Vehicle control device

Abstract

To control a transmission shock through appropriately determining a control state of a clutch to be a basis of transmission control.SOLUTION: When an absolute value of a slip amount of a clutch is equal to or less than a predetermined slip amount and a switch valve is operated to communicate the clutch with a first oil passage supplying pressure adjusted hydraulic pressure adjusted with a solenoid valve to the clutch as clutch hydraulic pressure, transmission control of an automatic transmission is executed: with a control state of the clutch determined to be in an engaged state if indicated pressure of the solenoid valve is equal to or larger than predetermined pressure; or with a control state of the clutch determined to be in a released state if the indicated pressure of the solenoid valve is less than the predetermined pressure. Therefore, referring to the state in which the switch valve is operated and the indicated pressure of the solenoid valve improves the accuracy in determining a control state of the clutch. Thus, a transmission shock can be controlled through appropriately determining a control state of the clutch to be a basis of the transmission control.SELECTED DRAWING: Figure 3

Description

[Technical Field]

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

[0002] There is a well-known control device for a vehicle that includes an engine, an electric motor connected to a power transmission path between the engine and drive wheels so as to transmit power, a clutch provided between the engine and the electric motor in the power transmission path, a hydraulic control circuit that supplies clutch hydraulic pressure, which is a hydraulic pressure for switching the control state of the clutch, and an automatic transmission provided between the electric motor and the drive wheels in the power transmission path. For example, Patent Document 1 discloses a control device for a hybrid vehicle that includes the hydraulic control circuit. Patent Document 1 discloses a hydraulic control circuit that selectively connects, to the clutch, a first oil passage that supplies a regulated pressure oil pressure adjusted by a solenoid valve to the clutch as the clutch hydraulic pressure and a second oil passage that supplies an original pressure before being adjusted to the regulated pressure oil pressure to the clutch as the clutch hydraulic pressure, using a switching valve. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-137233 Summary of the Invention [Problem to be solved by the invention]

[0004] The clutch control state determines whether the engine is connected to the power transmission path of the automatic transmission, changing the inertia of the input rotary member of the automatic transmission. Controlling the automatic transmission based on the clutch control state may improve control performance. However, the clutch control state may differ from the actual clutch control state. For example, when determining the clutch control state based on the clutch slip amount, which is the difference between the input and output rotational speeds of the clutch, it is difficult to determine whether the clutch is engaged. For example, the clutch may be in a disengaged state even when the clutch slip amount is zero. This could lead to a false determination that the clutch is engaged, even when it is actually in a disengaged state. Alternatively, when determining the clutch control state based on the operation of a switching valve, there may be a delay in determining the clutch engagement state. For example, the switching valve may be operated to supply base pressure to the clutch after the regulated pressure is increased by the solenoid valve, resulting in a delayed determination of the clutch engagement state, potentially leading to a false determination that the clutch is disengaged when it is actually already engaged. Therefore, if the clutch control state determined during the transition of the automatic transmission's shift control differs from the actual clutch control state, a shift shock may occur. This phenomenon is likely to occur, for example, when the clutch control state switching between the released state and the engaged state overlaps during the transition of the automatic transmission's shift control.

[0005] The present invention was made against the background of the above circumstances, and its purpose is to provide a vehicle control device that can appropriately determine the control state of the clutch that is the basis for gear shift control and suppress gear shift shock. [Means for solving the problem]

[0006] The gist of a first aspect of the present invention is a control device for a vehicle including: (a) an engine; an electric motor connected to a power transmission path between the engine and drive wheels so as to be able to transmit power; a clutch provided in the power transmission path between the engine and the electric motor; a hydraulic control circuit that supplies clutch hydraulic pressure, which is hydraulic pressure for switching a control state of the clutch; and an automatic transmission provided in the power transmission path between the electric motor and the drive wheels, wherein the hydraulic control circuit selectively connects, via a switch valve, a first oil passage that supplies a regulated pressure hydraulic pressure adjusted by a solenoid valve to the clutch as the clutch hydraulic pressure and a second oil passage that supplies an original pressure before being adjusted to the regulated pressure hydraulic pressure to the clutch as the clutch hydraulic pressure; (b) a transmission control unit that controls a gear shift of the automatic transmission based on the control state of the clutch; and (c) the transmission control unit controls the clutch hydraulic pressure. (d) when the absolute value of the slippage of the clutch, which is the rotational speed difference between the input rotational speed and the output rotational speed of the clutch, exceeds a predetermined slippage, the control state of the clutch is determined to be in a released state and the automatic transmission is controlled to change gears; and (d) when the absolute value of the slippage of the clutch is equal to or less than the predetermined slippage and the switching valve is operated to connect the second oil line to the clutch, the control state of the clutch is determined to be in an engaged state and the automatic transmission is controlled to change gears; and (e) when the switching valve is operated to connect the first oil line to the clutch, if the command pressure of the solenoid valve is equal to or greater than a predetermined command pressure, the control state of the clutch is determined to be in an engaged state and the automatic transmission is controlled to change gears; and if the command pressure of the solenoid valve is less than the predetermined command pressure, the control state of the clutch is determined to be in a released state and the automatic transmission is controlled to change gears. [Effects of the Invention]

[0007] According to the first aspect of the present invention, when the absolute value of the slippage of the clutch exceeds a predetermined slippage, the control state of the clutch is determined to be in a released state and shift control of the automatic transmission is performed; and when the absolute value of the slippage of the clutch is equal to or less than the predetermined slippage, if the changeover valve is operated to connect the second oil passage, which supplies the original pressure to the clutch as clutch oil pressure, to the clutch, the control state of the clutch is determined to be in an engaged state and shift control of the automatic transmission is performed; and when the changeover valve is operated to connect the first oil passage, which supplies the regulated oil pressure adjusted by the solenoid valve to the clutch as clutch oil pressure, to the clutch, the command pressure of the solenoid valve is equal to or greater than the predetermined command pressure. When the command pressure of the solenoid valve is less than the predetermined command pressure, the clutch control state is determined to be in the engaged state and the automatic transmission shift control is performed, and when the command pressure of the solenoid valve is less than the predetermined command pressure, the clutch control state is determined to be in the released state and the automatic transmission shift control is performed. Therefore, particularly in the region where the absolute value of the clutch slippage is less than the predetermined slippage, where it is difficult to determine whether the clutch is in the engaged state, by referring to the state in which the switching valve is operated and the command pressure of the solenoid valve, the deviation between the determined clutch control state and the actual clutch control state is reduced, that is, the accuracy of determining the clutch control state is improved, and the automatic transmission shift control is performed based on the determined clutch control state. Therefore, the clutch control state, which is the basis of the shift control, can be appropriately determined and shift shock can be suppressed. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and control systems for various controls in the vehicle. [Figure 2] FIG. 2 is a diagram illustrating a portion of the hydraulic control circuit that is involved in supplying hydraulic pressure to the K0 clutch, and also illustrates a hydraulic source that supplies hydraulic oil to the hydraulic control circuit. [Figure 3]1 is a flowchart illustrating the main control operations of the electronic control device, and is a flowchart illustrating the control operations for appropriately determining the control state of the K0 clutch, which is the basis of the shift control, and suppressing shift shock. DETAILED DESCRIPTION OF THE INVENTION

