Vehicle control device

Abstract

To suppress deterioration in engine starting performance due to communication delay, in starting an engine.SOLUTION: An engine control part, when a transition from a predetermined progress stage to the next progress stage is permitted in starting an engine, outputs a command value for driving at the time of starting the engine in the next progress stage, on the basis of command value information including the magnitude and output time of a command value for starting in the next progress stage, which is calculated and transmitted by a clutch control part, prior to transmission of the command value for starting in the next progress stage from the clutch control part accompanying the permission for the transition to the next progress stage, thereby suppressing a delay in starting of the next progress stage with respect to control of the engine due to communication delay. This can suppress deterioration in engine starting performance due to the communication delay, in starting the engine.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle provided with a clutch provided between an engine and drive wheels.

Background Art

[0002] A control device for a vehicle including an engine, a clutch provided in a power transmission path between the engine and drive wheels, and a hydraulic control circuit that supplies regulated hydraulic pressure used for switching the control state of the clutch is well known. For example, the communication abnormality countermeasure control device for a hybrid vehicle described in Patent Document 1 is such a device. Patent Document 1 discloses performing information exchange between an engine controller that controls an engine, a clutch controller that controls a clutch, and an integrated controller that calculates command values for each controller by communication, and when starting the engine, while engaging the clutch, cranking the engine with an electric motor provided between the clutch and the drive wheels, and performing ignition and the like in accordance with the cranking to start the operation of the engine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when starting the engine, it is necessary to coordinate the engine control and the clutch control. If each control is performed by different control units or controllers, etc., during engine startup, a delay may occur in clutch control due to communication delay caused by the signal transmission cycle via the data bus line between the control units, etc. Then, for example, the start of the characteristic progress stage during the transition to the engaged state of the clutch may be delayed with respect to the engine control, resulting in a shock or deterioration of the engine startup performance.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device capable of suppressing deterioration of engine startup performance due to communication delay when starting the engine.

Means for Solving the Problem

[0006] The gist of the first invention is a control device for a vehicle, comprising: (a) an engine, a clutch provided in a power transmission path between the engine and drive wheels, and a hydraulic control circuit that supplies regulated hydraulic pressure used for switching the control state of the clutch; (b) a clutch control unit that calculates a starting command value for regulating the hydraulic pressure so as to switch the control state of the clutch from a released state to an engaged state when starting the engine; (c) an engine control unit that outputs a driving command value for starting to drive the hydraulic control circuit based on the starting command value transmitted from the clutch control unit when starting the engine, and controls the engine so that the engine starts operating in conjunction with the switching of the clutch to the engaged state; (d) the clutch control unit calculates command value information including the magnitude and output time of the starting command value in the next progress stage at a predetermined progress stage during the transition of the clutch to the engaged state when starting the engine, and transmits the command value information to the engine control unit; (e) when permitting the transition from the predetermined progress stage to the next progress stage when starting the engine, the engine control unit outputs a driving command value for starting in the next progress stage based on the command value information prior to the transmission of the starting command value in the next progress stage from the clutch control unit accompanying the permission of the transition to the next progress stage.

Effect of the Invention

[0007] According to the first invention, when the engine control unit permits the transition from a predetermined progress stage to the next progress stage during engine starting, prior to the transmission of the starting command value for the next progress stage from the clutch control unit accompanying the permission of the transition to the next progress stage, based on the command value information including the magnitude and output time of the starting command value for the next progress stage calculated and transmitted by the clutch control unit, the driving command value for starting in the next progress stage is output. Thus, the start delay of the next progress stage with respect to the engine control due to communication delay is suppressed. Therefore, it is possible to suppress the deterioration of engine starting performance due to communication delay during engine starting.

Brief Description of Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

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

Examples

[0010] 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 control functions and main parts of the 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 the 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 the engine torque Te, which is the 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 has its output torque, i.e., the MG torque Tm, controlled by controlling the inverter 52 by an electronic control unit 90 described later. The MG torque Tm is, for example, a driving torque when it is a positive torque on the acceleration side and a regenerative torque when it is a negative torque on the deceleration side in the case of forward rotation where the rotation direction of the electric motor MG is the same as that during the operation of the engine 12. Specifically, the electric motor MG generates power by the electric power supplied from the battery 54. Also, the electric motor MG generates electricity by the power of the engine 12 or the driven power input from the drive wheel 14 side. The battery 54 charges the electric power generated by the electric motor MG. 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 connection shaft 34 connecting the engine 12 and the K0 clutch 20, a motor connection shaft 36 connecting the K0 clutch 20 and the torque converter 22, etc.

[0014] The motor MG is connected within the case 18 to the motor connection shaft 36 in a power-transmittable manner. That is, the motor MG is connected in a power-transmittable manner to the power transmission path between the engine 12 and the drive wheels 14, particularly the power transmission path between the K0 clutch 20 and the torque converter 22. Put another way, the motor MG is connected in a power-transmittable manner to the torque converter 22 and the automatic transmission 24 without passing through the K0 clutch 20.

