JP2001020773A - Vehicle drive control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve starting of a vehicle by actuating one of power sources when the other is not available. SOLUTION: This drive control system is provided with an input clutch for selectively transmitting an output torque of a first driving force source to a wheel and a second driving force source for outputting a drive torque to the wheel using no input clutch. When the vehicle makes a brief stop, the first driving force source is suspended and re-started. In this case, re-start judgment means (step S3) and drive control means (steps S7 and S8) are provided. The re-start judgment means determines whether or not the first driving force source can be re-started from the suspended state of the brief stop of the vehicle. The drive control means (steps S7, S8) disengages the input clutch so as to actuate the second driving force source upon the judgment in step S3 that the re-start of the first driving force source cannot be performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a vehicle configured to transmit torque from a plurality of drive power sources to wheels.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle equipped with an internal combustion engine and an electric motor as a driving force source has been proposed for the purpose of improving the fuel efficiency of a vehicle and reducing the amount of exhaust gas. One example of such a hybrid vehicle is disclosed in Japanese Patent Laid-Open No. 9-11700.
No. 9 is described. The hybrid vehicle described in this publication is configured such that power of an internal combustion engine and an electric motor is transmitted to driving wheels (wheels) via a power transmission path, and a transmission and a transmission are provided in the power transmission path. A speed reducer is provided. In addition, a clutch (input clutch) is provided between the internal combustion engine and the electric motor in the power transmission path. According to this hybrid car,
A mode in which the motor runs the vehicle alone, a mode in which the internal combustion engine runs the vehicle alone, and a mode in which the vehicle runs using both the internal combustion engine and the electric motor can be selected. Further, according to this hybrid vehicle, by releasing the clutch in the electric motor alone mode, it is possible to prevent the internal combustion engine from becoming a load on the electric motor.

[0003] Japanese Patent Application Laid-Open No. 9-209790 discloses a control device capable of executing so-called eco-run control for temporarily stopping the engine when the vehicle stops. In this type of vehicle, the engine is stopped when the vehicle is stopped by a stop signal or the like, so that exhaust gas and fuel consumption can be reduced. However, it is necessary to restart the engine at the time of start, and if there is a delay in starting at that time, the passenger will feel uncomfortable. Therefore, in the device described in the above-mentioned publication, the engine is restarted by releasing the brake for maintaining the stopped state, and when the vehicle is stopped with the charged state of the battery lowered, the charged state of the battery is reduced. It is configured to restart the engine based on this.

[0004]

The above-mentioned Japanese Patent Application Laid-Open No. 9-11 / 1990
In the invention described in Japanese Patent No. 7009, it is assumed that a so-called motor travel mode in which the vehicle travels using only the electric motor is set. Therefore, in the motor travel mode, the input clutch is released and the engine is driven by the power transmission system. However, if the system is applied to a so-called eco-run vehicle, the input clutch is engaged when the engine is restarted, and the engine is rotated by the electric motor. In this case, if the engine cannot be restarted due to a lack of fuel or the like, the vehicle cannot start. Also, in the invention described in Japanese Patent Application Laid-Open No. 9-209790, control for starting the engine is performed prior to restarting. However, if a failure in starting the engine occurs at that time, the vehicle is left as it is. You will not be able to start.

[0005] As a method of coping with such a case, it is conventionally known to perform a limp-home run by forcibly rotating an engine by a starter and transmitting torque to drive wheels via the engine. . However, such evacuation is a very special situation and efficiency is not taken into account.Therefore, power consumption increases, and the load on the battery becomes excessive or the amount of charge in the battery is low. May not be able to perform the required travel.

The present invention focuses on the above technical problems,
It is an object of the present invention to provide a drive control device that can stop a driving force source such as an engine at the time of a temporary stop and ensure traveling when a failure occurs in the restart.

[0007]

In order to achieve the above object, the present invention provides an input clutch for selectively transmitting an output torque of a first driving force source to wheels. And a second driving force source for outputting a driving torque to the wheels without the intervention of the input clutch, and the driving control of the vehicle for stopping and restarting the first driving force source when the vehicle is temporarily stopped In the device, a restart determining means for determining whether or not the first driving force source can be restarted after stopping at the time of the temporary stop, and that the first driving force source cannot be restarted. A drive control means for releasing the input clutch when the restart determination means makes a determination and operating a second drive power source.

Therefore, according to the first aspect of the present invention, when the vehicle is stopped, the first driving force source is stopped, and when the vehicle cannot be restarted thereafter, the input clutch is disengaged and the first driving force source is moved to the wheel. , And the torque is transmitted from the second driving force source to the wheels in that state. That is, the vehicle travels with the output of the second driving force source without rotating the first driving force source.

According to a second aspect of the present invention, there is provided an input clutch for selectively transmitting an output torque of a first driving force source to a wheel, and a driving torque is output to the wheel without passing through the input clutch. And a third driving power source connected to the first driving power source so as to be capable of transmitting a torque, wherein the first driving power source is stopped when the vehicle is temporarily stopped. And a drive control device for the vehicle to be restarted, a restart determining means for determining whether or not the first drive power source can be restarted after the temporary stop, and a restart of the first drive power source. Driving power source selecting means for selecting a driving power source to be operated from the second driving power source and the third driving power source when the restart determining means determines that starting is impossible; The engagement and disengagement of the input clutch according to the driving force source selected by the driving force source selecting means. It and an input clutch control means for controlling a drive control apparatus according to claim.

Further, according to a third aspect of the present invention, in the configuration of the second aspect, the input clutch control means disconnects the input clutch when the second drive power source is selected by the drive power source selection means. A drive control device including means for releasing the clutch and for engaging the input clutch when the drive power source selection means selects the third drive power source.

Therefore, the invention of claim 2 and claim 3
According to the invention, when the first driving force source cannot be restarted, the second driving force source or the third driving force source is used as the driving force source for traveling.
Is selected and the input clutch is engaged or disengaged based on the selected driving power source,
The drive torque is reliably transmitted to the wheels, and unnecessary power consumption is avoided. More specifically, when the vehicle travels with the second driving force source, the input clutch is released and the first driving force source is moved from the torque transmission system to the wheels. When the vehicle is driven by the third driving force source, the input clutch is engaged and the output torque is reduced. Reliable transmission to the wheels.

According to a fourth aspect of the present invention, there is provided a speed change mechanism capable of selecting a traveling position where a torque transmission path from the input section to the output section is established and a non-traveling position where a torque transmission path from the input section to the output section is not established. A first driving force source connected to the input unit of the transmission via an input clutch, and a second driving force source connected to the input unit of the transmission; Position determination means for determining the position set in the transmission when the driving force source is started, and engagement and disengagement of the input clutch in accordance with the position of the transmission determined by the position determination means. An input clutch control means for performing release control is provided.

