JP2013001282A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of vehicle that can improve the start-up performance of an internal-combustion engine, during a vehicle is travelling and during the internal-combustion engine is stopping.SOLUTION: A hybrid ECU 100 has a clutch 12 can transmitting or intercepting a driving force which is disposed between an engine 11 and a multistage transmission 13 and changes the variable speed level of the multistage transmission 13 from a neutral stage to an ahead stage when gaining a start-up demand of the engine 11 from the hybrid vehicle side during the travelling of the vehicle while stopping the engine 11.

Description

  The present invention relates to a vehicle control device.

  Conventionally, there has been proposed a hybrid vehicle in which an internal combustion engine, a transmission, and an electric motor are drivingly connected. For example, in the engine start control device for a hybrid vehicle described in Patent Document 1 below, the engine and the motor generator are used as the power sources during traveling in the EV mode in which the start clutch is opened and only the motor generator is used as the power source. When there is a request for transition to the hybrid mode to travel, the engine can be started by the drag torque of the start clutch. When the accelerator opening exceeds a predetermined value during traveling in the EV mode, the transmission is downshifted The engine is started inside.

JP 2008-207643 A

  In the conventional engine start control device for a hybrid vehicle described above, the engine is started during the downshift of the transmission when the driver makes an acceleration request with the accelerator opening being set to a predetermined value or more while traveling in the EV mode. ing. However, it is necessary to start the engine even when the amount of charge of the battery mounted on the vehicle is low, and this point is not taken into consideration, and the response at the time of starting the engine is not sufficient.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can improve startability of an internal combustion engine when the vehicle is running and the internal combustion engine is stopped. To do.

  A vehicle control apparatus according to the present invention is a vehicle including an internal combustion engine, a transmission, and a clutch capable of interrupting drive transmission between the internal combustion engine and the transmission. A start request acquiring means for acquiring a start request, and an internal combustion engine start preparation means for changing the gear position of the transmission to a forward speed when the start request acquiring means acquires a start request. .

  In the vehicle control device, an electric motor connectable to the transmission, a secondary battery capable of supplying electric power to the electric motor, and a charge amount detection sensor for detecting a charge amount of the secondary battery are provided, Preferably, the start request acquisition means acquires the start request for the internal combustion engine when the charge amount detected by the charge amount detection sensor becomes equal to or less than a predetermined value set in advance.

  In the vehicle control device, provided is an internal combustion engine start means for starting the internal combustion engine and engaging the clutch when the start request acquisition means acquires a start request, and the internal combustion engine start preparation means It is preferable that the clutch is engaged after the internal combustion engine starting means starts the internal combustion engine after changing the shift speed of the transmission to the forward speed.

  Since the vehicle control device according to the present invention changes the gear position of the transmission to the forward gear when a request for starting the internal combustion engine from the vehicle side is acquired, the internal combustion engine can be started at an early stage. However, it is possible to improve the startability of the internal combustion engine while the engine is running and the internal combustion engine is stopped.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing an engine start control process in the vehicle control apparatus of the present embodiment. FIG. 3 is a time chart showing the operation of engine start control in the vehicle control apparatus of this embodiment.

  Embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment, and when there are a plurality of embodiments, it includes those configured by combining the embodiments.

Embodiment
FIG. 1 is a schematic configuration diagram illustrating a vehicle control device according to an embodiment of the present invention, FIG. 2 is a flowchart illustrating processing of engine start control in the vehicle control device of the present embodiment, and FIG. It is a time chart showing the operation | movement of the engine starting control in the vehicle control apparatus of a form.

  As shown in FIG. 1, the hybrid vehicle of this embodiment includes an engine (internal combustion engine) 11 as a power source, an automatic clutch 12, an automatic multi-stage transmission 13, and a motor generator as a power source ( Electric motor) 14, final reduction gear 15, and drive wheel 16.

