the control state of the K0 clutch 20 from the released state to the engaged state when starting the engine 12. After a predetermined time TMf has elapsed since starting to output the packing hydraulic command value Spk0pk, the clutch control unit 94 outputs a cranking hydraulic command value Spk0cr higher than the packing hydraulic command value Spk0pk to the hydraulic control circuit 56. When the K0 clutch 20 is in the packing completion state, the clutch control unit 94 outputs a rapid filling hydraulic command value Spk0qa higher than the packing hydraulic command value Spk0pk to the hydraulic control circuit 56 prior to the packing hydraulic command value Spk0pk. The start control unit 92c sets a dead time TMd when causing the electric motor MG to output the reaction force compensation MG torque Tm corresponding to the cranking torque Tcr.

[0064] Incidentally, in the start control of the engine 12, when a request is made to improve the power performance of the vehicle 10 during execution of packing control of the K0 clutch 20, if the cranking hydraulic pressure command value Spk0cr is uniformly output after the predetermined time TMf has elapsed, as in the case where such a request is not made, it may take a long time to obtain the desired output of the vehicle 10. The desired output of the vehicle 10 is, for example, a required driving amount such as a required driving torque Trdem, a required driving power Prdem, or a required driving force Frdem.

[0065] Therefore, if, during a transient period in which the packing hydraulic command value Spk0pk is being output, the clutch control unit 94 determines that cranking of the engine 12 is necessary due to a request to improve the power performance of the vehicle 10, the clutch control unit 94 outputs a cranking hydraulic command value Spk0cr instead of the packing hydraulic command value Spk0pk, even before the specified time TMf has elapsed.

[0066] Specifically, the electronic control device 90 further includes a cranking determination means, i.e., a cranking determination unit 98, in order to realize the control function of shortening the time required to obtain the desired output of the vehicle 10 when the engine 12 is started.

[0067] The cranking determination unit 98 determines whether or not packing control (quick apply, constant pressure standby for packing) of the K0 clutch 20 is being executed by the clutch control unit 94. When the cranking determination unit 98 determines that packing control is being executed, it determines whether or not cranking of the engine 12 is necessary based on whether or not a request to improve the dynamic performance of the vehicle 10 has been made. In other words, the cranking determination unit 98 determines whether or not there is a K0 cranking transition determination by the clutch control unit 94 indicating that a transition to K0 cranking is necessary. A request to improve the dynamic performance of the vehicle 10 is also a request to transition to K0 cranking.

[0068] The request to improve the power performance of the vehicle 10 includes at least one of an operation to increase the drive demand amount such as the required drive torque Trdem, and an operation to select a predetermined driving mode MR that emphasizes power performance over fuel efficiency, i.e., a predetermined driving mode MRf. The operation to increase the drive demand amount is, for example, an operation to further depress the accelerator pedal by the driver, an operation to increase the accelerator by the driver using a known cruise control setting switch, etc. The operation to select the predetermined driving mode MRf is, for example, an operation to select the sports mode MRspt by the driver, that is, an operation to turn the sports mode selection switch 89 to the on state. The predetermined driving mode MRf may include, in addition to the sports mode MRspt, for example, an off-road mode MRofr, a towing mode MRtow, a manual mode MRmnl, etc. The off-road mode MRofr is a predetermined driving mode MR for improving the running performance on off-roads, etc., and is selected, for example, by the driver operating an off-road mode selection switch (not shown). The towing mode MRtow is a predetermined driving mode MR suitable for driving while towing a towed vehicle, and is selected, for example, by the driver operating a towing mode selection switch (not shown). The manual mode MRmnl is a predetermined driving mode MR that enables manual shifting of the automatic transmission 24 by a shift operation by the driver, and is selected, for example, by a shift operation by the driver. The shift operation by the driver to select the manual mode MRmnl is, for example, a shift operation in which the shift operation position POSsh is set to a manual shift operation position, or a shift operation by operating a known paddle switch provided on the steering wheel.

