JP2019151232A - Control device for vehicle - Google Patents

Abstract

To provide a vehicle that has an engine coupled to driving wheels through a clutch and a stepped automatic transmission and that speedily and smoothly performs control to couple the engine being disconnected from the driving wheel to the driving wheels while switching the automatic transmission from a neutral state to a state in which a gear change stage is set.SOLUTION: It is determined that torque that an engine outputs should be transmitted to driving wheels while a travel is made with an automatic transmission set to a neutral state, and when the determination is made, rotating speed control (step S3) to set by a first motor the rotating speed of the engine to a synchronous rotating speed of a gear change stage that the automatic transmission should set and gear change control (step S5) to engage an engagement mechanism so as to set a gear change stage with the clutch released are performed, the clutch being engaged (step S6) after rotating speed control and gear change control are executed.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device that performs control for shutting off an engine from driving wheels and reconnecting the engine to driving wheels based on a driving request, and more particularly to a stepped automatic on the output side of the engine. The present invention relates to a control device in a hybrid vehicle to which a transmission is connected.

  An engine (internal combustion engine) mounted as a driving force source for a vehicle needs to continue to rotate at a rotational speed equal to or higher than a predetermined minimum rotational speed in order to continue the self-sustaining rotation. On the other hand, when the vehicle is decelerating or traveling on a flat road at a constant vehicle speed, the driving force required by the vehicle is smaller than the driving force output by the engine. When the required driving force is small as described above, it is preferable to stop the engine. On the other hand, when accelerating or traveling on an uphill road, a large driving force is required. If the engine is stopped at that time, the engine is restarted during traveling. When the engine is started, the driving force of the engine is transmitted to the driving wheels, so that a shock may occur due to a change in the driving force, and when the engine that has been started is connected to the driving wheels, This can cause a shock because of the inertial torque that accompanies it.

  Patent Document 1 describes a device that performs control so that the control responsiveness of shock and driving force accompanying engine start-up is good. The device described in Patent Document 1 is intended for a hybrid vehicle in which an engine and a first motor are connected to a clutch that selectively transmits torque to drive wheels, and a second motor is connected to the drive wheels. And has two transition modes in which the order is set for engine cranking, ignition and clutch engagement. When the engine is started while the engine is stopped and the driving force is transmitted to the driving wheels, in the first transition mode, the clutch is released and the engine is operated by the first motor in that state. The engine is started by cranking and igniting, and then the clutch is engaged by performing synchronous control for adjusting the rotational speed of the clutch. On the other hand, in the second transition mode, the engine is cranked by the first motor, the synchronous control for the released clutch is performed by the first motor, and then the ignition of the engine is executed. Therefore, in the first transition mode, it takes a long time to engage the clutch and transmit the driving force of the engine to the drive wheels, and the control responsiveness is not necessarily good, but the clutch is in a state where the rotation speed is synchronized. Since they are engaged, a shock associated with a sudden change in the rotational speed can be prevented or suppressed. In the second transition mode, cranking and rotation speed synchronization are performed in parallel, and the engine is ignited after the clutch is engaged in the synchronized state. Since it appears as an increase in driving force, the driving force may increase rapidly, but the time required to increase such driving force is shortened, so that the control response is improved.

  Further, in Patent Document 2, when starting the engine during traveling, the clutch is controlled to a half-clutch state, and the engine is cranked and started by the inertial force caused by the traveling of the vehicle. An apparatus is described that is configured to release the clutch in a transitional state from a ranking state to a self-sustaining rotation state. The device described in Patent Document 2 is a so-called pushing form of an engine called so-called pushing. Since the clutch is temporarily engaged, the clutch is disengaged when the driving force suddenly increases due to the first explosion of the engine or the like. It is released and avoids or suppresses sudden changes in driving force.

  A four-wheel drive system that transmits driving force from the engine to one of the front and rear wheels, an automatic transmission is provided between the engine and the drive wheel, and the other wheel can be driven by a motor. A car is described in US Pat.