According to a fifth aspect of the present invention, in the configuration of the fourth aspect, the input clutch control means includes means for releasing the input clutch when the traveling position is set in the transmission. A drive control device characterized by the following.

Therefore, according to the fourth and fifth aspects of the present invention, if the transmission connected to the output side of the first driving force source is set to the traveling position when the first driving force source is started, the first clutch is driven by the input clutch. Since the first driving force source and the transmission are shut off, the first driving force source is started in a state where there is no load on the output side of the first driving force source, so that the startability is improved. In this case, if the first driving force source cannot be started, the second clutch is kept released with the input clutch disengaged.
By operating the driving force source, the vehicle can run. Further, when the transmission is set to the non-traveling position, the input clutch is engaged to connect the first drive power source and the second drive power source, and in this state, the second drive power source is
By operating the first driving force source, it is possible to rotate the first driving force source with the second driving force source for starting.

According to a sixth aspect of the present invention, there is provided an engagement device which is interposed and engaged in a torque transmission path from a first driving force source to a wheel to transmit torque, and the first driving device. And a drive control device for stopping and restarting the first drive power source when the vehicle is temporarily stopped. In the first stop at the time of the temporary stop
Restart determining means for determining whether or not restarting of the first driving force source is possible after the stop of the driving force source, and the engagement device when the restart determining means determines that restarting of the first driving force source is impossible. And a further engagement drive device that can bring the device into an engaged state.

Therefore, in the invention of claim 6, when the first driving force source is restarted, if the restarting is not possible, the engagement driving device does not operate. Since the driving device operates and the engagement device is brought into the engaged state, a torque transmission path is established, and as a result, the torque is transmitted to the wheel from the first driving force source to the torque transmission path by any driving device. The input allows the vehicle to run.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 shows an example of a power plant for a hybrid vehicle according to an embodiment of the present invention. The internal combustion engine 1 serving as a power source of a vehicle is a device that outputs power by burning fuel, and may employ a gasoline engine, a diesel engine, an LPG engine, or the like. Further, the internal combustion engine 1 may be a reciprocating engine, a rotary engine, or a turbine engine. In the following description, the internal combustion engine 1 is referred to as an engine 1.

The engine 1 is configured to be able to electrically control the opening degree of the electronic throttle valve 1A, the fuel injection amount, the ignition timing, and the like, and further includes a starter 1B for starting the engine 1. An electronic control unit (E / G-ECU) for controlling the engine 1
8 are provided. The electronic control unit 8 includes a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface. Hereinafter, various electronic control units will be described, but the configuration is almost the same as that of the electronic control unit 8 for the engine 1. The electronic control unit 8 performs a calculation in accordance with a program stored in advance based on input data such as an accelerator opening, a vehicle speed, a shift signal, and an engine water temperature, and outputs a control signal based on the calculation result. Is configured.

Further, an electric motor (MG) 2 having a function as another driving force source is connected to an output side of the internal combustion engine 1 via an input clutch 122. An automatic transmission 3 is arranged on the output side of the electric motor 2 via a torque converter (T / C) 4. The automatic transmission 3 includes a transmission mechanism 5 and a hydraulic control unit 7 that controls the transmission mechanism 5 and the torque converter 4.

The electric motor 2 is a device that is supplied with electric power and outputs torque, and can employ a DC motor or an AC motor, and also has a power generation function such as a fixed permanent magnet type synchronous motor. A so-called motor generator can be used. In the following description, the electric motor 2 is referred to as a motor / generator 2. Also,
A resolver 2A for detecting the number of rotations and the rotation angle of the motor / generator 2 is provided. In addition, motor
The battery 1 is connected to the generator 2 via the inverter 9.
0 is connected.

An electronic control unit (MG-ECU) as a controller for controlling the motor / generator 2
11 are provided. The electronic control unit 11 performs a calculation based on the input data, and supplies a current and a frequency to be supplied to the motor / generator 2, an electric power for charging the battery 10 using the motor / generator 2 as a generator, and a motor / generator. 2 is configured to control regenerative braking torque and the like when functioning as a generator.

FIG. 3 is a skeleton diagram showing a power plant of a hybrid vehicle according to the present invention. The input clutch 122 is disposed between a crankshaft 1C of the engine 1 and a power transmission shaft 121 to which a front cover 120 of the torque converter 4 is connected. The input clutch 122 has a function of controlling a power transmission state between the engine 1 and the power transmission shaft 121. In this embodiment, a known friction clutch is used as the input clutch 122. That is, the input clutch 1
Reference numeral 22 includes a cylinder and a piston, a return spring (both not shown), and the like. Then, the input clutch 122 is actuated by hydraulic pressure acting on the piston.
It is configured to control engagement / disengagement of the input clutch 122. The power transmission shaft 121 is connected to a rotor (not shown) of the motor generator 2.

The operation of the torque converter 4 is controlled by a hydraulic pressure. The torque converter 4 has a pump impeller 47 integrated with a front cover 120 and a turbine mounted on an input shaft 57 of the transmission mechanism 5. A runner 61 and a stator 56 for changing the direction of the flow of oil inside a casing constituting a part of the torque converter 4.
And a lock-up clutch 62 for switching a power transmission state between the front cover 120 and the input shaft 57.

When the lock-up clutch 62 is released, the power is transmitted by the fluid, and when the lock-up clutch 63 is engaged, the power is transmitted mechanically. In the state where the lock-up clutch 62 is released,
By the function of the stator 56, the torque transmitted from the pump impeller 47 to the turbine runner 61 can be amplified.

A mechanical oil pump 6 is disposed between the torque converter 4 and the speed change mechanism 5. The rotating shaft of the mechanical oil pump 6 is a pump impeller 4
7 is connected. Therefore, the mechanical oil pump 6 can be driven by the power of the engine 1 or the motor generator 2. Further, by transmitting the power input from the wheels 96A to the mechanical oil pump 6, the mechanical oil pump 6 can also be driven. The mechanical oil pump 6 has a function of generating a source pressure of the hydraulic pressure supplied to the input clutch 122, the torque converter 4, and the automatic transmission 3. The mechanical oil pump 6 corresponds to the engagement driving device according to the fourth aspect of the present invention.

