JP2023048858A - Control device of vehicle - Google Patents

Abstract

To provide a control device which can reduce the sliding-down of a vehicle which occurs when a shift operation position is operated to a traveling position, in the vehicle comprising an electric motor and a mechanical transmission device having a prescribed engagement device.SOLUTION: When an AT output rotational speed No of an automatic transmission 24 having a correlation with a vehicle speed V reaches a prescribed rotational speed No1 or higher during garage control CTg, a garage control part 96a prohibits backlash control CTp, and raises a target rotational speed Nmf. Also, when the sliding-down of a vehicle 10 is detected, the garage control part prohibits the backlash control CTp, and quickly raises an MG rotational speed Nm of an electric motor MG to the target rotational speed Nmf or higher, to thereby generate creep torque Tcrp. Therefore, the sliding-down of the vehicle 10 can be quickly eliminated, and an incongruity imparted to a driver resulting from the sliding-down of the vehicle 10 can be suppressed.SELECTED DRAWING: Figure 1

Description

The present invention relates to a control device for a vehicle using at least an electric motor as a driving force source.

An electric motor, and a mechanical transmission provided in a power transmission path between the electric motor and the driving wheels, wherein the mechanical transmission disconnects the power transmission path between the electric motor and the driving wheels. A contacting predetermined engagement device is provided, and when the shift operation position of the shift operation device is operated to the traveling position, the predetermined engagement device is switched to the engaged state, whereby the power of the electric motor is transmitted to the drive wheels. vehicles are known. A hybrid vehicle described in Patent Document 1 is one of them.

JP 2015-217914 A

In the above vehicle, when the shift operation position is operated to the travel position, the predetermined engagement device is engaged, and then the rotation speed of the electric motor is increased to a target rotation speed or higher to generate creep torque. is proposed. In addition, during the transition period when the rotation speed of the electric motor is increased during garage control, the backlash formed between the gears that make up the mechanical transmission device is reduced, and there is a risk that the impact when the backlash is closed may cause a shock. be. On the other hand, it is desirable to moderate the change gradient of the rotation speed of the electric motor to reduce the shock generated when the backlash is eliminated. However, when the shift operation position is switched from, for example, the non-traveling position to the traveling position while the vehicle is positioned in, for example, an uphill lane, when the brake operation is released, it is conceivable that the vehicle slides down during the switching transition period. . If the backlash elimination control is continuously executed even in such a case, the responsiveness of the vehicle is lowered and the vehicle rides down more, which may give the driver a sense of discomfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the circumstances described above, and an object of the present invention is to provide a vehicle equipped with an electric motor and a mechanical transmission configured with a predetermined engagement device, which is capable of performing a shift operation. To provide a control device capable of reducing rolling down of a vehicle that occurs when the position is operated to a traveling position.

The gist of the first invention is (a) provided with an electric motor and a mechanical transmission provided in a power transmission path between the electric motor and the drive wheels, wherein the mechanical transmission includes the A vehicle in which a predetermined engagement device is provided for connecting and disconnecting power transmission in a power transmission path, and the predetermined engagement device is switched to an engaged state when a shift operation position of a shift operation device is operated to a traveling position, (b) a control device that engages the predetermined engagement device when the shift operation position is switched from a state in which another operation position different from the travel position is selected to the travel position; (c) a garage control unit that controls the rotation speed of the electric motor to a target rotation speed or higher to generate a creep torque that causes a creep phenomenon; A change in the rotation speed of the electric motor so as to reduce the shock that occurs when the backlash formed on the power transmission path between the electric motor and the drive wheels is clogged in the transition period when the rotation speed of the electric motor is increased. and (d) the garage control unit controls the rotation speed correlated with the vehicle speed during execution of the garage control so that the rotation speed is a predetermined rotation speed. When the speed becomes equal to or higher than the target rotational speed, the backlash reduction control is prohibited, and the rotational speed of the electric motor is increased to the target rotational speed or higher.

According to the first aspect of the invention, when the rotation speed, which is correlated with the vehicle speed, reaches or exceeds a predetermined rotation speed during execution of the garage control, the backlash elimination control is prohibited, and the rotation speed of the electric motor is increased to the target rotation speed or higher. Therefore, when it is detected that the vehicle is rolling down based on changes in the rotation speed, which is correlated with the vehicle speed, the backlash reduction control is prohibited, and the rotation speed of the electric motor is quickly increased to the target rotation speed or higher, causing creep. A torque is generated. Therefore, it is possible to quickly eliminate the rolling of the vehicle, and to suppress the sense of incongruity given to the driver by the rolling of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining control functions and main parts of a control system for various controls in the vehicle; 4 is a flowchart for explaining the main part of the control operation of the electronic control device, and is a flowchart for explaining the control operation when the vehicle is detected to slide down after the start of backlash elimination control executed after the garage operation. 4 is a time chart showing the behavior when the driver performs the R→D operation, for example, in the R position of the automatic transmission in the BEV travel mode.

Here, preferably, the garage control unit raises the rotation speed of the electric motor to the target rotation speed or more without executing backlash elimination control when the accelerator opening becomes equal to or greater than a predetermined opening during execution of the garage control. Let In this way, the responsiveness of the vehicle to the driver's request for acceleration is improved, and the acceleration desired by the driver can be realized.

Further, preferably, the garage control unit executes rapid garage control for stepwise increasing the indicated pressure of the predetermined engagement device in a state where no torque is input to the mechanical transmission. In this way, the predetermined engagement device is rapidly engaged, thereby improving the responsiveness of the vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, etc. of each part are not necessarily drawn accurately.

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining control functions and main parts of a control system for various controls in the vehicle 10. As shown in FIG. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12 and an electric motor MG, which are driving force sources for running. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the electric motor MG and the drive wheels 14 .

The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. An engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10 is controlled by an electronic control device 90, which will be described later, to control the engine 12. The engine torque Te, which is the output torque of the engine 12, is controlled by the engine 12. is controlled.

The electric motor MG is a so-called motor-generator, which is a rotary electric machine having a function as a motor that generates mechanical power from electric power and a function as a generator that generates power from mechanical power. Electric motor MG is connected to a battery 54 provided in vehicle 10 via an inverter 52 provided in vehicle 10 . The battery 54 is a power storage device that transfers electric power to and from the electric motor MG. In the electric motor MG, the MG torque Tm, which is the output torque of the electric motor MG, is controlled by controlling the inverter 52 by the electronic control unit 90, which will be described later. For example, when the rotation direction of the electric motor MG is the same rotation direction as the engine 12 is running, the MG torque Tm is a power running torque when the positive torque is on the acceleration side, and is a regenerative torque when the negative torque is on the deceleration side. be. The electric power is the same as electric energy unless otherwise distinguished. The power is synonymous with torque and force unless otherwise distinguished.

