Vehicle control device

Abstract

To suppress or avoid occurrence of engine stall while suppressing responsiveness in starting an engine from deteriorating, when executing rapid garage control and engine starting control at the same time.SOLUTION: When rapid garage control and engine starting control are executed at the same time, a clutch is controlled so that packaging can be completed during transition of the rapid garage control, and the clutch is controlled so that cranking torque is transmitted to the clutch after a rotation speed of an electric motor is increased up to a second predetermined rotation speed predetermined in order to avoid occurrence of engine stall or higher during the engine starting control, which enables engagement operation of the clutch to progress until right before cranking by the clutch so that the clutch does not have a torque capacity, until the rotation speed of the electric motor is increased up to the second predetermined rotation speed or higher.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle including a clutch provided between an engine and an electric motor, and a transmission that transmits power from a power source including the engine and the electric motor.

Background Art

[0002] A vehicle control device is well known that includes an engine, an electric motor connected to be power-transmittable to a power transmission path between the engine and drive wheels, a clutch provided between the engine and the electric motor in the power transmission path, and a transmission provided between the electric motor and the drive wheels in the power transmission path. The transmission has a predetermined engagement device, and a traveling position where power can be transmitted from the electric motor when the predetermined engagement device is engaged is formed as a shift position. For example, the drive device of a hybrid vehicle described in Patent Document 1 is such. This Patent Document 1 discloses that when operating to switch the selection of the shift position of the transmission, after engaging the predetermined engagement device, engaging the clutch reduces the flow rate of the working oil required compared to performing the engagement operations of both in parallel.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, when the engagement operation of a predetermined engagement device accompanying a shift position change is executed while the input rotating member of the transmission is rotating, an engagement shock may occur. On the other hand, if the engagement operation of the predetermined engagement device is gradually advanced to mitigate the engagement shock, the responsiveness of the shift position change may decrease. In contrast, with the rotational speed of the electric motor interlocked with the rotational speed of the input rotating member of the transmission being below a predetermined rotational speed for suppressing the engagement shock of the predetermined engagement device, the command pressure of the predetermined engagement device is stepwise increased so as to quickly engage the predetermined engagement device, and by executing rapid garage control, it is conceivable to suppress the engagement shock while ensuring the responsiveness of the shift position change. Execution of this rapid garage control may overlap with execution of engine start control involving the engagement operation of the clutch. In this case, since the rotational speed of the electric motor is being decreased during execution of the rapid garage control, in consideration of avoiding engine stall and the like, referring to the technique of Patent Document 1, for example, it is conceivable to start the engagement operation of the clutch after completion of the rapid garage control and delay engine start. However, when the engine start request is a high-urgency start request such as when the accelerator is depressed, the delay in engine start may lead to a sense of sluggishness, and there is room for improvement from the perspective of the responsiveness of engine start.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a vehicle control device capable of suppressing or avoiding the occurrence of engine stall while suppressing a decrease in the responsiveness of engine start when execution of rapid garage control and execution of engine start control overlap.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) a vehicle comprising an engine, an electric motor connected to be capable of transmitting power to a power transmission path between the engine and drive wheels, a clutch provided between the engine and the electric motor in the power transmission path, and a transmission provided between the electric motor and the drive wheels in the power transmission path, the transmission having a predetermined engagement device, and a running position where power can be transmitted from the electric motor when the predetermined engagement device is in an engaged state being formed as a shift position, a control device for the vehicle, (b) during a transition of switching the control state of the clutch from a released state to an engaged state, after controlling the clutch so as to bring the clutch into a fully packed state where the pack clearance is packed, controlling the clutch so that the clutch transmits a cranking torque required to crank up the rotational speed of the engine, controlling the electric motor so that the electric motor outputs the cranking torque, and controlling the engine so that the engine starts operating in conjunction with the cranking, a starting control unit that executes engine starting control, (c) when a driver performs a predetermined switching operation from a state of selecting a shift position different from the running position of the transmission to a state of selecting the running position, in a state where the rotational speed of the electric motor is set to be equal to or lower than a predetermined first predetermined rotational speed at which an engagement shock of the predetermined engagement device is suppressed, gradually increasing the command pressure of the predetermined engagement device so as to quickly engage the predetermined engagement device, a garage control unit that executes quick garage control, (d) when the execution of the quick garage control and the execution of the engine starting control overlap, the starting control unit controls the clutch so as to bring the clutch into the fully packed state during the transition of the quick garage control, and after the rotational speed of the electric motor has risen to be equal to or higher than a predetermined second predetermined rotational speed, which is higher than the first predetermined rotational speed and at which the occurrence of engine stall is avoided during the engine starting control, controls the clutch so that the clutch transmits the cranking torque.

Effect of the Invention

[0007] According to the first invention, when the execution of the rapid garage control and the execution of the engine start control overlap, the clutch is controlled so as to be in the fully packed state during the transient period of the rapid garage control, and after the rotational speed of the electric motor is increased to a predetermined second predetermined rotational speed or higher that avoids the occurrence of engine stall during the engine start control, the clutch is controlled so that the cranking torque is transmitted by the clutch. Therefore, until the rotational speed of the electric motor is increased to the second predetermined rotational speed or higher, the engagement operation of the clutch is advanced until immediately before cranking by the clutch in a range where the clutch has no torque capacity. As a result, even if the engine start request is a high-urgency start request, the jerk feeling during engine start is suppressed. In addition, in the low rotational speed range where the rotational speed of the electric motor is less than the second predetermined rotational speed and there is a concern about the occurrence of engine stall, cranking by the clutch is not performed. Therefore, when the execution of the rapid garage control and the execution of the engine start control overlap, it is possible to suppress or avoid the occurrence of engine stall while suppressing the decrease in the responsiveness of engine start.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0010] FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining main parts of a control function and a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 is a hybrid vehicle including an engine 12 and an electric motor MG that function as a power source SP. Further, the vehicle 10 includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is controlled by an engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc. provided in the vehicle 10 by an electronic control device 90 described later, so that an engine torque Te, which is an output torque of the engine 12, is controlled.

[0012] The electric motor MG is a rotary electric machine having a function as an engine 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 a power storage device that exchanges electric power with the electric motor MG. The electric motor MG is controlled by controlling the inverter 52 by an electronic control device 90 described later, so that an MG torque Tm, which is an output torque of the electric motor MG, is controlled. The MG torque Tm is, for example, a driving torque on the acceleration side and a regenerative torque on the deceleration side when the rotation direction of the electric motor MG is the same as the rotation direction during the operation of the engine 12, i.e., a positive rotation. The electric power is also the same as electric energy when not particularly distinguished. The power is also the same as driving force, torque, and force when not particularly distinguished.