On the other hand, the automatic transmission 3 shown in FIG.
It is configured to be able to set the shift speed of one step speed / reverse speed. That is, the automatic transmission 3 shown here includes a sub-transmission unit 81 and a main transmission unit 82 following the torque converter 4 and the mechanical oil pump 6. The sub transmission portion 81 is a so-called overdrive portion,
A carrier 84 is connected to the input shaft 57, and a one-way clutch F0 and an integrated clutch C0 are arranged in parallel between the carrier 84 and the sun gear 85. ing. The one-way clutch F0 is engaged when the sun gear 85 rotates forward relative to the carrier 84 (rotation in the rotation direction of the input shaft 57). Multi-plate brake B for selectively stopping rotation of sun gear 85
0 is provided. A ring gear 86, which is an output element of the auxiliary transmission section 81, is connected to an intermediate shaft 87, which is an input element of the main transmission section 82.

Therefore, in the auxiliary transmission portion 81, when the integral clutch C0 or the one-way clutch F0 is engaged, the entire planetary gear mechanism 83 rotates integrally, so that the intermediate shaft 87 is the same as the input shaft 57. It rotates at the speed and becomes the low speed stage. Also, the brake B0 is engaged and the sun gear 8
When the rotation of the input shaft 5 is stopped, the rotation of the ring gear 86 is stopped.
7, the rotation speed is increased and the rotation speed is increased to the high speed.

On the other hand, the main transmission unit 82 has three sets of planetary gear mechanisms 88, 89, 90, and their rotating elements are connected as follows. That is, the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 are integrally connected to each other, and the ring gear 93 of the first planetary gear mechanism 88 and the carrier 94 of the second planetary gear mechanism 89 are connected to each other. The three members of the third planetary gear mechanism 90 and the carrier 95 are connected, and the output shaft 96 (the output member of the automatic transmission 3) is connected to the carrier 95. The output shaft 96 is connected to wheels 96A via a power transmission device (not shown).
It is connected to the. Further, the ring gear 97 of the second planetary gear mechanism 89 is connected to the sun gear 98 of the third planetary gear mechanism 90.
It is connected to.

In the gear train of the main transmission section 82, a reverse gear and four forward gears can be set, and a clutch and a brake for this are provided as follows. First, the clutch will be described. The ring gear 97 of the second planetary gear mechanism 89 and the third gear
A first clutch C1 is provided between the sun gear 98 of the planetary gear mechanism 90 and the intermediate shaft 87, and the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 and the intermediate shaft are connected to each other. 87 and a second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 91 and 8 of the first planetary gear mechanism 88 and the second planetary gear mechanism 89.
9 are arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between these sun gears 91 and 89 (that is, a common sun gear shaft) and the transmission housing 20, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 91 and 89 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 57). The third brake B3, which is a multi-plate brake, is provided between the carrier 99 of the first planetary gear mechanism 88 and the transmission housing 20.

As a brake for stopping the rotation of the ring gear 100 of the third planetary gear mechanism 90, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the transmission housing 20. . The second one-way clutch F2 is adapted to be engaged when the ring gear 100 tries to rotate in the reverse direction. A turbine speed sensor 101 for detecting the speed of the clutch C0 of the sub-transmission portion 81 and an output shaft speed sensor 102 for detecting the speed of the output shaft 96 among the rotating members of the transmission portions 81 and 82 described above. Is provided. A so-called wet hydraulic multi-plate clutch is used for various clutches and brakes that constitute a part of the transmission mechanism 5. Further, these clutches and brakes correspond to the engagement device in the invention of claim 4.

In the automatic transmission 3 described above, frictional engagement devices such as clutches and brakes are engaged and disengaged as shown in FIG.
By disengaging, the first to fifth forward speeds and the first reverse speed can be set. That is, the automatic transmission 3 is a so-called stepped automatic transmission that can change its gear ratio stepwise. In FIG. 4, 印 means that the friction engagement device is engaged, blank means that the friction engagement device is released, and 、 means that the friction engagement device is not engaged during engine braking. Means that the frictional engagement device is engaged, but the frictional engagement device is not involved in power transmission.

On the other hand, as shown in FIG. 2, a shift lever 127 for setting the control range of the gear ratio of the automatic transmission 3 is provided. The shift lever 127 and the hydraulic control unit 7 are mechanically connected. An example of a shift position selected by operating the shift lever 127 is shown in FIG. That is, a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive) position, a "4" position, a "3" position, a "2" position, and an L position can be selected.

When a non-traveling position, for example, a P position or an N position is selected by operating the shift lever 127, the automatic transmission 3 is connected to the input shaft 57 as an input unit and the output shaft 96 as an output unit. And a state in which power (torque) cannot be transmitted. That is, a torque transmission path is established. Also, the driving position, for example, R position, D position, “4” position,
When any one of the “3” position, the “2” position, and the L position is selected, the automatic transmission 3
Power can be transmitted between the input shaft 57 serving as the input unit and the output shaft 96 serving as the output unit. That is, the torque transmission path is not established.

Here, the D position is a position for setting any one of the first to fifth forward speeds in the automatic transmission 3 based on the running state of the vehicle such as the vehicle speed and the accelerator opening. The “4” position is any of the first to fourth speeds, the “3” position is any of the first to third speeds, and the “2” position is the first or second speed.
The speed and the L position are positions for setting the first speed, respectively. The "3" position to the L position are positions for setting the engine brake range in the coasting state of the vehicle, that is, in the coasting state. It is configured to work. This engine braking force is strengthened by the engagement of the friction engagement device corresponding to the mark “◎” at each shift speed in the chart of FIG. The friction engagement devices corresponding to these “「 ”marks are provided in parallel with each one-way clutch.

In this embodiment, the automatic transmission 3 has an automatic transmission control state in which the gear ratio can be automatically controlled based on a signal input to the electronic control unit 12, and a manual operation. It is possible to switch between the manual transmission control states that can be performed. FIG. 6 shows a sport mode switch 76, which is arranged, for example, near an instrument panel (not shown) or near a console box (not shown). This sport mode switch 7
6 is turned on, the manual shift control state is set,
When the sport mode switch 76 is turned off, the manual shift control state is released.

Incidentally, the hybrid vehicle shown in FIG. 2 is provided with an electric oil pump 110 different from the mechanical oil pump 6. In addition, the electric oil pump 1
An electric motor 110A for driving the motor 10 is provided, and a battery 110B is connected to the electric motor 110A via an inverter 110C. An electronic control unit (ECU) 110D as a controller for controlling the inverter 110C and the battery 110B is provided. The electronic control device 110D is configured to perform calculations based on input data to control the electric motor 110A. By controlling the rotation speed of the electric motor 110A, the discharge amount of the electric oil pump 110 is increased or decreased. Then, the electric oil pump 110
Is driven when the engine 1 is stopped, and has the same function as that of the mechanical oil pump 6. The electric oil pump 110 corresponds to another engagement drive device according to the invention of claim 6.