The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, etc. in a case 18, which is a non-rotating member attached to the vehicle body. K0 clutch 20 is a clutch provided between engine 12 and electric motor MG in a power transmission path between engine 12 and driving wheels 14 . Torque converter 22 is connected to engine 12 via K0 clutch 20 . Automatic transmission 24 is connected to torque converter 22 and is interposed in a power transmission path between torque converter 22 and drive wheels 14 . Torque converter 22 and automatic transmission 24 each form part of a power transmission path between the drive power source (engine 12 and electric motor MG) and drive wheels 14 . The power transmission device 16 also includes a propeller shaft 28 connected to a transmission output shaft 26 which is an output rotating member of an automatic transmission 24, a differential gear 30 connected to the propeller shaft 28, and a differential gear 30 connected to the differential gear 30. A pair of drive shafts 32 and the like are provided. The power transmission device 16 also includes an engine connection shaft 34 that connects the engine 12 and the K0 clutch 20, an electric motor connection shaft 36 that connects the K0 clutch 20 and the torque converter 22, and the like. The power transmission device 16 corresponds to the mechanical transmission device of the present invention.

The electric motor MG is connected to the electric motor connecting shaft 36 within the case 18 so as to be able to transmit power. In other words, the electric motor MG is connected to the power transmission path between the K0 clutch 20 and the torque converter 22 so that power can be transmitted. In other words, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 without the K0 clutch 20 so that power can be transmitted.

The torque converter 22 includes a pump impeller 22 a connected to an electric motor connecting shaft 36 and a turbine impeller 22 b connected to a transmission input shaft 38 which is an input rotating member of the automatic transmission 24 . Torque converter 22 is a hydrodynamic transmission device that transmits driving force from each of the driving force sources (engine 12 and electric motor MG) to automatic transmission 24 via fluid. The torque converter 22 includes an LU clutch 40 as a direct clutch that connects the pump impeller 22a and the turbine impeller 22b, that is, connects the electric motor connecting shaft 36 and the transmission input shaft 38. The LU clutch 40 is a known lockup clutch.

The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one or a plurality of sets of planetary gears (not shown) and a plurality of engagement devices CB. The engagement device CB is, for example, a known hydraulic friction engagement device. Each engagement device CB changes its torque capacity CB torque Tcb by CB hydraulic pressure PRcb which is regulated hydraulic pressure supplied from the hydraulic control circuit 56, so that the engagement device CB is in an engaged state or a disengaged state. is switched between operating states or control states.

The automatic transmission 24 has a plurality of gear ratios (also referred to as gear ratios) γat (=AT input rotation speed Ni/AT output rotation speed No) that differ by engagement of any one of the engagement devices CB. is a stepped transmission in which any one of gear stages (also referred to as gear stages) is formed. The automatic transmission 24 is controlled by an electronic control unit 90, which will be described later, according to the driver's accelerator operation, the vehicle speed V, etc. By switching the control state of , the gear stage to be formed is switched. In other words, in the shift control of the automatic transmission 24, a so-called clutch-to-clutch shift is executed, for example, by disengagement of the release-side engagement device and engagement of the engagement-side engagement device. The release-side engagement device is an engagement device that is in an engaged state before the shift of the automatic transmission 24, among the engagement devices involved in the shift, and is engaged during a transition of the shift of the automatic transmission 24. It is an engagement device that is controlled from a state to a released state. The engagement side engagement device is an engagement device that is in a disengaged state before the shift of the automatic transmission 24 among the engagement devices involved in the shift, and is in the disengaged state when the shift of the automatic transmission 24 is in transition. to the engaged state. The AT input rotation speed Ni is the rotation speed of the transmission input shaft 38 and the input rotation speed of the automatic transmission 24 . The AT input rotation speed Ni has the same value as the turbine rotation speed Nt, which is the output rotation speed of the torque converter 22 . The AT input rotation speed Ni can be represented by the turbine rotation speed Nt. The AT output rotation speed No is the rotation speed of the transmission output shaft 26 and the output rotation speed of the automatic transmission 24 .

The K0 clutch 20 is a hydraulic friction engagement device composed of, for example, a multi-plate or single-plate clutch. The K0 clutch 20 changes the K0 torque Tk0, which is the torque capacity of the K0 clutch 20, by the K0 hydraulic pressure PRk0, which is the regulated hydraulic pressure supplied from the hydraulic control circuit 56, so that the engaged state and the disengaged state are changed. Control state is switched.

In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected so as to be able to transmit power. On the other hand, when the K0 clutch 20 is released, power transmission between the engine 12 and the torque converter 22 is cut off. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that connects and disconnects the engine 12 with the electric motor MG.

In the power transmission device 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connection shaft 34 to the K0 clutch 20, the electric motor connection shaft 36, the torque converter 22, the automatic transmission 24, The power is transmitted to the drive wheels 14 through the propeller shaft 28, the differential gear 30, the drive shaft 32, and the like. Further, regardless of the control state of the K0 clutch 20, the power output from the electric motor MG is transmitted from the electric motor connecting shaft 36 to the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, and the like. The power is transmitted to the driving wheels 14 through successively.

The vehicle 10 further includes a mechanical oil pump MOP 58, an electric oil pump EOP 60, a pump motor 62, and the like. The MOP 58 is connected to the pump impeller 22a, and is driven to rotate by a driving force source (engine 12, electric motor MG) to discharge hydraulic oil used in the power transmission device 16. As shown in FIG. The pump motor 62 is a motor dedicated to the EOP 60 for rotating the EOP 60 . The EOP 60 is rotationally driven by the pump motor 62 to discharge hydraulic oil. Hydraulic fluid discharged from the MOP 58 and the EOP 60 is supplied to the hydraulic control circuit 56 . The hydraulic control circuit 56 supplies the CB hydraulic pressure PRcb, the K0 hydraulic pressure PRk0, etc., each of which is adjusted based on the hydraulic fluid discharged by at least one of the MOP 58 and the EOP 60 .