[0013] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, etc. within a case 18 which is a non-rotating member attached to the vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the motor MG in the power transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is connected to the engine 12 via the K0 clutch 20. The automatic transmission 24 is connected to the torque converter 22 and is interposed in the power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the motor MG and the drive wheels 14 in the power transmission path between the engine 12 and the drive wheels 14. Also, the power transmission device 16 includes a propeller shaft 28 connected to the transmission output shaft 26 which is the 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, etc. Also, the power transmission device 16 includes an engine connecting shaft 34 connecting the engine 12 and the K0 clutch 20, a motor connecting shaft 36 connecting the K0 clutch 20 and the torque converter 22, etc.

[0014] The motor MG is connected within the case 18 to be power-transmittable to the motor connecting shaft 36. That is, the motor MG is connected to be power-transmittable in the power transmission path between the engine 12 and the drive wheels 14, particularly in the power transmission path between the K0 clutch 20 and the torque converter 22. In other words, the motor MG is connected to be power-transmittable to the torque converter 22 and the automatic transmission 24 without passing through the K0 clutch 20.

[0015] The torque converter 22 includes a pump impeller 22a connected to the motor connection shaft 36 and a turbine impeller 22b connected to the transmission input shaft 38 which is an input rotating member of the automatic transmission 24. The torque converter 22 is a fluid transmission device that transmits power from the power source SP to the transmission input shaft 38 from the motor connection shaft 36 via a fluid. The torque converter 22 includes an LU clutch 40 as a direct clutch that connects the pump impeller 22a and the turbine impeller 22b, that is, connects the motor connection shaft 36 and the transmission input shaft 38. The LU clutch 40 is a known lock-up clutch.

[0016] The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one or a plurality of sets of planetary gear devices (not shown) and a plurality of engagement devices CB. The engagement device CB is, for example, a known hydraulic friction engagement device. Each of the engagement devices CB has its engagement state or release state, that is, its operating state or control state switched by changing the CB torque Tcb, which is its respective torque capacity, by the regulated hydraulic pressure CB hydraulic pressure PRcb supplied from the hydraulic control circuit 56.

[0017] The automatic transmission 24 is a stepped transmission in which any one of the engagement devices of the engagement devices CB is engaged to form any one of a plurality of gear stages (also referred to as gear ratios) γat (= AT input rotation speed Ni / AT output rotation speed No) having different gear ratios. The automatic transmission 24 has the gear stage formed according to the driver's ( = driver) accelerator operation, vehicle speed V, etc. switched 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 represented 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.

[0018] The K0 clutch 20 is a hydraulic friction engagement device constituted by, for example, a multi-plate or single-plate clutch. The K0 clutch 20 has its control states, such as the engaged state, slip state, and released state, switched by changing the K0 torque Tk0, which is the torque capacity of the K0 clutch 20, by means of the regulated hydraulic pressure K0 hydraulic pressure PRk0 supplied from the hydraulic control circuit 56.

[0019] In the vehicle 10, in the engaged state of the K0 clutch 20, the engine 12 and the torque converter 22 are connected so as to be able to transmit power. On the other hand, in the released state of the K0 clutch 20, the power transmission between the engine 12 and the torque converter 22 is interrupted. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that disconnects and connects the engine 12 from the electric motor MG.

[0020] 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 connection shaft 34 to the drive wheels 14 through the K0 clutch 20, the electric motor connection shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in sequence. Also, the power output from the electric motor MG is transmitted to the drive wheels 14 through the electric motor connection shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in sequence regardless of the control state of the K0 clutch 20.

[0021] Vehicle 10 includes a mechanical oil pump MOP58, an electric oil pump EOP60, a pump motor 62, etc. MOP58 is connected to a pump impeller 22a and is rotationally driven by a power source SP to discharge hydraulic oil OIL used in a power transmission device 16. The pump motor 62 is a dedicated motor for EOP60 to rotationally drive EOP60. EOP60 is rotationally driven by the pump motor 62 to discharge hydraulic oil OIL. The hydraulic oil OIL discharged by MOP58 and EOP60 is supplied to a hydraulic control circuit 56. The hydraulic control circuit 56 supplies a regulated CB hydraulic pressure PRcb, a K0 hydraulic pressure PRk0, etc., based on the hydraulic oil OIL discharged by MOP58 and / or EOP60.

[0022] Vehicle 10 further includes an electronic control device 90 including a control device of the vehicle 10. The electronic control device 90 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM to execute various controls of the vehicle 10. The electronic control device 90 is configured to include respective computers for engine control, motor control, clutch control, etc., as necessary.

[0023] The electronic control device 90 is supplied with various signals (for example, the engine rotational speed Ne which is the rotational speed of the engine 12, the turbine rotational speed Nt which is the same value as the AT input rotational speed Ni, the AT output rotational speed No corresponding to the vehicle speed V, the MG rotational speed Nm which is the rotational speed of the electric motor MG, the accelerator opening θacc which is the driver's accelerator operation amount representing the magnitude of the driver's acceleration operation, the throttle valve opening θth which is the opening of the electronic throttle valve, the brake-on signal Bon which is a signal indicating that the brake pedal for operating the wheel brake 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 operating oil temperature THoil which is the temperature of the operating oil OIL in the hydraulic control circuit 56, the operation position (= operation position) POSop indicating the position where the shift lever 64 provided in the vehicle 10 is operated, etc.) based on the detection values by various sensors etc. (for example, the engine rotational speed sensor 70, the turbine rotational speed sensor 72, the output rotational speed sensor 74, the MG rotational speed sensor 76, the accelerator opening sensor 78, the throttle valve opening sensor 80, the brake switch 82, the battery sensor 84, the oil temperature sensor 86, the shift position sensor 88, etc.) provided in the vehicle 10.

[0024] The shift lever 64 is a shift operation member that is operated by the driver to any one of a plurality of operation positions POSop. The operation position POSop is a signal representing a state of selecting the shift position (= shift position) of the automatic transmission 24. The operation position POSop includes, for example, P, R, N, D operation positions respectively corresponding to the P, R, N, D positions as a plurality of shift positions of the automatic transmission 24.

[0025] The P operation position is a parking operation position for selecting the parking position (= P position), which is the parking position of the automatic transmission 24. The P position of the automatic transmission 24 is a shift position of the automatic transmission 24 in which the automatic transmission 24 is in a neutral state and the rotation of the transmission output shaft 26 is mechanically blocked. The neutral state of the automatic transmission 24 is a state in which the automatic transmission 24 cannot transmit power, and is realized, for example, by releasing all the engaging devices CB and blocking the power transmission in the automatic transmission 24. The state in which the rotation of the transmission output shaft 26 is mechanically blocked is a parking lock state in which the transmission output shaft 26 is fixed non-rotatable by a known parking lock mechanism provided in the vehicle 10. The R operation position is a reverse travel operation position for selecting the reverse travel position (= R position), which is the reverse travel position of the automatic transmission 24. The R position of the automatic transmission 24 is a shift position of the automatic transmission 24 that enables the vehicle 10 to travel in reverse. The N operation position is a neutral operation position for selecting the neutral position (= N position), which is the neutral position of the automatic transmission 24. The N position of the automatic transmission 24 is a shift position of the automatic transmission 24 in which the automatic transmission 24 is in a neutral state. The D operation position is a forward travel operation position for selecting the forward travel position (= D position), which is the forward travel position of the automatic transmission 24. The D position of the automatic transmission 24 is a shift position of the automatic transmission 24 that executes automatic transmission control to enable the vehicle 10 to travel forward. Thus, the shift position of the automatic transmission 24 represents the power transmission state in the automatic transmission 24. The P position and N position of the automatic transmission 24 are non-driving positions of the automatic transmission 24 that form a power transmission impossible state in which the automatic transmission 24 cannot transmit power from the power source SP as the power transmission state of the automatic transmission 24. The R position and D position of the automatic transmission 24 are driving positions of the automatic transmission 24 that form a power transmission possible state in which the automatic transmission 24 can transmit power from the power source SP as the power transmission state of the automatic transmission 24.

