JP2010143307A - Control apparatus for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control apparatus for hybrid vehicle, capable of shortening the time, from the start of an engine stop control to fuel cut and improving fuel economy. <P>SOLUTION: With a first clutch CL1 disposed between an engine Eng and a motor/generator MG, the controller of a hybrid vehicle stops an engine Eng by fuel cut, after releasing the first clutch CL1, if a predetermined engine stop condition is satisfied during engine and motor combined traveling, by connecting the first clutch CL1 and setting the engine Eng and a motor as drive sources. In an FR hybrid vehicle, an engine control means (Fig.5) has an engine stop control unit (Step S1 to Step S12) for starting the releasing of the first clutch CL1, if a motor travel request prior notice signal is issued, prior to issuing of motor travel request signal during the engine and motor concurrent traveling. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  In the present invention, when a predetermined engine stop condition is satisfied during the combined use of the engine and the motor that engages the first clutch interposed between the engine and the motor, the first clutch is released and then the engine is cut by fuel cut. The present invention relates to a control device for a hybrid vehicle that stops.

The conventional hybrid vehicle control device issues a clutch release command when the accelerator opening becomes 0, and stops the engine after a predetermined time has elapsed after the command. In addition, if the accelerator is stepped on while the engine is stopped, the engine is started and the clutch is engaged, but the required torque is output only by the motor during the period from when the accelerator is stepped on until the clutch is engaged. (For example, refer to Patent Document 1).
JP-A-8-121203

  However, in the conventional hybrid vehicle control device, when the accelerator opening becomes 0, a clutch release command is output, and the engine is stopped after a predetermined time has elapsed after the command is output. There was a problem that the time required increased and fuel consumption deteriorated.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can shorten the time from the start of engine stop control to the fuel cut and improve the fuel consumption.

In order to achieve the above object, in the hybrid vehicle control apparatus of the present invention, a first clutch is interposed between an engine and a motor, the first clutch is fastened, and the engine and the motor are used as drive sources. An engine control means is provided for stopping the engine by a fuel cut after releasing the first clutch when a predetermined engine stop condition is satisfied during the combined use of the engine and the motor.
In this hybrid vehicle control device, the engine control means releases the first clutch when a motor travel request warning signal is issued prior to the motor travel request signal being output during the combined use of the engine and the motor. An engine stop control unit for starting;

Therefore, in the hybrid vehicle control device of the present invention, in the engine stop control unit, during the combined use of the engine and the motor, if the motor travel request notice signal is issued prior to the motor travel request signal being issued, Release of the first clutch is started.
That is, during the combined use of the engine and the motor, the timing for starting the release of the first clutch is earlier than the case where the release of the first clutch is started after waiting for the motor travel request signal to be issued, and the engine is stopped accordingly. The time from the start of control to fuel cut is shortened.
As a result, the time from the start of engine stop control to the fuel cut can be shortened and the fuel consumption can be improved.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor / generator MG (motor), a second clutch CL2, and an automatic The transmission AT, the propeller shaft PS, the differential DF, the left drive shaft DSL, the right drive shaft DSR, the left rear wheel RL (drive wheel), and the right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, and throttle valve opening control are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Engagement / release is controlled by the first clutch control hydraulic pressure including the half clutch state. As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used.

  The motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying. The motor / generator MG can operate as an electric motor that is driven to rotate by receiving electric power from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated from the engine Eng or the driving wheel. When receiving energy, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (this operation state is hereinafter referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft of the automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor / generator MG and the left and right rear wheels RL, RR. Based on the second clutch control command from the AT controller 7, the second clutch hydraulic unit 8 By the control hydraulic pressure generated by the above, the fastening / opening is controlled including slip fastening and slip opening. As the second clutch CL2, for example, a wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse speed 1 according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “ It has a driving mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any one of the engine travel mode, the motor assist travel mode, and the travel power generation mode. In the “WSC mode”, for example, when starting from the “EV mode” or starting from the “HEV mode”, the clutch transmission torque that causes the second clutch CL2 to slip and the second clutch CL2 to pass is In this mode, the vehicle starts while controlling the clutch torque capacity so that the required driving torque is determined according to the state and the driver's operation. “WSC” is an abbreviation for “Wet Start clutch”.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4, and this battery SOC information is used as control information for the motor / generator MG and is integrated via the CAN communication line 11. 10 is supplied.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / disengagement of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when driving with the D range selected, a control command for obtaining the searched gear position is searched for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. The second clutch control is performed.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 3 is a diagram illustrating an EV-HEV selection map used when performing a mode selection process in the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 4 is a diagram illustrating a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, based on FIGS. 2-4, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map.