The vehicle 10 further includes an electronic control unit 90 that includes a control unit for the vehicle 10 . The electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 90 includes computers for engine control, electric motor control, hydraulic control, etc., as required.

The electronic control unit 90 includes various sensors provided in the vehicle 10 (for example, the engine rotation speed sensor 70, the turbine rotation speed sensor 72, the output rotation speed sensor 74, the MG rotation speed sensor 76, the accelerator opening sensor 78, the throttle valve Various signals based on values detected by an opening sensor 80, a brake pedal sensor 82, a battery sensor 84, an oil temperature sensor 86, a shift position sensor 88, etc. Turbine rotational speed Nt equivalent to speed Ni; AT output rotational speed No corresponding to vehicle speed V; , the throttle valve opening .theta.th, which is the opening of the electronic throttle valve, the brake signal Bon, which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, and the battery 54. battery temperature THbat, battery charging/discharging current Ibat and battery voltage Vbat, hydraulic oil temperature THoil which is the temperature of the hydraulic oil in the hydraulic control circuit 56, and the shift lever 64 of the shift operation device 63 provided in the vehicle 10 is operated. A shift operation position indicating a position (=shift operation position POSsh, etc.) is supplied respectively.

The shift lever 64 is a shift operation member that is operated by the driver to any one of a plurality of shift operation positions POSsh. The shift operation position POSsh is a signal for selecting one of a plurality of shift ranges of the automatic transmission 24, and includes P, R, N and D positions, for example.

The P position is a parking operation position for realizing the P range (=parking range), which is the parking range of the automatic transmission 24 . The P range of the automatic transmission 24 is a non-running range (power transmission cutoff range) of the automatic transmission 24 in which the automatic transmission 24 is in a neutral state and rotation of the transmission output shaft 26 is mechanically prevented. . The neutral state of the automatic transmission 24 is a state in which the automatic transmission 24 cannot transmit driving force. Realized. A state in which the rotation of the transmission output shaft 26 is mechanically blocked is a parking lock state in which the transmission output shaft 26 is fixed so as not to rotate by a known parking lock mechanism provided in the vehicle 10 .

The R position is a reverse travel operation position for realizing the R range, which is the reverse travel range of the automatic transmission 24 . The R range of the automatic transmission 24 is the travel range (power transmission range) of the automatic transmission 24 that allows the vehicle 10 to travel in reverse.

The N position is a neutral operating position for realizing the N range, which is the power transmission cutoff range (=neutral range) of the automatic transmission 24 . The N range of the automatic transmission 24 is a non-running range (power transmission cutoff range) of the automatic transmission 24 in which the automatic transmission 24 is in a power transmission cutoff state (neutral state).

The D position is a forward travel operation position for realizing the D range, which is the forward travel range of the automatic transmission 24 . The D range of the automatic transmission 24 is a travel range (power transmission range) of the automatic transmission 24 that allows the vehicle 10 to travel forward.

Of the shift operation positions POSsh, the P position and the N position are non-running positions of the shift operation device 63 in which the automatic transmission 24 cannot transmit driving force from each of the driving force sources (engine 12, electric motor MG). Of the shift operation positions POSsh, the R position and the D position are travel positions of the shift operation device 63 at which the automatic transmission 24 can transmit driving force from each of the driving force sources.

From the electronic control device 90, various command signals (for example, engine Control command signal Se, MG control command signal Sm for controlling the electric motor MG, CB hydraulic control command signal Scb for controlling the engagement device CB, K0 hydraulic control command signals Sk0 and LU for controlling the K0 clutch 20 LU oil pressure control command signal Slu for controlling the clutch 40, EOP control command signal Seop for controlling the EOP 60, etc.) are respectively output.

The electronic control unit 90 includes hybrid control means, a hybrid control section 92 , clutch control means, a clutch control section 94 , and shift control means, a shift control section 96 , in order to implement various controls in the vehicle 10 .

The hybrid control unit 92 functions as engine control means, that is, an engine control unit 92a that controls the operation of the engine 12, and functions as an electric motor control unit, that is, an electric motor control unit 92b that controls the operation of the electric motor MG via the inverter 52. , and executes hybrid drive control and the like by the engine 12 and the electric motor MG by their control functions. The hybrid control unit 92 also includes a backlash elimination control unit 92c as backlash elimination control means for executing backlash elimination control, which will be described later.

The hybrid control unit 92 calculates the amount of driving demand for the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand amount map. The required drive amount map is a relationship that is experimentally or design-experimentally obtained and stored, that is, a predetermined relationship. The required drive amount is, for example, the required drive torque Trdem at the drive wheels 14 . The required driving torque Trdem [Nm] is, in other words, the required driving power Prdem [W] at the vehicle speed V at that time. As the required driving amount, the required driving force Frdem [N] at the driving wheels 14, the required AT output torque at the transmission output shaft 26, and the like can be used. Alternatively, the accelerator opening degree θacc, the throttle valve opening degree θth, or the like may simply be used as the drive demand amount. In the calculation of the drive demand amount, the AT output rotation speed No or the like may be used instead of the vehicle speed V. FIG.

The hybrid control unit 92 considers the transmission loss, the auxiliary load, the gear ratio γat of the automatic transmission 24, the chargeable power Win and the dischargeable power Wout of the battery 54, and the like so as to realize the required drive power Prdem. It outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The MG control command signal Sm is, for example, a command value for the power consumption Wm of the electric motor MG that outputs the MG torque Tm at the MG rotational speed Nm at that time.

The chargeable power Win of the battery 54 is the maximum power that can be input that defines the limit of the input power of the battery 54 and indicates the input limit of the battery 54 . The dischargeable power Wout of the battery 54 is the maximum power that can be output that defines the limit of the output power of the battery 54 and indicates the output limit of the battery 54 . The chargeable power Win and the dischargeable power Wout of the battery 54 are calculated by the electronic control unit 90 based on the battery temperature THbat and the state of charge value SOC [%] of the battery 54, for example. The state-of-charge value SOC of the battery 54 is a value indicating the state of charge corresponding to the amount of charge of the battery 54, and is calculated by the electronic control unit 90 based on, for example, the battery charge/discharge current Ibat and the battery voltage Vbat.

The hybrid control unit 92 sets the running mode to the motor running (=BEV running) mode when the required driving torque Trdem can be covered only by the output of the electric motor MG. The BEV travel mode is a travel mode in which the vehicle can travel with the driving force from the electric motor MG while the operation of the engine 12 is stopped. In the BEV travel mode, the hybrid control unit 92 performs BEV travel in which driving force is output only from the electric motor MG of the driving force sources (the engine 12 and the electric motor MG) when the K0 clutch 20 is released.