Japanese Patent No. 5429400 JP 2005-162081 A JP 2010-201995 A

  In the hybrid vehicle described in Patent Document 1, an automatic transmission is disposed between the clutch and the first motor (and the engine). Therefore, in the state where the clutch is disengaged, the automatic transmission is not rotated, but the automatic transmission is rotated when the engine is cranked. In order to avoid this, it is conceivable to dispose the clutch on the output side of the automatic transmission. However, when the engine is stopped and traveling, the automatic transmission is rotated and energy loss occurs. Such inconvenience may also occur in the vehicle described in Patent Document 3.

  On the other hand, a stepped transmission is known as an automatic transmission. In this type of automatic transmission, if an engagement mechanism such as a clutch or a brake that is engaged to set the shift stage is released, the automatic transmission is automatically performed. The transmission can be set to a neutral state in which no torque is transmitted between the input shaft and the output shaft. If the automatic transmission is set to the neutral state in this way when starting the engine from a state where the engine is stopped and running, it is possible to avoid a change in the driving force accompanying the starting of the engine from reaching the drive wheels. Can prevent inconveniences such as shocks. However, when the automatic transmission is switched from the neutral state to the state in which the predetermined shift stage is set in order to transmit the driving force output from the engine to the driving wheels, a change in the driving force occurs, which may be a shock, Or it may become a factor of deterioration of driving force responsiveness. Conventionally, when the engine is running with the engine stopped, the automatic transmission is set to the neutral state, and from that state, the clutch is engaged and the predetermined gear stage is set in the automatic transmission. However, there is room for development on such preferable control of engine start and shift speed setting.

  Further, traveling without transmitting the engine output torque to the drive wheels is not only when the engine is stopped as described above. For example, in the case of a hybrid vehicle, the generator is driven by the engine to generate electric power. This is also performed in the case of so-called motor traveling or EV traveling that travels by supplying to a driving motor for traveling. It is preferable to avoid or suppress power loss due to so-called revolving by releasing the clutch in the motor traveling or EV traveling state and setting the automatic transmission to the neutral state. When the engine is coupled to the drive wheels by the above-described method, there is a problem similar to the above-described problem as in the case where the engine is started from the stopped state and the torque is transmitted to the drive wheel.

  The present invention has been made paying attention to the technical problem described above, and connects the engine to the driving wheel from a running state in which the engine is cut off from the driving wheel via the automatic transmission, and the torque of the engine is driven to the driving wheel. It is an object of the present invention to provide a control device that can perform control transmitted to the vehicle without deteriorating riding comfort such as shock or driving force response.

  In order to achieve the above object, the present invention includes an engine, drive wheels, a first motor coupled to an output shaft of the engine, a plurality of engagement mechanisms, and any one of the engagement mechanisms. A predetermined gear position is set by engagement, and an automatic transmission that is in a neutral state in which torque is not transmitted by releasing the engagement mechanism, the engine, the first motor, and the automatic transmission In a vehicle control device having a clutch provided therebetween, the vehicle has a controller that controls the first motor and the clutch, and the controller is running with the automatic transmission set to a neutral state. In the state, it is determined that the torque output from the engine should be transmitted to the driving wheel, and when the determination is satisfied, the first motor rotates the engine. A rotational speed control for setting the number to a synchronous rotational speed at a shift speed to be set by the automatic transmission, and the engagement mechanism is engaged so as to set the shift speed with the clutch released. It is characterized in that it is configured to engage with the clutch after performing the speed change control and executing the speed control and the speed change control.