That is, both the mechanical oil pump 6 and the electric oil pump 110 are hydraulic sources of hydraulic pressure supplied to hydraulic operating systems such as the automatic transmission 3, the torque converter 4, and the input clutch 122. FIG. 7 shows a hydraulic circuit constituting the hydraulic control unit 7.
Friction engagement device of automatic transmission 3 and input clutch 122
FIG. 3 is a diagram showing a part of a hydraulic circuit corresponding to FIG.

That is, in the oil passage between the oil pan 123 and the check ball mechanism 150, the mechanical oil pump 6 and the electric oil pump 110 are arranged in parallel with each other. A primary regulator valve 124 is connected to the output side of the check ball mechanism 150, and a manual valve 125 and an input clutch control solenoid (linear solenoid) 126 are connected in parallel to the output side of the primary regulator valve 124. . The output port of the manual valve 125 is connected to a first clutch C1 and a second clutch C2. The manual valve 125 is operated by operating the shift lever 127, and the manual valve 125 and the first clutch C
The port connecting the first and second clutch C2 is opened and closed. The first clutch C1 and the manual valve 12
5, an accumulator (not shown) may be provided between the second clutch C2 and the manual valve 125.
The input clutch 122 is connected to an output port of the input clutch control solenoid 126.
Therefore, the input clutch 122 is connected to the manual valve 1
25 can be controlled irrespective of the operating state.

Then, the oil in the oil pan 123 is pumped up by the mechanical oil pump 6 and the electric oil pump 110, and the oil pressure of the pump having a high discharge pressure is input to the primary regulator valve 124 via the check ball mechanism 150. Supplied to the port. Then, the line pressure is adjusted by the primary regulator valve 124 to a pressure corresponding to the throttle opening or the accelerator opening. The hydraulic pressure output from the primary regulator valve 124 is
By the operation of 5, the power is supplied to the first clutch C1 or the second clutch C2. In addition, by the said accumulator,
The rapid rise of the hydraulic pressure supplied to the first clutch C1 or the second clutch C2 is suppressed.

The primary regulator valve 12
4 operates on the input clutch 122 by the operation of the input clutch control solenoid 126. As described above, the input clutch control solenoid 126 is provided in the oil passage connecting the input clutch 122 and the primary regulator valve 124,
The hydraulic pressure acting on the input clutch 126 is directly controlled by the function of the input clutch control solenoid 126. Therefore, it is not necessary to provide any special parts other than the input clutch control solenoid 126, and the manufacturing cost of the automatic transmission 3 can be reduced.

On the other hand, as shown in FIG. 2, a motor generator (MG) 128 is connected to a crankshaft 1C of the engine 1 via a driving device 127. Motor generator 128 has a function as a power source for transmitting the power to wheels 96A via engine 1, a function for driving an auxiliary machine (not shown) such as a compressor for an air conditioner, and a power source driven by engine 1. And a function as a generator. This driving device 127
Is a reduction gear (not shown) having a planetary gear mechanism (not shown), a friction engagement device (not shown) for switching a torque transmission state by the planetary gear mechanism, a one-way clutch (not shown), and the like. It has. Further, the driving device 127 includes the engine 1 and the motor / generator 128.
And a clutch mechanism (not shown) for connecting and disconnecting a power transmission path between the power transmission device and the power transmission device. Further, the battery 13 is connected to the motor / generator 128 via the inverter 129.
0 is electrically connected and the inverter 12
Control device (MG) for controlling battery 9 and battery 130
-ECU) 131 is provided.

FIG. 8 shows an integrated control unit (ECU) 104 for comprehensively controlling the system of the hybrid vehicle. Then, the various electronic control units 8, 11, 12, 110D and 131 shown in FIG.
04 are connected so as to be able to perform data communication with each other. Then, the engine 1, the reduction gear of the driving device 127, the motor
Devices such as the generators 2 and 128, the automatic transmission 3, the lock-up clutch 62, the hydraulic control unit 7, and the input clutch 122 are controlled based on various data indicating the state of the vehicle.

More specifically, various signals are input to the general control device 104, and a calculation result based on the input signals is output as a control signal. The integrated controller 104 includes signals from the millimeter wave radar device, AB
Signal from S (anti-lock brake) computer,
Signal from vehicle stabilization control (VSC: trademark) computer, engine speed NE, engine water temperature, signal from ignition switch, SOC of batteries 10, 130
(State of Charge: charging state) and a function detection signal including the temperature of motor generators 2 and 128 are input.

The integrated control device 104 includes a headlight on / off signal, a defogger on / off signal,
Air conditioner on / off signal, vehicle speed (output shaft speed) signal, oil temperature sensor 3A signal, shift position sensor signal, side brake on / off signal, foot brake on / off signal, catalyst (exhaust purification catalyst) ) Temperature, accelerator opening, signal from cam angle sensor, sports shift signal, signal from vehicle acceleration sensor, signal from driving power source brake force switch, signal from turbine speed NT sensor, signal from resolver 2A, etc. Is entered.

Examples of output signals include an ignition signal, an injection (fuel injection) signal, a signal to the electronic control units 11 and 131 as controllers for controlling the motor generators 2 and 128, and a drive unit 127. Control signal for the speed reducer or clutch mechanism, signal to AT solenoid, signal to AT line pressure control solenoid, signal to ABS actuator, control signal to input clutch control solenoid 126, signal to sports mode indicator, VSC actuator , Signal to AT lock-up control valve, electronic control unit 1 for controlling electric oil pump 110
For example, a signal for 10D.

Here, the correspondence between the configuration of the present invention and the configuration of the embodiment will be described together. The engine 1 corresponds to the first driving force source of the present invention, and the motor generator 2 corresponds to the first driving power source of the present invention. 2 starter 1B
Alternatively, the motor / generator 128 is the third embodiment of the present invention.
Of the driving force. The automatic transmission corresponds to the transmission in the invention of claim 4, and the clutch and brake in the automatic transmission 3 correspond to the engagement device in the invention of claim 4. And the mechanical oil pump 6
Corresponds to the engagement driving device in the invention of claim 6, and the electric oil pump 110 corresponds to another engagement driving device in the invention of claim 6.

Next, a control example of the hybrid vehicle having the hardware configured as described above will be described with reference to the flowchart of FIG. The control example shown in FIG. 1 corresponds to the first to third aspects of the present invention. First, input signals are processed by the various electronic control units 8, 11, 12, 13, 110D and the general control unit 104 (step S1). Then, the engine 1 and the motor generator 2 are driven based on the state of the vehicle.
Stop control is performed. In this embodiment, a control mode for switching between driving and stopping the engine 1 and the motor / generator 2 corresponding to each shift position selected by the shift lever 127, that is, a driving force source switching map is set in advance. ing.