On the other hand, the hybrid control unit 92 sets the running mode to the engine running mode, that is, the hybrid running (=HEV running) mode when the required drive torque Trdem cannot be met without using at least the output of the engine 12 . In the HEV running mode, the hybrid control unit 92 outputs the driving force from at least the engine 12 of the driving force sources (the engine 12 and the electric motor MG) in the engaged state of the K0 clutch 20 to run the engine running, that is, the HEV running. I do. On the other hand, even when the required drive torque Trdem can be covered only by the output of the electric motor MG, the hybrid control unit 92 controls the state of charge value SOC of the battery 54 to be less than the predetermined engine start threshold value or the engine 12 or the like. When it is necessary to warm up the engine, the HEV running mode is established. The engine start threshold is a predetermined threshold for determining the state of charge value SOC at which it is necessary to forcibly start the engine 12 and charge the battery 54 .

The electric motor control unit 92b executes MG idling control, which is idling control of the electric motor MG, for example, when the engine 12 is in a stopped state. The MG idling control controls the MG rotational speed Nm of the electric motor MG to a predetermined target rotational speed Nmf or more, and even if the accelerator is in the off state, the vehicle 10 can be driven slowly when the brake pedal is released. This is a control that generates a creep torque Tcrp for generating a creep phenomenon that moves with When the MG rotation speed Nm of the electric motor MG is controlled to be equal to or higher than the target rotation speed Nmf, the rotation is transmitted to the torque converter 22 and torque-amplified. The amplified torque is transmitted to drive wheels 14 as creep torque Tcrp via automatic transmission 24 and the like. The MG idling control by the electric motor control unit 92b is, for example, in the BEV driving mode, when the drive demand amount is equal to or less than a predetermined zero determination threshold value at which it can be determined that the amount is zero, and the shift operation position POSsh is the D position or the driving position. Executed when in the R position. When the required drive amount is equal to or less than the zero determination threshold, it is, for example, when the accelerator opening .theta.acc is determined to be zero and the accelerator is off.

The clutch control unit 94 controls the K0 clutch 20 according to the running mode during running. For example, when switching to the HEV travel mode is determined during BEV travel, the clutch control unit 94 performs engagement control of the K0 clutch 20 so as to execute start control of the engine 12 . For example, when it is determined that there is a request to start the engine 12 based on the running state, the clutch control unit 94 controls the torque required for cranking the engine 12, which is the torque for increasing the engine rotation speed Ne (that is, the cranking torque). A K0 hydraulic control command signal Sk0 for controlling the released K0 clutch 20 toward the engaged state is supplied to the hydraulic control circuit 56 so as to obtain the K0 torque Tk0 for transmitting the torque Tcrn) to the engine 12 side. Output.

The shift control unit 96 performs shift determination for the automatic transmission 24 using, for example, a shift map having a predetermined relationship, and outputs a CB hydraulic control command signal for executing shift control of the automatic transmission 24 as necessary. Scb is output to the hydraulic control circuit 56 . In the shift control of the automatic transmission 24, the shift control unit 96 shifts the automatic transmission 24 by, for example, switching the release-side engagement device to the released state and switching the engagement-side engagement device to the engaged state. conduct. The shift map is a predetermined relationship having a shift line for judging the shift of the automatic transmission 24 on two-dimensional coordinates having, for example, the vehicle speed V and the required drive torque Trdem as variables. In the shift map, the AT output rotational speed No may be used instead of the vehicle speed V, and the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth, etc. may be used instead of the required driving torque Trdem. can be

The shift control unit 96 includes a function as garage control means, that is, a garage control unit 96a, which performs garage control CTg when the garage operation OPg is performed by the driver. The garage operation OPg is one of operations of the shift lever 64 by the driver. For example, the shift operation position POSsh (shift operation position) of the shift operation device 63 is different from one traveling position (D position or R position). This is a switching operation for switching from a state in which another shift operation position POSsh (another operation position) is selected to a state in which that one travel position is selected. If one travel position is the D position, another shift operation position POSsh is, for example, the R position. In this case, the state in which one travel position is selected is the state in which the shift operation position POSsh is set to the D position. A state in which another shift operation position POSsh is selected is a state in which the shift operation position POSsh is set to the R position. That is, the garage operation OPg is, for example, the R→D operation. Alternatively, other shift operation positions POSsh are, for example, the P position and N position, which are non-running positions. In this case, the state in which the non-running position of the automatic transmission 24 is selected is the state in which the shift operation position POSsh is set to the P position or the N position. That is, the garage operation OPg is, for example, N(P)→D operation. Note that the D→R operation is a switching operation from selecting the D position to the R position, and the N (N) operation is a switching operation from selecting the P or N position to selecting the R position. The P)→R operation is also a kind of garage operation OPg. Further, depending on the shift operation position POSsh in the shift lever 64, the N position may be passed through, for example, in the R→D operation or the D→R operation.

In the automatic transmission 24, for example, both the first engagement device CB1 and the third engagement device CB3 of the engagement device CB are brought into the engaged state, thereby setting the forward gear stage, for example, the first gear stage. The automatic transmission 24 is set to the D range. Further, in the automatic transmission 24, for example, both the second engagement device CB2 and the third engagement device CB3 of the engagement device CB are brought into the engaged state to form a reverse gear stage and automatically The transmission 24 is set to the R range.

When the driver performs the N(P)→D operation in the neutral range of the automatic transmission 24 by disengaging the first engagement device CB1, the garage control unit 96a disengages the first engagement device CB1. A garage control CTg is performed in which the coupling device CB1 is switched to the engaged state to form the first gear. Thereby, the automatic transmission 24 is set to the D range.

In addition, the garage control unit 96a, when the driver performs the N(P)→R operation in the neutral range of the automatic transmission 24 by disengaging the second engagement device CB2, A garage control CTg is performed in which the two-engagement device CB2 is switched to the engaged state to form a reverse gear stage. Thereby, the automatic transmission 24 is set to the R range.

