JP5803626B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus.

  In recent years, hybrid vehicles have attracted attention as vehicles such as automobiles that are environmentally friendly. The hybrid vehicle includes, as a driving force source, an internal combustion engine (hereinafter referred to as an engine) that is driven by using gasoline or the like as a fuel, and an electric motor (hereinafter referred to as a motor) that is driven by electric power from a battery.

  In this type of hybrid vehicle, for example, an engine, a motor, a clutch that connects or disconnects the engine and the motor, a torque converter that is coupled to the motor, an automatic transmission mechanism that is coupled to the torque converter, a control unit, A vehicle equipped with a vehicle control device has been developed (see, for example, Patent Document 1).

  The torque converter is a fluid type that utilizes the action of circulating hydraulic oil, and transmits the output torque of the motor to the automatic transmission mechanism. The torque converter includes a lockup clutch that connects or disconnects between the motor and the automatic transmission mechanism. When starting the engine, the control unit engages the clutch, connects the engine and the motor, drives the motor, and cranks and starts the engine with the motor.

  When the control unit starts the engine while the motor is running while the engine is stopped, the torque acting as a load on the motor increases abruptly by the amount that the clutch is engaged and the engine is pushed. With a sudden increase in load torque in the motor, a shock is generated in the vehicle when the engine is started. The shock propagates to the wheels through a power transmission system such as a torque converter and an automatic transmission mechanism, and may affect smooth running.

  Therefore, in the vehicle control device described above, when the control unit starts the engine while the motor is running while the engine is stopped, the control unit suppresses the occurrence of a shock in the power transmission system due to a sudden increase in load torque in the motor. Therefore, the lockup clutch is switched to the slip state. The control unit performs control to slip between the motor and the automatic transmission mechanism by switching the lockup clutch to the slipping state. For this reason, the shock generated at the time of starting the engine is absorbed by the torque converter, so that the shock is prevented from propagating to the wheels.

JP 2007-326557 A

  However, in the conventional vehicle control device, the control unit only uses the lock-up clutch to suppress the propagation of the shock generated when starting the engine when the motor is running while the engine is stopped. It was switched to a sliding state. The automatic transmission mechanism is equipped with a transmission clutch that switches between connection and disconnection of the gear train, but the control unit operates the transmission clutch in order to prevent the shock at the start of the engine from propagating to the wheels. Was not considered at all. For this reason, the conventional vehicle control apparatus has a problem that the effect of suppressing the propagation of the shock generated at the time of starting the engine to the wheels is insufficient.

  The present invention has been made to solve such a problem. Compared with the prior art, a shock generated at the start of the engine while the motor is running in a hybrid vehicle having a torque converter and an automatic transmission mechanism is transmitted to the wheels. It is an object of the present invention to provide a vehicle control device that can be suppressed.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes: (1) an acceleration request of an internal combustion engine, an electric motor coupled to the internal combustion engine and wheels, and a driver of at least one of the internal combustion engine and the electric motor. An accelerator pedal, a torque converter coupled to the electric motor and including a lock-up clutch, and an automatic transmission mechanism coupled to the torque converter and including a transmission clutch, wherein the lock-up clutch includes: The transmission state is switched between a release state in which the electric motor and the automatic transmission mechanism are disconnected and an engagement state in which the electric motor and the automatic transmission mechanism are connected, and the transmission clutch is a gear train of the automatic transmission mechanism. The transmission state is switched between a release state in which the transmission is disconnected and an engagement state in which the gear train of the automatic transmission mechanism is connected. A control device for a vehicle that starts the internal combustion engine by a machine, wherein the accelerator pedal is depressed when the accelerator pedal is depressed while the internal combustion engine is stopped and the vehicle is driven only by the electric motor. When the pedal opening is large, the transmission clutch is switched to the released state to start the internal combustion engine, and when the accelerator pedal opening is not large, the lockup clutch is switched to the released state. The internal combustion engine is started.

  Here, in the specification of the present application, the released state of the lock-up clutch is a state in which the motor and the automatic transmission mechanism are completely disconnected, and a slip occurs between the motor and the automatic transmission mechanism like a half clutch. It is meant to include the state. In the present specification, the engagement state of the lock-up clutch means a complete engagement state in which the motor and the automatic transmission mechanism are connected without slipping. Further, in the present specification, the disengaged state of the transmission clutch includes not only a state in which the gear train of the automatic transmission mechanism is completely disconnected, but also a state in which slippage occurs in the gear train of the automatic transmission mechanism, such as a half clutch. Including meaning. In the present specification, the state of engagement of the transmission clutch means a state of complete engagement in which the gear train of the automatic transmission mechanism is connected without slipping.

  With this configuration, when the accelerator pedal is depressed by the driver while the engine is stopped and the vehicle is driven only by the motor, the opening degree of the accelerator pedal is determined by the vehicle control device.

  When the accelerator pedal opening is large, the vehicle control device switches the transmission clutch to the disengaged state by greatly downshifting the automatic transmission mechanism and starts the engine. As a result, even when a shock occurs due to a sudden increase in load torque in the motor when the engine is started, the shock is disconnected by the transmission clutch via the torque converter, and no more is transmitted to the wheel side. For this reason, the vehicle control device can cut the shock at a higher level than the conventional case where the shock at the time of starting the engine is cut only by the torque converter. Therefore, the vehicle control device can suppress the shock at the time of starting the engine from being transmitted to the wheels, and can realize smooth running of the vehicle.

  Further, when the accelerator pedal opening is not large, the vehicle control device switches the lockup clutch to the released state and starts the engine. At this time, the vehicle control device downshifts the automatic transmission mechanism to a small extent or does not downshift. As a result, even when a shock occurs due to a sudden increase in the load torque in the motor when the engine is started, the shock is cut by the torque converter and no more is transmitted to the wheel side. For this reason, the vehicle control device can suppress the shock at the time of starting the engine from being propagated to the wheels, and can realize smooth running of the vehicle.

  In the vehicle control device according to (1), it is preferable that (2) when the accelerator pedal has a large opening, the internal combustion engine is started by switching the lockup clutch to the engaged state. .

  Here, when the accelerator pedal is greatly depressed during motor travel while the engine is stopped, both engine start and downshift of the automatic transmission mechanism are executed in the vehicle. In the conventional vehicle control device, the lock-up clutch is switched to the sliding state when the engine is started, and the clutch of the automatic transmission mechanism is switched to the sliding state by the downshift of the automatic transmission mechanism. As a result, there are two slip elements in the power transmission system from the motor to the wheels. For this reason, in the vehicle, there is a problem that motor output loss is large, vehicle speed responsiveness to the operation of the accelerator pedal and direct feeling of speed adjustment are impaired, and drivability is lowered.