  The engine 11 is an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy. The engine 11 uses gasoline as fuel and reciprocates the piston to output shaft (crankshaft). ) 21 can output mechanical power. The engine 11 includes a fuel injection device and an ignition device. The operation of the fuel injection device and the ignition device is controlled by an engine electronic control device (hereinafter referred to as an engine ECU) 101. The engine ECU 101 controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device and mechanical power (engine output torque) output from the output shaft 21 of the engine 11. ) Can be adjusted.

  The engine ECU 101 is prepared in advance by a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. It is composed of a backup RAM or the like for storing stored information.

  The motor generator 14 converts the supplied electric power into mechanical power (motor output torque) and outputs it from the output shaft 22, and the mechanical power input to the output shaft 22. It also has a function as a generator (generator) that converts it into electric power and collects it. The motor generator 14 is configured as, for example, a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by a stator 24 that is supplied with three-phase AC power from the inverter 23 to form a rotating magnetic field. And a rotor 25 as a rotor. The rotor 25 rotates integrally with the output shaft 22. The motor generator 14 is provided with a rotation sensor (resolver) that detects the rotation angle position of the rotor 25, and the rotation sensor refers to a detection signal as an electronic control unit for motor generator (hereinafter referred to as motor ECU). ) 102. The motor ECU 102 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like.

  Further, the motor generator 14 has an output shaft 22 connected to an output shaft 38 of the multi-stage transmission 13. When the motor generator 14 functions as a motor, it transmits motor output torque to the output shaft 38 of the multi-stage transmission 13, while when it functions as a generator, mechanical power from the output shaft 38 of the multi-stage transmission 13. Is input to the output shaft 22.

  The motor generator 14 is connected to a battery (secondary battery) 26 via an inverter 23. The DC power from the battery 26 is converted into AC power by the inverter 23 and supplied to the motor generator 14. The motor generator 14 supplied with the AC power operates as a motor and outputs a motor output torque from the output shaft 22. On the other hand, when the motor generator 14 is operated as a generator, the AC power from the motor generator 14 is converted into DC power by the inverter 23 and collected in the battery 26 or is regenerated to the driving wheel 16 while performing power regeneration. A braking force (regenerative braking) can be applied. In this case, in the motor generator 14, mechanical power (output torque) output from the multi-stage transmission 13 is input to the rotor 25 via the output shaft 22, and this input torque is converted into AC power. The operation of the inverter 23 is controlled by the motor ECU 102.

  The battery 26 is connected to a battery electronic control device (hereinafter referred to as a battery ECU) 103 that manages the state of charge (SOC). The battery ECU 103 is provided with an SOC sensor 61 that detects a state of charge of the battery 26, that is, a state of charge (amount of SOC). Battery ECU 103 receives a signal related to the state of charge (SOC amount) of battery 26 detected by SOC sensor 61. The battery ECU 103 determines the state of charge of the battery 26 based on this signal, and determines whether charging and discharging are necessary.

  The multi-stage transmission 13 uses the power of the engine 11 (engine output torque) and the power of the motor generator 14 (motor output torque) as driving forces and transmits them to the left and right drive wheels 16 via the final reduction gear 15.

  The automatic multi-stage transmission 13 has five forward speeds and one reverse speed. The first speed gear stage 31, the second speed gear stage 32, and the third speed are the forward speed stages. A gear stage 33, a fourth gear stage 34, and a fifth gear stage 35 are provided, and a reverse gear stage 36 is provided as a reverse gear stage. The forward shift speed is configured such that the gear ratio decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, the fourth speed gear stage 34, and the fifth speed gear stage 35. Has been. The multi-stage transmission 13 includes an input shaft 37 to which the engine output torque of the engine 11 is transmitted, and an output shaft 38 that is disposed in parallel with the input shaft 37 at an interval. The multi-stage transmission 13 is simply described in its configuration, and the number and arrangement of the respective shift stages are not limited to those shown in FIG.