  According to the present invention, when the output torque of the engine is transmitted to the drive wheels from the state where the automatic transmission is set to the neutral state, the engine speed is the speed at which the automatic transmission should be set. Synchronous rotation speed. Further, in the automatic transmission, the engagement mechanism is engaged so as to set the gear position to be set at the time when the engine is connected to the drive wheel. The clutch is engaged with these rotational speed control and shift control being performed. Therefore, since the control for the engine and the control for the automatic transmission are executed simultaneously, the time required for these controls is reduced. Then, the engagement of the clutch in which the torque of the engine or the first motor is transmitted to the drive wheel is in a state where the rotational speed on the input side and the rotational speed on the output side of the clutch are synchronized, that is, It is performed in a state where the rotation speeds are coincident or almost coincident. Therefore, even if the clutch is engaged quickly or suddenly, a change in the rotational speed or an inertial force accompanying the engagement does not occur in particular, and the cause of the shock can be eliminated or suppressed in advance. As a result, from the state where the engine is cut off from the driving wheel, the control to retransmit the engine torque to the driving wheel again in response to an acceleration request or a driving force increase request is performed quickly, and the driving force responsiveness is improved. In addition, deterioration of ride comfort such as shock can be avoided or suppressed.

It is a figure which shows typically the power train of the vehicle which can be made into object by this invention. It is a flowchart for demonstrating an example of the control performed by this invention. 3 is a time chart schematically showing an example of changes in shift position, engine speed, hydraulic pressure of an engagement mechanism in an automatic transmission, hydraulic pressure of a clutch, torque of each motor and engine when the control of FIG. 2 is executed.

  The vehicle in the embodiment of the present invention is a vehicle equipped with an engine that requires cranking (motoring) for starting as a driving force source, and has good fuel efficiency and power performance when traveling with the output torque of the engine. Therefore, the vehicle has an automatic transmission connected to the output side of the engine. FIG. 1 schematically shows a hybrid vehicle 1 as an example of this type of vehicle. A hybrid vehicle 1 shown in FIG. 1 includes an engine 2 and two motors 3 and 4. More specifically, the hybrid vehicle 1 shown here is an example of a four-wheel drive vehicle based on a front engine / rear wheel drive vehicle (FR vehicle), and an engine (E / G) 2 on the front side of the vehicle body. Is disposed toward the rear of the vehicle body, and a damper 6 is coupled to the output shaft 5 of the engine 2 and a first motor (MG1) 3 is coupled to the output shaft 5. Further, a clutch (starting clutch: C0 clutch) 7 that selectively transmits and blocks torque is connected to the output shaft 5, and an automatic transmission (AT) 8 is connected to the output side of the clutch 7. A four-wheel drive transfer (TF) 9 is connected to the output side of the automatic transmission 8, and the transfer 9 is connected to a rear differential gear 11 via a rear propeller shaft 10, and the rear differential gear 11. The drive torque is transmitted from the left to the right and left rear wheels 12.

  On the other hand, the transfer 9 is connected to the front speed reducer 13. The second motor 4 is connected to the front speed reducer 13, and the output member of the front speed reducer 13 is connected to the front differential gear 15 via the front propeller shaft 14. The driving torque is transmitted to 16.

  The engine 2 is an internal combustion engine such as a gasoline engine or a diesel engine. A throttle opening and a fuel injection amount are controlled according to a required driving force such as a depression amount (accelerator opening) of an accelerator pedal (not shown). A torque corresponding to the required driving force is output. The first motor 3 is a motor (motor / generator: MG) having a power generation function such as a permanent magnet synchronous motor, and mainly functions as a power generator in the example shown in FIG. In addition, since the first motor 3 is connected to the output shaft 5 of the engine 2, when the engine 2 is started, the engine 2 can be cranked (motored) by the first motor 3.

  The clutch 7 is for selectively disconnecting the engine 2 and the first motor 3 from the automatic transmission 8, and a frictional engagement mechanism such as a multi-plate clutch can be adopted as the clutch 7, and a dog clutch A meshing engagement mechanism such as the above can be employed. When the clutch 7 is configured by a frictional engagement mechanism that operates by hydraulic pressure, the torque capacity can be changed continuously or smoothly.