  With the configuration of the present invention, the vehicle control device switches the transmission clutch to the disengaged state and switches the lockup clutch to the engaged state when the engine is started. The element can be a transmission clutch only. As a result, the output loss of the motor is reduced, so that the responsiveness of the vehicle speed to the operation of the accelerator pedal and the direct feeling of speed adjustment are improved, and drivability can be improved. In addition, the vehicle control device can improve fuel efficiency by reducing the output loss of the motor.

  In the vehicle control device according to (1) or (2), it is preferable that (3) the opening degree of the accelerator pedal is determined based on the number of shift stages of the automatic transmission mechanism.

  With this configuration, when the accelerator pedal is depressed while the engine is stopped and the vehicle is driven only by the motor, the vehicle control device determines whether or not the automatic transmission mechanism uses the accelerator opening and the vehicle speed at that time. The number of steps for changing the gear position is calculated. The vehicle control device calculates the number of steps for changing the gear position in the automatic transmission mechanism based on, for example, a vehicle speed-accelerator opening-speed map. Then, the vehicle control apparatus determines that the accelerator opening is large when the shift speed reduction is 3 or more, and the accelerator opening is small when the speed reduction is 2 or less, for example. Like that.

  Thus, for example, when the vehicle control device determines that the lowering range of the shift speed is 3 or more and the accelerator opening is large, the shock generated when the engine is started is disconnected by the transmission clutch. No more is transmitted to the wheel side.

  Further, for example, when the shift speed is 3 or more, the shift operation of the automatic transmission mechanism takes a relatively long time, so that the transmission clutch is always disconnected while the engine is being started. . In addition, when the accelerator opening is large, the change in vehicle speed is large, so the driver's sensitivity to shock is low. For this reason, the vehicle control device can always suppress a decrease in drivability of the vehicle while the engine is being started. Further, the vehicle control device does not need to perform new special control in order to maintain the transmission clutch in the released state in accordance with the time required for starting the engine, thereby suppressing the complicated control of the transmission clutch. be able to.

  In the vehicle control device described in (1) or (2) above, (4) the opening degree of the accelerator pedal is based on the length of the shift time required for changing the gear position in the automatic transmission mechanism. It is preferable to judge.

  With this configuration, when the accelerator pedal is depressed while the engine is stopped and the vehicle is driven only by the motor, the vehicle control device determines whether or not the automatic transmission mechanism uses the accelerator opening and the vehicle speed at that time. The time required to change the gear position is calculated. The vehicle control device calculates a time required to change the gear position in the automatic transmission mechanism based on, for example, a vehicle speed-accelerator opening-speed change time map. Then, the vehicle control device determines whether or not the accelerator opening is large, for example, based on whether or not the time required to change the shift speed is longer than a predetermined threshold.

  Thereby, for example, when the vehicle control device determines that the time required for changing the gear stage is longer than a predetermined threshold, the shock generated at the time of starting the engine is disconnected by the transmission clutch. No more is transmitted to the wheel side.

  Further, for example, when the time required for changing the shift stage is longer than a predetermined threshold, the shift operation in the automatic transmission mechanism takes a relatively long time. Is disconnected. In addition, when the accelerator opening is large, the change in vehicle speed is large, so the driver's sensitivity to shock is low. For this reason, the vehicle control device can always suppress a decrease in drivability of the vehicle while the engine is being started. Further, the vehicle control device does not need to perform new special control in order to maintain the transmission clutch in the released state in accordance with the time required for starting the engine, thereby suppressing the complicated control of the transmission clutch. be able to.

  In the vehicle control device according to any one of (1) to (4), (5) a release state in which the internal combustion engine and the electric motor are disconnected between the internal combustion engine and the electric motor; A clutch that switches a transmission state between an engagement state that connects the internal combustion engine and the electric motor, and when the accelerator pedal is depressed, the clutch is brought into the engagement state and the internal combustion engine is operated by the electric motor. It is preferable to start the engine.

  Here, in the specification of the present application, the released state of the clutch between the engine and the motor means a state in which the engine and the motor are completely disconnected. Further, in this specification, the clutch engagement state between the engine and the motor means that the engine and the motor are connected to each other without slipping, and that the clutch and the motor are not slipped. It is meant to include a state that causes slipping.

  With this configuration, the vehicle control device connects the engine and the motor with the clutch engaged only when the accelerator pedal is depressed and the engine is started. There is no rotation. For this reason, the load of the motor at the time of motor driving | running | working can be reduced and a fuel consumption can be improved.

  According to the present invention, there is provided a vehicle control device capable of suppressing the propagation of a shock generated at the time of starting an engine during motor running to a wheel in a hybrid vehicle including a torque converter and an automatic transmission mechanism, as compared with the related art. Can do.

1 is a schematic skeleton diagram showing a drive device equipped with a vehicle control device according to an embodiment of the present invention. It is the schematic which shows the control unit of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a flowchart which shows operation | movement of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a time chart which shows operation | movement in case the accelerator opening is large with the control apparatus of the vehicle which concerns on embodiment of this invention. It is a time chart which shows operation | movement in case the accelerator opening is small with the control apparatus of the vehicle which concerns on embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the present embodiment, the present invention is applied to a drive device for a hybrid vehicle.

  First, the configuration will be described.

  As shown in FIGS. 1 and 2, the drive device 1 includes an engine 10, a drive unit 20, an automatic transmission 30, and a control unit 40. In the present embodiment, the direction of the engine 10 of the drive device 1 is the engine side E, and the direction of the automatic transmission 30 of the drive device 1 is the automatic transmission side T.

  The engine 10 is composed of a known power device that outputs power by burning a mixture of hydrocarbon fuel such as gasoline or light oil and air in a combustion chamber (not shown). The engine 10 constitutes an internal combustion engine of the present invention. The engine 10 reciprocates a piston (not shown) in a cylinder block (not shown) by repeating the intake, combustion, and exhaust of the air-fuel mixture in the combustion chamber, and rotates the crankshaft 11 connected to the piston so as to transmit power. It has become. The engine 10 transmits torque from the crankshaft 11 to the drive unit 20.

  The crankshaft 11 is provided with an engine speed sensor 19. The engine speed sensor 19 detects the speed of the crankshaft 11 and inputs it to the control unit 40.

  The drive unit 20 includes an input unit 21, a clutch 22, a one-way clutch 23, a motor generator 24, an output unit 27, and a case unit 28. The motor generator 24 constitutes an electric motor in the present invention. The drive unit 20 is interposed between the engine 10 and the automatic transmission 30 and transmits power from the crankshaft 11 of the engine 10 to a transmission input shaft 31 described later of the automatic transmission 30. Yes.