  Here, the first speed gear stage 31 includes a first speed drive gear 31a and a first speed driven gear 31b that are meshed with each other, and the first speed drive gear 31a is disposed on the input shaft 37, and The first speed driven gear 31 b is disposed on the output shaft 38. The second speed gear stage 32 includes a second speed drive gear 32a and a second speed driven gear 32b that are in mesh with each other. The second speed drive gear 32a is disposed on the input shaft 37, and is driven by the second speed driven. The gear 32 b is disposed on the output shaft 38. The third speed gear stage 33 includes a third speed drive gear 33a and a third speed driven gear 33b that are in mesh with each other, and the third speed drive gear 33a is disposed on the input shaft 37 and is driven by the third speed driven gear 33a. The gear 33 b is disposed on the output shaft 38. The fourth speed gear stage 34 includes a fourth speed drive gear 34a and a fourth speed driven gear 34b that are in mesh with each other, and the fourth speed drive gear 34a is disposed on the input shaft 37 and is driven by the fourth speed driven. The gear 34 b is disposed on the output shaft 38. The fifth speed gear stage 35 includes a fifth speed drive gear 35a and a fifth speed driven gear 35b that are in mesh with each other. The fifth speed drive gear 35a is disposed on the input shaft 37, and is driven by the fifth speed drive. The gear 35 b is disposed on the output shaft 38.

  The reverse gear stage 36 includes a reverse drive gear 36a, a reverse driven gear 36b, and a reverse intermediate gear 36c. The reverse drive gear 36a is disposed on the input shaft 37, the reverse driven gear 36b is disposed on the output shaft 38, and the reverse intermediate gear 36c is in mesh with the reverse drive gear 36a and the reverse driven gear 36b. Placed on top.

  In the actual configuration of the multi-stage transmission 13, one of the drive gears of each shift stage is disposed so as to rotate integrally with the input shaft 37, while the remaining drive gear is connected to the input shaft 37. It arrange | positions so that it may rotate relatively with respect to it. In addition, the driven gear of each shift stage is arranged so that one of them rotates integrally with the output shaft 38, while the rest is arranged so as to rotate relative to the output shaft 38.

  In this embodiment, the multi-stage transmission 13 is applied as the transmission, but a belt-type or toroidal-type continuously variable transmission may be applied. The motor generator 14 is always connected to the output shaft 38 of the transmission 13. However, the present invention is not limited to this structure, and the motor generator 14 and the output shaft 38 of the transmission 13 may be configured to be engaged and disengaged (transmission cut off) by a clutch. Further, the motor generator 14 and the input shaft 37 of the transmission 13 may be configured to be able to be engaged and released directly or by a clutch.

  The multi-stage transmission 13 is controlled by a transmission electronic control unit (hereinafter referred to as a transmission ECU) 104. A transmission operation device 41 is connected to the transmission ECU 104. For this reason, an operation signal of the shift operation device 41 by the driver is input to the transmission ECU 104, and the transmission ECU 104 changes the gear position in the multi-stage transmission 13 using a hydraulic device (hydraulic actuator) (not shown).

  In this case, the input shaft 37 and the output shaft 38 of the multi-stage transmission 13 have sleeves that are moved hydraulically in the axial direction by the transmission ECU 104. By moving the sleeve in the axial direction, the drive gear and the driven gear that can be relatively rotated located in the moved direction are rotated integrally with the input shaft 37 and the output shaft 38. The multi-stage transmission 13 can be switched to a shift stage or to a neutral position by moving the sleeve.

  The clutch 12 is interposed between the engine 11 and the multistage transmission 13, and an engagement state capable of transmitting power between the output shaft 21 of the engine 11 and the input shaft 37 of the multistage transmission 13, It can be switched to an open state in which power transmission can be interrupted. The clutch 12 is a dry or wet single-plate clutch or multi-plate clutch, and has a disk-shaped friction plate. The engine output torque of the engine 11 is shifted from the output shaft 21 by a multi-stage transmission by the friction force of the friction plate. Can be transmitted to the input shaft 37 of the machine 13. The clutch 12 has an input-side rotating part 45 connected to the output shaft 21 and an output-side rotating part 46 connected to the input shaft 37. The clutch 12 is controlled by a clutch electronic control unit (hereinafter referred to as a clutch ECU) 105. The clutch ECU 105 can perform switching operation (engagement and release) of the operation state of the clutch 12 using a hydraulic device (hydraulic actuator) (not shown) according to the driving state of the vehicle.