[0026] From the electronic control unit 90, various command signals (for example, an engine control command signal Se for controlling the engine 12, an MG control command signal Sm for controlling the motor MG, a CB hydraulic pressure control command signal Scb for controlling the engagement device CB, a K0 hydraulic pressure control command signal Sk0 for controlling the K0 clutch 20, an LU hydraulic pressure control command signal Slu for controlling the LU clutch 40, an EOP control command signal Seop for controlling the EOP 60, etc.) are output to each device (for example, the engine control unit 50, the inverter 52, the hydraulic control circuit 56, the pump motor 62, etc.) provided in the vehicle 10, respectively.

[0027] Regarding each hydraulic pressure control command signal S, the K0 hydraulic pressure control command signal Sk0 will be exemplified and described. The electronic control unit 90 calculates a K0 clutch indicated pressure Spk0, which is the indicated pressure of the K0 clutch 20 for supplying the K0 hydraulic pressure PRk0 regulated from the hydraulic control circuit 56 as the command value of the K0 hydraulic pressure PRk0. The indicated pressure is the target hydraulic pressure indicated from the electronic control unit 90 with respect to the hydraulic oil OIL supplied to the engagement device, and the actual hydraulic pressure (actual oil pressure) supplied to the engagement device changes according to this indicated pressure. The electronic control unit 90 converts the K0 clutch indicated pressure Spk0 into a K0 indicated current value Sik0 for driving the K0 solenoid SLk0 provided in the hydraulic control circuit 56. The K0 solenoid SLk0 is a solenoid valve for the K0 clutch 20 that outputs the K0 hydraulic pressure PRk0. The K0 indicated current value Sik0 is the indicated current to the solenoid driver, which is a drive circuit provided in the electronic control unit 90 for driving the K0 solenoid SLk0. The K0 hydraulic pressure control command signal Sk0 is the drive current or drive voltage for the solenoid driver to drive the K0 solenoid SLk0 based on the K0 indicated current value Sik0. That is, the K0 clutch indicated pressure Spk0 is converted into the K0 hydraulic pressure control command signal Sk0 and output to the hydraulic control circuit 56. In this embodiment, for the sake of convenience, the K0 clutch indicated pressure Spk0 and the K0 hydraulic pressure control command signal Sk0 are handled synonymously.

[0028] In order to implement various controls in the vehicle 10, the electronic control device 90 includes a power source control means, i.e., a power source control unit 92, a start control means, i.e., a start control unit 94, a stop control means, i.e., a stop control unit 96, and a shift control means, i.e., a shift control unit 98.

[0029] The power source control unit 92 includes a function as an engine control means, i.e., an engine control unit 92a, for controlling the operation of the engine 12, and a function as a motor control means, i.e., a motor control unit 92b, for controlling the operation of the motor MG via the inverter 52. It is a hybrid control means, i.e., a hybrid control unit, that executes hybrid drive control and the like by the engine 12 and the motor MG through these control functions.

[0030] The power source control unit 92 calculates the driving demand amount for 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, i.e., a predetermined relationship, obtained experimentally or designedly in advance and stored. The driving demand amount is, for example, the required driving torque Trdem at the driving wheels 14. The required driving torque Trdem [Nm] is, in other words, the required driving power Prdem [W] at the vehicle speed V at that time. As the driving demand amount, the required driving force Frdem [N] at the driving wheels 14, the required AT output torque at the output shaft 26 of the transmission, etc. can also be used. In the calculation of the driving demand amount, the AT output rotational speed No or the like can 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 motor MG so as to realize the required driving power Prdem in consideration of transmission losses, accessory loads, the gear ratio γat of the automatic transmission 24, etc. Incidentally, in controls other than controlling the output of the vehicle 10 such as the driving torque Tr, the driving demand amount can also be, for example, simply the accelerator opening θacc or the throttle valve opening θth.

[0031] When the power source control unit 92 can satisfy the required drive torque Trdem only with the output of the electric motor MG, the drive mode for driving the vehicle 10 is set to the BEV drive mode. The BEV drive mode is a motor drive mode in which, with the K0 clutch 20 disengaged and the engine 12 stopped, the vehicle can travel using only the electric motor MG as the power source SP (i.e., BEV travel). On the other hand, when the power source control unit 92 cannot satisfy the required drive torque Trdem without using at least the output of the engine 12, the drive mode is set to the engine drive mode, i.e., the HEV drive mode. The HEV drive mode is a hybrid drive mode in which, with the K0 clutch 20 engaged, the vehicle can travel using at least the engine 12 as the power source SP (i.e., engine travel or hybrid travel = HEV travel). On the other hand, even when the power source control unit 92 can satisfy the required drive torque Trdem only with the output of the electric motor MG, if the battery 54 needs to be charged or if the engine 12 etc. needs to be warmed up, the HEV drive mode is established.

[0032] When, for example, the engine 12 is in a stopped state, the electric motor control unit 92b executes MG idling control, which is idling control of the electric motor MG. The MG idling control sets the target MG rotation speed Nmtgt, which is the target value of the MG rotation speed Nm, to an idling rotation speed of the electric motor MG that is equal to or higher than a predetermined MG idling rotation speed Nmidlf, and controls the MG rotation speed Nm to the target MG rotation speed Nmtgt to put the electric motor MG in an idling state. The MG idling control outputs a predetermined creep torque Tcpf from the electric motor MG to cause a creep phenomenon in which the vehicle 10 slowly moves while remaining in the accelerator-off state when the brake is released during a temporary stop, for example, in a situation where the accelerator is off with the engine 12 stopped. The predetermined creep torque Tcpf is a predetermined torque for driving the vehicle 10 in so-called creep running, for example, when a brake-off operation is performed in a vehicle stopped state and the accelerator remains off. The MG idling control by the electric motor control unit 92b is executed, for example, in the BEV drive mode when the drive request amount is equal to or less than a predetermined zero determination threshold value at which it can be determined that the drive request amount is zero, and the shift lever 64 is in the D operation position or the R operation position. When the drive request amount is equal to or less than the zero determination threshold value, for example, it is when the accelerator opening θacc is determined to be zero, i.e., when the accelerator is off.