[0015] The torque converter 22 includes an impeller 22a connected to the motor connection shaft 36 and a turbine 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 from the motor connection shaft 36 to the transmission input shaft 38 via a fluid. The torque converter 22 includes an LU clutch 40 as a direct clutch that connects the impeller 22a and the turbine 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 operating state, that is, the control state of the LU clutch 40 is switched by changing the LU torque Tlu which is the torque capacity of the LU clutch 40 by the regulated hydraulic pressure PRlu which is the regulated hydraulic pressure supplied from the hydraulic control circuit 56 provided in the vehicle 10. As the control state of the LU clutch 40, there are a released state in which the LU clutch 40 is completely released, a slip state in which the LU clutch 40 is engaged with slippage, and an engaged state in which the LU clutch 40 is completely engaged. When the LU clutch 40 is set to the released state, the torque converter 22 is set to the torque converter state in which a torque amplification effect can be obtained. Also, when the LU clutch 40 is set to the engaged state, the torque converter 22 is set to the lock-up state in which the impeller 22a and the turbine 22b are integrally rotated.

[0017] The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one set 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. The control state such as the engaged state or the released state of each engagement device CB is switched by changing the CB torque Tcb which is the respective torque capacity by the regulated hydraulic pressure PRcb which is the regulated hydraulic pressure supplied from the hydraulic control circuit 56.

[0018] The automatic transmission 24 is a stepped transmission in which any one of the engaging devices in the engaging device CB is engaged to form any one of a plurality of gear positions (also referred to as gear steps) with different gear ratios (also referred to as gear ratios) γat (= AT input rotational speed Ni / AT output rotational speed No). The automatic transmission 24 is switched between gear positions formed according to the driver's ( = driver) accelerator operation, vehicle speed V, etc. by an electronic control unit 90 described later. The AT input rotational speed Ni is the rotational speed of the transmission input shaft 38 and is the input rotational speed of the automatic transmission 24. The AT input rotational speed Ni is the same value as the turbine rotational speed Nt which is the output rotational speed of the torque converter 22. The AT input rotational speed Ni can be represented by the turbine rotational speed Nt. The AT output rotational speed No is the rotational speed of the transmission output shaft 26 and is the output rotational speed of the automatic transmission 24.

[0019] The K0 clutch 20 is a hydraulic friction engaging device constituted by, for example, a multi-plate or single-plate clutch. The control state such as the engaged state, the slip state, the released state, etc. 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 regulated hydraulic pressure PRk0 supplied from the hydraulic control circuit 56.

[0020] 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 for connecting and disconnecting the engine 12 from the electric motor MG.

[0021] 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 drive wheels 14 through the K0 clutch 20, the 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 sequence. Also, the power output from the motor MG is transmitted from the motor connecting shaft 36 to the drive wheels 14 through 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.

[0022] The vehicle 10 includes a mechanical oil pump MOP58, an electric oil pump EOP60, a pump motor 62, etc. The MOP58 is connected to the pump impeller 22a and is rotationally driven by a power source SP to discharge the hydraulic oil OIL used in the power transmission device 16. The pump motor 62 is a motor dedicated to the EOP60 for rotationally driving the EOP60. The EOP60 is rotationally driven by the pump motor 62 to discharge the hydraulic oil OIL. The hydraulic oil OIL discharged by the MOP58 and the EOP60 is supplied to the hydraulic control circuit 56. The hydraulic control circuit 56 supplies the regulated LU hydraulic pressure PRlu, CB hydraulic pressure PRcb, K0 hydraulic pressure PRk0, etc. based on the hydraulic oil OIL discharged by the MOP58 and / or the EOP60.

[0023] The 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 having, 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 each computer for engine control, motor control, clutch control, etc. as necessary.

[0024] The electronic control unit 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, and the operating oil temperature THoil which is the temperature of the operating oil OIL in the hydraulic control circuit 56, etc.) based on the detection values from various sensors (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, etc.) provided in the vehicle 10.

[0025] The electronic control unit 90 outputs various command signals (for example, the engine control command signal Se for controlling the engine 12, the MG control command signal Sm for controlling the electric motor MG, the CB hydraulic control command signal Scb for controlling the engagement device CB, the K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, the LU hydraulic control command signal Slu for controlling the LU clutch 40, the EOP control command signal Seop for controlling the EOP 60, etc.) 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.

[0026] Regarding each hydraulic control command signal S, the K0 hydraulic control command signal Sk0 will be exemplified and explained. The electronic control unit 90 calculates a K0 hydraulic command value Spk0, which is a hydraulic command value for supplying the K0 hydraulic pressure PRk0 regulated by the hydraulic control circuit 56. The electronic control unit 90 converts the K0 hydraulic command value Spk0 into a K0 instruction 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 hydraulic control command signal Sk0 is a K0 drive current value Sik0d for driving the K0 solenoid SLk0 by the SLk0 linear driver 92a3 (see FIG. 3 described later) provided in the electronic control unit 90 based on the K0 instruction current value Sik0. The SLk0 linear driver 92a3 is a drive circuit for driving the K0 solenoid SLk0.

[0027] The electronic control unit 90 includes a power source control means, i.e., a power source control unit 92, and a clutch control means, i.e., a clutch control unit 94, to realize various controls in the vehicle 10.

[0028] 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.

[0029] The power source control unit 92 calculates a driving demand amount DEM 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 obtained experimentally or designedly in advance and stored, that is, a predetermined relationship. The driving demand amount DEM 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 DEM, the required driving force Frdem [N] at the driving wheels 14, the required AT output torque at the transmission output shaft 26, etc. can also be used. In the calculation of the driving demand amount DEM, the AT output rotational speed No or the like 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 motor MG so as to realize the required driving power Prdem in consideration of transmission losses, auxiliary load, 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 DEM can also be used, for example, simply using the accelerator opening θacc, the throttle valve opening θth, etc.