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

[0010] Fig. 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates the main parts of the control functions and control systems for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG that function as a power source SP. The vehicle 10 also has drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The engine 12 is a known internal combustion engine such as a gasoline engine, a diesel engine, etc. An electronic control device 90 (described later) controls an engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc., provided in the vehicle 10, thereby controlling the engine torque Te, which is the output torque of the engine 12.

[0012] The electric motor MG is a rotating electric machine, a so-called motor generator, that functions as a motor that generates mechanical power from electric power and as a generator that generates electric power from mechanical power. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The battery 54 is an electricity storage device that supplies and receives electric power to the electric motor MG. The inverter 52 is controlled by an electronic control device 90 (described later), thereby controlling the MG torque Tm, which is the output torque of the electric motor MG. For example, when the rotation direction of the electric motor MG is forward, which is the same as the rotation direction when the engine 12 is operating, the MG torque Tm is a power torque when the positive torque is on the acceleration side, and a regenerative torque when the negative torque is on the deceleration side. The electric power also refers to electric energy unless otherwise specified. The power also refers to driving force, torque, and force unless otherwise specified.

[0013] The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and the like, housed 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 electric motor MG in a power transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is connected to the engine 12 via the K0 clutch 20. The automatic transmission 24 is connected to the torque converter 22 and is interposed in the power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the electric motor MG and the drive wheels 14 in the power transmission path between the engine 12 and the drive wheels 14. The power transmission device 16 also includes a propeller shaft 28 connected to a transmission output shaft 26, which is an output rotating member of the automatic transmission 24, a differential gear 30 connected to the propeller shaft 28, a pair of drive shafts 32 connected to the differential gear 30, and the like. The power transmission device 16 also includes an engine connecting shaft 34 that connects the engine 12 and the K0 clutch 20, an electric motor connecting shaft 36 that connects the K0 clutch 20 and the torque converter 22, and the like.

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

[0015] The torque converter 22 includes a pump wheel 22a connected to the electric motor connecting shaft 36, and a turbine wheel 22b connected to a 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 electric motor connecting shaft 36 to the transmission input shaft 38 via fluid. The torque converter 22 includes an LU clutch 40 as a direct-coupled clutch that connects the pump wheel 22a and the turbine wheel 22b, i.e., that connects the electric motor connecting 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 automatic transmission that includes, for example, one or more planetary gear devices (not shown) and an engagement device CB. The engagement device CB includes, for example, a plurality of hydraulic engagement devices, such as known friction engagement devices. Each engagement device CB has its torque capacity, or CB torque Tcb, changed by a CB hydraulic pressure PRcb, which is a regulated hydraulic pressure supplied from a hydraulic control circuit 56 provided in the vehicle 10, thereby switching between operating states, i.e., control states, such as an engaged state, a slip state, and a disengaged state.

[0017] The automatic transmission 24 is a stepped transmission in which one of a plurality of gear stages (also referred to as gear stages) with different speed ratios (also referred to as gear ratios) γat (=AT input rotation speed Ni / AT output rotation speed No) is formed by engaging one of the engagement devices CB. The automatic transmission 24 switches between the formed gear stages by an electronic control device 90 (described later) switching the control state of the engagement devices CB involved in the shifting of the automatic transmission 24 in accordance with the accelerator operation of the driver (=operator), the vehicle speed V, etc. In other words, in the shift control of the automatic transmission 24, a shift is performed, for example, by switching the engagement of the engagement devices involved in the shift, that is, a so-called clutch-to-clutch shift is performed in which a shift is performed by disengaging a release-side engagement device and engaging an engagement-side engagement device. The disengagement-side engagement device is an engagement device that, among the engagement devices involved in the shift, was in an engaged state before the automatic transmission 24 was shifted, and is an engagement device that is controlled from an engaged state to a disengaged state during a shift transition of the automatic transmission 24. The engagement-side engagement device is an engagement device that, among the engagement devices involved in the shift, was in a disengaged state before the automatic transmission 24 was shifted, and is an engagement device that is controlled from a disengaged state to an engaged state during a shift transition of the automatic transmission 24. 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 equivalent to the turbine rotation speed Nt, which is the output rotation speed of the torque converter 22. The AT input rotation speed Ni can be expressed in terms of 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 configured, for example, with a multi-plate or single-plate clutch. The K0 clutch 20 switches between control states such as an engaged state, a slip state, and a released state by changing the K0 torque Tk0, which is the torque capacity of the K0 clutch 20, using the K0 oil pressure PRk0, which is oil pressure supplied from the hydraulic control circuit 56. The K0 oil pressure PRk0 is a clutch oil pressure that is oil pressure for switching the control state of the K0 clutch 20.

[0019] In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected to each other so that power can be transmitted between them. On the other hand, when the K0 clutch 20 is disengaged, power transmission between the engine 12 and the torque converter 22 is interrupted. Because the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that connects and disconnects the engine 12 from the electric motor MG.

[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 connecting shaft 34 to the drive wheels 14 via the K0 clutch 20, the electric motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in this order. Furthermore, regardless of the control state of the K0 clutch 20, the power output from the electric motor MG is transmitted from the electric motor connecting shaft 36 to the drive wheels 14 via the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. in this order.