[0033] The start control unit 94 determines whether there is an engine start request REQst, which is a request to start the engine 12 to switch the control state of the engine 12 from the stopped state to the operating state. For example, in the BEV drive mode, the start control unit 94 determines whether there is an engine start request REQst based on whether the required drive torque Trdem has increased beyond the range that can be covered by the output of the electric motor MG alone, whether warm-up of the engine 12 etc. is necessary, whether charging of the battery 54 is necessary, and the like.

[0034] The starting control unit 94 controls the K0 clutch 20 so as to execute the starting control of the engine 12, that is, the engine starting control CTst. For example, when the starting control unit 94 determines that there is an engine start request REQst, it outputs a K0 hydraulic control command signal Sk0 to the hydraulic control circuit 56 to control the released K0 clutch 20 toward the engaged state so as to obtain a K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12 side. The cranking torque Tcr is a predetermined torque required for cranking the engine 12 to increase the engine rotational speed Ne.

[0035] The starting control unit 94 controls the engine 12 and the motor MG so as to execute the engine starting control CTst. For example, when the starting control unit 94 determines that there is an engine start request REQst, it outputs an MG control command signal Sm to the inverter 52 for the motor MG to output the cranking torque Tcr in accordance with the switching of the K0 clutch 20 to the engaged state, that is, the cranking of the engine 12. Further, when the starting control unit 94 determines that there is an engine start request REQst, it outputs an engine control command signal Se for starting fuel supply, engine ignition, etc. to the engine control device 50 in conjunction with the cranking of the engine 12 by the K0 clutch 20 and the motor MG. The starting control unit 94 outputs an engine control command signal Se for outputting an engine torque Te so that the self-rotation due to the explosion of the engine 12 becomes stable after the first explosion when the ignition of the engine 12 is started, that is, in a state where the engine 12 has completed an explosion, to the engine control device 50.

[0036] When the engine 12 is being cranked, a reaction torque occurs due to the engagement of the K0 clutch 20. During BEV driving, this reaction torque causes a drop in the driving torque Tr due to the inertia of the engine 12 and the like while the engine is starting. Therefore, the MG torque Tm that is increased toward the cranking torque Tcr when starting the engine 12 is the MG torque Tm for canceling this reaction torque, that is, the MG torque Tm for compensating for this reaction torque, namely, the MG torque Tm for reaction force 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, which flows from the motor MG side to the engine 12 side via the K0 clutch 20. The cranking torque Tcr is, for example, a constant torque predetermined based on specifications of the engine 12, the starting method of the engine 12, and the like.

[0037] FIG. 2 is a diagram showing an example of a time chart when engine start control CTst is executed. In FIG. 2, the time point t1a indicates the time when the engine start control CTst is started because it is determined that there is an engine start request REQst due to, for example, an accelerator pedal depressing operation by the driver during BEV driving. After the start of the engine start control CTst, the packing control of the K0 clutch 20, that is, the K0 packing control is executed (refer to the time point t1a - t2a). The K0 packing control is a control that sets the K0 clutch 20 to a state where the pack clearance in the friction plate etc. of the K0 clutch 20 is packed, that is, a state where the packing is completed, that is, a packing completion state. In the K0 packing control, first, in order to improve the initial responsiveness of the K0 hydraulic pressure PRk0, a quick apply (= QA), that is, the K0 QA control that temporarily outputs a high K0 clutch command pressure Spk0 is executed (refer to part a), and then, in order to complete the packing of the K0 clutch 20, a constant pressure standby for packing that waits at a constant pressure, that is, the K0 constant pressure standby control is executed (refer to part b). In the K0 clutch command pressure Spk0 shown in part b, the K0 hydraulic pressure PRk0 for maintaining the K0 clutch 20 in the packing completion state is output. After the execution of the K0 packing control, in order to crank the engine 12, cranking by the K0 clutch 20 that transmits the cranking torque Tcr to the engine 12 side, that is, the K0 cranking control is executed (refer to after the time point t2a). When the engine rotation speed Ne is increased by the K0 cranking control, engine ignition etc. is started and the operation of the engine 12 is started. After the execution of the K0 cranking control, the engine 12 and the motor MG are rotationally synchronized, that is, the engine rotation speed Ne and the MG rotation speed Nm are synchronized, and the K0 clutch 20 is switched to the fully engaged state (refer to the time point t2a - t3a). The engine rotation speed Ne is the rotation speed of the engine coupling shaft 34 and is the same value as the input rotation speed of the K0 clutch 20. The MG rotation speed Nm is the rotation speed of the motor coupling shaft 36 and is the same value as the output rotation speed of the K0 clutch 20. That is, synchronizing the engine rotation speed Ne and the MG rotation speed Nm is the same as synchronizing the input rotation speed and the output rotation speed of the K0 clutch 20.After the K0 clutch 20 is brought into the fully engaged state, the engine start control CTst is completed (refer to the time point t3a), and the fully engaged state of the K0 clutch 20 is maintained (refer to after the time point t3a).

[0038] In this way, when the start control unit 94 switches the engine 12 from the stopped state to the operating state, during the transition of switching the control state of the K0 clutch 20 from the released state to the engaged state, the K0 clutch 20 is controlled so as to be in the fully packed state, and then the K0 clutch 20 is controlled so that the cranking torque Tcr is transmitted by the K0 clutch 20, and at the same time, the motor MG is controlled so that the cranking torque Tcr is output by the motor MG, and the engine 12 is controlled so that the engine 12 starts operating in conjunction with the cranking of the engine 12, and the engine start control CTst is executed.

[0039] The stop control unit 96 determines the presence or absence of an engine stop request, which is a request to switch the control state of the engine 12 from the operating state to the stopped state. For example, the stop control unit 96 determines whether there is an engine stop request based on whether the required drive torque Trdem is within the range that can be covered only by the output of the motor MG during the HEV driving mode, whether warm-up of the engine 12 etc. is unnecessary, and whether charging of the battery 54 is unnecessary.

[0040] When the stop control unit 96 determines that there is an engine stop request, it outputs an engine control command signal Se for gradually reducing the engine torque Te to the engine control device 50. Thereafter, the stop control unit 96 outputs a K0 hydraulic pressure control command signal Sk0 for switching the K0 clutch 20 to the released state to the hydraulic pressure control circuit 56, and after the K0 clutch 20 is switched to the released state, it outputs an engine control command signal Se for performing a fuel cut to stop the fuel supply to the engine 12 to the engine control device 50.

[0041] The shift control unit 98 performs shift determination of the automatic transmission 24 using, for example, a shift map that is a predetermined relationship, and outputs a CB hydraulic pressure control command signal Scb to the hydraulic control circuit 56 to execute shift control of the automatic transmission 24 as necessary. In the shift control of the automatic transmission 24, the shift control unit 98 performs a shift of the automatic transmission 24, for example, by switching the release side engaging device to the released state and switching the engaging side engaging device to the engaged state. The shift map is a predetermined relationship having a shift line for determining the shift of the automatic transmission 24 on, for example, a two-dimensional coordinate with the vehicle speed V and the required drive torque Trdem as variables. In the shift map, the AT output rotational speed No or the like may be used instead of the vehicle speed V, or the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth, or the like may be used instead of the required drive torque Trdem.