[0069] On the other hand, when the start control of the engine 12 and the shift control of the automatic transmission 24 are executed in an overlapping manner, for example, a shock may occur due to the synchronization of the K0 clutch 20 and the inertia phase period during the transition of the shift control overlapping. Or, depending on the shift control of the automatic transmission 24, the flow rate of the hydraulic oil OIL in the hydraulic control circuit 56 may be large. In this case, the flow rate of the hydraulic oil OIL may be insufficient, and the control of the K0 clutch 20 may not be performed appropriately. For this reason, for example, during the execution of the shift control of the automatic transmission 24, the transmission control unit 96 outputs a request to delay the cranking of the engine 12, that is, a request to delay the transition to K0 cranking. In other words, the request to delay the cranking of the engine 12 includes a request to avoid the overlapping execution of the shift of the automatic transmission 24 and the switching of the K0 clutch 20 from the released state to the engaged state.

[0070] Therefore, the cranking determination unit 98 selects the request with the highest predetermined priority from among the request to improve the dynamic performance of the vehicle 10 and the request to delay the cranking of the engine 12 by a predetermined arbitration method. Specifically, a priority is set in advance for each of the requests to shift to K0 cranking by the driver's further depression of the accelerator pedal, the selection of a predetermined driving mode MRf, etc. Also, a priority is set in advance for each of the requests to delay the shift to K0 cranking by the shift control of the automatic transmission 24, etc. For example, a request to improve the dynamic performance of the vehicle 10 when the accelerator opening θacc is relatively large is set to a higher priority than a request to delay the shift to K0 cranking from the viewpoint of prioritizing the improvement of acceleration responsiveness over the suppression of shock. Also, a request to improve the dynamic performance of the vehicle 10 when the accelerator opening θacc is relatively small is set to a lower priority than a request to delay the shift to K0 cranking from the viewpoint of prioritizing the suppression of shock over the improvement of acceleration responsiveness. When multiple requests are made, the cranking determination unit 98 selects the request with the highest predetermined priority. Then, the cranking determination unit 98 determines whether a request to improve the power performance of the vehicle 10 has been made based on whether a request to improve the power performance of the vehicle 10 has been selected.

[0071] On the other hand, when a failure related to the start control occurs during execution of the start control of the engine 12, it is desirable to complete the start promptly. For example, when a failure related to the start control of the engine 12 occurs during execution of the packing control of the K0 clutch 20, it is desirable to promptly shift to K0 cranking in priority to both the request to improve the dynamic performance of the vehicle 10 and the request to delay the cranking of the engine 12. The failure related to the start control of the engine 12 is, for example, a failure of a sensor that detects a signal value used during the start control of the engine 12. The sensor that detects the signal value used during the start control of the engine 12 is, for example, the engine rotation speed sensor 70, the MG rotation speed sensor 76, etc. When a failure occurs in a sensor that detects a signal value used during the start control of the engine 12, the cranking determination unit 98 determines that the cranking of the engine 12 is necessary in priority to the request to improve the dynamic performance of the vehicle 10 and the request to delay the cranking of the engine 12, that is, determines that there is a K0 cranking transition determination.

[0072] When the cranking determination unit 98 determines that there is a K0 cranking transition determination while the packing control of the K0 clutch 20 is being executed, the clutch control unit 94 outputs a cranking hydraulic pressure command value Spk0cr.

[0073] Specifically, when the cranking determination unit 98 determines that a K0 cranking transition determination has been made during the transition period in which the packing hydraulic command value Spk0pk is being output, the clutch control unit 94 outputs a cranking hydraulic command value Spk0cr instead of the packing hydraulic command value Spk0pk, even before the specified time TMf has elapsed.

[0074] When the cranking hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, there is a possibility that packing of the K0 clutch 20 has not been completed. Therefore, in order to quickly complete packing of the K0 clutch 20, the cranking hydraulic command value Spk0cr at the start of output is set to a temporarily high K0 hydraulic command value Spk0. In other words, when the cranking hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, the clutch control unit 94 outputs a surge hydraulic pressure Spk0sg, which is a temporarily high K0 hydraulic command value Spk0 that improves the responsiveness of the K0 hydraulic pressure PRk0, at the start of outputting the cranking hydraulic command value Spk0cr. The shorter the constant pressure standby duration TMcw, which is the duration during which the packing hydraulic command value Spk0pk is output, the more likely it is that packing of the K0 clutch 20 has not been completed. When the constant pressure standby duration TMcw is short, the clutch control unit 94 at least one of sets the surge height HTsg, which is the height of the surge oil pressure Spk0sg, higher and sets the surge time TMsg, which is the output time of the surge oil pressure Spk0sg, longer, compared to when the constant pressure standby duration TMcw is long.