[0021] The vehicle 10 is equipped with a MOP 58 which is a mechanical oil pump, an EOP 60 which is an electric oil pump, a pump motor 62, etc. The MOP 58 is connected to the pump impeller 22a and is rotationally driven by a power source SP to discharge hydraulic oil OIL used in the power transmission device 16 (see FIG. 2, which will be described later). The pump motor 62 is a motor dedicated to the EOP 60 for rotationally driving the EOP 60. The EOP 60 is rotationally driven by the pump motor 62 to discharge hydraulic oil OIL (see FIG. 2, which will be described later). The hydraulic oil OIL discharged by the MOP 58 and the EOP 60 is supplied to a hydraulic control circuit 56. The hydraulic control circuit 56 supplies a CB hydraulic pressure PRcb, a K0 hydraulic pressure PRk0, etc., which are adjusted based on the hydraulic oil OIL discharged by the MOP 58 and / or the EOP 60.

[0022] FIG. 2 is a diagram illustrating the portion of the hydraulic control circuit 56 related to the supply of hydraulic pressure to the K0 clutch 20, and also illustrates the hydraulic source that supplies hydraulic oil OIL to the hydraulic control circuit 56. In FIG. 2, the MOP 58 and the EOP 60 are arranged in parallel due to the configuration of the oil passages through which the hydraulic oil OIL flows. The MOP 58 and the EOP 60 each draw up hydraulic oil OIL that has returned to an oil pan 100 provided at the bottom of the case 18 through a strainer 102, which serves as a common intake port, and discharge the oil OIL to respective discharge oil passages 104, 106. The discharge oil passages 104, 106 are each connected to an oil passage provided in the hydraulic control circuit 56, such as a line pressure oil passage 108 through which line pressure PL flows. The discharge oil passage 104, through which the hydraulic oil OIL is discharged from the MOP 58, is connected to the line pressure oil passage 108 via an MOP check valve 110 provided in the hydraulic control circuit 56. A discharge oil passage 106 through which the hydraulic oil OIL is discharged from the EOP 60 is connected to a line pressure oil passage 108 via an EOP check valve 112 provided in the hydraulic control circuit 56 .

[0023] In addition to the line pressure oil passage 108, the MOP check valve 110, and the EOP check valve 112, the hydraulic control circuit 56 also includes a regulator valve 114, a pressure regulating oil passage 116, a K0 supply oil passage 118, a PL solenoid valve SLT, a pressure regulating valve SK0, and a K0 oil passage switching valve SCK0.

[0024] The regulator valve 114 adjusts the line pressure PL based on the hydraulic oil OIL discharged from at least one of the MOP 58 and the EOP 60. The PL solenoid valve SLT is, for example, a linear solenoid valve, and is controlled by the electronic control device 90 so as to output a pilot pressure PRslt corresponding to the input torque Tin to the automatic transmission 24, etc., to the regulator valve 114 based on the modulator pressure PM. As a result, the line pressure PL is adjusted to a value corresponding to the input torque Tin to the automatic transmission 24, etc. The modulator pressure PM is, for example, a hydraulic pressure adjusted to a constant value by a modulator valve (not shown) using the line pressure PL as a source pressure.

[0025] The pressure regulating valve SK0 is a solenoid valve, particularly a linear solenoid valve, controlled by the electronic control device 90 to regulate the SK0 oil pressure PRsk0, which is the oil pressure supplied to the pressure regulating oil passage 116, using the line pressure PL as the source pressure. The SK0 oil pressure PRsk0 is a regulated oil pressure obtained by regulating the line pressure PL.

[0026] The K0 oil passage switching valve SCK0 is a switching valve that switches oil passages by the operation of a solenoid. Specifically, when the solenoid is de-energized (OFF state), the K0 oil passage switching valve SCK0 blocks the oil passage between the pressure adjustment oil passage 116 and the K0 supply oil passage 118 and switches the oil passage to connect the line pressure oil passage 108 and the K0 supply oil passage 118. On the other hand, when the solenoid is energized (ON state), the K0 oil passage switching valve SCK0 blocks the oil passage between the line pressure oil passage 108 and the K0 supply oil passage 118 and switches the oil passage to connect the pressure adjustment oil passage 116 and the K0 supply oil passage 118. The K0 supply oil passage 118 is an oil passage connected to the K0 clutch 20 and through which the K0 oil pressure PRk0 supplied to the K0 clutch 20 flows. The pressure regulating oil passage 116 is a first oil passage that supplies the SK0 oil pressure PRsk0 regulated by the pressure regulating valve SK0 as the K0 oil pressure PRk0 to the K0 clutch 20. The line pressure oil passage 108 is a second oil passage that supplies the line pressure PL, which is the original pressure before being regulated to the SK0 oil pressure PRsk0, as the K0 oil pressure PRk0 to the K0 clutch 20. Therefore, when the K0 oil passage switching valve SCK0 is in the OFF state, the line pressure PL is set to the K0 oil pressure PRk0. On the other hand, when the K0 oil passage switching valve SCK0 is in the ON state, the SK0 oil pressure PRsk0 is set to the K0 oil pressure PRk0. The K0 oil passage switching valve SCK0 is controlled by the electronic control unit 90 to switch between an OFF state and an ON state.

[0027] In this way, the hydraulic control circuit 56 selectively connects the pressure regulating oil passage 116 and the line pressure oil passage 108 to the K0 clutch 20 using the K0 oil passage switching valve SCK0. In other words, the hydraulic control circuit 56 selectively supplies, as the K0 hydraulic pressure PRk0 to the K0 clutch 20, one of the line pressure PL, which is the original pressure of the K0 hydraulic pressure PRk0, and the SK0 hydraulic pressure PRsk0, which is obtained by regulating the line pressure PL.

[0028] The vehicle 10 further includes an electronic control device 90 that includes a control device for the vehicle 10. The electronic control device 90 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing in accordance with programs stored in the ROM in advance while utilizing the temporary storage function of the RAM. The electronic control device 90 includes computers for engine control, electric motor control, clutch control, transmission control, etc. as necessary.