Further, when the driver performs a D→R operation in a state in which the first gear is established, the garage control unit 96a switches the first engagement device CB1 to the released state, for example, and also switches the second engagement device CB1 to the released state. Garage control CTg is performed to switch the engagement device CB2 to the engaged state to form a reverse gear stage. Thereby, the automatic transmission 24 is switched from the D range to the R range. Further, when the driver performs the R→D operation in a state in which the reverse gear is set, the garage control unit 96a switches the second engagement device CB2 to the released state, for example, and switches the first engagement device CB2 to the released state. A garage control CTg is performed in which the engagement device CB1 is switched to the engaged state to form the first gear. Thereby, the automatic transmission 24 is switched from the R range to the D range.

The automatic transmission 24 is provided with a first engagement device CB1, and when the shift operation position POSsh is switched to the D position, which is the travel position, the first engagement device CB1 is brought into the engaged state, whereby forward travel is possible. It is switched to the D range, which is the range. Automatic transmission 24 is part of power transmission device 16 and is part of a mechanical transmission device provided in a power transmission path between engine 12 and electric motor MG and drive wheels 14 . The first engagement device CB<b>1 of the engagement devices CB is a predetermined engagement device that connects and disconnects power transmission in the power transmission path between the engine 12 and the electric motor MG and the drive wheels 14 .

The R position illustrated as another shift operation position POSsh (shift operation position) for the D position of the automatic transmission 24 is formed by engaging the second engagement device CB2 provided in the automatic transmission 24. This is the running position. The second engagement device CB2 of the engagement devices CB is a predetermined engagement device that cuts off power transmission in the power transmission path between the engine 12 and the electric motor MG and the drive wheels 14 .

Here, the garage control unit 96a gradually increases the indicated pressure of the predetermined engagement device to a predetermined pressure in order to suppress the engagement shock that occurs in the engagement transition period of the predetermined engagement device engaged in the garage control CTg. A CB hydraulic pressure control command signal Scb is output to the hydraulic control circuit 56 for performing a loose engagement command DRls for gently engaging the engagement device. That is, the garage control unit 96a executes the normal garage control CTgn for issuing the loose engagement command DRls. The slow engagement command DRls is an engagement command for gently engaging a predetermined engagement device compared to a rapid engagement command DRhs, which will be described later.

Alternatively, in order to execute the garage control CTg more quickly than the normal garage control CTgn, the garage control unit 96a increases the indicated pressure of the predetermined engagement device step by step instead of the slow engagement command DRls. It is also possible to issue a quick engagement command DRhs to quickly engage the coupling device. However, if the quick engagement command DRhs is issued while torque is being input to the automatic transmission 24, an engagement shock is likely to occur, or even if the quick engagement command DRhs is issued, the The mating device may not engage quickly. Therefore, it is desirable that the rapid engagement command DRhs is issued when no torque is being input to the automatic transmission 24 . A state in which torque does not need to be input to the automatic transmission 24 is, for example, when the accelerator is off, and in a state in which the output of the creep torque Tcrp may be temporarily stopped. When the output of the creep torque Tcrp is allowed to be temporarily stopped, the BEV running mode is selected in consideration of responsiveness.

When the garage operation OPg is performed by the driver, the garage control unit 96a issues a quick engagement command DRhs to disengage the predetermined engagement device in a state in which the output of the creep torque Tcrp is stopped, that is, in a creep cut state. After that, by controlling the MG rotation speed Nm to be equal to or higher than the target rotation speed Nmf, rapid garage control CTgq is executed to generate a creep torque Tcrp that causes a creep phenomenon. The creep cut state is a state in which the output of the creep torque Tcrp is prohibited and the MG rotation speed Nm is set to zero or substantially zero. The garage control unit 96a executes the rapid garage control CTgq when the driver performs the garage operation OPg in the BEV driving mode in which the operation of the engine 12 is stopped. Since the rapid engagement command DRhs is issued in a state where the MG rotation speed Nm is set to zero or substantially zero, the garage control unit 96a drives the EOP 60 during execution of the rapid garage control CTgq, and the fuel is discharged from the EOP 60. The CB oil pressure PRcb, which is the engagement oil pressure of a predetermined engagement device, is controlled using the hydraulic oil as the source pressure.

Whether or not the rapid garage control CTgq is executed depends on, for example, the condition of the BEV driving mode, the condition of the accelerator being off, and when the AT input rotational speed Ni, that is, the turbine rotational speed Nt is equal to or lower than a predetermined input rotational speed Nif. A determination is made based on whether or not predetermined conditions, including a certain condition and the condition that the AT output rotation speed No is equal to or lower than a predetermined rotation speed Nof, are met. Both the predetermined input rotation speed Nif and the predetermined rotation speed Nof are set to zero or a value close to zero.

Further, in the transitional period of increasing the MG rotation speed Nm in the rapid garage control CTgq, when the rotation of the electric motor MG is transmitted to the automatic transmission 24 side, the power transmission path between the engine 12 and the electric motor MG and the drive wheels 14 The backlash formed on the top is closed (backlash filling). The backlash corresponds to, for example, a rotational gap formed between various mesh gears provided in the automatic transmission 24 that constitutes a power transmission path between the engine 12 and the electric motor MG and the drive wheels 14. . At this time, there is a possibility that a shock may occur due to the impact of the collision of the gears when the backlash is reduced. In order to suppress the shock caused by this backlash elimination, the backlash elimination control unit 92c reduces the shock generated when the backlash is eliminated in the transitional period when the MG rotational speed Nm is increased during the execution of the rapid garage control CTgq. , the backlash reduction control CTp is executed to temporarily moderate the change gradient of the MG rotation speed Nm during the transition period of the MG rotation speed Nm increase.

When the quick garage control CTgq is started, the backlash elimination control unit 92c stops the MG rotation speed Nm from increasing when a predetermined time TMf has elapsed from when the sudden engagement command DRhs was output in the creep cut state. Then, the MG rotational speed Nm is increased at a predetermined rising gradient. Further, when the MG rotation speed Nm reaches a predetermined holding rotation speed Nmk, the looseness reduction control unit 92c maintains the holding rotation speed Nmk for a predetermined time TMk. The predetermined increase gradient of the MG rotation speed Nm, the holding rotation speed Nmk for temporarily holding the MG rotation speed Nm, and the predetermined time TMk for holding the MG rotation speed Nm at the holding rotation speed Nmk by the backlash reduction control CTp are set in advance. It is determined experimentally or by design, and is set to a value that allows the shock due to clogging of backlash that occurs during the transitional period of increase of the MG rotation speed Nm and that minimizes the execution time of the backlash elimination control CTp. . Further, the predetermined time TMf is, for example, the time during which it can be determined that the switching to the engaged state of the predetermined engagement device engaged in the garage control CTg has progressed, that is, the torque capacity of the predetermined engagement device is equal to the MG of the electric motor MG. It is defined as the time when the capacity is sufficient to transmit the torque Tm. In this way, the MG rotation speed Nm is temporarily held at the holding rotation speed Nmk during the rising transition period of the MG rotation speed Nm. The impact caused by the collision is reduced and the shock is reduced. When the backlash elimination control CTp is completed, the electric motor control unit 92b raises the MG rotation speed Nm to the target rotation speed Nmf or higher to generate the creep torque Tcrp.