FIGS. 9 to 12 show an example of a driving force source switching map corresponding to each shift position and a shift map (shift diagram) for controlling the gear position of the automatic transmission 3 at each shift position. An example is shown generally. In these driving force source switching maps, an engine driving region (driving region) and a motor / generator driving region are set with the vehicle state, specifically, the vehicle speed and the accelerator opening as parameters, and bounded by the state indicated by the solid line. Are set, and the shift point (shift line) of the automatic transmission 3 is set with the vehicle speed and the accelerator opening as parameters and the state shown by the broken line as a boundary.

First, the driving force source switching map shown in FIG.
It corresponds to the position. That is, the motor / generator driving region is set in a region where the vehicle speed is equal to or lower than V5 and is equal to or lower than the predetermined accelerator opening, and the engine driving region is set in a region other than the motor / generator driving region. In this motor / generator drive region, the automatic transmission 3 is controlled to one of the first to third speeds. Specifically, the first speed is set in the region of vehicle speed zero to vehicle speed V1, and the second speed is set in the region of vehicle speed V1 to vehicle speed V3.
The speed is set, and the third speed is set in the range from the vehicle speed V3 to the vehicle speed V5. The vehicle speed V3 is higher than the vehicle speed V1, and the vehicle speed V5 is higher than the vehicle speed V3. On the other hand, in the engine drive region, the automatic transmission 3
The gear is controlled to any one of the first to fifth speeds.

The driving force source switching map shown in FIG. 10 corresponds to the "2" position. In this driving force source switching map, the region where the vehicle speed is equal to or less than V4 and the accelerator opening is equal to or less than the predetermined accelerator opening. A motor / generator driving area is set, and an engine driving area is set in an area other than the motor / generator driving area. In this motor / generator drive region, the automatic transmission 3 is controlled to one of the first speed and the second speed. Specifically, the first speed is set in the range of vehicle speed zero to vehicle speed V1, and the second speed is set in the range of vehicle speed V1 to vehicle speed V4. The vehicle speed V4 is higher than the vehicle speed V3 and lower than the vehicle speed V5. On the other hand, in the engine drive region, the automatic transmission 3
Is controlled to one of the first speed and the second speed.

Further, the driving force source switching map shown in FIG. 11 corresponds to the L position. In this driving force source switching map, the driving force source switching map is lower than the vehicle speed V2 and
The motor / generator driving region is set in a region equal to or less than a predetermined accelerator opening, and the engine driving region is set in a region other than the motor / generator driving region. In the motor / generator drive region and the engine drive region, the speed of the automatic transmission 3 is fixed to the first speed.

Further, the driving force source switching map shown in FIG. 12 corresponds to the R position. In this driving force source switching map, the driving force source switching map corresponds to a region where the vehicle speed is equal to or lower than V2 and the accelerator opening is equal to or lower. The motor / generator driving area is set, and the engine driving area is set in an area other than the motor / generator driving area. Although not shown in the control maps of FIGS. 9 to 12, it is also possible to control to drive motor / generator 2 and engine 1 together and transmit the power to wheels 96A.

Further, in this embodiment, the starter 1
The engine 1 can be started by B or the motor generator 2 or the motor generator 128. When the engine 1 is started by the motor / generator 2, the input clutch 122 is engaged and
When starting the engine 1 by the generator 128, the clutch of the driving device 127 is engaged.

As described above, when the stop condition or the return condition including the vehicle speed and the accelerator opening is satisfied, the control for automatically stopping the engine 1 from the operating state and the return control for returning the automatically stopped engine 1 to the operating state. Is performed. In the shift maps of FIGS. 9 and 10, a region (vehicle speed) in which a predetermined gear ratio, for example, the second speed is set, is different for each shift position, and there is no setting of a higher gear. (In other words, in proportion to the increase in the minimum speed ratio that can be set), the area where the second speed is set is widened. More specifically, the area in which the second speed is set is wider in the shift map of FIG. 10 than in the shift map of FIG. With this setting, the motor / generator drive area is increased as much as possible, and noise and exhaust gas can be reduced.

The electronic control unit 12 stores a lock-up clutch control map for controlling the state of the lock-up clutch 62. In the lock-up clutch control map, the engagement area, the half-engagement (slip) area, and the release area of the lock-up clutch 62 are set using the vehicle speed and the accelerator opening as parameters.

Thus, the engine 1 and the motor / generator 2 are set based on the vehicle speed and the accelerator opening.
Is controlled, and its power is transmitted to the wheels 96A, so that the vehicle travels. Also, during coasting of the vehicle,
The power input from the wheels 96A is transmitted to the power transmission shaft 121 via the automatic transmission 3, and the power causes the motor / generator 2 to function as a generator.
The generated power can be charged in the battery 10.

After step S1, it is determined whether or not the engine is in the engine drive range (engine drive mode) (step S2). If the determination in step S2 is negative, the process returns. On the other hand, if a positive determination is made in step S2, start control of the engine 1 is performed, and then it is determined whether the engine 1 has actually started (step S3).

If the determination in step S3 is affirmative, the process returns as it is, and the engine 1 cannot be started due to a failure or abnormality of the ignition device, the fuel injection device, or the starter 1B, and a negative determination is made in step S3. If it is determined that the vehicle is running, a calculation process for selecting an escape mode, that is, a mode in which the vehicle is driven by a power source other than the engine 1 is performed (step S4). Here, the mode in which the vehicle is driven by a power source other than the engine 1 includes a first mode in which the motor / generator 2 is driven independently, a second mode in which the motor / generator 128 is driven alone, Generator 2
And a third mode for driving the motor generator 128 together. The criterion for selecting any of these modes includes the SO of the batteries 10 and 130.
C, the drag state of the engine 1 when the motor generators 2 and 128 are driven, and the temperature of the motor generators 2 and 128.

Then, whether or not to drive motor generator 128, that is, whether or not the driving performance of power (torque) to wheels 96A is improved by driving of motor / generator 128, in other words, the escape performance of the vehicle It is determined whether or not can be improved (step S5). Here, the state where the SOC of battery 129 is less than or equal to a predetermined value and motor generator 128 cannot be driven, or motor generator 128
If the temperature is equal to or higher than the predetermined value and the drive is not preferable, or if it is possible to drive the motor / generator 128, but a determination is made that the drag of the engine 1 becomes large, etc., the process proceeds to step S5. It is determined negatively and whether to drive the motor / generator 2
That is, it is determined whether the escape performance of the vehicle can be improved by driving the motor / generator 2 (step S6).