[0042] The shift control unit 98 includes a function as a garage control means, i.e., the garage control unit 98a, which performs garage control CTg when the garage operation OPg is performed by the driver. The garage operation OPg is one of the operations of the shift lever 64 by the driver, and is, for example, a predetermined switching operation from a state of selecting a shift position different from one driving position of the automatic transmission 24 to a state of selecting that one driving position. When one driving position of the automatic transmission 24 is the D position of the automatic transmission 24, the other shift position is, for example, the R position of the automatic transmission 24, which is another driving position of the automatic transmission 24. In this case, the state of selecting one driving position of the automatic transmission 24 is a state where the operation position POSop is the D operation position. The state of selecting another driving position of the automatic transmission 24 is a state where the operation position POSop is the R operation position. That is, the garage operation OPg is, for example, an R→D operation. Or, the other shift position is, for example, the P position or the N position of the automatic transmission 24, which is a non-driving position of the automatic transmission 24. In this case, the state of selecting the non-driving position of the automatic transmission 24 is a state where the operation position POSop is the P operation position or the N operation position. That is, the garage operation OPg is, for example, an N(P)→D operation. Incidentally, a D→R operation, which is a switching operation from a state of selecting the D position of the automatic transmission 24 to a state of selecting the R position, and an N(P)→R operation, which is a switching operation from a state of selecting the P position or the N position of the automatic transmission 24 to a state of selecting the R position, are also a kind of the garage operation OPg. Also, depending on the operation position POSop of the shift lever 64, there may be a case of passing through the N operation position in, for example, an R→D operation or a D→R operation.

[0043] In the automatic transmission 24, for example, when the first engagement device CB1 and the third engagement device CB3 among the engagement devices CB are both in the engaged state, a forward gear stage, for example, the first gear stage, is formed and the automatic transmission 24 is set to the D position. Also, in the automatic transmission 24, for example, when the second engagement device CB2 and the third engagement device CB3 among the engagement devices CB are both in the engaged state, a reverse gear stage is formed and the automatic transmission 24 is set to the R position. When the driver performs a D→N(P) operation, which is a switching operation from the state of selecting the D position of the automatic transmission 24 to the state of selecting the P position or the N position in the state where the first gear stage is formed, the garage control unit 98a switches, for example, the first engagement device CB1 to the released state to set the automatic transmission 24 to the neutral state. Thereby, the automatic transmission 24 is set to the P position or the N position. When the driver performs an N(P)→D operation in the neutral state of the automatic transmission 24 due to the first engagement device CB1 being set to the released state as described above, the garage control unit 98a performs garage control CTg to switch the first engagement device CB1 to the engaged state to form the first gear stage. Thereby, the automatic transmission 24 is set to the D position. Also, when the driver performs an R→N(P) operation, which is a switching operation from the state of selecting the R position of the automatic transmission 24 to the state of selecting the P position or the N position in the state where the reverse gear stage is formed, the garage control unit 98a switches, for example, the second engagement device CB2 to the released state to set the automatic transmission 24 to the neutral state. Thereby, the automatic transmission 24 is set to the P position or the N position. When the driver performs an N(P)→R operation in the neutral state of the automatic transmission 24 due to the second engagement device CB2 being set to the released state as described above, the garage control unit 98a performs garage control CTg to switch the second engagement device CB2 to the engaged state to form the reverse gear stage. Thereby, the automatic transmission 24 is set to the R position.Further, when a D→R operation is performed by the driver while the first gear stage is formed, the garage control unit 98a performs a garage control CTg to form a reverse gear stage by, for example, switching the first engagement device CB1 to the released state and switching the second engagement device CB2 to the engaged state. Thereby, the automatic transmission 24 is switched from the D position to the R position. Further, when an R→D operation is performed by the driver while the reverse gear stage is formed, the garage control unit 98a performs a garage control CTg to form the first gear stage by, for example, switching the second engagement device CB2 to the released state and switching the first engagement device CB1 to the engaged state. Thereby, the automatic transmission 24 is switched from the R position to the D position.

[0044] The automatic transmission 24 is a mechanical transmission having a first engagement device CB1, and the D position, which is a traveling position, is formed as a shift position when the first engagement device CB1 is in the engaged state. The first engagement device CB1 related to the formation of the D position of the automatic transmission 24 among the engagement devices CB is a predetermined engagement device CBf, particularly the first predetermined engagement device, and the traveling position of the automatic transmission 24 due to the formation of the D position is particularly the first traveling position. The R position exemplified as another shift position with respect to the D position of the automatic transmission 24 is a traveling position formed when the second engagement device CB2 of the automatic transmission 24 is in the engaged state. The second engagement device CB2 related to the formation of the R position of the automatic transmission 24 is a predetermined engagement device CBf different from the first predetermined engagement device, particularly the second predetermined engagement device, and the traveling position of the automatic transmission 24 due to the formation of the R position is particularly the second traveling position.

[0045] Here, in order to suppress the engagement shock, the garage control unit 98a outputs a CB hydraulic pressure control command signal Scb to the hydraulic pressure control circuit 56 to perform a slow engagement command DRls for gradually increasing the command pressure of a predetermined engagement device CBf, which is an engagement device engaged in the garage control CTg, to gently engage the predetermined engagement device CBf. That is, the garage control unit 98a executes a normal garage control CTgn that performs the slow engagement command DRls. The slow engagement command DRls is an engagement command that gently engages the predetermined engagement device CBf as compared with a rapid engagement command DRhs described later.

[0046] Alternatively, in order to execute the garage control CTg more quickly than the normal garage control CTgn, the garage control unit 98a may perform a rapid engagement command DRhs for stepwise increasing the command pressure of the predetermined engagement device CBf so as to rapidly engage the predetermined engagement device CBf, instead of the slow engagement command DRls. "Stepwise" means not gradually increasing the command pressure of the predetermined engagement device CBf, but instantaneously increasing it stepwise, for example, from the start of engagement to the maximum pressure, whereby the predetermined engagement device CBf can be rapidly engaged.

[0047] However, when torque is input to the automatic transmission 24, if the rapid engagement command DRhs is performed, an engagement shock is likely to occur, or there is a possibility that the predetermined engagement device CBf may not be rapidly engaged even if the rapid engagement command DRhs is performed. It is desirable to perform the rapid engagement command DRhs when no torque is input to the automatic transmission 24. A state where torque does not need to be input to the automatic transmission 24 is, for example, when the accelerator is off, or when it is possible to temporarily stop the output of the creep torque Tcp. Considering responsiveness, when it is possible to temporarily stop the output of the creep torque Tcp, it is the BEV driving mode. When the garage operation OPg is performed by the driver, the garage control unit 98a executes a rapid garage control CTgq in which the rapid engagement command DRhs is performed in a state where the output of the creep torque Tcp is stopped, that is, in a creep cut state, and then the MG rotational speed Nm is increased to the target MG rotational speed Nmtgt to output the creep torque Tcp from the electric motor MG.