If the garage operation OPg is, for example, the R→D operation, it is necessary to switch the second engagement device CB2 to the released state. At the R position, MG torque Tm is input to the automatic transmission 24 to generate creep torque Tcrp. When the driver performs a garage operation OPg, which is an R→D operation, the garage control unit 96a, before starting a quick engagement command DRhs for the first engagement device CB1 (predetermined engagement device), A CB hydraulic pressure control command signal Scb is output to the hydraulic control circuit 56 for executing a release command DRr for reducing the command pressure of the second engagement device CB2 to release the second engagement device CB2. Furthermore, when the garage operation OPg is performed by the driver while the MG torque Tm is being output from the electric motor MG, the garage control unit 96a temporarily stops the output of the MG torque Tm. Execute quick garage control CTgq. That is, when the MG torque Tm is being output from the electric motor MG at the start of the rapid garage control CTgq, the garage control unit 96a outputs a command to stop the electric motor MG to the hybrid control unit 92 to stop the electric motor MG. Let The same control is executed when the garage operation OPg is the D→R operation. Although detailed description is omitted, when the garage operation OPg is a D→R operation, the first engagement device CB1 becomes the release-side engagement device, and the second engagement device CB2 becomes the engagement-side engagement device ( That is, it becomes a predetermined engaging device).

Further, when the accelerator operation is performed while the rapid garage control CTgq is being executed, the garage control unit 96a controls the MG rotational speed Nm without executing the backlash reduction control CTp in the transition period of the MG rotational speed Nm of the electric motor MG. to the motor control unit 92b. When the accelerator opening θacc becomes equal to or greater than a predetermined opening θacc1 during the transition period of increasing the MG rotation speed Nm of the electric motor MG, the garage control unit 96a interrupts the backlash elimination control CTp and issues an output command DRop to increase the MG rotation speed Nm. is output to the motor control unit 92b. Based on the output command DRop from the garage control unit 96a, the electric motor control unit 92b raises the MG rotation speed Nm to the target rotation speed Nmf or higher without executing the backlash reduction control CTp, thereby reducing the electric motor MG to the accelerator opening degree θacc. A corresponding MG torque Tm is generated. As a result, the vehicle 10 can be accelerated quickly, and the driver is prevented from feeling uncomfortable due to the delayed acceleration. Here, the predetermined degree of opening θacc1 is obtained experimentally or by design in advance, and is set to a threshold value of the accelerator opening θacc at which the driver can determine that he/she wants to give priority to rapid acceleration over the shock caused by the elimination of backlash. there is

Further, when the vehicle 10 slides down due to, for example, the brake pedal being released during execution of the rapid garage control CTgq, it is necessary to quickly suppress the vehicle 10 from sliding down. On the other hand, when the electric motor MG is controlled to the target rotation speed Nmf or higher through the backlash reduction control CTp, the generation of the creep torque Tcrp is delayed, and the vehicle 10 slides down more, giving the driver a sense of discomfort. There is fear. Therefore, when the vehicle 10 is detected to slide down during execution of the rapid garage control CTgq, the garage control unit 96a prohibits the looseness reduction control CTp and quickly increases the MG rotation speed Nm to the target rotation speed Nmf or more. . By inhibiting backlash elimination control CTp, the creep torque Tcrp is quickly output from the drive wheels 14, and the vehicle 10 is prevented from sliding downhill.

When the rapid garage control CTgq is started, the garage control unit 96a checks at any time whether or not the AT output rotational speed No, which is correlated with the vehicle speed V, has reached or exceeded a predetermined rotational speed No1 during execution of the rapid garage control CTgq. judge. The predetermined rotation speed No1 is obtained in advance experimentally or by design, and is set to a threshold value at which it can be determined that the vehicle 10 is perceived by the driver to be slipping down. The garage control unit 96a permits execution of backlash elimination control CTp when AT output rotational speed No is less than predetermined rotational speed No1 during execution of rapid garage control CTgq. That is, when the AT output rotation speed No is less than the predetermined rotation speed No1, the backlash elimination control CTp is executed.

On the other hand, the garage control unit 96a prohibits the backlash elimination control CTp when the AT output rotation speed No becomes equal to or higher than the predetermined rotation speed No1 during execution of the rapid garage control CTgq, and the control CTp is controlled at a predetermined rising gradient. An output command DRop for increasing the MG rotation speed Nm to the target rotation speed Nmf or more is output to the electric motor control unit 92b. In response to this, the electric motor control unit 92b raises the MG rotation speed Nm to the target rotation speed Nmf or higher to generate creep torque Tcrp without executing backlash reduction control CTp. Note that the slope of increase of the MG rotation speed Nm when the backlash reduction control CTp is prohibited is obtained experimentally or by design in advance, and is set to a value at which the vehicle 10 is quickly eliminated from sliding downhill.

After the rapid garage control CTgq is started and before the MG rotational speed Nm starts increasing, if the AT output rotational speed No becomes equal to or higher than the predetermined rotational speed No1, the garage control unit 96a issues a quick engagement command. After a predetermined time TMf has elapsed from the time when DRhs was output, the MG rotational speed Nm is increased at a predetermined rising gradient without executing backlash reduction control CTp. That is, when the torque capacity of the predetermined engagement device reaches a level where the torque input from the electric motor MG side can be transmitted by the quick garage control CTgq, the garage control unit 96a performs MG rotation of the electric motor MG without executing the backlash elimination control CTp. The speed Nm is raised above the target rotational speed Nmf.

Further, if the AT output rotation speed No becomes equal to or higher than the predetermined rotation speed No1 after the backlash elimination control CTp is started, the garage control unit 96a interrupts the backlash elimination control CTp and causes the MG to rotate at a predetermined rising gradient. Rotational speed Nm is raised above target rotational speed Nmf. In this manner, when the vehicle 10 is detected to slide down due to the AT output rotation speed No becoming equal to or higher than the predetermined rotation speed No1 during execution of the rapid garage control CTgq, the backlash reduction control CTp is prohibited. , the MG rotation speed Nm is quickly controlled to be equal to or higher than the target rotation speed Nmf. As a result, the creep torque Tcrp is quickly generated, and the vehicle 10 is prevented from rolling down.