If the determination in step S6 is affirmative, the first mode in which the motor / generator 2 is driven independently is selected (step S7), and the input clutch 1
22 is released (step S8), and the process returns. On the other hand, in step S6, the SO
If C is equal to or less than the predetermined value and the motor generator 2 cannot be driven, or if the temperature of the motor generator 2 is equal to or more than the predetermined value and the driving thereof is not preferable, a determination is made. A negative determination is made in S6, and the process returns.

On the other hand, if a positive determination is made in step S5, it is determined whether the motor / generator 2 can be driven to improve the escape performance of the vehicle (step S9). In step S9, in addition to the same criterion as in step S6, whether the drag of the engine 1 does not increase when the clutch 122 is engaged and the motor / generator 2 is driven is also a criterion.

If a positive determination is made in step S9, the motor generator 2 and the motor generator 1
The third mode for driving both the motors 28 is selected (step S10), and the input clutch 122 is engaged (step S11), and the process returns. As a result, the power of motor generator 2 and motor generator 128
Is transmitted to the wheels 96A to increase the driving force, and the escape performance of the vehicle is improved. On the other hand, if a negative determination is made in step S9, the second mode for independently driving the motor generator 128 is selected, and the process proceeds to step S12. In this case, the vehicle runs only by the power of motor generator 128.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. The functional means for executing step S3 corresponds to the restart determining means in the first and second aspects of the present invention.
The functional means for executing S8 corresponds to the drive control means in the first aspect of the present invention. The functional means for executing steps S5 and S9 corresponds to the driving force source selecting means in the invention of claim 2, and the functional means for executing steps S8 and S11 corresponds to the input clutch control in the invention of claim 2. It corresponds to a means.

As described above, according to the control example of FIG. 1, if the engine 1 cannot be started even if the return condition is satisfied while the engine 1 is stopped, at least one of the motor generators 2 and 128 is turned off. By selecting a driving mode and controlling the input clutch 122 so as to match the mode, the transmission performance of the power transmitted to the wheels 96A is improved as much as possible, and the driving force is increased to increase the driving force. Escape performance can be improved. In particular, when the vehicle is driven by operating the motor / generator 2 without restarting the engine 1, the input clutch 122 is released and the engine 1 is disconnected from the power transmission system. Thus, unnecessary power consumption by the vehicle can be avoided, and efficient driving can be performed. When the vehicle runs with the motor generator 128 operating, the input clutch 122 is engaged, so that the output torque of the motor generator 128 is
6A can be reliably transmitted.

When the engine 1 is started in a state where the vehicle is stopped, when the torque for rotating the engine 1 is transmitted to the wheels, the vehicle moves or vibrates. In order to avoid this, it is preferable that the torque transmission path between the engine 1 and the wheels 96A be shut off when the engine 1 is started in a stopped state. In that case,
If there is a failure in starting the engine 1, it is preferable to use another drive device for running. The example described below is a control example configured to reliably start the engine 1 and run when the malfunction occurs from such a viewpoint. This is a specific example.

FIG. 13 is a flowchart for explaining an example of the control, which can be executed in a vehicle having the above-mentioned mechanical configuration and having a control system. First, processing of an input signal (step S21) and determination of whether or not an engine drive mode is established (step S22) are performed in the same manner as in the control example shown in FIG. If a negative determination is made in step S22 because the condition for driving and driving the engine 1 is not satisfied, the routine returns without performing any particular control. On the other hand, when the condition for driving and driving the engine 1 is satisfied and the result of the determination in step S22 is affirmative, the engine 1 is started (step S23). This means that various controls for starting the engine 1 are executed. For example, a command signal is output to the engine electronic control unit 8, and the presence or absence of fuel, engine water temperature, etc. For example, it is determined whether or not the engine 1 can be driven.

Next, it is determined whether or not the automatic transmission 3 is set to a position for traveling (for example, D position) (step S24). This is performed based on a signal output from the shift device. If a negative determination is made in step S24, that is, if a non-travel position such as the P position or the N position is set, the vehicle is not scheduled to travel, so
Return without performing any control. On the other hand, when the traveling position (for example, the D position) is set and the determination in step S24 is affirmative, the input clutch 122 is controlled to the released state (off) (step S25). This is to prevent the torque for rotating the engine 1 for starting the engine 1 from being transmitted to the wheels 96A. In this state, the start processing of the motor generator 128 connected to the engine 1 without the intervention of the input clutch 122 is executed (step S26). That is, control is performed to supply electric power from the battery 130 to the motor generator 128 and drive the motor generator 128 to rotate the engine 1.

In this case, the engine 1 starts if there is no electric failure or mechanical abnormality or if there is no abnormality such as the engine water temperature or the catalyst temperature being too high, and conversely, if there is any abnormality, the engine 1 starts. It will not be possible. Therefore, in step S27, it is determined whether the engine 1 can be started. Specifically, the determination is made based on the engine speed NE such as whether or not the engine speed NE is equal to or higher than a predetermined reference speed.

If the engine 1 has started normally, an affirmative determination is made in step S27, in which case the input clutch 122 is engaged (turned on) (step S2).
8). That is, torque is transmitted to the wheel 96A. In that case, if the braking is released for running, the wheels 9
A driving torque is generated in 6A and the vehicle runs. Alternatively, if braking is performed to maintain the stopped state, slippage occurs in torque converter 4 and the vehicle is maintained in a stopped state.

On the other hand, if the engine 1 does not start due to some abnormality and a negative determination is made in step S27, the motor / generator 2 connected to the automatic transmission 3 is driven to escape from the stopped state. (Step S2
9). That is, when the motor / generator 2 is driven, its output torque is input to the automatic transmission 3, and the automatic transmission 3 is set to the traveling position and has a predetermined gear (generally the first forward speed or the reverse speed). Is established and the torque transmission path is established,
The output torque of generator 2 is transmitted to wheels 96A, and the vehicle runs. In this case, the input clutch 122 is in a released state for starting the engine 1 and is maintained when the motor / generator 2 is driven, so that the engine 1 transmits torque to the wheels 96A. It is in a state of being cut off from the road. Therefore, the engine 1 is not rotated by the motor / generator 2, and unnecessary power consumption due to friction loss of the engine 1 is prevented. In other words, the power output from the motor generator 2 is effectively used for traveling.

Now, the relationship between the specific example shown in FIG. 13 and the present invention will be described. The functional means for executing step S24 corresponds to the position judging means in the invention of claim 4, and steps S25 and S28. Is equivalent to the input clutch control means in the invention of claim 4. The control shown in FIG. 13, that is, the inventions of claims 4 and 5 are not limited to the control at the time of restart after the engine 1 is temporarily stopped for so-called eco-run,
This can be applied to general start control when starting the engine 1.

