JP2013079005A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of preventing generation of vehicle shock upon shifting to HEV running during EV running based on a request of starting an engine.SOLUTION: When a starting of the engine 12 is requested during EV running by an electric motor 14 as a power source, the vehicle control device carries out engagement of an engine on/off operation clutch 28 to output an engine-starting torque in addition to a run torque by the electric motor 14, and then, under the condition that rotation speeds of the engine 12 and the electric motor 14 become synchronized with each other, the vehicle control device reduces the engine starting torque and makes a run toque be output, wherein if a rotation speed of the electric motor at the time of starting the engine 12 is equal to or more than an engine start-allowing rotation speed by which the rotation speed of the engine rises within an output-torque response delay time of the electric motor 14, the vehicle control device carries out starting of the engine 12.

Description

  The present invention relates to a control apparatus for a hybrid vehicle in which a clutch is connected during EV traveling using an electric motor as a power source and an engine is started by the electric motor.

  A hybrid vehicle having an engine, an electric motor, and a clutch provided between the engine and the electric motor travels using the electric motor as a power source. The control at the time of shifting to HEV traveling that travels as, for example, is disclosed in Patent Document 1.

  According to Patent Document 1, when an engine start is requested during EV traveling, the hybrid vehicle has a rotation speed at which the rotation speed of the electric motor is equal to or higher than the rotation speed at which the engine can be started, and the torque of the electric motor necessary for engine start can be obtained. The transmission gear ratio is selected so that Then, the clutch is slip-engaged, and the torque required for engine start (hereinafter referred to as travel torque) is output from the motor in addition to the torque required for vehicle travel (hereinafter referred to as travel torque) to increase the engine speed. Let Next, when the engine rotation speed increases to the motor rotation speed, the clutch is completely engaged from the slip state to shift to HEV traveling, and the engine starting torque is reduced and the vehicle traveling torque is output.

JP 2006-165358

  The output torque of the electric motor is calculated by an electronic control device or the like. The electronic control device outputs a torque command to an inverter that controls the electric motor, and the inverter applies a voltage to the electric motor in accordance with the input torque command. That is, there is a delay due to the output torque calculation time by the electronic control device and the signal transmission time until the voltage is applied to the motor. Further, in the electric motor, a delay in current response, that is, a delay in torque response occurs due to its own time constant with respect to the voltage supplied from the power converter. That is, in the electric motor, there is a response delay due to the transmission time of the torque command and the response time of the electric motor until the actual output torque response of the electric motor is obtained after the output torque is instructed by the electronic control unit. For this reason, if the command for reducing the engine starting torque is output from the electronic control device when the engine rotation speed and the motor rotation speed match (hereinafter referred to as synchronization), the running torque and the engine are within the response delay time of the output torque of the motor. The starting torque is transmitted to the drive wheels. At this time, the vehicle is accelerated due to an extra engine starting torque, and a shock is generated. Therefore, it is necessary to give a command to reduce the engine starting torque in consideration of the output torque response delay time of the electric motor.

  For example, it is conceivable that the timing for issuing the command to reduce the engine starting torque is output using the engine rotation speed that rises within the output torque response delay time of the electric motor. That is, when starting the engine, a command to reduce the engine starting torque at the timing when the engine rotational speed reaches the rotational speed obtained by subtracting the engine rotational speed that rises within the output torque response delay time of the motor from the motor rotational speed. Do. Here, when the rotational speed of the electric motor is lower than the engine rotational speed that rises within the output torque response delay time of the electric motor, it is necessary to issue a command to reduce the engine starting torque while the engine rotational speed is zero. However, the timing at which the engine rotation speed starts to increase due to the output torque response of the motor is not always the same. Therefore, depending on the timing at which the command to reduce the engine starting torque is issued, the engine start may be faster than the synchronization timing between the motor rotation speed and the engine rotation speed. The timing at which the torque is reduced becomes earlier or later. For example, when an increase in engine rotation speed is detected and a command to decrease the engine start torque is issued, the actual output torque response is delayed from the synchronization timing due to the output torque response delay of the motor, so the engine start torque is transferred to the drive wheels. The vehicle shock is generated when the engine is started by the engine start torque of the electric motor, which causes discomfort to the user.

  An object of the present invention is to solve the above-described problem, and to provide a vehicle control device that prevents the occurrence of a vehicle shock when shifting to HEV traveling by an engine start request during EV traveling.