[0030] When the power source control unit 92 can cover the required driving torque Trdem only with the output of the motor MG, the driving mode for driving the vehicle 10 is set to the BEV driving mode. The BEV driving mode is a motor driving mode (= BEV driving) in which motor running is possible using only the motor MG as the power source SP in the released state of the K0 clutch 20. On the other hand, when the power source control unit 92 cannot cover the required driving torque Trdem without using at least the output of the engine 12, the driving mode is set to the engine driving mode, that is, the HEV driving mode. The HEV driving mode is a hybrid driving mode in which engine running (= hybrid running = HEV running) is possible using at least the engine 12 as the power source SP in the engaged state of the K0 clutch 20. On the other hand, even when the power source control unit 92 can cover the required driving torque Trdem only with the output of the motor MG, when charging of the battery 54 is necessary or warming up of the engine 12 or the like is necessary, the HEV driving mode is established.

[0031] The power source control unit 92 determines whether there is an engine start request to switch the control state of the engine 12 from the stopped state to the operating state. For example, when in the BEV driving mode, the power source control unit 92 determines whether there is an engine start request based on whether the required drive torque Trdem has increased beyond the range that can be covered by only the output of the electric motor MG, whether warm-up of the engine 12 etc. is necessary, whether charging of the battery 54 is necessary, and the like.

[0032] When the power source control unit 92 determines that there is an engine start request, the clutch control unit 94 controls the K0 clutch 20 to execute the start control of the engine 12. For example, the clutch control unit 94 calculates a K0 command current value Sik0 for controlling 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. That is, when starting the engine 12, the clutch control unit 94 calculates a starting K0 command current value Sik0 as a command value for regulating the K0 hydraulic pressure PRk0 so as to switch the control state of the K0 clutch 20 from the released state to the engaged state. The cranking torque Tcr is the torque required for cranking the engine 12 to raise the engine rotational speed Ne.

[0033] When the power source control unit 92 determines that there is an engine start request, it controls the engine 12 and the motor MG so as to execute the start control of the engine 12. For example, when starting the engine 12, the engine control unit 92a outputs, as a driving command value for starting to drive the hydraulic control circuit 56, that is, the K0 solenoid SLk0, the starting K0 drive current value Sik0d based on the starting K0 command current value Sik0 transmitted from the clutch control unit 94. The motor control unit 92b outputs an MG control command signal Sm for the inverter 52 so that the motor MG outputs a cranking torque Tcr in accordance with the switching to the engaged state of the K0 clutch 20. That is, when starting the engine 12, the motor control unit 92b outputs an MG control command signal Sm for controlling the motor MG so that the motor MG outputs a cranking torque Tcr, that is, so that the MG torque Tm increases by the amount of the cranking torque Tcr, to the inverter 52. Further, the engine control unit 92a 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. That is, when starting the engine 12, the engine control unit 92a outputs an engine control command signal Se for controlling the engine 12 so that the engine 12 starts operating in conjunction with the switching to the engaged state of the K0 clutch 20, that is, the cranking of the engine 12, to the engine control device 50. The engine control unit 92a 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, so that the engine 12 is in a state of complete explosion, to the engine control device 50.

[0034] When the engine 12 is being cranked, a reaction torque is generated due to the engagement of the K0 clutch 20. During BEV driving, this reaction torque causes a decrease in the driving torque Tr due to the inertia of the engine 12 etc. during engine startup. 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 flowing 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 engine startup method of the engine 12, etc.

[0035] After the initial explosion of the engine 12, the electric motor control unit 92b outputs an MG control command signal Sm to the inverter 52 to stop the output of the cranking torque Tcr of the electric motor MG, thereby ending the cranking of the engine 12. After the cranking of the engine 12 is completed, the clutch control unit 94 outputs a K0 command current value Sik0 to wait for switching to the engaged state of the K0 clutch 20 so as to reduce the K0 torque Tk0 below the cranking torque Tcr and maintain it at a predetermined torque Tk0f. The predetermined torque Tk0f is a predetermined K0 torque Tk0 that is smaller than the cranking torque Tcr so as not to cause an explosion disturbance of the engine 12 after the completion of cranking. Not causing an explosion disturbance of the engine 12 means not interfering with the self-rotation of the engine 12 after the initial explosion of the engine 12. From another perspective, when increasing the engine rotation speed Ne by self-rotation after ignition of the engine 12, if the K0 clutch 20 has a K0 torque Tk0 equivalent to the cranking torque Tcr, for example, the starting shock may increase due to the influence of the inertia of the electric motor MG and the like on the downstream side of the K0 clutch 20. The predetermined torque Tk0f is a predetermined K0 torque Tk0 that is smaller than the cranking torque Tcr to reduce the starting shock when increasing the engine rotation speed Ne by the self-rotation of the engine 12 after the completion of cranking of the engine 12. After the explosion of the engine 12, the clutch control unit 94 outputs a K0 command current value Sik0 to control the K0 clutch 20 toward the engaged state so as to obtain a synchronization K0 torque Tk0syc for synchronizing the input rotation speed and the output rotation speed of the K0 clutch 20. The input rotation speed of the K0 clutch 20 is the rotation speed of the engine connection shaft 34, which is the same value as the engine rotation speed Ne. The output rotation speed of the K0 clutch 20 is the rotation speed of the electric motor connection shaft 36, which is the same value as the MG rotation speed Nm. That is, synchronizing the input rotation speed and the output rotation speed of the K0 clutch 20 is the same as synchronizing the engine rotation speed Ne and the MG rotation speed Nm.