  The final reduction gear 15 decelerates the input torque input from the output shaft 38 of the multi-stage transmission 13 and distributes it to the left and right drive wheels 16. The final reduction gear 15 includes a pinion gear 51 fixed to the end of the output shaft 38, a ring gear 52 that meshes with the pinion gear 51 and converts the rotational direction to an orthogonal direction while reducing rotational torque, And a differential mechanism 53 that distributes the rotational torque input through the ring gear 52 to the left and right drive wheels 16.

  Further, this hybrid vehicle is provided with an electronic control unit (hereinafter referred to as a hybrid ECU) 100 that comprehensively controls the operation of the entire vehicle. The hybrid ECU 100 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. Information such as detection signals of various sensors and control commands can be exchanged with the ECU 101, the motor ECU 102, the battery ECU 103, the transmission ECU 104, and the clutch ECU 105.

  In the hybrid ECU 100, at least an engine travel mode, a motor travel mode, and a hybrid travel mode are prepared as travel modes, and the driver operates the speed change operation device 41, and any one of the modes based on the travel state of the hybrid vehicle. Is feasible.

  The hybrid ECU 100 detects the rotational speed (engine rotational speed) Ne of the output shaft 21 of the engine 11 and the input rotational speed that detects the rotational speed (input rotational speed) Nin of the input shaft 37 of the transmission 13. A number sensor 63, a vehicle speed sensor 64 for detecting the vehicle speed, an accelerator opening sensor 65 for detecting the accelerator opening θ, and a brake pedal sensor 66 for detecting ON / OFF of depression of the brake pedal are connected. The hybrid ECU 100 can drive and control the engine 11, the clutch 12, the multi-stage transmission 13, the motor generator 14, and the battery 26 by the ECUs 101 to 105 based on the output signals of the sensors 61 to 66, and performs various controls. Can be realized.

  In the engine travel mode, hybrid ECU 100 drives engine 11 with clutch 12 engaged. Then, the engine 11 generates drive torque, and this drive torque is transmitted to the multi-stage transmission 13 via the clutch 12. The drive torque is shifted by the multi-stage transmission 13, decelerated by the final reduction gear 15, and distributed to the left and right drive wheels 16.

  On the other hand, in the motor travel mode, hybrid ECU 100 separates engine 11 from multi-stage transmission 13 by opening clutch 12 and drives motor generator 14. Then, the motor generator 14 generates drive torque, and this drive torque is transmitted to the final reduction gear 15 via the output shaft 38 of the multi-stage transmission 13 and is decelerated by the final reduction gear 15 to the left and right drive wheels 16. Distributed.

  In the hybrid travel mode, hybrid ECU 100 drives engine 11 and motor generator 14 with clutch 12 engaged. Then, the driving torque of the engine 11 is transmitted to the multi-stage transmission 13 via the clutch 12 and the multi-stage transmission 13 changes the speed. On the other hand, the drive torque of the motor generator 14 is transmitted to the output shaft 38 of the multi-stage transmission 13. Then, the drive torque of the engine 11 and the motor generator 14 is decelerated by the final reduction gear 15 and distributed to the left and right drive wheels 16.

  The hybrid ECU 100 can implement eco-run control that temporarily stops the engine 11 in this hybrid travel mode. For example, when the hybrid vehicle does not require driving torque, such as when the hybrid vehicle is decelerating or coasting, the hybrid ECU 100 can stop the engine 11 with the clutch 12 open. . Fuel consumption can be improved by stopping the engine 11 in the hybrid travel mode. At this time, the motor generator 14 may be used as a generator to perform regenerative travel, or the motor generator 14 may be stopped.