  A first invention includes an engine, an electric motor, an engine intermittent clutch provided in a power transmission path between the engine and the electric motor, and an inverter that controls the electric motor, and the engine intermittent clutch is in a released state. When the start of the engine is requested by the user depressing the accelerator during EV traveling using the electric motor as a power source, the engine intermittent clutch is engaged, and the motor torque obtained by adding the engine starting torque to the traveling torque is obtained. A control device for a vehicle that starts the engine by subtracting the engine start torque from the motor torque when the engine output speed is synchronized with the rotation speed of the motor. The rotation speed of the motor during the rise increases within the output torque response delay time of the motor. Characterized by starting the engine if it is the engine start permission speed or rotational speed of the gin.

  According to a second aspect of the present invention, there is provided a vehicle control apparatus comprising: the torque converter connected to the output shaft of the electric motor; and a lockup clutch capable of directly connecting input / output members of the torque converter. When the engine is requested to start, the lockup is performed if the rotation speed of the electric motor is smaller than the engine start permission rotation speed. The clutch is released.

  According to the first aspect of the invention, the engine is started if the motor rotation speed when starting the engine is equal to or higher than the engine start permission rotation speed that is the rotation speed that rises within the output torque response delay time of the motor. Therefore, a command is issued to reduce the output of the engine starting torque by the motor at the timing when the engine speed has increased to the rotational speed obtained by subtracting the rotational speed that rises within the output torque response delay time of the motor from the rotational speed of the motor. Thus, the engine starting torque can be reduced at the timing when the engine speed and the motor speed are synchronized. Therefore, a vehicle shock due to excessive engine starting torque does not occur at the synchronization timing, and the user's discomfort can be eliminated.

  According to a second aspect of the present invention, during traveling using the electric motor as a drive source, the vehicle travels with the lock-up clutch engaged, and when the engine is requested to start, the rotational speed of the motor becomes the engine start permission rotational speed. If not, the lockup clutch is released. That is, since the rotational speed of the turbine side of the torque converter is fixed by the vehicle speed, the rotational speed of the electric motor on the pump side of the torque converter increases when the lockup clutch is released. As a result, the engine can be started when the rotation speed of the electric motor is equal to or higher than the engine start permission rotation speed, and the engine can be easily started in response to a user engine start request.

1 is a skeleton diagram illustrating a vehicle control device to which the present invention is applied. It is sectional drawing which shows the electric motor of FIG. 1, a torque converter, and the automatic transmission and crankshaft which were notched partially. It is a block diagram for demonstrating the principal part of the control function with which the electronic control apparatus of FIG. 1 was equipped. It is a flowchart explaining the principal part of the control action performed by the signal processing of the electronic controller of FIG. It is a time chart explaining the example of control by the flowchart of FIG.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn to character.

  FIG. 1 is a skeleton diagram illustrating a control device for a vehicle 10 to which the present invention is applied. As shown in FIG. 1, the vehicle 10 includes an engine 12, an electric motor 14, and an engine intermittent clutch 28 in a power transmission path between the engine 12 and the electric motor 14. The power from the engine 12 and the electric motor 14 is transmitted to the pair of left and right drive wheels 24 via the torque converter 16, the automatic transmission 18, the differential gear device 20, and the pair of left and right axles 22, respectively. The vehicle 10 travels by driving one, the other, or both of the engine 12 and the electric motor 14 by pressing or releasing the engine intermittent clutch 28. That is, the vehicle 10 is in any one of the traveling states of engine traveling only by the engine 12, electric motor traveling only by the electric motor 14 (EV traveling), and hybrid traveling (HEV traveling) by the engine 12 and the electric motor 14.

  FIG. 2 is a cross-sectional view showing the electric motor 14, the torque converter 16, and the automatic transmission 18 and the crankshaft 26 that are partially cut away. The electric motor 14, the torque converter 16, the automatic transmission 18, and the crankshaft 26 are configured substantially symmetrically with respect to their common axis C, and the lower half of the axis C is omitted in FIG. ing.

  As shown in FIG. 2, the electric motor 14, the torque converter 16, and the automatic transmission 18 are accommodated in a transmission case 36. The transmission case 36 is a split type case made of, for example, aluminum die casting, and is fixed to a vehicle body or the like.