[0029] The electronic control device 90 is supplied with various signals based on detection values ​​from various sensors provided on the vehicle 10 (for example, an engine rotation speed sensor 70, a turbine rotation speed sensor 72, an output rotation speed sensor 74, an MG rotation speed sensor 76, an accelerator opening sensor 78, a throttle valve opening sensor 80, a brake switch 82, a battery sensor 84, an oil temperature sensor 86, etc.) (for example, an engine rotation speed Ne which is the rotation speed of the engine 12, a turbine rotation speed Nt which is the same value as the AT input rotation speed Ni, an AT output rotation speed No corresponding to the vehicle speed V, an MG rotation speed Nm which is the rotation speed of the electric motor MG, an accelerator opening θacc which is the amount of accelerator operation by the driver which indicates the magnitude of the driver's acceleration operation, a throttle valve opening θth which is the opening of the electronic throttle valve, a brake-on signal Bon which is a signal indicating the state in which the brake pedal for operating the wheel brakes is being operated by the driver, a battery temperature THbat, a battery charge / discharge current Ibat, a battery voltage Vbat of the battery 54, and a hydraulic oil temperature THoil which is the temperature of the hydraulic oil in the hydraulic control circuit 56).

[0030] The electronic control device 90 outputs 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 electric motor MG, a CB hydraulic control command signal Sbc for controlling the engagement device CB, command signals for controlling the K0 clutch 20, such as an SK0 hydraulic control command signal Ssk0 for controlling the pressure regulating valve SK0 and an SCK0 command signal Ssck0 for controlling the on / off of the K0 oil path switching valve SCK0, an LU hydraulic control command signal Slu for controlling the LU clutch 40, and an EOP control command signal Seop for controlling the EOP 60) to each device provided in the vehicle 10 (for example, the engine control device 50, the inverter 52, the hydraulic control circuit 56, the pump motor 62, etc.).

[0031] Each hydraulic control command signal S will be described using the SK0 hydraulic control command signal Ssk0 as an example. The electronic control device 90 calculates an SK0 command pressure Spsk0, which is a command pressure for the pressure regulating valve SK0 to supply the regulated K0 hydraulic pressure PRk0 from the hydraulic control circuit 56, as a command value for the SK0 hydraulic pressure PRsk0 when supplying the SK0 hydraulic pressure PRsk0 to the K0 clutch 20 as the K0 hydraulic pressure PRk0. The SK0 command pressure Spsk0 is also a command pressure for the SK0 hydraulic pressure PRsk0, which is the output hydraulic pressure of the pressure regulating valve SK0. The command pressure is a target hydraulic pressure of the engaging device commanded by the electronic control device 90 for the hydraulic oil OIL supplied to the engaging device, and the actual hydraulic pressure, which is the actual hydraulic pressure supplied to the engaging device, changes depending on this command pressure. The electronic control device 90 converts the SK0 command pressure Spsk0 into an SK0 command current value Sisk0 for driving the pressure regulating valve SK0. The SK0 command current value Sisk0 is a command current for a solenoid driver, which is a drive circuit provided in the electronic control device 90 and drives the pressure regulating valve SK0. The SK0 hydraulic control command signal Ssk0 is a drive current or drive voltage for the solenoid driver to drive the pressure regulating valve SK0 based on the SK0 command current value Sisk0. In other words, the SK0 command pressure Spsk0 is converted into the SK0 hydraulic control command signal Ssk0 and output to the hydraulic control circuit 56. In this embodiment, for convenience, the SK0 command pressure Spsk0 and the SK0 hydraulic control command signal Ssk0 are treated as the same.

[0032] The electronic control unit 90 includes a power source control means, i.e., a power source control section 92, a clutch control means, i.e., a clutch control section 94, and a transmission control means, i.e., a transmission control section 96, in order to realize various controls in the vehicle 10.

[0033] The power source control unit 92 includes a function as engine control means, i.e., engine control unit 92a, that controls the operation of the engine 12, and a function as electric motor control means, i.e., electric motor control unit 92b, that controls the operation of the electric motor MG via the inverter 52, and is a hybrid control means, i.e., a hybrid control unit, that performs hybrid drive control using the engine 12 and the electric motor MG using these control functions.

[0034] The power source control unit 92 calculates the amount of driving demanded by the driver for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand map. The driving demand map is a relationship that is experimentally or design-based and stored in advance, i.e., a predetermined relationship. The driving demand is, for example, the required driving torque Trdem at the drive wheels 14. In other words, the required driving torque Trdem [Nm] is the required driving power Prdem [W] at the current vehicle speed V. The driving demand may also be the required driving force Frdem [N] at the drive wheels 14 or the required AT output torque at the transmission output shaft 26. In calculating the driving demand, the AT output rotation speed No may be used instead of the vehicle speed V. The power source control unit 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG so as to realize the required driving power Prdem, taking into account transmission loss, auxiliary load, the gear ratio γat of the automatic transmission 24, etc.

[0035] When the required drive torque Trdem can be satisfied by the output of the electric motor MG alone, the power source control unit 92 establishes the motor drive mode, i.e., the BEV drive mode, as the drive mode for driving the vehicle 10. The BEV drive mode is an electric drive mode that enables motor driving, i.e., electric driving (=BEV driving), in which the vehicle runs using only the electric motor MG as the power source SP with the K0 clutch 20 disengaged and the engine 12 stopped. On the other hand, when the required drive torque Trdem cannot be satisfied without using at least the output of the engine 12, the power source control unit 92 establishes the engine drive mode, i.e., the HEV drive mode, as the drive mode. The HEV drive mode is a hybrid drive mode that enables engine driving, i.e., hybrid driving (=HEV driving), in which the vehicle runs using at least the engine 12 as the power source SP with the K0 clutch 20 engaged. On the other hand, even if the required drive torque Trdem can be met by the output of the electric motor MG alone, the power source control unit 92 establishes the HEV drive mode as the drive mode when it is necessary to charge the battery 54 or when it is necessary to warm up the engine 12, etc.

[0036] In an operating state of the engine 12 in which the K0 clutch 20 is fully engaged, such as in the HEV drive mode, the clutch control unit 94 outputs an SCK0 command signal Ssck0 to control the hydraulic control circuit 56 so that the K0 oil passage switching valve SCK0 is in the OFF state and the line pressure PL is supplied to the K0 clutch 20. In this case, the clutch control unit 94 may control the hydraulic control circuit 56 by outputting an SK0 hydraulic control command signal Ssk0 and an SCK0 command signal Ssck0 so that the line pressure PL is supplied to the K0 clutch 20 with the value of the SK0 hydraulic pressure PRsk0 set by the pressure regulating valve SK0 set to zero [kPa]. On the other hand, when the engine 12 is stopped and the K0 clutch 20 is in a fully released state, such as in the BEV drive mode, the clutch control unit 94 controls the hydraulic control circuit 56 by outputting an SK0 hydraulic control command signal Ssk0 and an SCK0 command signal Ssck0 so that the SK0 hydraulic pressure PRsk0 is supplied to the K0 clutch 20 by the on state of the K0 oil path switching valve SCK0, with the value of the SK0 hydraulic pressure PRsk0 set to zero by the pressure regulating valve SK0.