FIG. 2 is a flow chart for explaining the main part of the control operation of the electronic control unit 90, and shows the control operation when it is detected that the vehicle 10 is sliding down after the backlash elimination control CTp, which is executed after the garage operation OPg, is started. It is a flow chart explaining. This flowchart is executed when the backlash elimination control CTp is started after the garage operation OPg.

First, in a step (hereinafter, the step is omitted) S10 corresponding to the control function of the backlash elimination control section 92c, backlash elimination control CTp is started. In S20 corresponding to the control function of the backlash elimination control section 92c, the backlash elimination control CTp is continuously executed. At S30 corresponding to the control function of the garage control section 96a, it is determined whether or not the AT output rotation speed No is equal to or higher than a predetermined rotation speed No1. If the determination in S30 is negative, in S40 corresponding to the control function of the garage control section 96a, it is determined whether the accelerator opening θacc is equal to or greater than a predetermined opening θacc1. If the determination in S40 is negative, it is determined in S50 corresponding to the control function of the backlash elimination control section 92c whether or not the backlash elimination control CTp has been completed. Completion of backlash elimination control CTp is determined, for example, based on whether or not the time during which the MG rotation speed Nm is held at the holding rotation speed Nmk reaches a predetermined time TMk. If the determination in S50 is negative, the process returns to S20 and the backlash elimination control CTp is continuously executed. If the determination in S50 is affirmative, the process proceeds to S60, the backlash elimination control CTp is terminated, and the MG rotation speed Nm is increased to the target rotation speed Nmf or higher.

If the determination in S30 is affirmative, and if the determination in S40 is affirmative, in S60 corresponding to the control function of the garage control unit 96a, the backlash elimination control CTp is interrupted and the MG rotation speed Nm becomes equal to or higher than the target rotation speed Nmf. is raised to As a result, when the driver depresses the accelerator pedal or the vehicle 10 slides down while the backlash elimination control CTp is being executed, the backlash elimination control CTp is interrupted and the MG rotation speed Nm is quickly set to the target. Since the rotation speed is increased to Nmf or higher, the driving force (creep torque Tcrp) is quickly output from the vehicle 10 . As a result, rapid acceleration of the vehicle 10 is realized in response to the accelerator operation, and the vehicle 10 is prevented from sliding downhill.

FIG. 3 is a time chart showing the behavior when the driver performs the R→D operation in the R position of the automatic transmission 24 in the BEV travel mode. In FIG. 3, the horizontal axis indicates the elapsed time, and the vertical axis indicates, from top to bottom, the shift operation position POSsh, the brake signal Bon, the AT output rotation speed No, the MG rotation speed Nm, and the backlash amount reduced by the backlash reduction control CTp. Gap, CB2 oil pressure PRcb2 (releasing side oil pressure) of the second engagement device CB2 released with the R→D operation, CB1 oil pressure PRcb1 of the first engagement device CB1 engaged with the R→D operation ( engagement side hydraulic pressure) are shown respectively.

When the R→D operation is performed at time t1 shown in FIG. 3, the garage control CTg is started, and the automatic transmission 24 is switched from the R range to the D range, that is, the second engagement, which is the disengagement side engagement device. Shift control is executed to release the device CB2 and engage the first engagement device CB1, which is the engagement side engagement device. At time t1, disengagement of the second engagement device CB2, which is the engagement device on the release side, starts, and the CB2 oil pressure PRcb2 (instruction pressure) of the second engagement device CB2 indicated by the solid line reaches the CB2 pressure of the second engagement device CB2. The hydraulic pressure PRcb2 decreases to a predetermined value, then decreases at a predetermined gradient, and then decreases to zero. Also, the CB2 oil pressure PRcb2 (actual pressure) indicated by the dashed line is decreasing so as to follow the indicated pressure indicated by the solid line. Also, at time t1, the MG rotational speed Nm of the electric motor MG decreases toward zero, transitioning to a creep cut state in which the creep torque Tcrp is not output.

At time t2, the vehicle 10 can be moved by switching the brake signal Bon from on to off. Further, the engagement of the first engagement device CB1, which is the engagement side engagement device, is started, and the CB1 oil pressure PRcb1 (instruction pressure) of the first engagement device CB1 indicated by the solid line is It increases in a stepwise manner up to the maximum value at which the engaged state is reached. Also, the CB1 oil pressure PRcb1 (actual pressure) indicated by the dashed line increases so as to follow the indicated pressure indicated by the solid line. Between time t2 and time t3, the MG rotational speed Nm becomes zero, and a creep cut state is entered in which the creep torque Tcrp is not output.

At time t3, backlash elimination control CTp is started, the MG rotation speed Nm increases at a predetermined gradient, and when the MG rotation speed Nm reaches the holding rotation speed Nmk, it is temporarily held at the holding rotation speed Nmk. . Further, the backlash amount Gap gradually decreases as the MG rotation speed Nm increases.

At time t4, it is detected that the AT output rotation speed No has exceeded the predetermined rotation speed No1, so the backlash elimination control CTp is interrupted and the MG rotation speed Nm increases at a predetermined rising gradient. Here, the AT output rotation speed No shown in FIG. 3 is indicated by an absolute value, and actually, the AT output rotation speed No at time t4 indicates rotation in the reverse direction. That is, the vehicle 10 slides down in the backward direction. The MG rotation speed Nm is quickly controlled to be equal to or higher than the target rotation speed Nmf in response to the vehicle 10 rolling downhill. As a result, the backlash is quickly reduced, and the creep torque Tcrp is output from the driving wheels 14, so that the AT output rotation speed No indicated by the solid line decreases toward zero, thereby suppressing the vehicle 10 from rolling down. . At time t5, the AT output rotation speed No becomes zero, and after that, the AT output rotation speed No rotates in the forward direction, thereby increasing the AT output rotation speed No.