  The input unit 21 includes a clutch input shaft 212. The clutch input shaft 212 is provided coaxially with the crankshaft 11. The clutch input shaft 212 is coupled to the clutch 22 and the one-way clutch 23 so as to be integrally rotatable, and transmits power to the clutch 22 and the one-way clutch 23.

  The output unit 27 includes a clutch output shaft 270. The clutch output shaft 270 is provided coaxially with the clutch input shaft 212. The clutch output shaft 270 is connected to the clutch 22 and the one-way clutch 23 so as to be integrally rotatable, and transmits the power of the clutch 22 and the one-way clutch 23 to the outside. The clutch output shaft 270 is connected to the transmission input shaft 31 of the automatic transmission 30 so as to be integrally rotatable, and transmits the output of the drive unit 20 to the automatic transmission 30.

  The motor generator 24 includes a stator 240 and a rotor 241. The motor generator 24 is interposed in the power transmission path between the crankshaft 11 and the transmission input shaft 31.

  Stator 240 includes a stator core (not shown) and a three-phase coil (not shown) wound around the stator core. The stator core is formed, for example, by laminating thin electromagnetic steel plates and is fixed to the case portion 28. The stator 240 forms a rotating magnetic field by energizing the three-phase coil.

  The rotor 241 is disposed inside the stator 240 and is formed by embedding a plurality of permanent magnets.

  The rotor 241 is provided with a motor rotation number sensor 243. The motor rotational speed sensor 243 detects the rotational speed of the rotor 241, thereby detecting the rotational speed of the motor generator 24 and inputting it to the control unit 40.

  The motor generator 24 operates as an electric motor that rotationally drives the rotor 241 by the interaction between a magnetic field formed by a permanent magnet embedded in the rotor 241 and a magnetic field formed by a three-phase coil. The motor generator 24 also operates as a generator that generates electromotive force at both ends of the three-phase coil due to the interaction between the magnetic field generated by the permanent magnet embedded in the rotor 241 and the rotation of the rotor 241. .

  The motor generator 24 is connected to the inverter 46. The inverter 46 is connected to the battery 47. For this reason, the motor generator 24 exchanges power with the battery 47 via the inverter 46. The battery 47 charges or discharges the electric power generated from the motor generator 24 according to the driving situation of the hybrid vehicle.

  An MG current sensor 461 is attached to the power line from the inverter 46 to the motor generator 24. The MG current sensor 461 detects the phase current and inputs it to the control unit 40. A battery voltage sensor 471 is attached between the output terminals of the battery 47. The battery voltage sensor 471 detects the output voltage of the battery 47 and inputs it to the control unit 40. A battery current sensor 472 is attached to the output terminal of the battery 47. The battery current sensor 472 detects the charge / discharge current of the battery 47 and inputs it to the control unit 40. A battery temperature sensor 473 is attached to the battery 47. The battery temperature sensor 473 detects the battery temperature and inputs it to the control unit 40.

  The clutch 22 includes a multi-plate portion (not shown) and a piston portion (not shown). The clutch 22 is provided between the input unit 21 and the output unit 27. The clutch 22 is provided between the crankshaft 11 and the transmission input shaft 31, and connects or disconnects between the crankshaft 11 and the transmission input shaft 31. That is, the transmission state of the clutch 22 is switched between a release state in which the engine 10 and the motor generator 24 are disconnected and an engagement state in which the engine 10 and the motor generator 24 are connected.

  The clutch 22 is a normally open type. The clutch 22 is normally released and disconnects the engine 10 and the motor generator 24. The clutch 22 is operated by supplying high-pressure hydraulic oil from an oil pump 34 (described later) of the automatic transmission 30, and connects the engine 10 and the motor generator 24. Clutch 22 is provided on the inner periphery of motor generator 24.

  The one-way clutch 23 is provided between the crankshaft 11 and the transmission input shaft 31 and is connected so that only power in the forward rotation direction can be transmitted from the crankshaft 11 to the motor generator 24 via the transmission input shaft 31. ing. Here, the forward rotation direction means the rotation direction of the crankshaft 11. The one-way clutch 23 is provided on the inner periphery of the motor generator 24. The one-way clutch 23 is disposed adjacent to the clutch 22 in the axial direction on the inner peripheral portion of the motor generator 24.

  An input shaft rotation speed sensor 29 is attached to the clutch input shaft 212. The input shaft rotational speed sensor 29 detects the rotational speed of the clutch input shaft 212 and inputs it to the control unit 40. The input shaft rotational speed sensor 29 is, for example, a resolver.

  The automatic transmission 30 includes a transmission input shaft 31, a torque converter 32, a transmission mechanism input shaft 33, an oil pump 34, a transmission mechanism 35, a hydraulic control device 36, an output shaft 37, and a case 38. I have. The automatic transmission 30 is connected to a motor generator 24.

  The torque converter 32 is a fluid type that utilizes the action of the circulating hydraulic oil, and transmits the driving force transmitted from the clutch output shaft 270 of the drive unit 20 to the transmission mechanism 35 via the transmission mechanism input shaft 33. It has become. The torque converter 32 includes a turbine runner 90, a pump impeller 91, a front cover 92, a stator 93, a one-way clutch 94, a hollow shaft 95, and a lockup clutch 96. That is, the torque converter 32 is connected to the motor generator 24 and includes a lock-up clutch 96.

  The turbine runner 90 and the pump impeller 91 are arranged to face each other so that the turbine runner 90 is located on the engine side E. The turbine runner 90 is coupled to the transmission mechanism input shaft 33 so as to rotate integrally. The pump impeller 91 is connected to the transmission input shaft 31 through the front cover 92 so as to rotate integrally. Hydraulic oil is supplied into the case 38.

  A stator 93 is provided on the inner peripheral side between the turbine runner 90 and the pump impeller 91. A hollow shaft 95 is connected to the stator 93 via a one-way clutch 94. The hollow shaft 95 is fixed to the case 38 and accommodates the transmission mechanism input shaft 33 in a rotatable manner.

  The lockup clutch 96 includes a lockup piston 96a and a friction material 96b joined to the lockup piston 96a. The lock-up clutch 96 is pressed against the engine side E as shown by a dotted arrow in FIG. 1 by high pressure hydraulic oil from the oil pump 34 adjusted by the hydraulic control device 36. The hydraulic oil moves the lock-up piston 96a to the engine side E and presses the friction material 96b against the front cover 92.

  The lock-up clutch 96 is switched to the engaged state by sliding the lock-up piston 96a toward the engine side E. In the engaged state, the friction material 96b is pressed against the front cover 92, and the friction material 96b and the front cover 92 are coupled by friction. As a result, the turbine runner 90 and the front cover 92 rotate together. Since the lockup clutch 96 does not cause the hydraulic oil to slip by rotating the transmission input shaft 31 and the transmission mechanism input shaft 33 integrally, fuel consumption can be improved.