[0037] The power source control unit 92, particularly the engine control unit 92a, determines whether or not there is an engine start request, which is a request to start the engine 12 and switch the control state of the engine 12 from a stopped state to an operating state. For example, in the BEV drive mode, the engine control unit 92a determines whether or not there is an engine start request based on whether or not the required drive torque Trdem has increased beyond a range that can be covered by the output of the electric motor MG alone, whether or not the engine 12 and the like need to be warmed up, or whether or not the battery 54 needs to be charged.

[0038] 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 start control of the engine 12. For example, the clutch control unit 94 outputs an SK0 oil pressure control command signal Ssk0 and an SCK0 command signal Ssck0 to the hydraulic control circuit 56 to control the K0 clutch 20, which is in a released state, toward an engaged state using the SK0 oil pressure PRsk0 while keeping the K0 oil passage switching valve SCK0 in an on state, so as to obtain a K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12. The cranking torque Tcr is a predetermined torque required for cranking the engine 12 to increase the engine rotation speed Ne.

[0039] When the power source control unit 92 determines that there is an engine start request, it controls the engine 12 and the electric motor MG to execute start control of the engine 12. For example, the electric motor control unit 92b outputs an MG control command signal Sm to the inverter 52 in response to the clutch control unit 94 switching the K0 clutch 20 to the engaged state, that is, in conjunction with the cranking of the engine 12 by the K0 clutch 20. Furthermore, the engine control unit 92a outputs an engine control command signal Se to the engine control device 50 in conjunction with the cranking of the engine 12 in order to start fuel supply, engine ignition, and the like.

[0040] After the power source control unit 92 has completed starting the engine 12 and has switched the K0 clutch 20 to the fully engaged state, the clutch control unit 94 outputs an SCK0 command signal Ssck0 to the hydraulic control circuit 56 to switch the K0 oil passage switching valve SCK0 from the on state to the off state and supply the line pressure PL to the K0 clutch 20. Thereafter, the clutch control unit 94 preferably outputs an SK0 hydraulic pressure control command signal Ssk0 to the hydraulic control circuit 56 to set the value of the SK0 hydraulic pressure PRsk0 to zero.

[0041] The power source control unit 92, particularly the engine control unit 92a, determines whether there is an engine stop request, which is a request to stop the engine 12 by switching the control state of the engine 12 from a running state to a stopped state. For example, in the HEV drive mode, the engine control unit 92a determines whether there is an engine stop request based on whether the required drive torque Trdem is within a range that can be covered by the output of the electric motor MG alone, whether warming up the engine 12 and the like is unnecessary, whether charging the battery 54 is unnecessary, and so on.

[0042] When the engine control unit 92a determines that there is an engine stop request, it outputs an engine control command signal Se to the engine control device 50 to gradually reduce the engine torque Te. After that, the engine control unit 92a outputs an engine control command signal Se to the engine control device 50 to execute a fuel cut that stops the supply of fuel to the engine 12 after the K0 clutch 20 is switched to the released state by the clutch control unit 94 as described below.

[0043] When the engine control unit 92a determines that there is an engine stop request, the clutch control unit 94 outputs an SCK0 command signal Ssck0 to the hydraulic control circuit 56 during the transient period in which the engine torque Te is gradually reduced by the engine control unit 92a to switch the K0 oil path switching valve SCK0 from the off state to the on state and supply the SK0 oil pressure PRsk0 to the K0 clutch 20, and also outputs an SK0 oil pressure control command signal Ssk0 to the hydraulic control circuit 56 to gradually reduce the value of the SK0 oil pressure PRsk0 from a value that puts the K0 clutch 20 in an engaged state to zero and switch the K0 clutch 20 to a completely released state.

[0044] The transmission control unit 96 determines whether to shift the automatic transmission 24 using, for example, a shift map, which is a predetermined relationship, and outputs a CB hydraulic control command signal Sbc to the hydraulic control circuit 56 as needed to control the shift of the automatic transmission 24. That is, the transmission control unit 96 determines the gear of the automatic transmission 24 to be established using, for example, the shift map, and outputs a CB hydraulic control command signal Sbc to the hydraulic control circuit 56 to control the control state of the engagement devices CB so that the determined gear is established. In the shift control of the automatic transmission 24, the transmission control unit 96 shifts the automatic transmission 24 by, for example, switching a disengagement-side engagement device of the engagement devices CB to a disengaged state and switching an engagement-side engagement device of the engagement devices CB to an engaged state. In this way, the transmission control unit 96 determines whether to shift the automatic transmission 24 using a predetermined relationship and controls the automatic transmission 24 to establish a gear ratio γat corresponding to the result of the shift determination. The shift map is a predetermined relationship having shift lines on a two-dimensional coordinate system with vehicle speed V and required drive torque Trdem as variables, for example, to determine shifts in the automatic transmission 24. In the shift map, the AT output rotation speed No may be used instead of the vehicle speed V, and the required drive force Frdem, accelerator opening θacc, throttle valve opening θth, etc. may be used instead of the required drive torque Trdem.

[0045] For example, the transmission control unit 96 calculates the torque capacity of the disengagement-side engagement device and the torque capacity of the engagement-side engagement device during a gear shift transition using a predetermined equation of motion shown in the following equation (1), and outputs a CB hydraulic control command signal Scb to the hydraulic control circuit 56 for controlling the control state of each engagement device so as to obtain the calculated torque capacity of each engagement device. The following equation (1) is an equation of motion for the transmission input shaft 38. This equation of motion defines the torque expressed as the product of the moment of inertia (i.e., inertia) and the rotational acceleration of the transmission input shaft 38, in terms of the torque acting on the transmission input shaft 38. In the following equation (1), "Iat" represents the AT input shaft inertia, which is a predetermined inertia at the transmission input shaft 38, "dNi" represents the AT input rotational acceleration dNi / dt, "Tin" represents the AT input torque, which is the input torque of the automatic transmission 24, "Tcbe" represents the on-coming clutch torque, which is the torque capacity of the on-coming engagement device, "Tcbr" represents the release-side clutch torque, which is the torque capacity of the release-side engagement device, "α" represents a predetermined coefficient for substituting the on-coming clutch torque Tcbe onto the transmission input shaft 38, and "β" represents a predetermined coefficient for substituting the release-side clutch torque Tcbr onto the transmission input shaft 38. The AT input rotational acceleration dNi / dt is the rate of change of the AT input rotational speed Ni, i.e., the rotational change rate, and is the time rate of change of the AT input rotational speed Ni, i.e., its time derivative, and corresponds to the angular acceleration of the transmission input shaft 38.