[0036] The power source control unit 92 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, when in the HEV drive mode, the power source control unit 92 determines whether there is an engine stop request based on whether the required drive torque Trdem is within the range that can be covered by only the output of the motor MG, whether warm-up of the engine 12 etc. is unnecessary, and whether charging of the battery 54 is unnecessary.

[0037] When the power source control unit 92 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, after the K0 clutch 20 is switched to the released state by the clutch control unit 94, the power source control unit 92 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.

[0038] The clutch control unit 94 performs gearshift determination of the automatic transmission 24 using, for example, a gearshift map that is a predetermined relationship, and outputs a CB hydraulic pressure control command signal Scb for executing gearshift control of the automatic transmission 24 to the hydraulic pressure control circuit 56 as necessary. The gearshift map has a gearshift line for determining the gearshift of the automatic transmission 24 on a two-dimensional coordinate with, for example, the vehicle speed V and the required drive torque Trdem as variables in a predetermined relationship. In the gearshift map, the AT output rotational speed No etc. may be used instead of the vehicle speed V, or the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth etc. may be used instead of the required drive torque Trdem.

[0039] FIG. 2 is a diagram showing an example of a time chart when the start control of the engine 12 is executed. In FIG. 2, the time point t1 indicates the time when the start control of the engine 12 is started because it is determined that there is an engine start request due to an accelerator pedal depressing operation by the driver, for example, during BEV driving. After the start control of the engine 12 is started, the pack packing control of the K0 clutch 20, that is, the K0 pack packing control is executed (refer to the time point t1 - the time point t2). The K0 pack packing control is a control for packing the K0 clutch 20 so that the pack clearance in the friction plate etc. of the K0 clutch 20 is in a packed state. In the K0 pack packing control, first, in order to improve the initial responsiveness of the K0 hydraulic pressure PRk0, a quick apply (=QA) that temporarily outputs a high K0 drive current value Sik0d 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 is executed (refer to part b). In the broken line in the constant pressure standby for packing, the K0 drive current value Sik0d that is a constant pack pressure PRk0pk of the K0 hydraulic pressure PRk0 for maintaining the K0 clutch 20 in the packed completion state is output. In the solid line in the constant pressure standby for packing, the K0 drive current value Sik0d that is the total K0 hydraulic pressure PRk0 obtained by adding the K0 hydraulic pressure PRk0 corresponding to the cranking torque Tcr to the pack pressure PRk0pk is output. Although the periods of the K0 pack packing control are originally different between the K0 drive current value Sik0d shown by the broken line and the K0 drive current value Sik0d shown by the solid line, in FIG. 2, they are made the same length for convenience.

[0040] After the completion of the K0 packing control, in order to crank the engine 12, cranking, i.e., K0 cranking, is performed by the K0 clutch 20 that transmits the cranking torque Tcr to the engine 12 side (refer to the time point t2 - time point t3). The K0 drive current value Sik0d during K0 cranking is the K0 drive current value Sik0d for realizing the total K0 hydraulic pressure PRk0 obtained by adding the K0 hydraulic pressure PRk0 corresponding to the cranking torque Tcr to the pack pressure PRk0pk, and is the K0 drive current value Sik0d for regulating the K0 hydraulic pressure PRk0 so that the K0 clutch 20 transmits the cranking torque Tcr. During K0 cranking, an MG torque Tm of a magnitude corresponding to the cranking torque Tcr, i.e., an MG torque Tm for reaction force compensation, is output from the motor MG. When the engine rotational speed Ne is increased during K0 cranking, engine ignition etc. is started and the engine 12 is caused to fire for the first time.

[0041] After the completion of K0 cranking, in order to wait for the switching of the engagement state of the K0 clutch 20, post - cranking constant - pressure standby is executed to reduce the K0 torque Tk0 below the cranking torque Tcr and maintain it at a predetermined torque Tk0f (refer to the time point t3 - time point t4). The K0 drive current value Sik0d during post - cranking constant - pressure standby is, for example, a value equal to or larger than the value for maintaining the K0 clutch 20 in the completely packed state, and is the K0 drive current value Sik0d for realizing a K0 torque Tk0 that does not cause an explosion disturbance of the engine 12, and is the K0 drive current value Sik0d for regulating the K0 hydraulic pressure PRk0 so as to reduce the K0 torque Tk0 below the cranking torque Tcr and temporarily maintain it at the predetermined torque Tk0f. During the execution of post - cranking constant - pressure standby, the engine rotational speed Ne is increased not by the K0 torque Tk0 but solely by the combustion torque of the engine 12. In this embodiment, prior to the execution of post - cranking constant - pressure standby, a quick drain (= QD) that temporarily outputs a low K0 drive current value Sik0d is executed to improve the initial responsiveness of the K0 hydraulic pressure PRk0 (refer to part c).

[0042] During the execution of the constant pressure standby after cranking, when the self-rotation due to the explosion of the engine 12 becomes stable, that is, when the engine 12 has completed an explosion, rotation synchronization control between the engine 12 and the motor MG, that is, synchronization control by the K0 clutch 20 that synchronizes the engine rotation speed Ne and the MG rotation speed Nm, that is, K0 synchronization control, is executed (refer to after the time point t4). The completion of the explosion of the engine 12 is determined, for example, when a complete explosion notification is output from the engine control unit 92a. The complete explosion notification of the engine 12 is output by the engine control unit 92a, for example, when the elapsed time from the time when the engine rotation speed Ne reaches the pre-determined complete explosion rotation speed of the engine 12 exceeds the pre-determined complete explosion notification waiting time. This complete explosion notification waiting time is determined in advance in consideration of, for example, the exhaust gas requirements of the engine 12. After the synchronization of the input rotation speed and the output rotation speed of the K0 clutch 20, that is, after the completion of K0 synchronization, that is, after the switching to the engaged state of the K0 clutch 20, that is, after the completion of K0 engagement, K0 full engagement control for shifting the K0 clutch 20 to the fully engaged state is executed. After the K0 clutch 20 is brought into the fully engaged state by the K0 full engagement control, the starting control of the engine 12 is completed (refer to the time point t5), and the fully engaged state of the K0 clutch 20 is maintained (refer to after the time point t5).