[0075] From another point of view, when the packing of the K0 clutch 20 is not completed, the rise of the K0 torque Tk0 is delayed after the start of output of the cranking hydraulic command value Spk0cr compared to when the packing of the K0 clutch 20 is completed. Therefore, in order to raise the MG torque Tm for reaction force compensation in accordance with the rise of the K0 torque Tk0, when the cranking determination unit 98 determines that there is a K0 cranking transition determination, the dead time TMd (see FIG. 3) in the start control of the engine 12 in the normal state in which the cranking hydraulic command value Spk0cr is output when there is no K0 cranking transition determination is corrected. The start control of the engine 12 in the normal state is the start control of the engine 12 in which the cranking hydraulic command value Spk0cr is output after the packing hydraulic command value Spk0pk is output for a predetermined time TMf. In other words, when the cranking hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, the start control unit 92c sets the dead time TMd to be longer than when it is output after the predetermined time TMf has elapsed. In this embodiment, the dead time TMd when the cranking hydraulic pressure command value Spk0cr is output before the predetermined time TMf has elapsed is referred to as the high response dead time TMdB. When the cranking hydraulic pressure command value Spk0cr is output before the predetermined time TMf has elapsed, the start control unit 92c sets the high response dead time TMdB to be longer if the constant pressure standby duration TMcw is short than if the constant pressure standby duration TMcw is long.

[0076] From another point of view, the surge oil pressure Spk0sg and the high response time wasted time TMdB are interrelated. For example, if the same surge oil pressure Spk0sg is set regardless of the constant pressure standby time TMcw, or if the surge oil pressure Spk0sg is not set, the shorter the constant pressure standby time TMcw, the longer the high response time wasted time TMdB is set. On the other hand, if the packing of the K0 clutch 20 can be completed quickly by setting the surge oil pressure Spk0sg according to the constant pressure standby time TMcw, the high response time wasted time TMdB may be short regardless of the constant pressure standby time TMcw, or the high response time wasted time TMdB may be zero. In other words, the clutch control unit 94 may set the surge oil pressure Spk0sg according to the constant pressure standby time TMcw. If the cranking hydraulic pressure command value Spk0cr is output before the predetermined time TMf has elapsed, the start control unit 92c may set the high response dead time TMdB in accordance with the constant pressure standby duration TMcw. In this case, if the length of the surge time TMsg is the same, the start control unit 92c sets the high response dead time TMdB to be shorter when the surge height HTsg is high than when it is low, and if the surge height HTsg is the same, the start control unit 92c sets the high response dead time TMdB to be shorter when the surge height HTsg is long than when it is short.

[0077] The timing for outputting the cranking hydraulic command value Spk0cr instead of the packing hydraulic command value Spk0pk will be described. The predetermined time TMf is divided into a plurality of packing periods PDpk in advance. The output start time of the cranking hydraulic command value Spk0cr is determined in advance for each packing period PDpk. For example, for each packing period PDpk, the end point of the packing period PDpk is determined in advance as the output start time of the cranking hydraulic command value Spk0cr. In other words, the end point of the packing period PDpk, which includes the time when it is determined that there is a K0 cranking transition determination, is set as the output start time of the cranking hydraulic command value Spk0cr. When the clutch control unit 94 outputs the cranking hydraulic pressure command value Spk0cr before the predetermined time TMf has elapsed, the cranking hydraulic pressure command value Spk0cr starts outputting at the output start time of the cranking hydraulic pressure command value Spk0cr in the packing period PDpk that includes the time when it is determined that there is a K0 cranking transition determination, among the output start times of the cranking hydraulic pressure command value Spk0cr predetermined for each of the multiple packing periods PDpk into which the predetermined time TMf is divided. The time when it is determined that there is a K0 cranking transition determination corresponds to the constant pressure standby duration TMcw. The clutch control unit 94 transitions to K0 cranking at a timing according to the constant pressure standby duration TMcw. Thus, in this embodiment, the output start time of the cranking hydraulic pressure command value Spk0cr is limited to a predetermined time for each packing period PDpk having a certain time width, not the time when it is determined that there is a K0 cranking transition determination. As a result, the output start time of the cranking hydraulic pressure command value Spk0cr is limited, and control is simplified.