[0046] Iat×dNi = Tin+α×Tcbe+β×Tcbr (1)

[0047] In equation (1), the AT input rotation acceleration dNi / dt is calculated as a target value for the change gradient of the AT input rotation speed Ni, which is determined in advance, taking into account, for example, the shift time and shift shock. By setting the required drive torque Trdem, which is the basis of the AT input torque Tin, and the torque sharing ratios between the on-coming clutch torque Tcbe and the off-going clutch torque Tcbr in equation (1), it is possible to determine the control variables (AT input torque Tin, on-coming clutch torque Tcbe, and off-going clutch torque Tcbr) that realize the target values ​​(AT input rotation acceleration dNi / dt, required drive torque Trdem). The AT input torque Tin is realized, for example, by the engine torque Te and the MG torque Tm. The torque sharing ratio is a predetermined value that can be changed during a shift transition based on the type of shift control, such as whether an upshift between gears of the automatic transmission 24 is being performed, whether a downshift between gears of the automatic transmission 24 is being performed, or whether the power is on or off.

[0048] Here, the AT input shaft inertia Iat is changed depending on whether the engine 12 is connected to the power transmission path on the automatic transmission 24 side. In other words, the AT input shaft inertia Iat is changed between the HEV drive mode in which the K0 clutch 20 is engaged and the engine 12 is connected to the power transmission path on the automatic transmission 24 side, and the BEV drive mode in which the K0 clutch 20 is disengaged and the engine 12 is disconnected from the power transmission path on the automatic transmission 24 side. For this reason, in the HEV drive mode, the AT input shaft inertia Iat that includes the inertia of the engine 12 is used in the above equation (1), whereas the AT input shaft inertia Iat that does not include the inertia of the engine 12 is used in the BEV drive mode.

[0049] In this way, the transmission control unit 96 performs shift control of the automatic transmission 24 based on the control state of the K0 clutch 20. This makes it possible to improve the control performance of the shift control of the automatic transmission 24.

[0050] Incidentally, when the transmission control unit 96 controls the shifting of the automatic transmission 24 based on the control state of the K0 clutch 20, it is necessary to appropriately determine whether the control state of the K0 clutch 20 is in the released state or the engaged state. If the determined control state of the K0 clutch 20 does not match the actual control state of the K0 clutch 20, the on-coming clutch torque Tcbe or the off-coming clutch torque Tcbr may be too large or too small, which may cause a shift shock.

[0051] For example, even if the K0 slip amount ΔNk0 is zero, the K0 clutch 20 may be in a disengaged state. Therefore, determining the control state of the K0 clutch 20 based on the K0 slip amount ΔNk0 makes it difficult to determine whether the K0 clutch 20 is engaged. This can lead to a misjudgment of a disengaged state as an engaged state, resulting in an erroneous calculation of the AT input shaft inertia Iat, which may result in a shift shock. The K0 slip amount ΔNk0 is the differential rotational speed of the K0 clutch 20, which is the slip amount of the K0 clutch 20, which is the rotational speed difference between the input rotational speed and the output rotational speed of the K0 clutch 20. The input rotational speed of the K0 clutch 20 is the rotational speed of the engine connecting shaft 34 and is equal to the engine rotational speed Ne. The output rotational speed of the K0 clutch 20 is the rotational speed of the electric motor connecting shaft 36 and is equal to the MG rotational speed Nm. In other words, the K0 slip amount ΔNk0 is the rotational speed difference between the engine rotational speed Ne and the MG rotational speed Nm. In this embodiment, the value obtained by subtracting the engine rotation speed Ne from the MG rotation speed Nm is set to the K0 slip amount ΔNk0 (=Nm−Ne).

[0052] Alternatively, as mentioned above, after the K0 clutch 20 is switched from the released state to the engaged state by the SK0 oil pressure PRsk0, the K0 oil path switching valve SCK0 is switched from the on state to the off state and the line pressure PL is supplied to the K0 clutch 20. Therefore, when determining the control state of the K0 clutch 20 based on the state of the K0 oil path switching valve SCK0, there is a delay in determining the engaged state of the K0 clutch 20, and there is a risk of gear shift shock occurring because the AT input shaft inertia Iat is still determined to be in the BEV drive mode even though it is actually already in the HEV drive mode.

[0053] The phenomenon of shift shock occurring due to a mismatch between the determined control state of the K0 clutch 20 and the actual control state of the K0 clutch 20 is likely to occur, for example, when a control state change between the released state and the engaged state of the K0 clutch 20, such as a change between HEV drive mode and BEV drive mode, occurs during a shift control transition of the automatic transmission 24.

[0054] Therefore, the electronic control unit 90 determines the control state of the K0 clutch 20 by appropriately referring to the control state of the K0 oil path switching valve SCK0 and the control state of the pressure regulating valve SK0 as the control state of the hydraulic control circuit 56 for the K0 clutch 20, suppresses deviation from the actual control state of the K0 clutch 20, and reduces the frequency of occurrence of gear shift shock.

[0055] If the K0 slip amount ΔNk0 is large to a certain extent, it may be determined that the K0 clutch 20 is in a released state. If the absolute value of the K0 slip amount ΔNk0 exceeds a predetermined slip amount ΔNk0f, the transmission control unit 96 determines that the control state of the K0 clutch 20 is in a released state and performs gear shift control of the automatic transmission 24. The predetermined slip amount ΔNk0f is, for example, a predetermined threshold value for determining that the control state of the K0 clutch 20 is in a released state.