  The torque converter 16 includes a lockup clutch 30. The lock-up clutch 30 is a direct coupling clutch interposed between the pump impeller 16a and the turbine impeller 16b and selectively connected to the pump impeller 16a and the turbine impeller 16b, and is engaged by hydraulic control or the like ( Lock-up on state), slip state (flex state), or release state (lock-up off state). Strictly speaking, the lock-up clutch 30 is engaged, and strictly speaking, the pump impeller 16a and the turbine impeller 16b are integrally rotated.

  The engine interrupting clutch 28 functions as a power interrupting device that interrupts power transmission between the engine 12 and the pump impeller 16 a of the torque converter 16. For example, the engine interrupting clutch 28 is a wet multi-plate hydraulic friction engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and hydraulic control is performed using the hydraulic pressure from the oil pump 32 as a source pressure. Engagement or release is controlled by the circuit 48. In the engagement or disengagement control, the torque capacity capable of transmitting the power of the engine intermittent clutch 28, that is, the engagement force of the engine intermittent clutch 28 is, for example, continuously by adjusting the pressure of the linear solenoid valve or the like in the hydraulic control circuit 48. Can be changed.

  The engine interrupting clutch 28 includes a pair of clutch rotating members (a clutch drum 38 and a clutch hub 40) that can rotate relative to each other about the axis C in the released state, and one of the clutch rotating members (the clutch hub). 40) is connected to the crankshaft of the engine 12 in a relatively non-rotatable manner, and the other clutch rotating member (the clutch drum 38) is connected to the pump impeller 16a of the torque converter 16 in a relatively non-rotatable manner. Yes. With such a configuration, the engine intermittent clutch 28 rotates the pump impeller 16a integrally with the crankshaft 26 of the engine 12 in the engaged state. That is, in the engaged state of the engine intermittent clutch 28, the driving force from the engine 12 is input to the pump impeller 16a. On the other hand, the engine interrupting clutch 28 interrupts power transmission between the pump impeller 16a and the engine 12 in the released state. The engine interrupting clutch 28 is in an open state in which power transmission is completely cut off by hydraulic control, slip engagement in which the friction member 42 is engaged while sliding, and a clutch rotating member (clutch drum 38 without slipping). And the clutch hub 40) are engaged with each other in a completely engaged state.

  The electric motor 14 is a so-called motor generator that is disposed concentrically with the shaft center C and has a motor function for outputting a driving force and a power generation function for charging the power storage device. The output shaft of the electric motor 14 is connected to the pump impeller 16 a of the torque converter 16, is connected to the engine 12, and is further connected to the automatic transmission 18 via the torque converter 16.

  The automatic transmission 18 constitutes a part of a power transmission path from the torque converter 16 to the drive wheels 24, and is a transmission to which driving force from the engine 12 and the electric motor 14 is input. The automatic transmission 18 is, for example, a stepped transmission that automatically switches stepped gears such as 6 forward speeds / 1 reverse gears in accordance with the vehicle speed, the accelerator opening degree, and the like. The engagement element is provided. For example, a hydraulic friction engagement device such as a multi-plate clutch or brake that is controlled to be engaged by a hydraulic actuator, and the hydraulic friction engagement device is selectively selected according to the hydraulic pressure supplied from the hydraulic control circuit 48. By engaging or disengaging, a plurality of forward shift stages (for example, a first gear to a sixth gear) (forward gear stage, forward travel gear stage) according to the combination state of the hydraulic friction engagement devices. Alternatively, one of the reverse gears (reverse gear, reverse drive gear) is selectively established. Thus, the shift position of the automatic transmission 18 when the forward shift speed or the reverse shift speed is selected is set as the travel position. Further, the transmission of power from the output shaft of the electric motor 14 to the drive wheels 24 is cut off by releasing the clutch and the brake.

  The oil pump 32 is a mechanical oil pump, generates a source pressure for controlling the hydraulic pressure of the clutch and brake, and supplies lubricating oil (operating oil) to each lubricating portion such as a ball bearing in the drive device. . Since the oil pump 32 is connected to the pump impeller 16a of the torque converter 16, the oil pump 32 is rotationally driven by one or both of the engine 12 and the electric motor 14, for example.