[0078] In the packing control of the K0 clutch 20, it may be determined that there is a K0 cranking transition determination during quick apply, not during packing constant pressure standby. In this case, after the quick apply is completed, it is not necessary to lower the K0 hydraulic command value Spk0 to the packing hydraulic command value Spk0pk, and it is preferable to immediately transition to K0 cranking. When the cranking determination unit 98 determines that there is a K0 cranking transition determination during the transition period in which the rapid filling hydraulic command value Spk0qa is output, the clutch control unit 94 outputs the cranking hydraulic command value Spk0cr without outputting the packing hydraulic command value Spk0pk following the rapid filling hydraulic command value Spk0qa. The quick apply period, i.e., the quick apply period PDqa, is not a period obtained by dividing the predetermined time TMf, but is a type of packing period PDpk. The quick apply period PDqa is also a packing period PDpk in which the constant pressure standby duration TMcw corresponds to zero. Therefore, even during quick apply, the clutch control unit 94 transitions to K0 cranking at a timing according to the constant pressure standby duration TMcw.

[0079] Fig. 4 is a flowchart for explaining the main control operations of the electronic control device 90, and is a flowchart for explaining the control operations for shortening the time required to obtain the desired output of the vehicle 10 when starting the engine 12, and is executed, for example, repeatedly. Fig. 5 is a diagram showing an example of a time chart when the control operations shown in the flowchart of Fig. 4 are executed.

[0080] In FIG. 4, first, in step S10 (hereinafter, step will be omitted) corresponding to the function of the cranking determination unit 98, it is determined whether or not the packing control of the K0 clutch 20 is being executed. If the determination of this S10 is negative, this routine is terminated. If the determination of this S10 is positive, in S20 corresponding to the function of the cranking determination unit 98, it is determined whether or not there is a K0 cranking transition determination. If the determination of this S20 is negative, in S30 corresponding to the function of the clutch control unit 94, the packing control of the K0 clutch 20 is continued. If the determination of the above S20 is positive, in S40 corresponding to the function of the clutch control unit 94, a transition to K0 cranking is made at a timing corresponding to the constant pressure standby duration TMcw. Next, in S50 corresponding to the functions of the start control unit 92c and the clutch control unit 94, a surge oil pressure Spk0sg corresponding to the constant pressure standby duration TMcw is set. And / or, a high response time dead time TMdB corresponding to the constant pressure standby duration TMcw is set. When the surge oil pressure Spk0sg is set, the high response time dead time TMdB is set in consideration of the surge time TMsg and the surge height HTsg.

[0081] FIG. 5 is a diagram showing an example of a case where a request to improve the power performance of the vehicle 10 is made after the start of the start control of the engine 12 during, for example, BEV driving. In FIG. 5, time t1b indicates the time when the start control of the engine 12 is started as a result of a determination that there is an engine start request accompanying further depression of the accelerator pedal by the driver during, for example, BEV driving. After the start control of the engine 12 is started, a quick apply is executed in a quick apply period PDqa (see time t1b-time t2b). Following the quick apply, a constant pressure standby for packing is started (see time t2b). During the execution of the constant pressure standby for packing, it is determined that there is a K0 cranking transition determination accompanying further depression of the accelerator pedal by the driver, and the K0 cranking transition determination flag is turned on (see time t3b). In this embodiment, the predetermined time TMf is divided in advance into, for example, a first packing period PDpk1, a second packing period PDpk2, and a third packing period PDpk3 (see t2b-t7b). Since the time when it is determined that there is a K0 cranking transition determination is within the second packing period PDpk2, the output start time of the cranking hydraulic pressure command value Spk0cr is set to the end time of the second packing period PDpk2 (see t4b). After the packing constant pressure standby continues until the end time of the second packing period PDpk2, K0 cranking is started. When the output of the cranking hydraulic pressure command value Spk0cr starts, a surge hydraulic pressure Spk0sg according to the constant pressure standby duration TMcw is output (see t4b-t5b). In addition, when the MG torque Tm for reaction force compensation is output from the electric motor MG, a high response time waste time TMdB is set according to the constant pressure standby time TMcw (see time t4b-t6b). The high response time waste time TMdB is set in consideration of, for example, the surge time TMsg and the surge height HTsg at the surge oil pressure Spk0sg.