  The automatic transmission 8 includes a plurality of engagement mechanisms such as clutches and brakes, and is a so-called stepped gear that can set a plurality of forward stages and reverse stages according to the engagement and release states of the engagement mechanisms. An example of the automatic transmission is an automatic transmission described in Japanese Patent Application Laid-Open No. 2017-15579 or an automatic transmission in which an input shaft is connected to the clutch 7 by removing the torque converter. . In the automatic transmission 8, the three engagement mechanisms are engaged by, for example, hydraulic pressure, and each gear stage is set. The shift control for setting these shift stages is based on a shift map in which the shift stages are determined according to the required driving force such as the accelerator opening and the traveling state such as the vehicle speed, as in a conventional automatic transmission. Done. That is, as the required driving force increases, the low speed stage is set, and as the vehicle speed increases, the high speed stage is set.

  The transfer 9 is a transmission mechanism that distributes and transmits torque output from the automatic transmission 8 to the front wheel 16 side, and is a part-time type that selectively transmits torque to the front wheel 16 side by a clutch mechanism (not shown). Or a full-time transfer that transmits torque while allowing differential rotation of the front and rear wheels 12 and 16 by a differential mechanism such as a planetary gear mechanism. In the embodiment of the present invention, since the four-wheel drive state can be established by the second motor 4 as described later, the transfer 9 need not be provided.

  The front speed reducer 13 is a mechanism for amplifying the torque of the second motor (MG2) 4 and transmitting it to the front propeller shaft 14. In the example shown in FIG. 1, the front speed reducer 13 is constituted by a counter gear pair and a planetary gear mechanism. Has been. The counter gear pair includes a drive gear 17 connected to the second motor 4 and a driven gear 18 having a larger diameter than the drive gear 17. The planetary gear mechanism includes a sun gear 19 connected to the driven gear 18, a ring gear 20 that is an internal gear disposed concentrically with the sun gear 19, a pinion gear that meshes with the sun gear 19 and the ring gear 20, and a front propeller shaft. 14 is connected to a carrier 21 connected thereto. Further, a brake 22 that selectively stops the rotation of the ring gear 20 is provided. The brake 22 may be a frictional or meshing engagement mechanism. Accordingly, the front speed reducer 13 does not cause the planetary gear mechanism to idle and transmit torque by releasing the brake 22, and the carrier 21 rotates at a lower speed than the sun gear 19 by engaging the brake 22. It is comprised so that an effect | action may be performed. Since the torque of the second motor 4 is amplified by the counter gear pair and the planetary gear mechanism and transmitted to the front propeller shaft 14, the second motor 4 can be made to be a high-rotation and low-torque type to reduce its size. it can.

  The second motor 4 can be configured by a motor (motor / generator: MG) having a power generation function such as a permanent magnet type synchronous motor, similarly to the first motor 3 described above. Therefore, the second motor 4 functions as a motor to output a driving force for traveling to the front wheels 16 when a large climbing force or rough road running performance is required, and is transmitted from the front wheels 16 during deceleration. The power is generated by being rotated by the generated torque.

  Each of the motors 3 and 4 is connected to a motor controller 25 including a power storage device 23 and an inverter 24. The motors 3 and 4 and the motor controller 25 charge the electric power generated by the motors 3 and 4 to the power storage devices 23, and supply the electric power of the power storage devices 23 to the motors 3 and 4. 4, 4, and 4, and further, the electric power generated by the first motor 3 is supplied to the second motor 4 to output torque for traveling from the second motor 4.

  The engine 2, the motors 3 and 4, the clutch 7, the automatic transmission 8, and the brake 22 are configured to be electrically controlled, and an electronic control unit (ECU) 26 is provided for controlling the engine 2. . The ECU 26 is configured mainly with a microcomputer, for example, and is configured to perform an operation using input data and data stored in advance, and output the result of the operation as a control command signal. Examples of the input data include an accelerator opening degree, a vehicle speed, an engine speed, an output speed of the automatic transmission, a remaining charge amount of the power storage device 23, and the like, which are required drive amounts. The stored data includes a shift map, a mode map in which a travel mode using the engine 2 as a driving force source, a travel mode in which the second motor 4 travels, and the like are determined according to the accelerator opening and the vehicle speed.