As shown in FIG. 2, a mechanical oil pump 6 for generating a hydraulic pressure serving as a base pressure of the hydraulic control unit 7 is connected to a pump impeller 47 of the torque converter 4 and the engine 1 or the motor It is configured to be driven by the generator 2. Therefore, if the start of the engine 1 is abnormal, the mechanical oil pump 6 is not driven, and the original pressure in the hydraulic control unit 7 cannot be obtained. In this case, since the clutches and brakes that constitute the transmission mechanism 5 are configured to be engaged by hydraulic pressure, all of them are released, and a torque transmission path cannot be established. Even if the vehicle is driven by the generator 2, the vehicle may not be able to start immediately. In order to avoid such inconvenience, the control device of the present invention is configured to execute the following control.

FIG. 14 is a flow chart for explaining a control example corresponding to the sixth aspect of the present invention. The control example of FIG. 14 can also be performed by the systems shown in FIGS. First, processing of an input signal is performed (step S31), and the engine 1 and the motor / motor are controlled based on the driving force source control maps shown in FIGS.
The drive / stop of the generator 2 is controlled. Then, it is determined whether the engine 1 and the motor generator 2 are both stopped and stopped (step S32).

If a negative determination is made in step S32, the routine directly returns. If an affirmative determination is made in step S32, it is then determined whether or not the return condition of the engine 1 is satisfied (step S33). ). When a negative determination is made in step S33, the process returns as it is, and when a positive determination is made in step S33, the start control of the engine 1 is performed, and it is determined whether the engine 1 is actually started. (Step S34).

If the answer is affirmative in step S34, the routine returns. If the answer is negative in step S34, the electric oil pump 110 is driven and the oil pressure is reduced by the primary regulator valve 1.
The pressure is adjusted by 24 and supplied to the first clutch C1 or the second clutch C2 to engage the first clutch C1 or the second clutch C2 (step S35). Next, control for driving at least one of the motor generator 2 and the motor generator 128 is performed (step S36), and the process returns. Here, the criterion for driving at least one of the motor generator 2 and the motor generator 128 is the same as in the control example of FIG. 1, and the engagement / disengagement of the clutch 122 is also the same as in the control example of FIG. is there.

Here, the correspondence between the specific example shown in FIG. 14 and the present invention will be described. Functional means for executing step S34 corresponds to the restart determining means in the invention of claim 6, and The electric oil pump 110 driven by executing step S35 corresponds to another engagement drive device according to the invention of claim 6.

In the control example of FIG. 14, when the engine 1 is stopped, the first clutch C1
Alternatively, the second clutch C2 can be engaged. Therefore, the engine 1 cannot be started and the motor
When at least one of generator 2 and motor / generator 128 is driven, its output torque is immediately transmitted to wheels 96A via automatic transmission 3 to improve the power transmission performance to wheels 96A and, consequently, the vehicle's escape performance. Is improved.

FIG. 15 is a diagram showing another hydraulic circuit of a system to which the control example of FIG. 14 can be applied. Details of the configuration shown here are described in the specification of Japanese Patent Application No. 11-124914. Has been described. In FIG. 15, an accumulator 1 is connected to an oil passage between a manual valve 125 and a primary regulator valve 124 via a switching valve 151.
52 are provided. The switching valve 151 has a function of shutting off and connecting an oil passage between the accumulator 152 and the primary regulator valve 124. The accumulator 152 includes a piston and a spring, and has a known pressure accumulation function. This accumulator 152
Corresponds to another engagement drive device according to the invention of claim 6. Since the other configuration shown in FIG. 15 is the same as the configuration shown in FIG. 7, the same reference numerals are given to FIG. 15 and the description thereof will be omitted.

The hydraulic circuit shown in FIG. 15 also corresponds to FIGS.
2 can be employed. Therefore, when the control shown in FIG. 14 is performed using the hydraulic circuit of FIG. 15, the switching valve 151 is released during the operation of the engine 1, and the line pressure output from the primary regulator valve 124 is changed to the switching valve 151. After the accumulator 152 is supplied via the accumulator 152 and the accumulator 152 accumulates the pressure, control for closing the switching valve 151 is performed. When the determination in step S34 is negative and the process reaches step S35, the switching valve 151 is released, and the accumulated pressure of the accumulator 152 is supplied to the first clutch C1 or the second clutch C2 via the manual valve 125, and The clutch C1 or the second clutch C2 is engaged. Therefore, even when the control example of FIG. 14 is used for the hydraulic circuit of FIG. 15, the same effect as described above can be obtained.

In this embodiment, a continuously variable transmission (CVT) having a pair of pulleys whose groove width can be changed and a belt wound around the pair of pulleys is provided by a third power source and a wheel. The present invention can also be applied to a driving device disposed between the above. In this case, the groove width of the pulley is controlled by the hydraulic control device. The hydraulic pressure of this hydraulic control device is
The power can be generated by a mechanical oil pump (not shown) and an electric oil pump (not shown) driven by the power source.

By controlling the groove width of the pulley,
The gear ratio and the tension of the belt (in other words, the engagement state between the belt and the pulley) are controlled. In this system,
The pair of pulleys and the belt correspond to the engagement device of the present invention, the mechanical oil pump corresponds to the engagement drive device of the sixth invention, and the electric oil pump corresponds to another engagement drive of the sixth invention. Corresponds to the device. Also for this system,
The hydraulic circuit shown in FIG. 15 can be applied. The control example of FIG. 1 or the control example of FIG.
5 can be applied to a system having a hydraulic circuit.

[0083]

As described above, according to the first aspect of the present invention, when the vehicle is stopped, the first driving force source is stopped, and when the subsequent restart is impossible, the input clutch is released. The first driving force source is disconnected from the torque transmission system for the wheels, and in that state, the torque is transmitted from the second driving force source to the wheels, so that the second driving force can be transmitted without rotating the first driving force source. It can run with the output of the power source, and as a result,
The output of the second driving force source can be efficiently used as driving force for traveling without unnecessary consumption, and so-called escape performance is improved.

According to the second or third aspect of the present invention, when the first driving force source cannot be restarted, the second driving force source or the third driving force source is used as a driving force source for traveling. Since the driving force source is selected and the input clutch is engaged or disengaged based on the selected driving force source, the driving torque can be reliably transmitted to the wheels and power is unnecessarily consumed. That can be avoided. More specifically, as in the invention of claim 3,
When traveling with the second drive power source, the input clutch is released, the first drive power source is disconnected from the torque transmission system to the wheels, and the first drive power source is rotated unnecessarily. When the vehicle is driven by the third driving force source, the input clutch is engaged and the output torque is reliably transmitted to the wheels.
The driving force can be used efficiently, and the escape performance can be improved.