[0043] FIG. 3 is a diagram showing an example of an engine control unit 92a and a clutch control unit 94 that constitute a part of the electronic control device 90. In FIG. 3, the electronic control device 90 includes an engine control computer ENG_ECU that functions as the engine control unit 92a, and a clutch control computer CLT_ECU that functions as the clutch control unit 94. The engine control unit 92a includes a start / stop determination unit 92a1, a K0 release permission determination unit 92a2, an SLk0 linear driver 92a3, etc., and performs control of the engine 12 in, for example, the start control and stop control of the engine 12 described above. The clutch control unit 94 includes a K0 control phase determination unit 94a, a required K0 hydraulic pressure calculation unit 94b, a required SLk0 current calculation unit 94c, etc., and performs control of the K0 clutch 20 in, for example, the start control and stop control of the engine 12 described above. The K0 control phase is a plurality of progress stages divided for each control state of the K0 clutch 20 that is switched during the start process and stop process of the engine 12. Referring to FIG. 2, the K0 control phase is defined, for example, as a QA phase, a constant pressure standby phase for packing, a K0 cranking phase, a QD phase, a constant pressure standby phase after cranking, a K0 synchronization phase, a K0 full engagement phase, etc. The required K0 hydraulic pressure is the K0 hydraulic pressure command value Spk0 for each K0 control phase. The required SLk0 current is the K0 instruction current value Sik0 for each K0 control phase.

[0044] Transmission of various signals between the engine control unit 92a and the clutch control unit 94 is performed by a predetermined communication system, for example, a CAN (Controller Area Network) communication system. The K0 instruction current value Sik0 transmitted from the clutch control unit 94 to the engine control unit 92a is output from the SLk0 linear driver 92a3 as the K0 drive current value Sik0d to the K0 solenoid SLk0 of the hydraulic control circuit 56.

[0045] FIG. 7 is a diagram showing an example of a comparative example of a K0 drive current value Sik0d based on a K0 command current value Sik0 transmitted in a CAN communication system. In FIG. 7, the time point t1b indicates the time point when it is determined by the engine control unit 92a (ENG_ECU), particularly the start / stop determination unit 92a1, that there is an engine start request. The engine start request transmitted from the engine control unit 92a at the time point t1b is received by the clutch control unit 94 (CLT_ECU) at the time point t2b after the CAN communication delay time. There is a communication delay due to the transmission cycle for signals via the CAN communication system. In the clutch control unit 94, after receiving the engine start request, the output of the K0 command current value Sik0 in the QA phase is started (refer to the time point t2b). The K0 command current value Sik0 is transmitted to the engine control unit 92a, and the engine control unit 92a outputs a K0 drive current value Sik0d based on the K0 command current value Sik0. In the K0 drive current value Sik0d, the start of the QA phase is set to the time point t3b after the CAN communication delay time from the time point t2b.

[0046] As the control of the K0 clutch 20 progresses and engine ignition etc. starts in conjunction with K0 cranking, in order not to impede the self-rotation of the engine 12, a QD phase and a post-cranking constant-pressure standby phase are executed to temporarily reduce the K0 torque Tk0. Therefore, after the start of engine ignition etc., an engine control unit 92a, particularly a K0 release permission determination unit 92a2, determines to end the K0 cranking phase and shift to the QD phase, and a K0 release permission determination is established and the K0 release permission flag is turned on (refer to the time point t4b). The on information of the K0 release permission flag transmitted from the engine control unit 92a at the time point t4b is received by the clutch control unit 94 at the time point t5b after the CAN communication delay time. In the clutch control unit 94, after receiving the on information of the K0 release permission flag, the output of the K0 commanded current value Sik0 in the QD phase is started (refer to the time point t5b). The K0 commanded current value Sik0 in the QD phase is transmitted to the engine control unit 92a, and in the engine control unit 92a, a K0 drive current value Sik0d in the QD phase based on the K0 commanded current value Sik0 in the QD phase is output. In the K0 drive current value Sik0d, the start of the QD phase is set to the time point t6b after the CAN communication delay time from the time point t5b. Therefore, from the time when the K0 release permission determination is established by the engine control unit 92a, the start of the QD phase, that is, the actual release operation of the K0 clutch 20 is delayed by the CAN communication delay time in the engine control unit 92a → clutch control unit 94 → engine control unit 92a (refer to part A). When the engine rotation speed Ne is increased by self-rotation after the ignition of the engine 12, if the actual release operation of the K0 clutch 20 is delayed, that is, if the end of the K0 cranking phase is delayed, there is a risk that the starting shock is increased by the cranking torque Tcr, or the engagement shock is increased by the sudden engagement of the K0 clutch 20 by the cranking torque Tcr, etc., deteriorating the engine starting performance.