[0048] The creep cut state is a state in which the output of the creep torque Tcp is prohibited, for example, a state in which the MG rotational speed Nm is equal to or lower than a first predetermined rotational speed Nmf1. The first predetermined rotational speed Nmf1 is, for example, an upper limit value of the MG rotational speed Nm that is predetermined to suppress the engagement shock of a predetermined engagement device CBf during rapid garage control CTgq. The state in which the MG rotational speed Nm is equal to or lower than the first predetermined rotational speed Nmf1 is, for example, a state in which the MG rotational speed Nm is zero. When a garage operation OPg is performed by the driver in the BEV driving mode, the garage control unit 98a executes rapid garage control CTgq. Since the rapid engagement command DRhs is issued in a state where the MG rotational speed Nm is equal to or lower than the first predetermined rotational speed Nmf1, the CB hydraulic pressure PRcb required for the engagement of the predetermined engagement device CBf is regulated based on the hydraulic oil OIL discharged by the EOP60. Incidentally, when the MOP58 is connected to a rotating member different from the pump impeller 22a and the other rotating member is rotating during the running of the vehicle 10 in the BEV driving mode, the EOP60 may not be operated.

[0049] When the garage operation OPg is, for example, an R→D operation, it is necessary to switch the second engagement device CB2 to the released state. Also, in the R position, the creep torque Tcp is output from the electric motor MG. When a garage operation OPg that is an R→D operation is performed by the driver, the garage control unit 98a outputs a CB hydraulic pressure control command signal Scb to the hydraulic control circuit 56 to issue a release command DRr for reducing the pilot pressure of the second engagement device CB2 and releasing the second engagement device CB2 before starting the rapid engagement command DRhs for the first engagement device CB1. When a garage operation OPg is performed by the driver while the creep torque Tcp is being output from the electric motor MG, the garage control unit 98a executes rapid garage control CTgq in a state where the output of the creep torque Tcp is temporarily stopped.

[0050] Figure 3 is a diagram showing an example of a time chart when the garage control CTg is executed. In Figure 3, the time point t1b indicates the time when the garage control CTg is started as a result of the driver performing an R→D operation while the creep torque Tcp is being output in the R position of the automatic transmission 24 during the BEV driving mode. In the garage control CTg, switching control is executed to switch from the R position to the D position of the automatic transmission 24, that is, to release the second engagement device CB2 and engage the first engagement device CB1. "AT release side engagement device (CB2)" in the figure indicates the CB hydraulic pressure PRcb of the second engagement device CB2 that becomes the AT release side engagement device. "AT engagement side engagement device (CB1)" indicates the CB hydraulic pressure PRcb of the first engagement device CB1 that becomes the AT engagement side engagement device as the predetermined engagement device CBf. When the garage control CTg is executed in the normal garage control CTgn, as shown by the dashed line in the MG rotational speed Nm, the MG rotational speed Nm is maintained at the target MG rotational speed Nmtgt and is not in the creep cut state. In the normal garage control CTgn, a slow engagement command DRls for gently engaging the first engagement device CB1 while releasing the second engagement device CB2 is output, for example, an instruction pressure that gradually increases to the maximum pressure following the rapid filling instruction pressure or the constant pressure standby instruction pressure as shown by the dashed line (refer to after the time point t2b). On the other hand, when the garage control CTg is executed in the rapid garage control CTgq, as shown by the solid line in the MG rotational speed Nm, it is temporarily in the creep cut state. In the rapid garage control CTgq, when it is in the creep cut state, that is, when the MG rotational speed Nm is equal to or less than the first predetermined rotational speed Nmf1, it is determined that the creep cut state is established (refer to the time point t2b). Thereafter, a rapid engagement command DRhs for quickly engaging the first engagement device CB1 is output, for example, an instruction pressure that stepwise increases from the start of engagement to the maximum pressure as shown by the solid line (refer to after the time point t2b). After a predetermined time TMf has elapsed from the time when the rapid engagement command DRhs is output, the creep cut state is released and the output of the creep torque Tcp is started (refer to the time point t3b). When the MG rotational speed Nm is restored to the target MG rotational speed Nmtgt and the creep torque Tcp is restored to the target value, the rapid garage control CTgq is completed (refer to the time point t4b).The CB hydraulic pressure PRcb of the second engagement device CB2 is shown only in the case of the rapid garage control CTgq, but the same applies to the normal garage control CTgn. Also, the actual hydraulic pressure of the first engagement device CB1 is shown only in the case of the rapid garage control CTgq (see the two-dot chain line). Also, for the purpose of comparing the CB hydraulic pressures PRcb of the first engagement device CB1 in the normal garage control CTgn and the rapid garage control CTgq, for convenience, the output start of the indicated pressure of the first engagement device CB1 in the normal garage control CTgn is set at the time t2b.

[0051] By the way, for example, when it is determined that there is an engine start request REQst during the execution of the rapid garage control CTgq, the execution of the rapid garage control CTgq and the execution of the engine start control CTst may overlap. In this case, since it is in the creep cut state during the execution of the rapid garage control CTgq, if the engine start control CTst is started during the execution of the rapid garage control CTgq, there is a risk of engine stall. On the other hand, when it is determined that there is an engine start request REQst during the execution of the rapid garage control CTgq, for example, it is conceivable to start the engine start control CTst after the end of the rapid garage control CTgq and delay the engine start. However, when the engine start request REQst is an engine start request REQst with a high degree of urgency such as accelerator on, the delay in engine start may lead to a sense of sluggishness and there is a risk of a decrease in the responsiveness of engine start.

[0052] Therefore, in order to improve the responsiveness of engine starting, when the starting control unit 94 determines that there is an engine start request REQst during the execution of the rapid garage control CTgq, it starts the engine starting control CTst during the execution of the rapid garage control CTgq and performs the K0 packing control in advance. That is, when there is an engine start request REQst during the execution of the rapid garage control CTgq, even if the MG rotation speed Nm is at a low rotation, the engine starting control CTst is started and the packing of the K0 clutch 20 is performed in advance. In addition, in order to avoid the occurrence of engine stall due to the engagement of the K0 clutch 20 when the MG rotation speed Nm is at a low rotation, the start of the K0 cranking control is delayed until the MG rotation speed Nm rises to the second predetermined rotation speed Nmf2 or higher as the rapid garage control CTgq progresses. That is, when the MG rotation speed Nm is less than the second predetermined rotation speed Nmf2, the execution of the K0 cranking control is delayed to avoid the occurrence of engine stall. The second predetermined rotation speed Nmf2 is, for example, a value higher than the first predetermined rotation speed Nmf1 and is a predetermined lower limit value of the MG rotation speed Nm for avoiding the occurrence of engine stall during the engine starting control CTst. Thereby, it is possible to prepare for the case where the engine start request REQst is an engine start request REQst with a high degree of urgency, and it is possible to achieve both a start response and the avoidance of engine stall due to the unintentional engagement of the K0 clutch 20.