  In the drive device configured as described above, when starting the engine 12, for example, the engine intermittent clutch 28 is slip-engaged, and the engine 12 is rotated by the engine start torque of the electric motor 14 to start the engine. The same applies to the case where the engine 12 is started during EV traveling. In this case, the electric motor torque obtained by adding the engine starting torque for engine starting to the traveling torque for vehicle traveling is output to the electric motor 14. After starting the engine during traveling, the engine intermittent clutch 28 is basically completely engaged, and the engine is shifted to engine traveling.

The electronic control unit 52 includes a so-called microcomputer provided with a CPU, RAM, ROM, input interface and the like. The electronic control device 52 performs signal processing in accordance with a program stored in advance in the ROM while the CPU uses the temporary storage function of the RAM, thereby controlling the start of the engine 12, the rotation control of the electric motor 14, and the engine intermittent clutch. The control of the pressing force 28 is executed. The electronic control device 52 functions as a start control device for the engine 12.

The electronic control device 52 is supplied with various input signals provided in each sensor provided in the vehicle 10. Examples of the input signal include a signal representing the accelerator opening Acc [%] detected by the accelerator opening sensor 54, a signal representing the engine rotation speed N _E [rpm] detected by the engine rotation speed sensor 56, and the electric motor. There are a signal representing the motor rotation speed N _MG [rpm] detected by the rotation speed sensor 58, a signal representing the vehicle speed V [km / h] detected by the vehicle speed sensor 60, and the like.

  Various output signals are supplied from the electronic control device 52 to each device provided in the vehicle 10. Examples of the input signal include a signal supplied to the inverter 50 for controlling the output of the electric motor 14 and a signal supplied to the hydraulic control circuit 48 for controlling the pressing force of the engine intermittent clutch 28.

  FIG. 3 is a block diagram for explaining the main part of the control function provided in the electronic control unit 52. In FIG. 3, the EV travel determination unit 62 determines whether or not the vehicle 10 is performing EV travel using only the electric motor 14 as power based on, for example, the vehicle speed sensor 60 and the engine rotation speed sensor 56. For example, if the detection value by the vehicle speed sensor 60 is not zero, it can be determined that the vehicle 10 is traveling, and if the engine rotational speed sensor 56 is zero, the vehicle is traveling by EV using only the motor 14 as a power source. Can be determined.

The engine start request determination unit 64 determines, for example, whether or not the user has requested the engine 12 to be started based on the accelerator opening sensor 54. Here, the start request of the engine 12 does not necessarily have to be a user request, but may be an engine start by a vehicle request such as a charge request when the remaining battery level is low, air conditioning control, warming up of the engine 12 or the like. The engine 12 is started by engaging the engine intermittent clutch 28 from a state where the engine rotational speed _NE is zero, and the engine rotational speed _NE and the motor rotational speed _NMG are synchronized by the output torque of the motor 14. That is, until the engine intermittent clutch 28 is completely engaged.

Engine starting rotational speed determining section 66, the relationship between the increase rate of the engine rotation speed N _E per output torque response delay time and the time of engine start-up time of the motor 14, the engine rotational speed N _E and the motor rotation speed N _MG with a determination can whether reducing the engine starting torque amount of the motor 14 to the synchronization timing, rate of increase of the engine rotational speed N _E per unit time is a value determined from the characteristics of the engine 12. Further, the output torque response delay of the motor 14 is obtained in advance by the output torque calculation time by the electronic control device 52, the time for transmitting a signal from the electronic control device 52 to the inverter 50, and the response delay time based on the time constant of the motor 14. Value. Rise rate and the output response delay time of the engine rotational speed N _E per unit time may be a constant value determined experimentally in advance, or may be used a value learned by measuring the time of engine start.

In the engine starting rotational speed determining unit 66, for example, by multiplying the increase rate of the output torque response delay time and per unit of time at the start of the engine the engine rotational speed N _E of the electric motor 14, the output torque response delay time of the motor 14 by calculating the engine rotation speed N _E to rise to the engine start permission speed N _ESA. The engine start rotational speed determination is performed by comparing the engine start permission rotational speed N _ESA and the motor rotational speed N _MG . Here, if the motor rotation speed N _MG is higher than the engine start permission speed N _ESA, the rotation speed obtained by subtracting the engine rotational speed N _E to rise in the output torque response delay time of the motor 14 from the motor speed N _MG because that the engine rotational speed N _E is raised detected by the engine rotational speed sensor 56, it is possible to reduce the engine starting torque amount of the motor 14 in the synchronization timing by performing the command to reduce the engine starting torque amount of the motor 14, the engine The starting rotational speed determination unit 66 determines that the engine can be started. Also, if the engine starting rotational speed determining unit 66 determines that allow engine starting, the motor speed N _MG, the rotation speed obtained by subtracting the engine rotational speed N _E to rise in the output torque response delay time of the motor 14, the engine A timing signal ST indicating that the rotational speed _NE has been reached is output to the motor control unit 68.