[0082] Here, when the time when it is determined that there is a K0 cranking transition determination is within the third packing period PDpk3, the output start time of the cranking hydraulic command value Spk0cr is set to the end time of the third packing period PDpk3. In this embodiment, the end time of the third packing period PDpk3 is the end time of the predetermined time TMf. Therefore, the output start time of the cranking hydraulic command value Spk0cr is the same timing as the start control of the engine 12 in normal operation. In this case, the surge hydraulic pressure Spk0sg at the output start time of the cranking hydraulic command value Spk0cr does not need to be set. When the surge hydraulic pressure Spk0sg is not set, the high response dead time TMdB is set to the same value as the dead time TMd in the start control of the engine 12 in normal operation. Alternatively, the surge hydraulic pressure Spk0sg may be set from the viewpoint of shortening the time until the desired output of the vehicle 10 is obtained. When the surge oil pressure Spk0sg is set, the high response time dead time TMdB is set shorter than the dead time TMd in the normal start control of the engine 12. This makes it possible to shorten the time until the desired output of the vehicle 10 is obtained compared to the normal start of the engine 12.

[0083] As described above, according to this embodiment, if it is determined that cranking of the engine 12 is necessary due to a request to improve the power performance of the vehicle 10 during a transition in which the packing hydraulic command value Spk0pk is being output, the cranking hydraulic command value Spk0cr is output instead of the packing hydraulic command value Spk0pk even before the predetermined time TMf has elapsed, so that the engine 12 is cranked earlier than when the cranking hydraulic command value Spk0cr is output after the predetermined time TMf has elapsed. Therefore, when starting the engine 12, the time until the desired output of the vehicle 10 is obtained can be shortened.

[0084] Furthermore, according to this embodiment, when the cranking hydraulic pressure command value Spk0cr is output before the predetermined time TMf has elapsed, the surge hydraulic pressure Spk0sg is output when the output of the cranking hydraulic pressure command value Spk0cr starts, so that when the output of the cranking hydraulic pressure command value Spk0cr starts before the predetermined time TMf has elapsed, the K0 clutch 20 can be quickly brought into a packed complete state.

[0085] Furthermore, according to this embodiment, when the constant pressure standby duration TMcw is short, at least one of the surge height HTsg is set higher and the surge time TMsg is set longer than when the constant pressure standby duration TMcw is long, so that the K0 clutch 20 can be quickly brought into a packed complete state regardless of the length of the constant pressure standby duration TMcw.

[0086] According to this embodiment, when the MG torque Tm for reaction force compensation is output from the motor MG, the dead time TMd is set, so that the cranking torque Tcr by the motor MG can be raised in accordance with the rise of the K0 torque Tk0, and the occurrence of a shock due to the difference in the rise timing of the two can be suppressed. In addition, when the cranking hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, the dead time TMd is set longer than when it is output after the predetermined time TMf has elapsed, so that even when the output of the cranking hydraulic command value Spk0cr is started before the predetermined time TMf has elapsed, the cranking torque Tcr by the motor MG can be raised in accordance with the rise of the K0 torque Tk0.

[0087] Furthermore, according to this embodiment, when the cranking hydraulic command value Spk0cr is output before the predetermined time TMf has elapsed, if the constant pressure standby duration TMcw is short, the high response dead time TMdB is set longer than when the constant pressure standby duration TMcw is long. Therefore, if the output of the cranking hydraulic command value Spk0cr begins before the predetermined time TMf has elapsed, the cranking torque Tcr by the electric motor MG can be increased in accordance with the rise of the K0 torque Tk0 regardless of the length of the constant pressure standby duration TMcw.