[0053] FIG. 4 is a diagram showing an example of a time chart when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap. In FIG. 4, “AT release side engaging device (CB2)”, “AT engaging side engaging device (CB1)”, etc. are the same as in FIGS. 2 and 3, so their descriptions are omitted. The time point t1c indicates the time when the rapid garage control CTgq is started when the creep torque Tcp is output at the R position of the automatic transmission 24 during the BEV driving mode and, for example, an R→D operation is performed by the driver as a shift operation. In the rapid garage control CTgq, when the creep cut state is set, that is, when the MG rotational speed Nm is equal to or lower than the first predetermined rotational speed Nmf1, the output of the rapid engagement command DRhs for quickly engaging the first engaging device CB1 is started (refer to the time points t1c - t2c). The time point t2c indicates the time when it is determined that there is an engine start request REQst due to the driver's operation of stepping on the accelerator pedal from off to on. Thereafter, although in the creep cut state in the rapid garage control CTgq, the engine start control CTst is started (refer to the time point t3c), and the K0 pack stuffing control is executed (refer to the time points t3c - t4c). When the MG rotational speed Nm becomes equal to or higher than the second predetermined rotational speed Nmf2 as the rapid garage control CTgq progresses, the K0 cranking control is started (refer to the time point t4c). When the engine rotational speed Ne is increased by the K0 cranking control, engine ignition etc. is started and the operation of the engine 12 is started (refer to after the time point t4c). In the comparative example shown by the dashed line, after the MG rotational speed Nm becomes equal to or higher than the second predetermined rotational speed Nmf2, the engine start control CTst is started (refer to the time point t4c), the K0 pack stuffing control is executed (refer to the time points t4c - t5c), and thereafter, the K0 cranking control is started (refer to the time point t5c). Therefore, in the present embodiment shown by the solid line, the responsiveness of engine start is improved compared to the comparative example, and engine stall due to the engagement of the K0 clutch 20 is avoided.

[0054] In this way, when the execution of the rapid garage control CTgq overlaps with the execution of the engine start control CTst, the start control unit 94 controls the K0 clutch 20 so that the K0 clutch 20 is in a fully packed state during the transient period of the rapid garage control CTgq, and controls the K0 clutch 20 so that the cranking torque Tcr is transmitted by the K0 clutch 20 after the MG rotational speed Nm has risen to the second predetermined rotational speed Nmf2 or higher.

[0055] The case where the execution of the rapid garage control CTgq overlaps with the execution of the engine start control CTst means, for example, when the start control unit 94 determines that there is an engine start request REQst during the execution of the rapid garage control CTgq, or when the start control unit 94 determines that there is an engine start request REQst and the engine start control CTst has not yet been started, and the rapid garage control CTgq is started. This includes cases where there is an engine start request REQst in a state where the engine start control CTst has not yet been started after the start of the rapid garage control CTgq.

[0056] When the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, the start control unit 94 may perform control to pre-pack the K0 clutch 20, particularly when the engine start request REQst is an engine start request REQst with a high degree of urgency. That is, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, if the engine start request REQst is an engine start request REQst with a high degree of urgency, the start control unit 94 controls the K0 clutch 20 so that the K0 clutch 20 is in a fully packed state during the transient period of the rapid garage control CTgq, and controls the K0 clutch 20 so that the cranking torque Tcr is transmitted by the K0 clutch 20 after the MG rotation speed Nm has risen above the second predetermined rotation speed Nmf2. On the other hand, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, if the engine start request REQst is an engine start request REQst with a low degree of urgency, the start control unit 94 starts the engine start control CTst after the execution of the rapid garage control CTgq or after the MG rotation speed Nm has risen above the second predetermined rotation speed Nmf2 during the transient period of the rapid garage control CTgq.

[0057] The engine start request REQst with a high degree of urgency is, for example, an engine start request REQst due to an increase in the required drive torque Trdem accompanying an accelerator operation by the driver, an engine start request REQst by a system such as an automatic driving control including a known cruise control, etc. Also, the engine start request REQst with a high degree of urgency is, for example, an engine start request REQst due to the need for warm-up of the engine 12 etc., an engine start request REQst due to the need for charging of the battery 54, etc.

[0058] Both the CB hydraulic pressure PRcb and the K0 hydraulic pressure PRk0 are hydraulic pressures regulated based on the hydraulic oil OIL discharged by the MOP58 and / or the EOP60. Therefore, if the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, there is a risk that the required flow rate of the hydraulic oil OIL cannot be ensured. That is, there is a risk that the flow balance of the hydraulic oil OIL does not hold between the K0 hydraulic pressure PRk0 and the CB hydraulic pressure PRcb. Thus, the start control unit 94 delays the start of the engine start control CTst in order to establish the flow balance of the hydraulic oil OIL between the K0 hydraulic pressure PRk0 and the CB hydraulic pressure PRcb, that is, to ensure the required flow rate for the CB hydraulic pressure PRcb, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap and the engagement of the AT engagement side engagement device, i.e., the predetermined engagement device CBf, in the rapid garage control CTgq is not completed. That is, until the engagement of the predetermined engagement device CBf in the rapid garage control CTgq is completed, the start of the engagement control of the K0 clutch 20, i.e., the start of the K0 packing control, in the engine start control CTst is delayed. Thereby, the robustness and compatibility of the engagement control of the predetermined engagement device CBf in the rapid garage control CTgq are prioritized over the engagement control of the K0 clutch 20. Therefore, in addition to achieving both the start response and the avoidance of engine stall due to the unintended engagement of the K0 clutch 20, the flow balance of the hydraulic oil OIL can also be established.

[0059] Figure 5 is a flowchart for explaining the main part of the control operation of the electronic control device 90, and is a flowchart for explaining the control operation for suppressing the occurrence of engine stall while suppressing the decrease in the responsiveness of engine start when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, and is repeatedly executed, for example.

[0060] In FIG. 5, first, in step S10 corresponding to the function of the garage control unit 98a (hereinafter, steps are omitted), it is determined whether or not the rapid garage control CTgq, that is, the quick garage control, has been started. If the determination in this S10 is negative, this routine is terminated. If the determination in this S10 is affirmative, in S20 corresponding to the function of the start control unit 94, it is determined whether or not there is an engine start request REQst, particularly an engine start request REQst with a high degree of urgency. If the determination in this S20 is negative, in S30 corresponding to the function of the garage control unit 98a, the rapid garage control CTgq is continuously executed. If the determination in the above S20 is affirmative, in S40 corresponding to the function of the garage control unit 98a, it is determined whether or not the engagement of the AT engagement side engagement device in the garage control CTg has been completed. If the determination in this S40 is negative, in S50 corresponding to the function of the garage control unit 98a, the rapid garage control CTgq is advanced. Next to this S50, the above S40 is executed. If the determination in the above S40 is affirmative, in S60 corresponding to the function of the start control unit 94, the K0QA control is started and the previous K0 pack stuffing control is executed. Next, in S70 corresponding to the function of the garage control unit 98a, it is determined whether or not the MG rotational speed Nm has been increased to a second predetermined rotational speed Nmf2 or more. If the determination in this S70 is negative, in S80 corresponding to the function of the garage control unit 98a, the rapid garage control CTgq is advanced. Next to this S80, the above S70 is executed. If the determination in the above S70 is affirmative, in S90 corresponding to the function of the start control unit 94, the cranking by the K0 clutch 20 is started.