  The electric motor control unit 68 outputs a signal for controlling the output of the electric motor 14 that drives the vehicle 10 and starts the engine 12 to the inverter 50. When the engine start rotation speed determination unit 66 determines that the engine can be started, it receives a command signal from the engine start rotation speed determination unit 66 and issues a command to output the engine start torque by the electric motor 14 in addition to the running torque. Output to the inverter 50. In addition, the motor control unit 68 outputs a command to the inverter 50 to reduce the engine start torque in response to the timing signal ST from the engine start rotation speed determination unit 66.

  The clutch control unit 70 receives the timing signal ST from the engine start rotational speed determination unit 66 and controls the hydraulic control circuit 48 to control to increase the pressing force of the engine on / off clutch 28 to be in a fully engaged state. Output a control signal.

  FIG. 4 is a flowchart for explaining engine start control by the electronic control unit 52, which is repeatedly executed at a predetermined cycle of several milliseconds to tens of milliseconds.

  First, in step (hereinafter, step is omitted) S1, it is determined whether or not the vehicle 10 is traveling in EV. If the determination of S1 is negative, this routine is terminated. However, if S1 is affirmed while the determination is repeated, the process proceeds to S2 and it is determined whether or not a start request for the engine 12 has been made.

If the determination in S2 is negative, this routine is terminated and EV traveling is continued. However, if S2 is affirmed while the determination is repeated, the process proceeds to S3 corresponding to the engine start rotation speed determination unit 66, and it is determined whether or not the motor rotation speed N _MG is equal to or higher than the engine start permission rotation speed N _ESA. .

  If the determination in S3 is negative and the synchronization timing is determined to be unpredictable, this routine is terminated and EV traveling is continued. However, if the determination of S3 is affirmed while the determination is repeated, the process proceeds to S4 corresponding to the electric motor control unit 68 and the clutch control unit 70, and the engine 12 is started.

If the determination in S3 is negative, the motor rotation speed _NMG may be increased by releasing the lockup clutch 30 of the automatic transmission 18 and the determination in S3 may be performed again. When S3 is affirmed by re-determination of S3, the process proceeds to S4 and the engine 12 is started. On the other hand, if negative, EV travel is continued.

In S4, the strong pressing force of the engine intermittent clutch 28 launched the oil pressure of the engine intermittent clutch 28 to raise the engine rotational speed N _E and output by the electric motor 14 in addition to engine startup torque amount to the running torque . Then, it causes the engine intermittent clutch 28 fully engaged at the timing when the engine rotational speed N _E and the motor rotation speed N _MG are synchronized, reducing engine starting torque amount of the motor 14.

  FIG. 5 is a time chart illustrating engine start control according to the present embodiment.

At time t0, the vehicle 10 is traveling on an EV. For example, an engine rotational speed sensor 56 than the engine speed N _E is zero, it is possible to detect each vehicle speed V from a vehicle speed sensor 60 is greater than zero, the hydraulic control circuit 48 that the engine intermittent clutch 28 is disengaged If it can be detected by the hydraulic signal supplied to the engine intermittent clutch 28, it can be regarded as the vehicle state at time t0.

At time t1, although the motor rotation speed N _MG with the accelerator opening Acc is increased by the accelerator depression of the user is increased, when the accelerator opening Acc is low, continuing the determined EV travel is not a required engine start ing.

Further, when the accelerator opening Acc increases due to the accelerator depression by the user, it is determined that the engine needs to be started at time t2. Then, the engine start rotational speed determination unit 66 determines whether the engine can be started. This determination may, for example, comparing the motor rotation speed N _MG and the engine start permission speed N _ESA, the motor rotation speed N _MG is equal to engine start permission speed N _ESA or more, it is determined to be the engine start .

  When it is determined at time t2 that the engine can be started, the hydraulic control circuit 48 starts supplying hydraulic pressure to the engine intermittent clutch 28 and engages the engine intermittent clutch 28. The electric motor 14 adds the engine starting torque to the running torque and outputs the torque.