[0047] Therefore, in a predetermined progress stage, that is, the K0 control phase, the clutch control unit 94 calculates, separately from the K0 command current value Sik0, information on the shape of the predicted current value in the next K0 control phase after the predetermined K0 control phase, that is, the predetermined next K0 control phase, and transmits the information on the shape of the predicted current value together with the K0 command current value Sik0 to the engine control unit 92a. The predetermined K0 control phase is a K0 control phase determined in advance on the assumption that, for example, if the start of the predetermined next K0 control phase is delayed due to CAN communication delay, there is a risk of deterioration in engine starting performance, and is, for example, the K0 cranking phase. The predetermined next K0 control phase is, for example, the QD phase. The information on the shape of the predicted current value is, for example, command value information Icmd including the magnitude and output time of the starting K0 command current value Sik0 in the predetermined next K0 control phase. Further, after the end of the predetermined next K0 control phase, in order to execute the next K0 control phase after that, that is, the second predetermined next K0 control phase, the command value information Icmd in the predetermined next K0 control phase may include, for example, the magnitude of the starting K0 command current value Sik0 in the second predetermined next K0 control phase. The second predetermined next K0 control phase is, for example, the post-cranking constant-pressure standby phase. Thus, when starting the engine 12, the clutch control unit 94 calculates the command value information Icmd in the predetermined next K0 control phase during the switching transient to the engaged state of the K0 clutch 20 in the predetermined K0 control phase, and transmits the command value information Icmd to the engine control unit 92a.

[0048] When the engine control unit 92a permits the transition to a predetermined next K0 control phase in a predetermined K0 control phase, instead of outputting a starting K0 drive current value Sik0d at startup based on a starting K0 command current value Sik0 in the predetermined next K0 control phase transmitted from the clutch control unit 94 thereafter, it outputs a starting K0 drive current value Sik0d at startup based on command value information Icmd in the predetermined next K0 control phase transmitted from the clutch control unit 94 in advance. That is, when the engine control unit 92a permits the transition from a predetermined K0 control phase to a predetermined next K0 control phase, the magnitude of the starting K0 drive current value Sik0d is set to the magnitude of the starting K0 command current value Sik0 in the predetermined next K0 control phase included in the command value information Icmd, and is output for the output time of the starting K0 command current value Sik0 in the predetermined next K0 control phase included in the command value information Icmd. Further, after the end of the predetermined next K0 control phase, the engine control unit 92a sets the magnitude of the starting K0 drive current value Sik0d to the magnitude of the starting K0 command current value Sik0 in the second predetermined next K0 control phase included in the command value information Icmd. Thus, when starting the engine 12, when the engine control unit 92a permits the transition from a predetermined K0 control phase to a predetermined next K0 control phase, prior to the transmission of the starting K0 command current value Sik0 in the predetermined next K0 control phase from the clutch control unit 94 accompanying the permission of the transition to the predetermined next K0 control phase, it outputs a starting K0 drive current value Sik0d at startup in the predetermined next K0 control phase based on the command value information Icmd transmitted from the clutch control unit 94.

[0049] FIG. 4 is a diagram showing an example of the present embodiment of the K0 drive current value Sik0d based on the K0 command current value Sik0 transmitted in the CAN communication system. In FIG. 4, the time point t1c indicates the time point when it is determined by the engine control unit 92a (ENG_ECU) that there is an engine start request. Along with this engine start request, the clutch control unit 94 (CLT_ECU) starts outputting the start K0 command current value Sik0, and based on this K0 command current value Sik0, the engine control unit 92a starts outputting the start K0 drive current value Sik0d.

[0050] As the control of the K0 clutch 20 progresses and engine ignition etc. starts in conjunction with K0 cranking, the engine control unit 92a causes the K0 release permission determination to hold (refer to the time point of t2c). In the comparative example shown by the dashed line, as also shown in FIG. 7, the ON information of the K0 release permission flag transmitted from the engine control unit 92a is received by the clutch control unit 94 at the time point of t3c after the CAN communication delay time, and the output of the K0 command current value Sik0 in the QD phase is started. Therefore, in the comparative example, the output of the K0 drive current value Sik0d in the QD phase based on the K0 command current value Sik0 in the QD phase is started by the engine control unit 92a at a time further after the CAN communication delay time than the start of the output of the K0 command current value Sik0 in the QD phase. On the other hand, in the present embodiment shown by the solid line, in the K0 cranking phase before the time point when the engine control unit 92a causes the K0 release permission determination to hold, under specific conditions, the clutch control unit 94 calculates command value information Icmd, and the command value information Icmd is transmitted to the engine control unit 92a. The above specific conditions are, for example, conditions where the vehicle state is in a region where the MG rotation speed Nm is low rotation etc. and the K0 clutch 20 must be released promptly. The command value information Icmd includes, for example, a predicted current value 1 which is the magnitude of the starting K0 command current value Sik0 in the QD phase, a predicted current time which is the output time of the starting K0 command current value Sik0 in the QD phase, and a predicted current value 2 which is the magnitude of the starting K0 command current value Sik0 in the post-cranking constant pressure standby phase. And in the present embodiment, when the engine control unit 92a causes the K0 release permission determination to hold, based on the command value information Icmd transmitted in advance from the clutch control unit 94, the shape of the K0 command current value Sik0 in the QD phase is output in a predictive manner (refer to part B). Thereby, in the present embodiment, it is possible to cope with disturbances such as CAN communication delay, avoid or suppress the engagement shock due to the release delay of the K0 clutch 20, and suppress the deterioration of the engine starting performance.

[0051] In this embodiment, outputting the K0 drive current value Sik0d at startup based on a K0 command current value Sik0 different from the startup one instead of the startup K0 command current value Sik0 is expressed as "seizure". In particular, outputting the K0 drive current value Sik0d in a predictive manner based on the command value information Icmd read in advance is expressed as "prediction".