  The hybrid vehicle 1 includes an EV mode in which the second motor 4 is driven by the electric power of the power storage device 23, a series mode in which the second motor 4 is driven by the electric power generated by the first motor 3, and the engine 2 The ENG mode using as a driving force source, the parallel mode using the engine 2 and the second motor 4 as driving force sources, and the like can be selected. These travel modes are selected based on travel conditions such as the accelerator opening and the vehicle speed, for example, and are selected in the order of EV mode or series mode, ENG mode, and parallel mode as the accelerator opening and vehicle speed increase. In the EV mode and the series mode, the second motor 4 is driven by the electric power of the power storage device 23 and the first motor 3. In that case, all the engagement mechanisms in the automatic transmission 8 are released and set to the neutral state. This is to reduce power loss due to so-called rotation as much as possible. By doing so, the engine 2 is disconnected from the rear wheel 12 which is a drive wheel, so the clutch 7 may be engaged to prepare for switching of the running mode.

  Such EV mode and series mode are selected mainly when the accelerator opening is small. Therefore, when an accelerator pedal (not shown) is depressed to accelerate or climb, ENG mode or parallel mode is selected. The engine 2 is selected and started, or the torque output from the engine 2 is transmitted to the rear wheels 12 to increase the driving force of the hybrid vehicle 1. That is, the clutch 7 is engaged and the automatic transmission 8 sets a predetermined gear stage, but the torque transmitted and the rotation speed of the predetermined rotating member change accordingly, so that the driving force An abrupt change or a shock accompanying it may occur, and if the control is performed slowly to prevent or suppress such a shock, the driving force responsiveness may deteriorate. Therefore, the control device according to the embodiment of the present invention outputs the output of the engine 2 from a state in which the engine 2 is shut off from the rear wheel 12 that is the driving wheel and the automatic transmission 8 is set in the neutral state. When switching to a state where torque is transmitted to the rear wheel 12, the following control is executed.

  FIG. 2 is a flowchart for explaining an example of the control, and is repeatedly executed every predetermined short time while the hybrid vehicle 1 is traveling. Note that the control shown in FIG. 2 is executed by the ECU 26 described above, and therefore the ECU 26 corresponds to the controller in the embodiment of the present invention. First, it is determined whether or not the traveling mode is the EV mode or the series mode (step S1). This determination is, in essence, a determination of whether or not the engine 2 is shut off with respect to the rear wheels 12 that are drive wheels. If the determination in step S1 is not established because the EV mode or the series mode is not selected, that is, if the determination in step S1 is negative, the routine in FIG. 2 is temporarily terminated without performing any particular control. On the other hand, if the determination in step S1 is established, that is, if the determination result in step S1 is affirmative, it is determined whether or not there is a request to engage the clutch 7 (step S2). Since the clutch 7 is a clutch to be engaged when the output torque of the engine 2 is transmitted to the rear wheel 12 to increase the driving force, the determination in step S2 is, for example, whether the accelerator opening (required driving force) has increased. It may be a judgment of no.

  If the determination in step S2 is negative, the process returns to the start. If the determination is negative, the engine 2 is controlled by the first motor 3 (step S3). In other words, this is the control of the rotational speed on the input side (engine 2 side) of the clutch 7, and the synchronous rotational speed at the gear stage to be set in the automatic transmission 8 according to the traveling state such as the vehicle speed at that time. The rotational speed of the engine 2 is controlled so as to match or substantially match. The synchronous rotational speed is an input rotational speed that is calculated from the gear ratio at the gear position to be set by the automatic transmission 8 and the vehicle speed or the output rotational speed. When the engine 2 is stopped, the engine 2 is cranked by the first motor 3 to increase the rotational speed to the synchronous rotational speed.

  Further, the clutch 7 that has been engaged in preparation for the switching of the traveling mode is released (step S4). In a state where the clutch 7 is released and the engine 2 is disconnected from the automatic transmission 8, an engagement mechanism is set so that the automatic transmission 8 sets a predetermined gear position according to the traveling state such as the vehicle speed at that time. Engage (step S5). That is, the shift control in the embodiment of the present invention is executed. In that case, when the automatic transmission 8 described above is configured to establish a gear stage by engaging three engagement mechanisms, the shared torque, the amount of change in the rotational speed caused by the engagement, etc. The engagement mechanism is engaged in the order determined according to the above. After engaging the engagement mechanism to set the predetermined gear position, the clutch 7 is re-engaged (step S6).