[0088] Furthermore, according to this embodiment, if the length of the surge time TMsg is the same, the high response waste time TMdB is set shorter when the surge height HTsg is high than when it is low, and if the surge height HTsg is the same, the high response waste time TMdB is set shorter when the surge time TMsg is long than when it is short, so that the surge oil pressure Spk0sg and the high response waste time TMdB are appropriately set according to the constant pressure standby duration TMcw.

[0089] Furthermore, according to this embodiment, when the cranking hydraulic pressure command value Spk0cr is output before the predetermined time TMf has elapsed, the output of the cranking hydraulic pressure command value Spk0cr is started at the output start point of the cranking hydraulic pressure command value Spk0cr in a packing period PDpk that includes the point at which it is determined that there is a K0 cranking transition judgment, among the output start points of the cranking hydraulic pressure command value Spk0cr predetermined for each of a plurality of packing periods PDpk, so that control is simplified compared to the case where the output of the cranking hydraulic pressure command value Spk0cr is started at the point at which it is determined that there is a K0 cranking transition judgment.

[0090] Furthermore, according to this embodiment, if it is determined that a K0 cranking transition determination has occurred during the transient period in which the rapid fill hydraulic command value Spk0qa is being output, the rapid fill hydraulic command value Spk0qa is followed by the cranking hydraulic command value Spk0cr, without the packing hydraulic command value Spk0pk being output, thereby simplifying the control and cranking the engine 12 at an early stage.

[0091] In addition, according to this embodiment, the request to improve the power performance of the vehicle 10 includes at least one of an operation to increase the drive demand amount, such as the required drive torque Trdem, and an operation to select a predetermined driving mode MR that emphasizes power performance over fuel efficiency. Therefore, during the transient period in which the packing hydraulic command value Spk0pk is output, it is determined that a K0 cranking transition judgment has occurred due to an operation to increase the drive demand amount or an operation to select a driving mode that emphasizes power performance, and a cranking hydraulic command value Spk0cr is output instead of the packing hydraulic command value Spk0pk.

[0092] Furthermore, according to this embodiment, the request with the highest predetermined priority among the request to improve the dynamic performance of the vehicle 10 and the request to delay the cranking of the engine 12 is selected by a predetermined arbitration method, and whether or not a request to improve the dynamic performance of the vehicle 10 has been made is determined based on whether or not the request to improve the dynamic performance of the vehicle 10 has been selected, so that it is appropriately determined whether or not there is a K0 cranking transition determination.

[0093] Furthermore, according to this embodiment, if a failure occurs in the sensor that detects a signal value used during the start-up control of the engine 12, it is determined that a K0 cranking transition judgment is made in priority to the request to improve the power performance of the vehicle 10 and the request to delay the cranking of the engine 12. Therefore, in the event of a sensor failure, the normal start-up control of the engine 12, in which a packing hydraulic command value Spk0pk is output for a predetermined time TMf and then a cranking hydraulic command value Spk0cr is output, is not continued, and the engine 12 is cranked promptly to complete the start-up of the engine 12.

[0094] 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.

[0095] For example, in the above embodiment, a planetary gear type automatic transmission is exemplified as the automatic transmission 24, but the present invention is not limited to this. The automatic transmission 24 may be a synchronous mesh type parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission). In short, the present invention can be applied to any vehicle equipped with a power source including an engine and an electric motor, and a clutch provided between the engine and the electric motor.

[0096] In the above embodiment, the torque converter 22 is used as the fluid transmission device, but the present invention is not limited to this. For example, instead of the torque converter 22, another fluid transmission device that does not amplify torque, such as a fluid coupling, may be used as the fluid transmission device. Alternatively, the fluid transmission device does not necessarily have to be provided, and may be replaced with, for example, a starting clutch.