  The lock-up clutch 96 is switched to the released state by sliding the lock-up piston 96a toward the automatic transmission side T. In the released state, the friction material 96b is separated from the front cover 92, and the friction material 96b and the front cover 92 can be rotated separately. As a result, the turbine runner 90 and the front cover 92 rotate separately. The lockup clutch 96 switches a transmission state between a release state in which the motor generator 24 and the transmission mechanism 35 are disconnected and an engagement state in which the motor generator 24 and the transmission mechanism 35 are connected. The hydraulic control device 36 and the oil pump 34 constitute lockup clutch switching means for switching the lockup clutch 96 between a released state and an engaged state.

  The oil pump 34 includes a rotor 340, a hub 341, and a body 342. The hub 341 has a cylindrical shape and connects the rotor 340 and the pump impeller 91 so as to rotate together. The body 342 is fixed to the case 38. Therefore, the power from the drive unit 20 is transmitted from the front cover 92 to the rotor 340 via the pump impeller 91, and the oil pump 34 is driven.

  The hydraulic oil discharged from the oil pump 34 is supplied to the speed change mechanism 35 and also to the clutch 22 of the drive unit 20 (indicated by a one-dot chain line in FIG. 1). The oil pump 34 is configured to switch the gear position or gear ratio of the transmission mechanism 35 and to engage the clutch 22 by supplying hydraulic pressure.

  A hydraulic pressure adjustment valve 39 is provided between the oil pump 34 and the clutch 22. The hydraulic pressure adjustment valve 39 adjusts the amount of hydraulic oil supplied from the oil pump 34 to the clutch 22 in accordance with a signal from the control unit 40.

  The oil pump 34 and the hydraulic pressure adjustment valve 39 constitute clutch switching means. The oil pump 34 and the hydraulic pressure adjustment valve 39 are configured to switch the clutch 22 from the released state to the engaged state.

  The transmission mechanism 35 has a plurality of clutches and brakes. The transmission mechanism 35 constitutes the automatic transmission mechanism of the present invention. 1, only the C1 clutch 35a that is directly connected to the transmission mechanism input shaft 33 and rotates integrally among the clutches of the transmission mechanism 35 is illustrated. The C1 clutch 35a switches a transmission state between a release state in which the gear train of the transmission mechanism 35 is disconnected and an engagement state in which the gear train of the transmission mechanism 35 is connected. The C1 clutch 35a constitutes the transmission clutch of the present invention. That is, the transmission mechanism 35 is connected to the torque converter 32 and has a C1 clutch 35a.

  In the transmission mechanism 35, engagement and disengagement of a plurality of clutches and brakes are switched by the hydraulic pressure supplied from the hydraulic control device 36 in accordance with the traveling state of the hybrid vehicle, thereby forming a desired shift stage. For example, N (neutral) range, D (drive) range, R (reverse) range, M (manual) range (sequential range), 2 (second) range, and L (low) range may be used as the gear position of the transmission mechanism 35. , B (brake) range, S (sports) range, Ds (sports drive) range, and the like.

  A shift lever 51 is connected to the speed change mechanism 35 for the driver to change the gear position. The shift lever 51 is provided with a shift position sensor 52. The shift position sensor 52 detects the range position of the shift lever 51 as a shift position signal and inputs it to the control unit 40.

  The driving force transmitted from the transmission mechanism input shaft 33 is transmitted to the output shaft 37 through the transmission mechanism 35, and is transmitted from the output shaft 37 to the wheels through a differential (not shown). That is, the motor generator 24 is connected to the wheels. The transmission mechanism 35 according to the present embodiment is configured with a stepped transmission mechanism, but is not limited to a stepped transmission mechanism, and is configured with, for example, a continuously variable transmission mechanism that includes a transmission clutch. You may do it.

  The control unit 40 includes a hybrid electronic control unit (hereinafter referred to as ECU) 41, an engine electronic control unit (hereinafter referred to as engine ECU) 42, and a motor electronic control unit (hereinafter referred to as motor ECU). 43, a battery electronic control unit (hereinafter referred to as a battery ECU) 44, and a transmission electronic control unit (hereinafter referred to as a transmission ECU) 45. The control unit 40 constitutes a control means.

  The ECU 41 includes a CPU (Central processing unit) 410, a ROM (Read only memory) 411 that stores processing programs, a RAM (Random access memory) 412 that temporarily stores data, a backup memory 413, an input port, and the like. 414, an output port 415, and a communication port 416. The ECU 41 controls the control of the hybrid vehicle.

  The input port 414 of the ECU 41 includes an engine speed sensor 19, an input shaft speed sensor 29, a motor speed sensor 243, a vehicle speed sensor 50, an accelerator sensor 54, a shift position sensor 52, and an MG current sensor 461. A battery voltage sensor 471, a battery current sensor 472, and a battery temperature sensor 473 are connected.

  The vehicle speed sensor 50 detects a vehicle speed signal and inputs it to the control unit 40. An accelerator pedal 53 is connected to the accelerator sensor 54. The accelerator sensor 54 detects the depression amount by which the accelerator pedal 53 is depressed, and inputs a detection signal corresponding to the detected depression amount to the ECU 41. Further, the ECU 41 calculates the accelerator opening Acc from the depression amount of the accelerator pedal 53 represented by the detection signal output from the accelerator sensor 54.

  The accelerator pedal 53 sets the acceleration request of the driver of at least one of the engine 10 and the motor generator 24. The accelerator pedal 53 is operated by at least one of the engine 10 and the motor generator 24 by being depressed by the driver.

  The ECU 41 is connected to the engine ECU 42, the motor ECU 43, the battery ECU 44, and the transmission ECU 45 via the communication port 416. The ECU 41 exchanges various control signals and data with the engine ECU 42, the motor ECU 43, the battery ECU 44, and the transmission ECU 45.

  The engine ECU 42 is connected to the engine 10 and the ECU 41. The engine ECU 42 receives signals from various sensors that detect the operating state of the engine 10 and performs operation control such as fuel injection control, ignition control, and intake air amount adjustment control in accordance with the input signals. .

  The engine ECU 42 communicates with the ECU 41. The engine ECU 42 controls the operation of the engine 10 by a control signal input from the ECU 41 and outputs data related to the operation state of the engine 10 to the ECU 41 as necessary.

  The motor ECU 43 is connected to the inverter 46 and the ECU 41. The motor ECU 43 is configured to drive and control the motor generator 24. The motor ECU 43 is configured to input a signal necessary for driving and controlling the motor generator 24. As a signal necessary for driving and controlling the motor generator 24, for example, a signal input from the motor rotation speed sensor 243 of the motor generator 24, or a phase current applied to the motor generator 24 detected by the MG current sensor 461 is used. There is a signal. The motor ECU 43 is configured to output a switching control signal to the inverter 46.