  By engaging a predetermined engagement mechanism in the automatic transmission 8 and setting the predetermined shift speed, the rotation speed of the input member such as the input shaft, that is, the rotation speed on the output side of the clutch 7 is changed to the shift speed. The rotational speed is determined based on the speed ratio and the vehicle speed or the output rotational speed, that is, the synchronous rotational speed. On the other hand, the rotational speed of the engine 2, that is, the rotational speed on the input side of the clutch 7 is controlled to the synchronous rotational speed by the first motor 3 as described above. For this reason, in the clutch 7, the rotational speeds of the input side and the output side coincide with each other or substantially coincide with each other. Therefore, when the clutch 7 is engaged in step S 6, the rotational speed hardly changes. That is, almost no inertia torque is generated when the clutch 7 is engaged, so that the shock does not deteriorate.

  By connecting the engine 2 to the rear wheel 12 in this manner, the rear wheel 12 is driven by the engine 2 and the front wheel 16 is driven by the second motor 4, which drives the engine 2 and the second motor 4. Therefore, the control mode of the hybrid vehicle 1 is shifted to the control mode in the parallel mode (step S7). Thereafter, the routine shown in FIG.

  When the above control is performed, the shift position, the engine speed Ne, the hydraulic pressures C1, C2, C3 of the engagement mechanism in the automatic transmission 8, the hydraulic pressure C7 of the clutch 7, the motors 3, 4 and the torque Tmg1, An example of changes in Tmg2 and Te is schematically shown in FIG. The shift position is a position selected by a shift device (not shown) in order to select a range (range) of the gear position to be set by the automatic transmission 8, and is a parking (P) position for setting a stop state. Set reverse (R) position for setting reverse gear, neutral (N) position for setting neutral state, drive (D) position for setting all forward gears, and gear speed that can apply engine brake. There is a brake (B) position to perform. The example shown in FIG. 3 is an example in which the vehicle is running in the EV mode in which the D position is selected and the second motor 4 is driven by the electric power of the power storage device 23. Therefore, the engine speed Ne becomes “0”. Yes. In the automatic transmission 8, all the engagement mechanisms are released, and the hydraulic pressures C1, C2, and C3 are "0". On the other hand, the clutch 7 is engaged in preparation for the switching of the traveling mode, and therefore the hydraulic pressure is “engagement pressure”. The engagement pressure is, for example, a line pressure that is a source pressure at that time in a hydraulic control device (not shown) of the automatic transmission 8. Further, the torque Tmg2 of the second motor 4 is a torque required for traveling (torque corresponding to the accelerator opening), whereas the first motor 3 and the engine 2 are stopped and the torques Tmg1, Te is “0”.

  A request to start the engine 2 and engage the clutch 7 to connect the engine 2 to the rear wheel 12 due to an increase in the accelerator opening while traveling in the EV mode is established. Then (time t1), the torque Tmg1 of the first motor 3 increases so that the engine speed Ne is cranked to the above-described synchronous speed. In the process of increasing the engine speed Ne, the hydraulic pressures C1, C2, and C3 of the respective engagement mechanisms are sequentially increased to the engagement pressure so that the engagement mechanisms of the automatic transmission 8 are sequentially engaged. The clutch 7 is released at the same time as the hydraulic pressure C1 of the engagement mechanism to be engaged first among these engagement mechanisms is controlled to the engagement pressure (at time t2). In short, the release control is a control in which the clutch 7 has substantially no torque capacity, and immediately has a torque capacity as the hydraulic pressure increases, and a clearance (clearance) between the friction plates of the clutch 7. It is the control to make the state clogged. The oil pressure for setting such a state is a pressure called “pack pressure”, and the oil pressure C7 is controlled to the pack pressure.