[0052] FIG. 5 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, and is a flowchart for explaining the control operation for suppressing the deterioration of the engine starting performance due to the CAN communication delay when starting the engine 12, and is repeatedly executed, for example.

[0053] In FIG. 5, each step of the flowchart corresponds to the function of the clutch control unit 94 (CLT_ECU). In step S10a (hereinafter, steps are omitted), it is determined whether or not the start control of the engine 12 is being executed. If the determination in S10a is affirmative, then in S20a, it is determined whether the current K0 control phase is the K0 control phase that performs "pre-reading", that is, the K0 cranking phase as a predetermined K0 control phase. If the determination in S20a is affirmative, then in S30a, it is determined whether or not the pre-reading permission determination is established. This pre-reading permission determination is a condition for determining the permission of "pre-reading", for example, the operating oil temperature THoil is equal to or higher than a predetermined oil temperature, the accelerator opening θacc is less than a predetermined opening, and the vehicle speed V is less than a predetermined vehicle speed. Thus, in a scene (situation, scenario) where the engine start response is prioritized over shock suppression, such as when the accelerator opening θacc is at a high opening, "pre-reading" is not permitted and "pre-reading" is not performed. If the determination in S30a is affirmative, then in S40a, the hydraulic pressure shape information required for "pre-reading" is calculated. The hydraulic pressure shape information required for "pre-reading" is the K0 hydraulic pressure command value Spk0 in the QD phase as a predetermined next K0 control phase, the duration of the K0 hydraulic pressure command value Spk0, and the K0 hydraulic pressure command value Spk0 in the post-cranking constant pressure standby phase as a second predetermined next K0 control phase. If the determination in S10a is negative, or if the determination in S20a is negative, or if the determination in S30a is negative, then in S50a, all the hydraulic pressure shape information required for "pre-reading" is set to invalid values. Next to S40a, or next to S50a, in S60a, the command value information Icmd, that is, the pre-reading current shape information, is calculated by hydraulic pressure-current conversion, and the pre-reading current shape information is transmitted to the engine control unit 92a (ENG_ECU). The pre-reading current shape information is, for example, the K0 indicated current value Sik0 in the QD phase, that is, the pre-reading current value 1, which is obtained by converting each value of the hydraulic pressure shape information required for "pre-reading", the duration of the K0 indicated current value Sik0, that is, the pre-reading current time, and the K0 indicated current value Sik0 in the post-cranking constant pressure standby phase, that is, the pre-reading current value 2.In this embodiment, the pre-reading current value 1 may also be referred to as the pre-reading instruction current value 1, the pre-reading current time may be referred to as the pre-reading instruction current time, and the pre-reading current value 2 may be referred to as the pre-reading instruction current value 2. In addition, when all the hydraulic pressure shape information required for "pre-reading" is an invalid value, all the pre-reading current shape information is also set to an invalid value.

[0054] Figure 6 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, and is a flowchart for explaining the control operation for suppressing the deterioration of the engine starting performance due to the CAN communication delay when starting the engine 12, and is repeatedly executed together with the flowchart of Figure 5, for example.

[0055] In FIG. 6, each step of the flowchart corresponds to the function of the engine control unit 92a (ENG_ECU). In S10b, it is determined whether there is a takeover request with a higher priority than the pre-reading request from the clutch control unit 94, such as a failsafe (= F / S). The pre-reading request from the clutch control unit 94 is transmitted together with, for example, pre-reading current shape information. The takeover request with a higher priority is transmitted together with, for example, the K0 command current value Sik0 used for F / S etc., which is different from that for starting, at the time of F / S etc. When the determination in this S10b is affirmative, in S20b, it is determined whether the pre-reading execution determination is established. This pre-reading execution determination is, for example, the establishment of the K0 release permission determination, that is, the K0 release permission flag changes from off to on, and the current K0 control phase is the K0 control phase for performing "pre-reading", that is, the K0 cranking phase as a predetermined K0 control phase, and the accelerator opening θacc is less than the predetermined opening, and any value of the pre-reading current shape information is a valid value, etc., which are conditions for determining the execution of "pre-reading". When the determination in this S20b is affirmative, in S30b, it is determined whether the pre-reading execution prerequisite condition is established. This pre-reading execution prerequisite condition is, for example, that the hybrid system is in a started state, that is, a state where it can run when the accelerator is on, and the K0 control phase is not a transitional phase in which the K0 clutch 20 is released or a backup phase in which the K0 clutch 20 is forced to be engaged, etc., which are conditions for determining that it is in a prerequisite state for performing "pre-reading". When the determination in this S30b is affirmative, in S40b, it is determined whether the pre-reading execution end condition is established. This pre-reading execution end condition is, for example, that the pre-reading time, which is the elapsed time since the start of the execution of "pre-reading", is equal to or longer than the pre-reading instruction current time, or the pre-reading time is equal to or longer than the backup timer, etc. This backup timer is, for example, a threshold value, that is, a predetermined time, determined in advance as the time when it is necessary to forcibly end "pre-reading" due to variations or errors in CAN communication. When the determination in this S40b is negative, in S50b, the pre-reading instruction current value 1 from the clutch control unit 94 is output as the K0 drive current value Sik0d.When the determination in S40b is affirmative, in S60b, it is determined whether or not the normal required SLk0 current in the K0 control phase after the K0 cranking phase, that is, the K0 command current value Sik0, is being transmitted from the clutch control unit 94. When the determination in S60b is negative, in S70b, as the K0 drive current value Sik0d, the predicted command current value 2 from the clutch control unit 94 is output. When the determination in S10b is negative, or when the determination in S20b is negative, or when the determination in S30b is negative, or when the determination in S60b is affirmative, in S80b, as the K0 drive current value Sik0d, a value based on the normal K0 command current value Sik0 from the clutch control unit 94 (CLT_ECU) is output.