  The motor ECU 43 communicates with the ECU 41. The motor ECU 43 controls the rotational speed and output torque of the motor generator 24 by driving and controlling the inverter 46 in accordance with a control signal input from the ECU 41. The motor ECU 43 outputs data related to the operating state of the motor generator 24 to the ECU 41 as necessary.

  The battery ECU 44 is connected to the battery 47 and the ECU 41. The battery ECU 44 manages the battery 47. The battery ECU 44 inputs signals necessary for managing the battery 47. As a signal necessary for managing the battery 47, for example, a signal of the voltage between terminals from the battery voltage sensor 471, a signal of charge / discharge current from the battery current sensor 472, and a battery temperature from the battery temperature sensor 473. There are signals.

  The battery ECU 44 communicates with the ECU 41. The battery ECU 44 outputs data related to the state of the battery 47 to the ECU 41 as necessary. In order to manage the battery 47, the battery ECU 44 calculates a remaining capacity (SOC: State of charge) based on an integrated value of the charge / discharge current detected by the battery current sensor 472.

  The transmission ECU 45 is connected to the automatic transmission 30 and the ECU 41. The transmission ECU 45 controls the drive of the lock-up clutch 96 of the torque converter 32 and changes the gear position of the transmission mechanism 35.

  The transmission ECU 45 communicates with the ECU 41. The transmission ECU 45 is configured to execute shift control for changing the gear position of the transmission mechanism 35 based on a signal from the ECU 41. The transmission ECU 45 and the hydraulic control device constitute transmission clutch switching means for switching the C1 clutch 35a between the released state and the engaged state. The transmission ECU 45 is configured to output data relating to the operating state of the speed change mechanism 35 and the torque converter 32 to the ECU 41 as necessary.

  The engine 10, the accelerator pedal 53, the motor generator 24, the torque converter 32, and the speed change mechanism 35 described above are vehicle control devices that start the engine 10 by the motor generator 24, and are vehicles according to the present embodiment. The control device is configured. When the accelerator pedal 53 is depressed when the engine 10 is stopped and the vehicle using only the motor generator 24 as a drive source is being driven, the vehicle control apparatus of the present embodiment has a large accelerator opening Acc. The engine 10 is started by switching the C1 clutch 35a to the released state. Further, in the vehicle control apparatus of the present embodiment, when the accelerator pedal 53 is depressed while the engine 10 is stopped and the vehicle is driven only by the motor generator 24, the accelerator opening degree Acc is not large. In this case, the engine 10 is started by switching the lockup clutch 96 to the released state.

  In addition, the vehicle control device in the present embodiment includes an engine speed sensor 19, a motor speed sensor 243, an accelerator sensor 54, a vehicle speed sensor 50, a shift position sensor 52, a motor ECU 43, and an ECU 41. I have. The ECU 41 determines whether or not the accelerator opening degree Acc is large when the accelerator pedal 53 is depressed.

  The vehicle control apparatus according to the present embodiment includes a C1 clutch 35a, a transmission clutch switching unit, a lockup clutch 96, a lockup clutch switching unit, a clutch 22, and a clutch switching unit. . The ECU 41 has a transmission clutch flag and controls the transmission clutch switching means by turning on and off the transmission clutch flag. The ECU 41 has a lockup clutch flag and controls the lockup clutch switching means by turning on and off the lockup clutch flag. Further, the ECU 41 has a clutch flag, and controls the clutch switching means by turning on and off the clutch flag.

  The ECU 41 determines whether or not the accelerator opening degree Acc is large when the accelerator pedal 53 is depressed while the engine 10 is stopped and the vehicle running using only the motor generator 24 as a drive source. . If the ECU 41 determines that the accelerator opening degree Acc is large, the ECU 41 turns off the transmission clutch flag and switches the C1 clutch 35a to the released state by the transmission clutch switching means. Further, when the ECU 41 determines that the accelerator opening degree Acc is large, the ECU 41 turns on the lockup clutch flag and switches the lockup clutch 96 to the engaged state by the lockup clutch switching means.

  When the ECU 41 determines that the accelerator opening degree Acc is not large, the ECU 41 turns off the lockup clutch flag and switches the lockup clutch 96 to the released state by the lockup clutch switching means.

After switching the C1 clutch 35a or the lockup clutch 96 to the released state, the ECU 41 turns on the clutch flag and switches the clutch 22 to the engaged state by the clutch switching means. Then, ECU 41 controls the motor ECU43 increase the compensation torque _{T M} of the motor-generator 24 increases the engine speed _{R E,} synchronized by matching the motor speed _{R M} and the engine speed _{R E} It is like that. ECU41 after synchronization with the motor rotation speed _{R M} and the engine speed _{R E} in, it is adapted to start stormed to initial combustion in the engine 10 by the engine ECU 42.

  The ECU 41 is configured to determine the accelerator opening degree Acc based on the number of shift stages of the transmission mechanism 35. Further, in the ROM 411 and the backup memory 413, a vehicle speed-accelerator opening-shift stage map for calculating a shift stage from the vehicle speed and the accelerator opening Acc is stored for each shift position. When the accelerator pedal 53 is depressed, the ECU 41 determines the number of steps for changing the gear position in the transmission mechanism 35 based on the vehicle speed-accelerator opening-speed map based on the accelerator opening Acc, the vehicle speed, and the shift position. It comes to calculate.

  For example, the ECU 41 determines that the accelerator opening degree Acc is large when the reduction range of the shift speed is 3 or more, and thus greatly downshifts the speed change mechanism 35. Further, the ECU 41 determines that the accelerator opening degree Acc is small, for example, when the shift range is 2 or less, so that the transmission mechanism 35 is downshifted or not downshifted. Here, the magnitude of the accelerator opening degree Acc is determined based on whether the shift speed is lowered to 3 or more, or 2 or less. However, the present invention is not limited to this.

  Next, the operation will be described.

  The hybrid vehicle is in EV travel using the motor generator 24 as a drive source, and the engine 10 is stopped.

As shown in FIG. 3, the ECU 41 determines whether or not the vehicle is traveling on EV (step S1). For example, when the vehicle speed is not 0, and when the engine speed R _E and the motor rotation speed R _M do not match, ECU 41, the vehicle is determined to be during the EV traveling. If the ECU 41 determines that the vehicle is not traveling in EV (step S1; NO), the ECU 41 returns the process to the main routine.

When the ECU 41 determines that the vehicle is traveling in EV (step S1; YES), the ECU 41 determines whether or not the engine 10 is stopped (step S2). For example, when the engine speed _{R E} is 0, ECU 41 determines that the engine 10 is stopped. If the ECU 41 determines that the engine 10 is not stopped (step S2; NO), the ECU 41 returns the process to the main routine.