  In the vehicle control apparatus of the present embodiment configured as described above, a start request acquisition unit that acquires a start request for the engine 11 from the hybrid vehicle side, and a multi-speed shift when the start request acquisition unit acquires a start request. There is provided an internal combustion engine start preparation means for changing the gear position of the machine 13 to the forward gear. In this case, the hybrid ECU 100 functions as the start request acquisition means and the internal combustion engine start preparation means.

  That is, when the hybrid ECU 100 is executing the eco-run control for temporarily stopping the engine 11 in the hybrid travel mode, for example, the charge detected by the SOC sensor 61 as a start request for the engine 11 from the hybrid vehicle side. When a signal when the state amount (SOC amount) is equal to or less than a predetermined value set in advance is acquired, the gear position of the multi-stage transmission 13 is changed to the forward gear.

  Then, an internal combustion engine starting means for starting the engine 11 and engaging the clutch 12 when the start request acquiring means acquires the start request is provided, and the internal combustion engine start preparing means advances the shift stage of the multi-stage transmission 13. After changing to the stage, the internal combustion engine starting means starts the engine 11 and then engages the clutch 12. In this case, the hybrid ECU 100 functions as the internal combustion engine starting means.

  That is, when the hybrid ECU 100 is performing the eco-run control for temporarily stopping the engine 11 in the hybrid travel mode, the state of charge (SOC amount) detected by the SOC sensor 61 is equal to or less than a preset predetermined value. Then, after changing the gear stage of the multi-stage transmission 13 to the forward gear stage, the engine 12 is started and then the clutch 12 is engaged.

  Here, the start control processing of the engine 11 by the vehicle control apparatus of the present embodiment will be described in detail based on the flowchart of FIG.

  In general, in a hybrid vehicle, when the engine 11 is running and the engine 11 is stopped, an engine 11 start control (or an engine start request (or, for example, each ECU 101 to 105) by an acceleration request from a driver or an engine start request from the vehicle system (for example, (Restart control) may be executed. At this time, it is necessary to start the engine 11 at an early stage in response to an acceleration request from the driver or an engine start request from the vehicle system.

  In the start control of the engine 11 by the vehicle control device of the present embodiment, as shown in FIG. 2, in step S11, the hybrid ECU 100 determines whether or not the hybrid vehicle is running and the engine 11 is at rest. Determine whether. In this case, as a state where the vehicle is running and the engine is stopped, for example, when the vehicle is running, the engine 11 and the motor generator 14 are stopped, the engine 11 is stopped, and the motor generator 14 is regenerated. A state where power is being generated, a state where the engine 11 is stopped and the motor generator 14 is generating a driving force, and the like are assumed.

  In the present embodiment, the vehicle speed sensor 64 detects the vehicle speed, and the hybrid ECU 100 determines whether or not the vehicle is traveling based on the output signal of the vehicle speed sensor 64. Further, the engine speed sensor 62 detects the engine speed Ne, and the hybrid ECU 100 determines whether or not the engine is at rest based on the engine speed Ne. Further, while the engine is stopped, the clutch 12 is in an open state, and torque transmission between the engine 11 and the multi-stage transmission 13 is released.

  If it is determined in step S11 that the hybrid vehicle is traveling and the engine 11 is at rest (Yes), the process proceeds to step S12, and the hybrid vehicle is not traveling, or the engine 11 is If it is determined that it is not in a pause (No), this routine is exited without doing anything.

  In step S12, hybrid ECU 100 determines whether or not the gear position of multi-stage transmission 13 is neutral. For example, in the present embodiment, since the multi-stage transmission 13 includes a hydraulic device that switches the shift stage, the hybrid ECU 100 acquires the hydraulic pressure of the hydraulic apparatus and determines the current shift stage of the multi-stage transmission 13. To do. Further, the multi-stage transmission 13 may be provided with a shift speed detection sensor. If it is determined in step S12 that the gear position of the multi-stage transmission 13 is neutral (Yes), the process proceeds to step S13, and if it is determined that the gear position of the multi-stage transmission 13 is not neutral (No), step S13 is performed. The process proceeds to S17.