[0061] As described above, according to this embodiment, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, the K0 clutch 20 is controlled so that the K0 clutch 20 is in a fully packed state during the transient period of the rapid garage control CTgq, and after the MG rotational speed Nm is increased to a second predetermined rotational speed Nmf2 or higher, the K0 clutch 20 is controlled so that the cranking torque Tcr is transmitted by the K0 clutch 20. Therefore, until the MG rotational speed Nm is increased to the second predetermined rotational speed Nmf2 or higher, the engagement operation of the K0 clutch 20 is advanced until immediately before cranking by the K0 clutch 20 in a range where the K0 clutch 20 has no torque capacity. As a result, even if the engine start request REQst is an engine start request REQst with a high degree of urgency, the jerk feeling during engine start is suppressed. In addition, in the low rotational speed range where the MG rotational speed Nm is less than the second predetermined rotational speed Nmf2 and there is concern about the occurrence of engine stall, cranking by the K0 clutch 20 is not performed. Therefore, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, it is possible to suppress or avoid the occurrence of engine stall while suppressing a decrease in the responsiveness of engine start.

[0062] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable to other aspects.

[0063] For example, in the above-described embodiment, when the execution of the rapid garage control CTgq and the execution of the engine start control CTst overlap, if the MG rotational speed Nm is less than the second predetermined rotational speed Nmf2, the execution of the K0 cranking control is delayed. On the other hand, in the engine start control CTst, in the engagement control of the K0 clutch 20, for example, when the time from the start of the K0 packing control elapses a backup timer that is predetermined, the K0 cranking control is forcibly started, and backup control may be executed. In this case, if the above-described delay of the K0 cranking control becomes long, it may hit the backup timer, the K0 cranking control may be started, and engine stall may occur. Therefore, in order to avoid the occurrence of this engine stall, when the rapid garage control CTgq has elapsed a predetermined garage control time and there is an engine start request REQst, the garage control unit 98a releases the creep cut state, returns the MG rotational speed Nm to the target MG rotational speed Nmtgt, and then executes the normal garage control CTgn. The predetermined garage control time is a predetermined threshold value for enabling the transition from the rapid garage control CTgq to the normal garage control CTgn, for example, until the time from the start of the K0 packing control elapses the backup timer.

[0064] Also, in the above-described embodiment, S40 and S50 in the flowchart of FIG. 5 do not necessarily have to be executed. Further, in S20, it may be determined whether or not there is simply an engine start request REQst, rather than an engine start request REQst with a high degree of urgency.

[0065] Further, in the above-described embodiment, the first engagement device CB1 related to the formation of the D position of the automatic transmission 24 among the engagement devices CB is exemplified as a predetermined engagement device CBf, particularly the first predetermined engagement device, and the garage operation OPg to the D operation position is exemplified. However, the present invention is not limited to this aspect. For example, even if the garage operation OPg to the R operation position uses the second engagement device CB2 related to the formation of the R position of the automatic transmission 24 as the first predetermined engagement device, the present invention can be applied. In this case, the first engagement device CB1 related to the formation of the D position of the automatic transmission 24 is the second predetermined engagement device, the traveling position of the automatic transmission 24 due to the formation of the R position is the first traveling position, and the traveling position of the automatic transmission 24 due to the formation of the D position is the second traveling position.

[0066] Further, in the above-described embodiment, a planetary gear type automatic transmission is exemplified as the automatic transmission 24. However, the present invention is not limited to this aspect. For example, the automatic transmission 24 may be a known DCT (Dual Clutch Transmission), a known belt type continuously variable transmission, or the like. When the automatic transmission 24 is a DCT, one of the engagement devices connected to each of the two input shafts corresponds to the predetermined engagement device CBf. When the automatic transmission 24 is a belt type continuously variable transmission, one of the engagement devices of the forward and reverse switching device provided together with the belt type continuously variable transmission, namely, the forward clutch and the reverse brake, corresponds to the predetermined engagement device CBf. In short, the present invention can be applied to a vehicle including a power source including an engine and an electric motor, a clutch provided between the engine and the electric motor, and a transmission that transmits the output torque of the power source to the drive wheels.

[0067] Further, in the above-described embodiment, the torque converter 22 is used as the fluid transmission device. However, the present invention is not limited to this aspect. For example, as the fluid transmission device, instead of the torque converter 22, another fluid transmission device such as a fluid coupling without a torque amplification effect may be used. Or, the fluid transmission device does not necessarily have to be provided and may be replaced with, for example, a clutch for starting.

[0068] The above is only one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Explanation of Signs

[0069] 10: Vehicle 12: Engine 14: Driving wheel 20: K0 clutch (clutch) 24: Automatic transmission (transmission) 90: Electronic control unit (control unit) 94: Starting control unit 98a: Garage control unit CBf: Predetermined engagement device MG: Electric motor

Claims

【Claim 1】 A vehicle control device comprising: an engine; an electric motor connected to be capable of transmitting power in a power transmission path between the engine and drive wheels; a clutch provided between the engine and the electric motor in the power transmission path; and a transmission provided between the electric motor and the drive wheels in the power transmission path, the transmission having a predetermined engagement device, and a traveling position in which power from the electric motor can be transmitted when the predetermined engagement device is in an engaged state is formed as a shift position, wherein during a transition in which the control state of the clutch is switched from a released state to an engaged state, after controlling the clutch so that the clutch is in a fully packed state in which the pack clearance is filled, the clutch is controlled so that the clutch transmits a cranking torque required to increase the rotational speed of the engine, the electric motor is controlled so that the electric motor outputs the cranking torque, and the engine is controlled so that the engine starts operating in conjunction with the cranking; a starting control unit that executes engine starting control; when a predetermined switching operation from a state of selecting a shift position different from the traveling position of the transmission to a state of selecting the traveling position is performed by a driver, the rotational speed of the electric motor is set to be equal to or lower than a predetermined first predetermined rotational speed at which engagement shock of the predetermined engagement device is suppressed, and the command pressure of the predetermined engagement device is gradually increased so as to quickly engage the predetermined engagement device; a garage control unit that executes quick garage control; including when the execution of the quick garage control and the execution of the engine starting control overlap, the starting control unit controls the clutch so that the clutch is in the fully packed state during the transition of the quick garage control, and after the rotational speed of the electric motor is increased to be equal to or higher than a predetermined second predetermined rotational speed higher than the first predetermined rotational speed that avoids the occurrence of engine stall during the engine starting control, the clutch is controlled so that the clutch transmits the cranking torque. A vehicle control device characterized by the above.

Images