[0056] As described above, according to the present embodiment, when the engine control unit 92a permits the transition from a predetermined K0 control phase to a predetermined next K0 control phase at the start of the engine 12, prior to the transmission of the starting K0 command current value Sik0 in the predetermined next K0 control phase from the clutch control unit 94 accompanying the permission of the transition to the predetermined next K0 control phase, the starting K0 drive current value Sik0d in the predetermined next K0 control phase is output based on the command value information Icmd calculated and transmitted by the clutch control unit 94. Therefore, the start delay of the predetermined next K0 control phase with respect to the control of the engine 12 due to the CAN communication delay is suppressed. Thus, when starting the engine 12, it is possible to suppress the deterioration of the engine starting performance due to the CAN communication delay.

[0057] 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 in other aspects.

[0058] For example, in the foregoing embodiment, the pre-reading permission determination of S30a in the flowchart of FIG. 5 may include a condition that the shift position of the automatic transmission 24 is not a non-driving position such as the P position or the N position. When the automatic transmission 24 is in a non-driving position, learning control for correcting the characteristics of the K0 hydraulic pressure PRk0 with respect to the K0 hydraulic pressure command value Spk0 may be performed. Also, the non-driving position of the automatic transmission 24 is the shift position of the automatic transmission 24 in which power transmission in the power transmission device 16 is interrupted, and since it is the shift position in which the automatic transmission 24 is in a neutral state where it cannot transmit driving force, the shock due to the release delay of the K0 clutch 20 is made minute. Therefore, when the automatic transmission 24 is in a non-driving position, "pre-reading" may not be permitted and "pre-reading" may not be performed. The condition that the shift position of the automatic transmission 24 is not a non-driving position may be replaced with a condition that the operation position of the shift lever for selecting the shift position of the automatic transmission 24 is not a non-driving operation position for selecting a non-driving position of the automatic transmission 24, such as a P operation position or an N operation position corresponding to the P position or the N position of the automatic transmission 24.

[0059] Also, in the foregoing embodiment, the pre-reading permission determination of S30a in the flowchart of FIG. 5 may include a condition that the pre-reading execution history is off. This pre-reading execution history is turned on when "pre-reading" is performed and turned off at the end of the start control of the engine 12. Thereby, since the command value information Icmd is not updated during the execution of "pre-reading", it is avoided that the K0 drive current value Sik0d for performing the QD phase by "pre-reading" is output again during the execution of the QD phase by "pre-reading".

[0060] In addition, in the above-described embodiment, the pre-reading permission determination in S30a in the flowchart of FIG. 5 may include a condition that it is not during the start control of the engine 12 again when the start of the engine 12 fails. Thereby, when the start of the engine 12 fails, reliable engine start is prioritized over shock suppression, "pre-reading" is not permitted, and "pre-reading" is not performed.

[0061] Further, in the above-described embodiment, the starting K0 command current value Sik0 as the starting command value is exemplified, but it is not limited to this mode. This starting command value may be, for example, a starting K0 hydraulic pressure command value Spk0, a K0 command voltage value, or the like. Also, this driving command value at the time of starting may be a hydraulic pressure command value at the time of starting, a K0 driving voltage value, or the like.

[0062] Further, in the above-described embodiment, the planetary gear type automatic transmission is exemplified as the automatic transmission 24, but it is not limited to this mode. The automatic transmission 24 may be a synchronized meshing type parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission). In short, the present invention can be applied to a vehicle including an engine and a clutch provided between the engine and the drive wheels.

[0063] Further, in the above-described embodiment, the torque converter 22 is used as the fluid transmission device, but it is not limited to this mode. 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 function 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.

[0064] Note that the above is merely 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

[0065] 10: Vehicle 12: Engine 14: Drive Wheels 20: K0 Clutch 56: Hydraulic control circuit 90: Electronic control unit (control unit) 92a: Engine control unit 94: Clutch control unit

Claims

【Claim 1】 A control device for a vehicle, comprising: an engine; a clutch provided in a power transmission path between the engine and drive wheels; and a hydraulic control circuit that supplies regulated hydraulic pressure used for switching a control state of the clutch, a clutch control unit that calculates a starting command value for regulating the hydraulic pressure so as to switch the control state of the clutch from a released state to an engaged state when starting the engine, a starting drive command value output unit that outputs a starting drive command value for driving the hydraulic control circuit based on the starting command value transmitted from the clutch control unit when starting the engine, and an engine control unit that controls the engine so that the engine starts operating in conjunction with the switching of the clutch to the engaged state, wherein when starting the engine, the clutch control unit calculates command value information including the magnitude and output time of the starting command value in the next progress stage at a predetermined progress stage during the transition of switching the clutch to the engaged state, and transmits the command value information to the engine control unit, when starting the engine, when permitting the transition from the predetermined progress stage to the next progress stage, the engine control unit outputs a starting drive command value in the next progress stage based on the command value information prior to the transmission of the starting command value in the next progress stage from the clutch control unit accompanying the permission of the transition to the next progress stage. A control device for a vehicle characterized by this.

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