  In step S13, hybrid ECU 100 determines whether or not the state of charge (SOC amount) of battery 26 is equal to or lower than a predetermined value (predetermined state of charge) SOC1 (SOC ≦ SOC1). This determination condition determines that it is difficult for the battery ECU 103 to drive the motor generator 14 and drive the hybrid vehicle as requested by the driver with the current charge state amount charged in the battery 26. It is. Therefore, this predetermined state-of-charge SOC1 is set corresponding to the above-described determination condition, and hybrid ECU 100 determines the state-of-charge (SOC amount) of battery 26 detected by SOC sensor 61 and this predetermined amount of charge. The determination is made by comparing with the state quantity SOC1.

  If it is determined in step S13 that the state of charge SOC of the battery 26 is equal to or less than the predetermined state of charge SOC1 (Yes), the process proceeds to step S14, where the state of charge SOC of the battery 26 is the predetermined amount of SOC. If it is determined (No) that the amount of charge is greater than SOC1, the routine is exited without doing anything.

  In step S14, hybrid ECU 100 changes the gear position of multi-stage transmission 13 from neutral to forward gear. That is, the shift stage change start is performed prior to the start of the engine 11 in response to an engine start request from the battery ECU 103 (a state in which the state of charge SOC of the battery 26 is equal to or less than the predetermined state of charge SOC1). . Note that the forward speed (target value for shift control) to be changed in the multi-stage transmission 13 can be arbitrarily selected. For example, the forward speed of the change destination may be set based on the vehicle speed and the accelerator opening θ, or may be set based on an engine speed Ne after completion of starting the engine 11 described later. In the present embodiment, the transmission ECU 104 sets the forward speed to be changed based on a predetermined control map, and drives and controls the multi-stage transmission 13 using the set value as a target value. Has changed. In this case, the transmission ECU 104 changes the gear position of the multi-stage transmission 13 according to a command from the hybrid ECU 100.

  If the hybrid ECU 100 changes the gear position of the multi-stage transmission 13 from neutral to the forward gear at step S14, the hybrid ECU 100 starts (or restarts) the engine 11 at step S15. This start-start control of the engine 11 is executed after the shift stage change is started. However, the start start control of the engine 11 may be performed after the shift speed change is completed, or may be performed in parallel with the shift speed change control. In this case, according to a command from the hybrid ECU 100, the clutch ECU 105 opens the clutch 12 when the engine 11 starts, and the engine ECU 101 starts the engine 11.

  When the hybrid ECU 100 starts the engine 11 in step S15, the hybrid ECU 100 engages the clutch 12 in step S16. As a result, the engine 11 is engaged with the drive system, and an engine travel mode using the engine 11 as a power source is realized. At this time, since the shift stage of the multi-stage transmission 13 has been changed to the forward stage in advance, the engine 11 is started early after the clutch 12 is engaged, and the motor generator 14 is driven to start charging the battery 26. Can do.

  On the other hand, in step S17, hybrid ECU 100 determines whether or not the state of charge (SOC amount) of battery 26 is equal to or greater than a predetermined value (predetermined state of charge) SOC2 (SOC ≧ SOC2). . This determination condition determines that the battery ECU 103 is sufficiently capable of driving the motor generator 14 to drive the hybrid vehicle as requested by the driver with the current charge state amount charged in the battery 26. To do. Therefore, this predetermined state of charge SOC2 is set corresponding to the above-described determination condition, and SOC1 <SOC2.

  If it is determined in step S17 that the state of charge SOC of the battery 26 is equal to or greater than the predetermined state of charge SOC2 (Yes), the process proceeds to step S18, where the state of charge SOC of the battery 26 is the predetermined amount of charge. If it is determined (No) that the amount is less than the state quantity SOC2, the routine is exited without doing anything.