[0097] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of symbols]

[0098] 10: Vehicle 12: Engine 14: Drive wheel 20:K0 clutch (clutch) 24: Automatic transmission (transmission) 56: Hydraulic control circuit 70: Engine speed sensor (sensor) 76:MG rotation speed sensor (sensor) 90: Electronic control device (control device) 92c: Start control unit 94: Clutch control unit 98: Cranking judgment section MG: Electric motor

Claims

1. A control device for a vehicle including an engine, an electric motor connected to a power transmission path between the engine and drive wheels so as to be capable of transmitting power, a clutch provided between the engine and the electric motor in the power transmission path, and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, a clutch control unit that outputs, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, a packing hydraulic command value for adjusting the hydraulic pressure to bring the clutch into a packing completion state in which a pack clearance is reduced, to the hydraulic control circuit, and outputs, to the hydraulic control circuit, a cranking hydraulic command value higher than the packing hydraulic command value, adjusting the hydraulic pressure so that the clutch transmits a cranking torque required for cranking to increase the rotational speed of the engine after a predetermined time required for the clutch to reach the packing completion state has elapsed since the start of output of the packing hydraulic command value; a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine and also controls the engine so that the engine starts operating; Contains the clutch control unit, when it is determined that the cranking is necessary because a request for improving the dynamic performance of the vehicle is made during a transition in which the packing hydraulic command value is being output, outputs the cranking hydraulic command value instead of the packing hydraulic command value even before the predetermined time has elapsed, The start control unit sets a delay time based on a response delay of the hydraulic pressure from a time point when the cranking hydraulic pressure command value starts to be output until the electric motor starts to output the cranking torque, the start control unit sets the delay time longer when the cranking hydraulic pressure command value is output before the predetermined time has elapsed than when the cranking hydraulic pressure command value is output after the predetermined time has elapsed.

2. 2. The vehicle control device according to claim 1, wherein when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, the start control unit sets the delay time to be longer if the duration during which the packing hydraulic pressure command value is output is short than when the duration is long.

3. A control device for a vehicle including an engine, an electric motor connected to a power transmission path between the engine and a drive wheel so as to be capable of transmitting power, a clutch provided between the engine and the electric motor in the power transmission path, and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, a clutch control unit that outputs, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, a packing hydraulic command value for adjusting the hydraulic pressure to bring the clutch into a packing completion state in which a pack clearance is reduced, to the hydraulic control circuit, and outputs, to the hydraulic control circuit, a cranking hydraulic command value higher than the packing hydraulic command value, adjusting the hydraulic pressure so that the clutch transmits a cranking torque required for cranking to increase the rotational speed of the engine after a predetermined time required for the clutch to reach the packing completion state has elapsed since the start of output of the packing hydraulic command value; a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine and also controls the engine so that the engine starts operating; Contains the clutch control unit, when it is determined that the cranking is necessary because a request for improving the dynamic performance of the vehicle is made during a transition in which the packing hydraulic command value is being output, outputs the cranking hydraulic command value instead of the packing hydraulic command value even before the predetermined time has elapsed, when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, the clutch control unit outputs a surge hydraulic pressure, which is a temporarily high hydraulic pressure command value that improves the responsiveness of the hydraulic pressure, at the start of output of the cranking hydraulic pressure command value, and sets the surge hydraulic pressure according to a duration for which the packing hydraulic pressure command value has been output, the start control unit sets a delay time based on a response delay of the hydraulic pressure from a point in time when the cranking hydraulic pressure command value starts to be output until the electric motor starts to output the cranking torque, and when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, sets the delay time according to a duration during which the packing hydraulic pressure command value is output, The vehicle control device is characterized in that the start control unit sets the delay time to be shorter when the surge oil pressure is high than when it is low, if the length of the output time of the surge oil pressure is the same, and sets the delay time to be shorter when the output time of the surge oil pressure is long than when it is short, if the height of the surge oil pressure is the same.

4. A control device for a vehicle including an engine, an electric motor connected to a power transmission path between the engine and a drive wheel so as to be capable of transmitting power, a clutch provided between the engine and the electric motor in the power transmission path, and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, a clutch control unit that outputs, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, a packing hydraulic command value for adjusting the hydraulic pressure to bring the clutch into a packing completion state in which a pack clearance is reduced, to the hydraulic control circuit, and outputs, to the hydraulic control circuit, a cranking hydraulic command value higher than the packing hydraulic command value, adjusting the hydraulic pressure so that the clutch transmits a cranking torque required for cranking to increase the rotational speed of the engine after a predetermined time required for the clutch to reach the packing completion state has elapsed since the start of output of the packing hydraulic command value; a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine and also controls the engine so that the engine starts operating; Contains the clutch control unit, when it is determined that the cranking is necessary because a request for improving the dynamic performance of the vehicle is made during a transition in which the packing hydraulic command value is being output, outputs the cranking hydraulic command value instead of the packing hydraulic command value even before the predetermined time has elapsed, the clutch control unit, when outputting the hydraulic pressure command value for cranking before the predetermined time has elapsed, starts output of the hydraulic pressure command value for cranking at an output start point of the hydraulic pressure command value for cranking in the packing period that includes a point at which it is determined that cranking is necessary, among output start points of the hydraulic pressure command value for cranking that are predetermined for each of a plurality of packing periods into which the predetermined time is divided.