According to the fourth or fifth aspect of the present invention, if the transmission connected to the output side of the first driving force source is set to the traveling position when starting the first driving force source, Since the first drive power source and the transmission are disconnected by the clutch, the first drive power source is started in a state where there is no load on the output side of the first drive power source. Things. In this case, when the first driving force source cannot be started, the vehicle can run by operating the second driving force source while releasing the input clutch, and further, the transmission Is set to the non-traveling position, the input clutch is engaged to connect the first drive power source and the second drive power source, and the second drive power source is operated in that state. Thus, the first driving force source can be rotated by the second driving force source for starting.

According to the sixth aspect of the present invention, when the first driving force source is restarted, if the restart is not possible, the engagement driving device does not operate. Since the engagement driving device is operated and the engagement device is brought into the engaged state, a torque transmission path is established, and as a result, the torque transmission path from the first driving force source to the wheels is established by any driving device. By inputting the torque, the vehicle can be driven, and a delay in starting at that time can be suppressed or improved. As a result, the so-called escape performance of the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example executed by a drive control device of the present invention.

FIG. 2 is a block diagram schematically showing a power train and a control system of the hybrid vehicle according to one embodiment of the present invention.

FIG. 3 is a skeleton diagram that embodies the power plant shown in FIG. 2;

FIG. 4 is a table showing engagement and disengagement of clutches and brakes for setting each shift speed of the automatic transmission of FIG. 3;

FIG. 5 is a conceptual diagram showing a shift position selected by operating a shift lever for controlling the automatic transmission shown in FIG.

6 is a conceptual diagram showing a sport mode switch for setting / releasing a state in which the gear position of the automatic transmission shown in FIG. 2 can be changed by a manual operation.

FIG. 7 is a diagram illustrating a main part of a hydraulic circuit of a hydraulic control unit illustrated in FIG. 2;

FIG. 8 is a diagram showing input / output signals in an integrated control device according to an example of the present invention.

9 is a control diagram for controlling driving / stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

10 is a control diagram for controlling the driving and stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

11 is a control diagram for controlling driving / stop of an engine and a motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of an automatic transmission, and a map as a whole.

12 is a control diagram for controlling driving / stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

FIG. 13 is a flowchart for explaining another control example of the present invention.

FIG. 14 is a flowchart for explaining still another control example of the present invention.

FIG. 15 is a diagram showing another example of the hydraulic circuit of the system to which the control of FIG. 1 or FIG. 14 can be applied.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 1C ... Crankshaft, 3 ... Automatic transmission, 6 ... Mechanical oil pump, 96A ... Wheels,
57: input shaft, 110: electric oil pump, 12
1: Power transmission shaft, 122: Input clutch, C1: First clutch, C2: Second clutch.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) B60L 11/14 B60L 15/20 K 15/20 F02D 29/00 H F02D 29/00 F02N 11/04 D F02N 11/04 B60K 9/00 EF term (Reference) 3D039 AA01 AA04 AB01 AB27 AC01 AC36 AC39 AC40 AC54 AC87 AD02 AD23 AD43 AD44 AD48 AD53 3D041 AA28 AA71 AA80 AB00 AC01 AC07 AC08 AC15 AC19 AD00 AD01 AD09 AD10 AD17 AD23 AD31 AD41 AD51 AE 3G093 AA05 AA06 AA07 BA10 BA21 BA22 CA01 CA02 CA12 DA01 DA05 DA06 DA12 DB05 DB11 DB13 DB14 DB15 DB17 DB24 DB25 EA02 EA05 EA13 EB00 EB03 EB07 EC01 EC02 FB01 5H115 PG04 PI16 PI22 PI29 PI30 PU10 PU22 PU24 Q03 PV09 Q09 SE05 SE08 TB01 TE02 TE07 TE08 TI01 TO03 TO05 TO21 TO30

Claims (6)

[Claims] 1. An input clutch for selectively transmitting output torque of a first driving force source to wheels, and a second driving force source for outputting driving torque to wheels without passing through the input clutch. A drive control device for a vehicle that stops and restarts the first drive power source during a temporary stop, and restarts the first drive power source after the stop during the temporary stop. Restart determining means for determining whether or not the first driving force source can be restarted; releasing the input clutch when the restart determining means determines that restarting of the first driving force source is impossible; And a drive control means for operating the vehicle. 2. An input clutch for selectively transmitting output torque of a first driving force source to wheels, and a second driving force source for outputting driving torque to wheels without passing through the input clutch. And a third driving power source connected to the first driving power source so as to be capable of transmitting torque, and driving the vehicle to stop and restart the first driving power source during a temporary stop. In the control device, a restart determination unit configured to determine whether the first driving power source can be restarted after the first driving power source is stopped when the vehicle is temporarily stopped, and that the first driving power source cannot be restarted. A drive power source selecting means for selecting a drive power source to be operated from the second drive power source and the third drive power source when the restart determination means makes a determination; An input clutch for controlling engagement / disengagement of the input clutch according to the selected driving force source. A drive control device for a vehicle, comprising: 3. The input clutch control means releases the input clutch when the second drive power source is selected by the drive power source selection means, and the drive power source selection means controls the third drive power source selection means. And means for engaging said input clutch when said driving force source is selected.
A drive control device for a vehicle according to claim 1. 4. The input unit in a transmission capable of selecting a traveling position in which a torque transmission path from an input unit to an output unit is established and a non-traveling position in which a torque transmission path from the input unit to an output unit is not established. A first drive power source is connected via an input clutch, and a second drive power source is connected to an input portion of the transmission, and the first drive power source is stopped when the vehicle is temporarily stopped. And a drive control device for a vehicle to be restarted, wherein the position determination means determines the position set in the transmission when the first driving force source is restarted, and the position determination means determines the position. An input clutch control means for controlling engagement / disengagement of the input clutch according to a position of the transmission. 5. The drive control of a vehicle according to claim 4, wherein said input clutch control means includes means for releasing said input clutch when said traveling position is set in said transmission. apparatus. 6. An engagement device interposed in a torque transmission path from a first driving force source to a wheel and transmitting torque by engaging the engagement device, and the engagement device operates by operating the first driving device. A driving control device for a vehicle that stops and restarts the first driving power source when the vehicle is temporarily stopped, comprising: Restart determination means for determining whether or not the first drive power source can be restarted after stopping, and when the restart determination means determines that restart of the first drive power source is not possible A drive control device for a vehicle, further comprising another engagement drive device capable of bringing the engagement device into an engaged state.