[0056] In the region where the K0 slip amount ΔNk0 is small, the K0 clutch 20 is not necessarily engaged. On the other hand, if the K0 oil passage switching valve SCK0 is in the OFF state when the K0 slip amount ΔNk0 is in the small region, the line pressure PL is supplied to the K0 clutch 20, and therefore it may be determined that the K0 clutch 20 is engaged. If the K0 oil passage switching valve SCK0 is in the OFF state when the absolute value of the K0 slip amount ΔNk0 is equal to or less than the predetermined slip amount ΔNk0f, that is, if the K0 oil passage switching valve SCK0 is operated to connect the line pressure oil passage 108 to the K0 clutch 20, the transmission control unit 96 determines that the control state of the K0 clutch 20 is engaged and performs gear shift control of the automatic transmission 24.

[0057] On the other hand, when the K0 slip amount ΔNk0 is in a small region and the K0 oil path switching valve SCK0 is in the on state, the SK0 oil pressure PRsk0 is supplied to the K0 clutch 20, so if the SK0 command pressure Spsk0 is relatively large, it can be determined that the K0 clutch 20 is in an engaged state. When the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f and the K0 oil passage switching valve SCK0 is in the on state, that is, when the K0 oil passage switching valve SCK0 is operated to connect the pressure regulating oil passage 116 to the K0 clutch 20, the transmission control unit 96 determines that the control state of the K0 clutch 20 is engaged and performs shift control of the automatic transmission 24 if the SK0 command pressure Spsk0 is equal to or greater than the predetermined command pressure Spsk0f, and determines that the control state of the K0 clutch 20 is disengaged and performs shift control of the automatic transmission 24 if the SK0 command pressure Spsk0 is less than the predetermined command pressure Spsk0f. The predetermined command pressure Spsk0f is, for example, a predetermined threshold value for determining that the control state of the K0 clutch 20 is engaged, and is a value obtained by multiplying a predetermined safety factor (>1) by the K0 oil pressure PRk0 corresponding to the K0 torque Tk0 required to transmit the engine torque Te.

[0058] Specifically, the clutch control unit 94 determines whether the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f. If the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 is equal to or less than the predetermined slip amount ΔNk0f, the clutch control unit 94 determines whether the K0 oil passage switching valve SCK0 is in the OFF state, i.e., whether the K0 clutch 20 is engaged by the supply of line pressure PL. If the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 is equal to or less than the predetermined slip amount ΔNk0f and that the K0 oil passage switching valve SCK0 is in the ON state, the clutch control unit 94 determines whether the SK0 command pressure Spsk0 is equal to or greater than a predetermined command pressure Spsk0f, i.e., whether the SK0 command pressure Spsk0 is equal to or greater than the value obtained by multiplying the K0 oil pressure PRk0 required to transmit the engine torque Te by a predetermined safety factor.

[0059] When the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 exceeds the predetermined slip amount ΔNk0f, the transmission control unit 96 determines that the control state of the K0 clutch 20 is in a released state, and performs shift control of the automatic transmission 24 by calculating the on-coming clutch torque Tcbe, the off-coming clutch torque Tcbr, etc. as the required shift torque using the AT input shaft inertia Iat in the BEV drive mode in the above equation (1).

[0060] If the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f and that the K0 oil path switching valve SCK0 is in the OFF state, the transmission control unit 96 determines that the control state of the K0 clutch 20 is in the engaged state, calculates the required shift torque using the AT input shaft inertia Iat in the HEV drive mode in equation (1), and performs shift control of the automatic transmission 24.

[0061] If the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f, determines that the K0 oil path switching valve SCK0 is in the ON state, and determines that the SK0 command pressure Spsk0 is equal to or greater than the value obtained by multiplying the K0 oil pressure PRk0 required to transmit the engine torque Te by a predetermined safety factor, the transmission control unit 96 determines that the control state of the K0 clutch 20 is in an engaged state, calculates the required shift torque using the AT input shaft inertia Iat in the HEV drive mode in equation (1), and performs shift control of the automatic transmission 24.

[0062] If the clutch control unit 94 determines that the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f, determines that the K0 oil path switching valve SCK0 is in the on state, and determines that the SK0 command pressure Spsk0 is less than the value obtained by multiplying the K0 oil pressure PRk0 required to transmit the engine torque Te by a predetermined safety factor, the transmission control unit 96 determines that the control state of the K0 clutch 20 is in a released state, calculates the required shift torque using the AT input shaft inertia Iat in BEV drive mode in equation (1), and performs shift control of the automatic transmission 24.

[0063] When the AT input shaft inertia Iat is switched between BEV drive mode and HEV drive mode, there is a possibility that the required shift torque will change in a stepwise manner. Therefore, when switching the AT input shaft inertia Iat between BEV drive mode and HEV drive mode, the transmission control unit 96 changes the AT input shaft inertia Iat by sweeping the AT input shaft inertia Iat, gradually increasing or decreasing it. This makes it possible to suppress shock caused by a sudden change in the on-coming clutch torque Tcbe or the off-coming clutch torque Tcbr.

[0064] 3 is a flowchart illustrating the main control operations of the electronic control unit 90, specifically, the control operations for appropriately determining the control state of the K0 clutch 20, which is the basis for the shift control, and suppressing shift shocks; this flowchart is executed repeatedly, for example. This flowchart is useful when, for example, the control state change for switching the K0 clutch 20 between the released state and the engaged state overlaps with the shift control of the automatic transmission 24. The change in the control state of the K0 clutch 20 is, for example, the change between the BEV drive mode and the HEV drive mode, and also the start or stop control of the engine 12.

[0065] 3, first, in step S10 (hereinafter, "step" will be omitted) corresponding to the function of the clutch control unit 94, it is determined whether the absolute value of the K0 slip amount ΔNk0 is equal to or less than a predetermined slip amount ΔNk0f. If the determination in S10 is affirmative, it is determined in S20, corresponding to the function of the clutch control unit 94, whether the K0 oil passage switching valve SCK0 is in the OFF state. If the determination in S20 is negative, it is determined in S30, corresponding to the function of the clutch control unit 94, whether the SK0 command pressure Spsk0 is equal to or greater than the value obtained by multiplying the K0 oil pressure PRk0 required to transmit the engine torque Te by a predetermined safety factor. If the determination in S20 is affirmative, or if the determination in S30 is affirmative, the required shift torque is calculated in S40, corresponding to the function of the transmission control unit 96, using the AT input shaft inertia Iat in the HEV drive mode. If the determination in S10 above is negative, or if the determination in S30 above is negative, then in S50, which corresponds to the function of the transmission control unit 96, the required shift torque is calculated using the AT input shaft inertia Iat in the BEV drive mode.