  When the ECU 41 determines that the engine 10 is stopped (step S2; YES), the ECU 41 determines whether or not the accelerator pedal 53 is on (step S3). For example, if the accelerator opening degree Acc is not 0, the ECU 41 determines that the accelerator pedal 53 is on. If the ECU 41 determines that the accelerator pedal 53 is not on (step S3; NO), the ECU 41 returns the process to the main routine.

  When the ECU 41 determines that the accelerator pedal 53 is on (step S3; YES), the ECU 41 determines whether or not the accelerator opening Acc is large (step S4). The ECU 41 selects a vehicle speed-accelerator opening-shift stage map from the shift position, and changes the shift stage in the transmission mechanism 35 from the accelerator opening Acc and the vehicle speed based on the vehicle speed-accelerator opening-shift stage map. Is calculated. The ECU 41, for example, has a large accelerator opening Acc when the shift speed is reduced by 3 or more, such as 7th speed → 4th speed, and the shift speed is decreased by 2 such as 6th speed → 4th speed. When it is below the stage, it is determined that the accelerator opening Acc is small.

  When the ECU 41 determines that the accelerator opening degree Acc is large (step S4; YES), the ECU 41 turns off the transmission clutch flag (step S5). Then, the ECU 41 controls the transmission clutch switching means to slip the C1 clutch 35a from the engaged state to the released state. Here, the operation of bringing the C1 clutch 35a from the engaged state to the released state can be performed by downshifting in the transmission mechanism 35.

  Further, the ECU 41 turns on the lockup clutch flag (step S6), controls the lockup clutch switching means, and brings the lockup clutch 96 from the released state to the engaged state. As a result, even if a shock at the time of engine start occurs due to a sudden increase in load torque in the motor generator 24, the shock is disconnected by the C1 clutch 35a, and no more is transmitted to the wheel side.

  When the ECU 41 determines that the accelerator opening degree Acc is not large (step S4; NO), the ECU 41 turns off the lockup clutch flag (step S7). Then, the ECU 41 controls the lockup clutch switching means to slip the lockup clutch 96 from the engaged state to the released state. As a result, even if a shock at the time of starting the engine occurs due to a sudden increase in the load torque in the motor generator 24, the shock is disconnected by the lockup clutch 96 and no more is transmitted to the wheel side.

  The ECU 41 starts an operation of starting the engine 10 after switching the lockup clutch 96. Here, various conditions such as the rotational speed and torque for starting the engine 10 are common regardless of whether the C1 clutch 35a slips or the lockup clutch 96 slips. This simplifies the engine start control. However, various conditions for starting the engine 10 may be set so as to be more optimal depending on whether the C1 clutch 35a slips or the lockup clutch 96 slips.

ECU41 controls the motor ECU 43, to adjust the motor speed _{R M} in the rotation speed possible for engine start (step S8). Motor rotation speed _{R M} in is input to the ECU 41 is constantly monitored by the motor speed sensor 243, ECU 41 is to adjust the motor speed _{R M} by feedback control.

ECU41, the motor rotation speed _{R M} is stabilized at a rotational speed of the target, to turn on the clutch flag (step S9). The ECU 41 controls the clutch 22 by the clutch switching means, and gradually switches the clutch 22 from the released state to the engaged state.

When the clutch 22 is gradually switched to the engaged state from the disengaged state by the ECU 41, the clutch torque _{T C} is increased (step S10). ECU41 increases the compensation torque _{T M} of the motor-generator 24 by the motor ECU 43 (step S11). Here, ECU 41, move the compensation torque T _M in the increase of the clutch torque T _C, it is controlled to be slightly smaller than the clutch torque T _C.

Crankshaft 11 of the engine 10, with the clutch 22 is switched gradually from the released state to the engaged state, co-rotated by the motor generator 24, the engine speed R _E is increased (step S12). Engine speed R _E is input to the ECU41 is constantly monitored by the engine speed sensor 19. ECU41 from the engine speed _{R E} and the motor rotation speed _{R M} in synchronization, perform initial explosion of the engine 10 to start the engine 10 by the engine ECU 42 (step S13).

  The time chart shown in FIG. 4 shows the operation when the accelerator pedal 53 is largely depressed while the engine 10 is stopped during EV traveling using the motor generator 24 as a drive source in the hybrid vehicle being stopped. It explains along.

The positions of the transmission clutch flag and the lock-up clutch flag change as appropriate according to the traveling state of the EV traveling. As shown in FIG. 4, here, the transmission clutch flag is on and the lock-up clutch flag is off. . Further, the clutch flag is off, the motor speed _RM is the speed at which the vehicle runs in EV, and the engine speed _RE is 0.

In T _0, ECU 41 the accelerator pedal 53 is depressed, and if it is determined that the accelerator opening Acc is large, clear transmission clutch flag, and controls the transmission clutch switching means, engagement of C1 clutch 35a Release from to slip. The slip of the C1 clutch 35a is performed when the transmission mechanism 35 is downshifted. Here, since the number of shift speeds is three or more and the shift operation takes a long time, the C1 clutch 35a slips until the engine 10 is started. Further, the ECU 41 turns on the lockup clutch flag, controls the lockup clutch switching means, and brings the lockup clutch 96 from the released state to the engaged state.

ECU41 adjusts the motor speed _{R M} of the motor-generator 24 by the motor ECU 43. ECU41, the motor rotation speed R _M waits after reaching to the rotational speed for starting the engine until the rotation is stabilized.

ECU41 turns the clutch flag at _{T 1.} The ECU 41 controls the clutch 22 and gradually switches the clutch 22 from the released state to the engaged state. With the switching of the clutch 22, the clutch torque _{T C} is increased. ECU41 increases the compensation torque _{T M} of the motor-generator 24 by the motor ECU 43.

Crankshaft 11 of the engine 10 is co-rotated via the clutch 22 by the motor generator 24, the engine speed _{R E} is increased. Clutch 22, when fully engaged at _{T 2,} the engine speed _{R E} and the motor rotation speed _{R M} are synchronized. The engine 10 is started after the first explosion after the engine speed _RE is stabilized. As a result, even if a shock at the time of engine start occurs due to a sudden increase in load torque in the motor generator 24, the shock is disconnected by the C1 clutch 35a, and no more is transmitted to the wheel side.

  In the above-described hybrid vehicle that is stopped, the operation when the accelerator pedal 53 is depressed not much while the engine 10 is stopped during EV traveling using the motor generator 24 as a drive source is shown in FIG. A description will be given along the chart.

The positions of the transmission clutch flag and the lock-up clutch flag change as appropriate according to the traveling state of the EV travel. As shown in FIG. 5, here, the transmission clutch flag is on and the lock-up clutch flag is on. . Further, the clutch flag is off, the motor speed _RM is the speed at which the vehicle runs in EV, and the engine speed _RE is 0.