Then, the motor rotation speed N _MG and the engine rotational speed N engine intermittent clutch 28 in the synchronous timing time t4 _E fully engaged. At time t3 prior to time t4, a command to reduce the engine starting torque is output to the inverter 50 in response to the timing signal ST, so that the motor 14 is synchronized with the complete engagement of the engine intermittent clutch 28. The running torque is output by reducing the engine starting torque.

  According to the control apparatus for the vehicle 10 of the present embodiment, the engine intermittent clutch 28 is engaged by the engine start request during EV traveling, and the engine 12 is started by the electric motor 14 to shift to HEV traveling. Since the engine starting minimum rotation speed is set in consideration of the response delay time of the clutch 28 for the vehicle, no vehicle shock occurs when the engine is started.

According to the control apparatus for the vehicle 10 of the present embodiment, the motor rotation speed _NMG when starting the engine 12 is equal to or higher than the engine start permission rotation speed N _ESA that is the rotation speed that rises within the output torque response delay time of the motor. If so, start the engine. Therefore, a command to reduce the output of the engine start torque by the motor 14 at the timing when the engine speed has increased to the rotation speed obtained by subtracting the rotation speed that rises within the output torque response delay time of the motor 14 from the rotation speed of the motor 14. it is issuing, it is possible to reduce the engine starting torque component in the synchronization timing of the engine rotational speed N _E and the motor rotation speed N _MG. Therefore, a shock due to the extra engine start torque does not occur at the synchronization timing, and the user's discomfort can be eliminated.

Further, according to the control device for the vehicle 10 of the present embodiment, during traveling using the electric motor 14 as a driving source, the vehicle travels with the lock-up clutch 30 engaged, and when the engine 12 is requested to start, rotational speed is smaller than the engine start permission speed N _ESA, to release the lock-up clutch 30. That is, since the rotational speed of the turbine side of the torque converter 16 is fixed by the vehicle speed, when the lockup clutch 30 is released, the rotational speed of the electric motor 14 on the pump side of the torque converter 16 increases. As a result, the engine can be started when the rotation speed of the electric motor 14 is equal to or higher than the engine start permission rotation speed N _ESA, and the engine can be easily started in response to a user engine start request.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is not limited to this, Furthermore, it implements in another aspect.

  For example, in the above-described embodiment, the engine intermittent clutch 28 provided in the power transmission path between the engine 12 and the electric motor 14 is a hydraulic friction engagement device whose engagement state is controlled by hydraulic pressure. However, for example, an electromagnetic clutch or a magnetic powder clutch whose electromagnetic state is controlled electromagnetically may be provided in a power transmission path between the engine 12 and the electric motor 14. That is, the present invention can be widely applied to vehicles provided with a clutch that controls power transmission in the power transmission path in the power transmission path between the engine 12 and the electric motor 14.

  In addition, although not illustrated, the present invention is implemented with various modifications within a range not departing from the gist thereof.

12: Engine 14: Electric motor 16: Torque converter 28: Engine intermittent clutch 30: Lock-up clutch 48: Hydraulic control circuit 50: Inverter 52: Electronic control unit 66: Engine start rotational speed determination unit 68: Electric motor control unit

Claims (2)

An engine, an electric motor, an engine intermittent clutch provided in a power transmission path between the engine and the electric motor, and an inverter for controlling the electric motor,
When the engine is requested to start by EV depression using the electric motor as a power source with the engine intermittent clutch released, the engine intermittent clutch is engaged and the running torque is increased. An electric motor torque added with an engine starting torque is output by the electric motor, and when the rotational speed of the engine and the rotational speed of the electric motor are synchronized, the engine starting torque is subtracted from the electric motor torque to start the engine. A control device,
The engine is started if the rotation speed of the motor when starting the engine is equal to or higher than an engine start permission rotation speed that is the rotation speed of the engine that rises within the output torque response delay time of the motor. A torque converter connected to the output shaft of the electric motor, and a lockup clutch capable of directly connecting between input and output members of the torque converter;
During traveling using the electric motor as a drive source, the vehicle travels with the lock-up clutch engaged, and when the engine is requested to start, if the rotational speed of the motor is smaller than the engine start permission rotational speed, 2. The vehicle control device according to claim 1, wherein the lock-up clutch is released.

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