  In step S18, hybrid ECU 100 changes the gear position of multi-stage transmission 13 to neutral. That is, when the vehicle is running and the engine is stopped, and the gear stage of the multi-stage transmission 13 is in a gear stage other than neutral, the state of charge SOC of the battery 26 is greater than or equal to the predetermined state of charge SOC2. Under certain conditions, the gear position of the multi-stage transmission 13 is changed to neutral. Thereby, the running resistance of the hybrid vehicle can be reduced as compared with the case where the shift speed is always set to the forward speed.

  Here, the operation of starting control of the engine 11 by the vehicle control device of the present embodiment will be described in detail based on the time chart of FIG.

  In the operation of starting control of the engine 11 by the vehicle control device of the present embodiment, as shown in FIG. 3, when the engine 11 is stopped and the motor travel mode using the motor generator 14 as a drive source is being executed, The transmission 13 is in a neutral gear position, and the accelerator pedal opening θ is constant when the accelerator pedal is depressed by a predetermined amount. Since the motor generator 14 is driven, the charge amount SOC of the battery 26 is decreasing. Further, since the clutch 12 is in the released state, the clutch torque Tc is Tc = 0, and the motor ECU 102 controls the motor torque Tm of the motor generator 14 based on the accelerator opening θ. Further, since the engine 11 is stopped, the engine torque Te is Te = 0, the engine speed Ne is Ne = 0, and the input speed Nin of the multi-stage transmission 13 is Nin = 0.

  At time t1, the state of charge SOC of the battery 26 becomes equal to or less than the predetermined state of charge SOC1. Then, the transmission ECU 104 drives the multi-stage transmission 13 to change the shift stage from neutral to a forward stage. At this time, the transmission ECU 104 sets a target value for the forward speed of the shift destination based on the vehicle speed, the accelerator opening θ, the charge amount SOC, and a predetermined control map, and drives and controls the multi-stage transmission 13. Thereby, in the multi-stage transmission 13, the shift stage becomes an optimum shift stage (required shift stage) according to the state of decrease in the charge amount SOC of the battery 26. Further, the input rotational speed Nin of the multi-stage transmission 13 also increases.

  At time t2, the change of the gear position of the multi-stage transmission 13 is completed, the engine ECU 101 starts the engine 11, and the engine torque Te and the engine speed Ne increase. Therefore, the engine ECU 101 starts the engine 11 after the transmission ECU 104 completes the change of the gear position of the multi-stage transmission 13.

  Thereafter, at time t3, the clutch ECU 105 starts engaging the clutch 12, and the clutch torque Tc increases. Further, the engine speed Ne of the engine 11 and the input speed Nin of the multi-stage transmission 13 are synchronized. Further, the motor ECU 102 gradually reduces the driving power of the motor generator 14 to reduce the motor torque Tm.

  At time t4, the clutch 12 is engaged and the motor generator 14 stops. Therefore, the motor travel mode is switched to the engine travel mode. At this time, since the gear stage of the multi-stage transmission 13 has been changed to the forward gear stage in advance, the vehicle can be accelerated quickly after the clutch 12 is engaged.

  As described above, according to the vehicle control apparatus of the present embodiment, the clutch 12 capable of transmitting or interrupting the driving force is provided between the engine 11 and the multi-stage transmission 13, and the vehicle travels with the engine 11 stopped. When the hybrid ECU 100 obtains a start request for the engine 11 from the hybrid vehicle side, the shift stage of the multi-stage transmission 13 is changed from the neutral stage to the forward stage.

  Accordingly, when the start request of the engine 11 from the hybrid vehicle side is acquired, the shift speed of the multi-stage transmission 13 is changed to the forward speed, so that the engine 11 can be started early thereafter, and the hybrid vehicle travels. When the engine 11 is stopped, the startability of the engine 11 can be improved.