In T _0, ECU 41 the accelerator pedal 53 is depressed, and the accelerator opening Acc is not greater, then turn off the transmission clutch flag, and controls the transmission clutch switching means, engaging the C1 clutch 35a Slip from state to release state. The slip of the C1 clutch 35a is performed when the transmission mechanism 35 is downshifted. Here, since the number of shift stages is two or less and the shift operation is completed in a short time or zero, the C1 clutch 35a returns to the engaged state before the engine 10 is started. Further, the ECU 41 turns off the lock-up clutch flag, controls the lock-up clutch switching means, and brings the lock-up clutch 96 from the engaged state to the released state.

ECU41 adjusts the motor speed _{R M} of the motor-generator 24 by the motor ECU 43. ECU41, the motor rotation speed R _M waits after reaching to the rotational speed for starting the engine until the rotation is stabilized.

ECU41 turns the clutch flag at _{T 1.} The ECU 41 controls the clutch 22 and gradually switches the clutch 22 from the released state to the engaged state. With the switching of the clutch 22, the clutch torque _{T C} is increased. ECU41 increases the compensation torque _{T M} of the motor-generator 24 by the motor ECU 43.

Crankshaft 11 of the engine 10 is co-rotated via the clutch 22 by the motor generator 24, the engine speed _{R E} is increased. Clutch 22, when fully engaged at _{T 2,} the engine speed _{R E} and the motor rotation speed _{R M} are synchronized. The engine 10 is started after the first explosion after the engine speed _RE is stabilized. As a result, even if a shock at the time of starting the engine occurs due to a sudden increase in the load torque in the motor generator 24, the shock is disconnected by the lockup clutch 96 and no more is transmitted to the wheel side.

  When the hybrid vehicle is stopped due to parking or the like and the engine 10 is stopped, the oil pump 34 is stopped, so that the clutch 22 is in a released state. At this time, the shift position of the speed change mechanism 35 is set to neutral. The hydraulic pressure adjustment valve 39 is opened.

  To start the engine 10 when the hybrid vehicle is stopped due to parking or the like and the engine 10 is stopped, electric power is supplied to the motor generator 24. By supplying electric power to the motor generator 24, the rotor 241 of the motor generator 24 rotates. The driving force of the rotor 241 is transmitted from the clutch output shaft 270 to the oil pump 34 through a route called the torque converter 32.

  Here, even if the rotor 241 rotates, the clutch 22 and the one-way clutch 23 are released, so that the power of the motor generator 24 is not transmitted to the engine 10. Further, although the transmission mechanism input shaft 33 of the transmission mechanism 35 is rotated by the rotation of the torque converter 32, the output shaft 37 of the transmission mechanism 35 does not rotate because the shift position of the transmission mechanism 35 is neutral.

  When the hydraulic oil discharged from the oil pump 34 is supplied to the clutch 22, the clutch 22 is fastened. Therefore, the driving force of the rotor 241 is transmitted to the crankshaft 11 via the input unit 21. Thereby, the engine 10 is started.

  When the vehicle starts after the engine 10 is started, the driving force of the engine 10 is transmitted to the automatic transmission 30 through a path of the crankshaft 11 → the input unit 21 → the clutch 22 → the rotor 241 → the clutch output shaft 270. By transmitting the power to the automatic transmission 30, the oil pump 34 is driven, so that the hydraulic oil continues to be supplied to the clutch 22 and the engagement of the clutch 22 is maintained. The shift position of the transmission mechanism 35 is set to forward or reverse. Therefore, the power of the crankshaft 11 is transmitted from the automatic transmission 30 to the wheels, and the hybrid vehicle starts.

  Further, when the hybrid vehicle is stopped due to parking or the like and the engine 10 is stopped, the clutch 22 is released. Here, when starting with only the driving force of the motor generator 24, electric power is supplied to the motor generator 24. By supplying electric power to the motor generator 24, the rotor 241 of the motor generator 24 rotates. The driving force of the rotor 241 is transmitted from the clutch output shaft 270 to the oil pump 34 through a route called the torque converter 32.

  Even if the rotor 241 rotates, the clutch 22 and the one-way clutch 23 are released, so that the power of the motor generator 24 is not transmitted to the engine 10. The hydraulic pressure adjustment valve 39 is closed. As a result, the hydraulic oil from the oil pump 34 is not supplied to the clutch 22.

  As the torque converter 32 rotates, the transmission mechanism input shaft 33 of the transmission mechanism 35 rotates. The shift position of the transmission mechanism 35 is set to forward or reverse. Therefore, the power of the crankshaft 11 is transmitted from the automatic transmission 30 to the wheels, and the hybrid vehicle starts.

  As described above, according to the vehicle control apparatus of the present embodiment, when the accelerator opening degree Acc is large when the engine is started during EV traveling, the C1 clutch 35a is released by greatly downshifting the automatic transmission mechanism. The engine 10 is started by switching to the state. As a result, even when a shock occurs due to a sudden increase in the load torque in the motor generator 24 when the engine is started, the shock is disconnected by the C1 clutch 35a via the torque converter 32, and the rest is transmitted to the wheel side. It will not be done. For this reason, the vehicle control device can cut the shock at a higher level than the conventional case where the shock at the time of starting the engine is cut only by the torque converter 32. Therefore, the vehicle control device can suppress the shock at the time of starting the engine from being transmitted to the wheels, and can realize smooth running of the vehicle.

  Further, when the accelerator opening degree Acc is not large at the time of starting the engine during EV traveling, the vehicle control device switches the lock-up clutch 96 to the released state and starts the engine 10. At this time, the vehicle control device downshifts the speed change mechanism 35 small or does not downshift. As a result, even when a shock occurs due to a sudden increase in the load torque in the motor generator 24 when the engine is started, the shock is cut by the torque converter 32 and no more is transmitted to the wheel side. For this reason, the vehicle control device can suppress the shock at the time of starting the engine from being propagated to the wheels, and can realize smooth running of the vehicle.

  Further, according to the vehicle control apparatus of the present embodiment, when the accelerator opening Acc is large, the lockup clutch 96 is switched to the engaged state, so that the power transmission system from the motor generator 24 to the wheels is used. The slip element can be only the C1 clutch 35a. As a result, the output loss of the motor generator 24 is reduced, so that the responsiveness of the vehicle speed to the operation of the accelerator pedal 53 and the direct feeling of speed adjustment are improved, and drivability can be improved. In addition, the vehicle control device can improve fuel efficiency by reducing the output loss of the motor generator 24.