  With the clutch 7 released, the hydraulic pressures C2 and C3 of the other two engagement mechanisms in the automatic transmission 8 are increased to the engagement pressure, and these engagement mechanisms are engaged. As a result, the automatic transmission 8 is set to a shift stage determined based on the traveling state at that time. When a predetermined gear position is established in the automatic transmission 8 in this way, the hydraulic pressure of the clutch 7 is increased toward the engagement pressure (at time t3), and the clutch 7 is engaged. In this case, the engine rotational speed Ne, that is, the rotational speed on the input side of the clutch 7 is maintained at the synchronous rotational speed. The input rotation speed of the automatic transmission 8, that is, the rotation speed on the output side of the clutch 7 is set to a predetermined gear position in the automatic transmission 8, so that the rotation speed (synchronous rotation speed) according to the gear ratio is set. It has become. For this reason, when the clutch 7 is engaged, a change in the rotational speed and the accompanying inertia torque are not generated. Therefore, even if the clutch 7 is suddenly engaged without going through a sliding state, no shock is generated.

  In the process of controlling the hydraulic pressures and the like as described above, the engine 2 has an initial explosion and the start is completed. Therefore, the engine torque Te gradually increases, the first motor 3 finishes the cranking, and the torque Tmg1 is set to “0”. When the engagement of the clutch 7 is completed (at time t4), the control is started by shifting to the parallel mode, so that the engine torque Te is increased to the torque according to the drive request and the rotational speed Ne is also set to the vehicle speed. It increases with the increase of. In the example shown in FIG. 3, the torque Tmg2 of the second motor 4 that drives the front wheels 16 is controlled to “0” because the required driving force is not so large as to be in the four-wheel drive state.

  FIG. 3 shows an example in the case where the engine 2 is started from the EV mode in which the engine 2 is stopped to run and the output torque of the engine 2 is transmitted to the rear wheels 12 as drive wheels. The present invention is not limited to the above-described specific example. In short, the automatic transmission 8 is moved from the neutral state to a predetermined state in order to transmit the output torque of the engine 2 to the driving wheel from the traveling state where the engine 2 is cut off from the driving wheel. The present invention can be applied to control when switching to a gear position. In the present invention, the motor that cranks the engine may be a starter motor that is normally attached to the engine, in addition to the first motor that forms the hybrid drive system. Therefore, the vehicle in the present invention is not limited to a hybrid vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 2 ... Engine, 3, 4 ... Motor, 5 ... Output shaft, 6 ... Damper, 7 ... Clutch, 8 ... Automatic transmission, 9 ... Transfer, 10 ... Rear propeller shaft, 11 ... Rear differential gear, DESCRIPTION OF SYMBOLS 12 ... Rear wheel, 13 ... Front speed reducer, 14 ... Front propeller shaft, 15 ... Front differential gear, 16 ... Front wheel, 17 ... Drive gear, 18 ... Driven gear, 19 ... Sun gear, 20 ... Ring gear, 21 ... Carrier, 22 ... Brake, 23 ... Power storage device, 24 ... Inverter, 25 ... Motor controller, C1, C2, C3 ... Hydraulic pressure, C7 ... Hydraulic pressure, Ne ... Engine speed, Tmg1, Tmg2, Te ... Torque.

Claims (1)

The engine, the drive wheel, the first motor connected to the output shaft of the engine, and a plurality of engagement mechanisms are engaged, and any of the engagement mechanisms is engaged to set a predetermined gear position. And an automatic transmission that is in a neutral state in which torque is not transmitted when the engagement mechanism is released, and a clutch provided between the engine and the first motor and the automatic transmission. In
A controller for controlling the first motor and the clutch;
The controller is
Determining that the torque output by the engine should be transmitted to the drive wheels while the automatic transmission is running in the neutral state;
When the determination is established, the engine speed is set by the first motor to a synchronous speed at a gear position to be set by the automatic transmission, and the clutch is released. , And shift control for engaging the engagement mechanism so as to set the shift stage,
The vehicle control apparatus is configured to engage the clutch after executing the rotation speed control and the shift control.

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