  In the vehicle control apparatus of the present embodiment, the motor generator 14 is connected to the output shaft 38 of the multi-stage transmission 13, and the battery 26 can be connected to the motor generator 14 to supply power. The SOC sensor 61 for detecting the state of charge is provided, and the hybrid ECU 100 obtains a start request for the engine 11 when the state of charge detected by the SOC sensor 61 is equal to or less than a predetermined state of charge SOC1 set in advance. Like to do. Therefore, when the charge state amount of the battery 26 is reduced as a start request of the engine 11 from the hybrid vehicle side, the speed of the multi-stage transmission 13 is changed to the forward speed, so that the engine 11 can be started early. Thus, the state of charge of the battery 26 can be maintained at an amount capable of driving the motor generator 14 at all times.

  In the vehicle control apparatus of the present embodiment, when the hybrid ECU 100 obtains a start request for the engine 11, the hybrid ECU 100 changes the gear position of the multi-stage transmission 13 to the forward speed, and then starts the engine 11 before starting the clutch 12. Is in an engaged state. Therefore, when the engine 11 is stopped and the motor generator 14 is driven and the vehicle is in a motor travel mode in which the vehicle travels, if the state of charge of the battery 26 decreases, the speed of the multi-stage transmission 13 is changed to the forward speed. In addition, the vehicle can be accelerated immediately after the clutch 12 is engaged, and the early switching to the engine running mode is possible.

  In the above-described embodiment, the multi-stage transmission is performed when the state of charge SOC of the battery 26 is equal to or less than a predetermined value as a request for starting the engine 11 from the hybrid vehicle side during eco-run traveling of the vehicle with the engine 11 stopped. The 13th gear is changed to the forward gear, and then the engine 12 is started and the clutch 12 is in the engaged state. In addition to such a configuration, if there is an acceleration request (increase in accelerator opening degree or acceleration speed change rate) as a start request of the engine 11 from the driver in the eco-run traveling of the vehicle with the engine 11 stopped, a multi-stage A configuration may be added in which the gear stage of the transmission 13 is changed to the forward gear stage, and then the engine 12 is started and then the clutch 12 is engaged.

  In the above-described embodiment, the vehicle of the present invention is applied to a hybrid vehicle having the engine 11 and the motor generator 14 as drive sources. However, the vehicle may be applied to a vehicle having only the engine 11 as a drive source. .

11 Engine (Internal combustion engine)
12 Clutch 13 Multi-stage transmission (transmission)
14 Motor generator (electric motor)
15 Final reduction gear 16 Drive wheel 23 Inverter 26 Battery (secondary battery)
41 Transmission operation device 61 SOC sensor (charge amount detection sensor)
100 Hybrid ECU (start request acquisition means, internal combustion engine start preparation means, internal combustion engine start means)
101 engine ECU
102 motor ECU
103 battery ECU
104 Transmission ECU
105 Clutch ECU

Claims (3)

An internal combustion engine;
A transmission,
A clutch capable of interrupting drive transmission between the internal combustion engine and the transmission;
In a vehicle comprising:
Start request acquisition means for acquiring a start request of the internal combustion engine from a vehicle side;
An internal combustion engine start preparation means for changing a shift stage of the transmission to a forward stage when the start request acquisition means acquires a start request;
A vehicle control apparatus comprising:   An electric motor connectable to the transmission; a secondary battery capable of supplying electric power to the electric motor; and a charge amount detection sensor for detecting a charge amount of the secondary battery; The vehicle control device according to claim 1, wherein a request for starting the internal combustion engine is acquired when a charge amount detected by a charge amount detection sensor is equal to or less than a predetermined value set in advance.   An internal combustion engine starting means for starting the internal combustion engine and engaging the clutch when the start request acquiring means acquires a start request is provided, and the internal combustion engine start preparing means advances the gear stage of the transmission. 3. The vehicle control device according to claim 1, wherein the clutch is engaged after the internal combustion engine starting means starts the internal combustion engine after changing to a stage.

Images