After time t4, the AT output rotation speed No, the MG rotation speed Nm, and the backlash amount Gap indicated by the dashed lines behave in the conventional control, that is, even if the AT output rotation speed No exceeds the predetermined rotation speed No1, the backlash elimination control CTp It shows the behavior when is continued. In the conventional control, since the backlash elimination control CTp is continued even after time t4, the MG rotational speed Nm is maintained at the holding rotational speed Nmk. In relation to this, the decrease in backlash amount Gap is slower than in this embodiment. Also, the AT output rotation speed No has a higher maximum value than in the embodiment indicated by the solid line, and the vehicle 10 slides down significantly. Furthermore, the timing at which the vehicle 10 is no longer riding downhill, that is, the timing at which the MG rotation speed Nm decreases to zero is also delayed. On the other hand, in this embodiment, when the AT output rotation speed No becomes equal to or higher than the predetermined rotation speed No1, the backlash reduction control CTp is interrupted, thereby suppressing the vehicle 10 from sliding downhill.

As described above, according to this embodiment, when the AT output rotational speed No of the automatic transmission 24, which is correlated with the vehicle speed V, becomes equal to or greater than the predetermined rotational speed No1 during execution of the garage control CTg, the backlash is eliminated. Since the control CTp is prohibited and the MG rotation speed Nm of the electric motor MG is increased to the target rotation speed Nmf or more, when the vehicle 10 is detected to be slipping based on the change in the AT output rotation speed No, the backlash reduction control CTp is performed. is prohibited, the MG rotation speed Nm of the electric motor MG is quickly increased to the target rotation speed Nmf or higher, and the creep torque Tcrp is generated. Therefore, the vehicle 10 is quickly eliminated from the vehicle 10, and it is possible to suppress the driver's sense of discomfort caused by the vehicle 10 sliding down.

Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above embodiment, the flow chart of FIG. 2 and the time chart of FIG. 3 described the control after the start of the backlash elimination control CTp. can be applied. When the AT output rotation speed No becomes equal to or higher than the predetermined rotation speed No1 before the backlash elimination control CTp is started, the MG rotation speed Nm is reduced to zero until the backlash elimination control CTp is started. At the same time, engagement of the first engagement device CB1 and release of the second engagement device CB2 are executed. Next, when the MG rotational speed Nm starts to increase, execution of the backlash elimination control CTp is prohibited, and the MG rotational speed Nm is controlled to the target rotational speed Nmf at a predetermined rising gradient. Even in the case where the control is performed as described above, it is possible to obtain an effect that the vehicle 10 is prevented from sliding downhill by prohibiting the backlash reduction control CTp.

Further, in the above-described embodiment, the case where the shift operation position POSsh is switched from the R position to the D position was described as one mode, but the present invention is not limited to the above mode. For example, even if the shift operation position POSsh is switched from the N position or P position, which is a non-running position (non-running position), to the D position or R position, which is a running position (running position), the present invention can be applied. can be applied. Similarly, the present invention can be applied even when the shift operation position POSsh is switched from the D position to the R position.

Further, in the above-described embodiment, when the AT output rotation speed No of the automatic transmission 24 becomes equal to or higher than the predetermined rotation speed No1, it is determined that the vehicle 10 slides downhill. It is not limited to the output rotation speed No. For example, the present invention can be applied to any rotational speed that has a correlation with the vehicle speed V, such as wheel speed.

In the above-described embodiment, the backlash elimination control CTp is executed when the vehicle 10 rolls down during execution of the rapid garage control CTgq. can also be applied during execution of normal garage control CTgn.

Further, in the above-described embodiment, the vehicle 10 including the engine 12, the electric motor MG, and the automatic transmission 24 was illustrated as the vehicle to which the present invention is applied, but it is not limited to this aspect. For example, the present invention can be applied to an electric vehicle that does not have an engine and uses only an electric motor as a driving force source, and a hybrid vehicle that has an automatic transmission in series after a known electric continuously variable transmission. . Further, when the vehicle is, for example, the electric vehicle described above, the automatic transmission that transmits the driving force from the electric motor may be replaced with a mechanical transmission having a simple engagement device. In short, it has an electric motor and a predetermined engagement device, and when the predetermined engagement device is brought into an engaged state, a travel position in which the driving force from the electric motor can be transmitted to the drive wheels is formed as a shift position. The present invention can be applied to any vehicle provided with a mechanical transmission that

Further, in the above-described embodiment, the automatic transmission 24 is a planetary gear type automatic transmission, but the present invention is not limited to this aspect. For example, the automatic transmission 24 may be a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. If the automatic transmission 24 is a DCT, one of the engagement devices connected to each of the two input shafts corresponds to the predetermined engagement device. If the automatic transmission 24 is a belt-type continuously variable transmission, an engagement device for one of a forward clutch and a reverse brake of a known forward/reverse switching device provided with the belt-type continuously variable transmission. corresponds to a predetermined engaging device.

Further, in the above-described embodiment, the torque converter 22 is used as the hydrodynamic transmission device, but the present invention is not limited to this aspect. For example, instead of the torque converter 22, another hydrodynamic transmission such as a fluid coupling that does not amplify torque may be used as the hydrodynamic transmission.

It should be noted that what has been described above is just one embodiment, and the present invention can be implemented in aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle 14: Drive wheel 16: Power transmission device (mechanical transmission device)
63: Shift operation device 90: Electronic control device (control device)
92c: Backlash reduction control unit 96a: Garage control unit MG: Electric motor CB1: First engagement device (predetermined engagement device)
CB2: Second engagement device (predetermined engagement device)
POSsh: Shift operation position (shift operation position)

Claims (1)

an electric motor; and a mechanical transmission provided in a power transmission path between the electric motor and drive wheels. is provided, and when the shift operation position of the shift operation device is operated to the traveling position, the predetermined engagement device is switched to the engaged state,
When the shift operation position is switched from a state in which another operation position different from the travel position is selected to the travel position, control is executed to engage the predetermined engagement device, and then the electric motor rotates. a garage control unit that controls the speed to be equal to or higher than a target rotation speed and performs garage control to generate a creep torque that causes a creep phenomenon;
In order to reduce the shock that occurs when backlash formed on the power transmission path between the electric motor and the driving wheels is clogged in the transitional period when the garage control unit increases the rotational speed of the electric motor, a backlash reduction control unit that executes backlash reduction control that temporarily moderates the change gradient of the rotation speed of the electric motor,
The garage control unit prohibits the backlash elimination control and increases the rotational speed of the electric motor to the target rotational speed or higher when the rotational speed correlated with the vehicle speed exceeds a predetermined rotational speed during execution of the garage control. A control device for a vehicle, characterized by raising the vehicle.

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