[0066] As described above, according to this embodiment, when the absolute value of the K0 slip amount ΔNk0 exceeds the predetermined slip amount ΔNk0f, the control state of the K0 clutch 20 is determined to be in the released state and the shift control of the automatic transmission 24 is performed. Also, when the absolute value of the K0 slip amount ΔNk0 is equal to or less than the predetermined slip amount ΔNk0f and the K0 oil passage switching valve SCK0 is operated to connect the line pressure oil passage 108 to the K0 clutch 20, the control state of the K0 clutch 20 is determined to be in the engaged state and the shift control of the automatic transmission 24 is performed. On the other hand, when the K0 oil passage switching valve SCK0 is operated to connect the pressure regulating oil passage 116 to the K0 clutch 20, the control state of the K0 clutch 20 is determined to be in the engaged state if the SKS0 command pressure Spsk0 is equal to or greater than the predetermined command pressure Spsk0f. When the SK0 command pressure Spsk0 is less than the predetermined command pressure Spsk0f, the control state of the K0 clutch 20 is determined to be in the disengaged state, and the shift control of the automatic transmission 24 is performed. Therefore, particularly in a region where the absolute value of the K0 slippage ΔNk0 is equal to or less than the predetermined slippage ΔNk0f, where it is difficult to determine whether the K0 clutch 20 is engaged, the state in which the K0 oil passage switching valve SCK0 is actuated and the SK0 command pressure Spsk0 are referenced, thereby reducing the difference between the determined control state of the K0 clutch 20 and the actual control state of the K0 clutch 20. In other words, the accuracy of determining the control state of the K0 clutch 20 is improved, and the shift control of the automatic transmission 24 is performed based on the determined control state of the K0 clutch 20. Therefore, the control state of the K0 clutch 20, which is the basis of the shift control, can be appropriately determined, and shift shock can be reduced.

[0067] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0068] For example, in the above-described embodiment, the shift control of the automatic transmission 24 is performed using the AT input shaft inertia Iat corresponding to the determined control state of the K0 clutch 20, but this is not limited to this. For example, if the shift control of the automatic transmission 24 is performed using a map for determining the required shift torque based on a target value, which is switched depending on the control state of the K0 clutch 20, it is sufficient to determine the control state of the K0 clutch 20, and it is not necessary to determine the AT input shaft inertia Iat corresponding to the control state of the K0 clutch 20. The present invention can be applied to such cases as well.

[0069] In the above-described embodiment, the K0 oil passage switching valve SCK0 in the hydraulic control circuit 56, which selectively connects the pressure regulating oil passage 116 and the line pressure oil passage 108 to the K0 clutch 20, is a switching valve that switches the oil passage by the operation of a solenoid, but this is not limiting. For example, the switching valve that selectively connects the pressure regulating oil passage 116 and the line pressure oil passage 108 to the K0 clutch 20 may be a switching valve that is operated to switch the oil passage by inputting an ON hydraulic pressure from an ON / OFF solenoid valve provided separately from this switching valve. In this case, the control state of the K0 clutch 20 may be determined by referring to the operating state of the switching valve, or the control state of the K0 clutch 20 may be determined by referring to the operating state of the ON / OFF solenoid valve.

[0070] In addition, in the above-described embodiment, a planetary gear automatic transmission is exemplified as the automatic transmission 24, but the present invention is not limited to this. For example, the automatic transmission 24 may be a synchronous mesh parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. In short, the present invention can be applied to any vehicle equipped with 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 power from the power source to the drive wheels.

[0071] In the above-described embodiment, the torque converter 22 is used as the fluid transmission device, but the present invention is not limited to this. For example, instead of the torque converter 22, another fluid transmission device, such as a fluid coupling that does not have a torque amplifying effect, may be used as the fluid transmission device. Alternatively, the fluid transmission device does not necessarily have to be provided, and may be replaced with, for example, a starting clutch.

[0072] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0073] 10: Vehicle 12: Engine 14: Drive wheel 20:K0 clutch (clutch) 24: Automatic transmission 56: Hydraulic control circuit 90: Electronic control device (control device) 96: Transmission control unit 108: Line pressure oil passage (second oil passage) 116: Pressure regulating oil path (1st oil path) MG: Electric motor PL: Line pressure (source pressure) PRk0:K0 oil pressure (clutch oil pressure) PRsk0:SK0 hydraulic pressure (pressure adjustment hydraulic pressure) SK0: Pressure regulating valve (solenoid valve) SCK0:K0 oil passage switching valve (switching valve)

Claims

[Claim 1] a control device for a vehicle including an engine, an electric motor connected to a power transmission path between the engine and drive wheels so as to be able to transmit power, a clutch provided between the engine and the electric motor in the power transmission path, a hydraulic control circuit that supplies clutch hydraulic pressure which is hydraulic pressure that switches a control state of the clutch, and an automatic transmission provided between the electric motor and the drive wheels in the power transmission path, wherein the hydraulic control circuit selectively connects, to the clutch, a first oil passage that supplies a regulated pressure hydraulic pressure adjusted by a solenoid valve to the clutch as the clutch hydraulic pressure, and a second oil passage that supplies an original pressure before being adjusted to the regulated pressure hydraulic pressure to the clutch as the clutch hydraulic pressure, using a switch valve; a transmission control unit that controls the automatic transmission based on the control state of the clutch, The transmission control unit When the absolute value of the slip amount of the clutch, which is the rotational speed difference between the input rotational speed and the output rotational speed of the clutch, exceeds a predetermined slip amount, the control state of the clutch is determined to be in a released state, and the automatic transmission is controlled to change speed, When the absolute value of the slip amount of the clutch is equal to or less than the predetermined slip amount, When the switching valve is operated to connect the second oil passage to the clutch, the control state of the clutch is determined to be an engaged state, and the shift control of the automatic transmission is performed, When the switching valve is operated to connect the first oil passage to the clutch, if the command pressure of the solenoid valve is equal to or greater than a predetermined command pressure, the control state of the clutch is determined to be an engaged state, and the automatic transmission is controlled to shift gears, and if the command pressure of the solenoid valve is less than the predetermined command pressure, the control state of the clutch is determined to be a released state, and the automatic transmission is controlled to shift gears.

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