  In addition, according to the vehicle control apparatus of the present embodiment, the magnitude of the accelerator opening degree Acc is determined based on the number of stages in which the gear stage in the transmission mechanism 35 changes. For example, when the speed reduction range is 3 or more, the speed change operation of the speed change mechanism 35 takes a relatively long time, so the C1 clutch 35a is always disconnected while the engine is being started. In addition, when the accelerator opening degree Acc is large, the change in the vehicle speed is large, so the driver's sensitivity to shock is low. For this reason, the vehicle control device can always suppress a decrease in drivability of the vehicle while the engine is being started. Furthermore, since the vehicle control device does not need to perform new special control in order to maintain the C1 clutch 35a in the released state in accordance with the time required for engine start, the control of the C1 clutch 35a is prevented from being complicated. be able to.

  Further, according to the vehicle control apparatus of the present embodiment, only when accelerator pedal 53 is depressed and engine 10 is started, clutch 22 is engaged and engine 10 and motor generator 24 are connected. For this reason, since the motor generator 24 does not rotate the engine 10 during EV travel while the engine is stopped, the load on the motor generator 24 during EV travel can be reduced, and fuel consumption can be improved.

  In the vehicle control apparatus of the present embodiment described above, the determination of the accelerator opening degree Acc is made based on the number of stages in which the gear stage of the transmission mechanism 35 changes. However, the vehicle control apparatus according to the present invention is not limited to this, and the accelerator opening degree Acc is determined based on the length of the shift time required to change the gear position in the transmission mechanism 35. Also good.

  In this case, when the accelerator pedal 53 is depressed while the engine 10 is stopped and EV traveling, the vehicle control device changes the gear position in the transmission mechanism 35 from the accelerator opening Acc and the vehicle speed at that time. Calculate the required shift time. For example, the vehicle control device determines whether or not the accelerator opening degree Acc is large based on whether or not the time required for changing the shift speed is longer than a predetermined threshold value.

  The ROM 411 and the backup memory 413 store a vehicle speed-accelerator opening-shift time map for calculating a shift time from the vehicle speed and the accelerator opening Acc for each shift position. When the accelerator pedal 53 is depressed, the ECU 41 calculates the shift time in the transmission mechanism 35 from the accelerator opening Acc, the vehicle speed, and the shift position based on the vehicle speed-accelerator opening-shift time map. To do.

  Further, in the vehicle control apparatus of the present embodiment, the transmission clutch is the C1 clutch 35 a that is directly connected to the transmission mechanism input shaft 33 of the transmission mechanism 35 and rotates integrally therewith. However, the vehicle control apparatus according to the present invention is not limited to this, and the transmission clutch may be another clutch on the wheel side than the C1 clutch 35a of the transmission mechanism 35, that is, on the output shaft 37 side. Alternatively, the transmission clutch may be another clutch mounted on the automatic transmission 30.

  Further, in the vehicle control apparatus of the present embodiment, when the accelerator opening degree Acc is large, the lockup clutch 96 is switched to the engaged state. However, the vehicle control apparatus according to the present invention is not limited to this, and the lockup clutch 96 may be either in the released state or the engaged state when the accelerator opening degree Acc is large. In this case, new control for the lock-up clutch 96 is not required, so that control can be simplified.

  In the vehicle control device of the present embodiment, clutch 22 is provided between engine 10 and motor generator 24. However, the vehicle control apparatus according to the present invention is not limited to this, and the clutch 22 may not be provided between the engine 10 and the motor generator 24. In this case, the configuration can be simplified.

  In addition, the vehicle control apparatus of the present embodiment has only one motor generator 24. However, the vehicle control apparatus according to the present invention is not limited to this, and two or more motor generators 24 may be provided.

  Further, in the vehicle control apparatus of the present embodiment, the clutch 22 and the one-way clutch 23 are arranged side by side on the inner peripheral portion of the rotor 241. However, the vehicle control apparatus according to the present invention is not limited to this, and the clutch 22 and the one-way clutch 23 may be configured to overlap in the axial direction at the inner peripheral portion of the rotor 241.

  As described above, the vehicle control device according to the present invention can suppress the propagation of a shock at the time of starting the engine while the motor is running in the hybrid vehicle including the torque converter and the automatic transmission mechanism to the wheels as compared with the conventional art. It is useful for a hybrid vehicle control device.

1 Drive 10 Engine (Internal combustion engine)
20 Drive unit 22 Clutch 24 Motor generator (electric motor)
30 Automatic transmission 32 Torque converter 34 Oil pump 35 Transmission mechanism (automatic transmission mechanism)
35a C1 clutch (transmission clutch)
40 control unit 41 ECU
42 Engine ECU
43 Motor ECU
44 Battery ECU
45 Transmission ECU
53 Accelerator pedal 96 Lock-up clutch Acc Accelerator opening

Claims (5)

An internal combustion engine;
An electric motor coupled to the internal combustion engine and wheels;
An accelerator pedal for setting an acceleration request of at least one driver of the internal combustion engine and the electric motor;
A torque converter coupled to the motor and including a lock-up clutch;
An automatic transmission mechanism coupled to the torque converter and having a transmission clutch,
The lockup clutch switches a transmission state between a release state in which the electric motor and the automatic transmission mechanism are disconnected and an engagement state in which the electric motor and the automatic transmission mechanism are connected,
The transmission clutch switches a transmission state between a release state in which the gear train of the automatic transmission mechanism is disconnected and an engagement state in which the gear train of the automatic transmission mechanism is connected,
A vehicle control device for starting the internal combustion engine by the electric motor,
When the accelerator pedal is stepped on while the internal combustion engine is stopped and the vehicle is driven only by the electric motor,
When the opening degree of the accelerator pedal is large, the transmission clutch is switched to the released state and the internal combustion engine is started.
When the opening degree of the accelerator pedal is not large, the internal combustion engine is started by switching the lockup clutch to the released state.   2. The vehicle control device according to claim 1, wherein when the accelerator pedal has a large opening, the internal combustion engine is started by switching the lockup clutch to the engaged state. 3. The determination as to whether the accelerator pedal opening is large or not is based on the number of shift stages of the automatic transmission mechanism that are calculated from the accelerator pedal opening and the vehicle speed at that time. The vehicle control device according to claim 1, wherein the vehicle control device is performed based on the size of the vehicle. The determination of whether the accelerator pedal opening is large or not is made by changing the gear position in the automatic transmission mechanism calculated from the accelerator pedal opening and the vehicle speed at that time . The vehicle control device according to claim 1, wherein the determination is made based on a length of a shift time required for the vehicle. A clutch for switching a transmission state between the internal combustion engine and the electric motor between a release state in which the internal combustion engine and the electric motor are disconnected and an engagement state in which the internal combustion engine and the electric motor are connected;
The vehicle according to any one of claims 1 to 4, wherein when the accelerator pedal is depressed, the internal combustion engine is started by the electric motor with the clutch in the engaged state. Control device.

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