5. A control device for a vehicle including an engine, an electric motor connected to a power transmission path between the engine and a drive wheel so as to be capable of transmitting power, a clutch provided between the engine and the electric motor in the power transmission path, and a hydraulic control circuit that supplies a regulated hydraulic pressure used to switch a control state of the clutch, a clutch control unit that outputs, during a transition in which a control state of the clutch is switched from a released state to an engaged state at the start of the engine, a packing hydraulic command value for adjusting the hydraulic pressure to bring the clutch into a packing completion state in which a pack clearance is reduced, to the hydraulic control circuit, and outputs, to the hydraulic control circuit, a cranking hydraulic command value higher than the packing hydraulic command value, adjusting the hydraulic pressure so that the clutch transmits a cranking torque required for cranking to increase the rotational speed of the engine after a predetermined time required for the clutch to reach the packing completion state has elapsed since the start of output of the packing hydraulic command value; a start control unit that controls the electric motor so that the electric motor outputs the cranking torque when starting the engine and also controls the engine so that the engine starts operating; Contains the clutch control unit, when it is determined that the cranking is necessary because a request for improving the dynamic performance of the vehicle is made during a transition in which the packing hydraulic command value is being output, outputs the cranking hydraulic command value instead of the packing hydraulic command value even before the predetermined time has elapsed, the clutch control unit, when bringing the clutch into the packing completion state, outputs to the hydraulic control circuit, prior to the packing hydraulic command value, a rapid filling hydraulic command value that is higher than the packing hydraulic command value and that adjusts the hydraulic pressure so as to improve the responsiveness of the hydraulic pressure, a clutch control unit that outputs the hydraulic pressure command value for cranking without outputting the hydraulic pressure command value for packing following the hydraulic pressure command value for rapid filling when it is determined that the cranking is necessary during the transition when the hydraulic pressure command value for rapid filling is being output.

6. 6. The vehicle control device according to claim 4 or 5, wherein, when the cranking hydraulic pressure command value is output before the predetermined time has elapsed, the clutch control unit outputs a surge hydraulic pressure, which is a temporarily high hydraulic pressure command value that improves responsiveness of the hydraulic pressure, at the start of output of the cranking hydraulic pressure command value.

7. 7. The vehicle control device according to claim 6, wherein the clutch control unit at least one of sets the surge oil pressure higher and sets the output time of the surge oil pressure longer when the duration during which the packing oil pressure command value is output is short, compared to when the duration is long.

8. The present invention further includes a cranking determination unit that determines whether or not the cranking is necessary based on whether or not a request for improving the power performance of the vehicle has been made, 8. The vehicle control device according to claim 1, wherein the request to improve the power performance of the vehicle includes at least one of an operation by the driver to increase the drive demand amount for the vehicle and an operation to select a predetermined driving mode that emphasizes power performance over fuel efficiency.

9. the cranking determination unit selects, from among the request to improve the dynamic performance of the vehicle and the request to delay the cranking, a request having a highest predetermined priority for each of the requests by a predetermined arbitration method, and determines whether or not a request to improve the dynamic performance of the vehicle has been made based on whether or not the request to improve the dynamic performance of the vehicle has been selected; 9. The vehicle control device according to claim 8, wherein the request to delay the cranking includes a request to avoid a shift in a transmission provided between the electric motor and the drive wheels in the power transmission path and a switching of the clutch from a released state to an engaged state being executed at the same time.

10. The vehicle control device according to claim 9, characterized in that, when a failure occurs in a sensor that detects a signal value used during start-up control of the engine, the cranking determination unit determines that the cranking is necessary in priority to a request to improve the power performance of the vehicle and a request to delay the cranking.

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