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, when starting from the “EV mode” or “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed VSP reaches the first set vehicle speed VSP1.

  The target charge / discharge calculation unit 300 calculates a target charge / discharge power tP from the battery SOC using, for example, a target charge / discharge amount map shown in FIG.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point reaching target. And target MG torque, target MG rotation speed, target CL1 torque, and target CL2 torque. Then, the target engine torque command, the target MG torque command, the target MG rotational speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 5 shows the flow of engine control processing during traveling in the engine traveling mode using the engine Eng and the generator MG and the motor combined traveling mode (“HEV mode”) executed by the integrated controller 10 of the first embodiment. It is a flowchart shown (engine control means). Hereinafter, each step of the flowchart of FIG. 5 will be described.

In step S1, it is determined whether or not the motor travel request notice signal is on. If YES (motor travel request notice signal is on), the process proceeds to step S2. If NO (motor travel request notice signal is off), the process proceeds to step S1. Repeat the judgment.
Here, the motor travel request notice signal is before the throttle valve of the engine Eng returns to the ISC position, and various conditions such as the remaining battery level, battery temperature, engine water temperature, inverter water temperature, transmission oil temperature, etc. are satisfied. Thus, when the driving point based on the vehicle speed VSP and the accelerator opening APO is approaching the switching line from the “HEV mode” to the “EV mode”, it is output (ON) (see FIG. 3). The “ISC position” is an abbreviation for an idle speed control position (Idle Speed Control position).

  In step S2, following the determination that the motor travel request notification signal is on in step S1 or the determination that the first clutch CL1 has not reached the torque capacity lower limit in step S4, the first clutch CL1 A command to lower the torque capacity is output, and the process proceeds to step S3.

  In step S3, following the CL1 torque capacity reduction command in step S2 or the determination that the throttle valve has not returned to the ISC position in step S6, a command to close the throttle valve is output, and the process proceeds to step S4.

In step S4, following the command output for closing the throttle in step S3, it is determined whether or not the torque capacity of the first clutch CL1 has reached a preset torque capacity lower limit, and YES (torque capacity lower limit reached). If NO, the process proceeds to step S5. If NO (torque capacity lower limit is not reached), the process returns to step S2.
Here, the “torque capacity lower limit” is a torque capacity that can return to the combined use of the engine and the motor in which the first clutch CL1 is fully engaged while waiting for the first clutch CL1 to be fully released. Is set.

  In step S5, following the determination that the torque capacity of the first clutch CL1 has reached the torque capacity lower limit in step S4, the torque capacity of the first clutch CL1 is held at the torque capacity lower limit, and the process proceeds to step S6.

  In step S6, following the holding at the first clutch torque capacity lower limit in step S5, it is determined whether or not the throttle valve of the engine Eng has returned to the ISC position. If YES (return state to the ISC position), the step is performed. The process proceeds to S7, and in the case of NO (a state where the ISC position has not been returned), the process returns to Step S3.

  In step S7, following the determination in step S6 that the throttle is in the return state to the ISC position, the throttle valve is held in the ISC position, and the process proceeds to step S8.

In step S8, following the determination that the throttle ISC position is maintained in step S7 or that there is no engine start request in step S13, it is determined whether or not the motor travel request signal is on. If YES, the process proceeds to step S9. If NO, the process proceeds to step S13.
Here, the motor travel request signal is after the throttle valve of the engine Eng has returned to the ISC position, and various conditions such as the remaining battery level, battery temperature, engine water temperature, inverter water temperature, transmission oil temperature, etc. are satisfied. Thus, when the operating point based on the vehicle speed VSP and the accelerator opening APO crosses the switching line from the “HEV mode” to the “EV mode”, it is output (ON) (see FIG. 3).

  In step S9, following the determination that the motor travel request signal in step S8 is on, or the determination that the first clutch torque capacity is not zero in step S10, the first held at the torque capacity lower limit. A command to decrease the torque capacity of the clutch CL1 is output, and the process proceeds to step S10.

  In step S10, following the command output for reducing the torque capacity of the first clutch CL1 in step S9, it is determined whether or not the torque capacity of the first clutch CL1 is zero (clutch complete release), and YES (clutch torque capacity). In the case of zero), the process proceeds to step S11, and in the case of NO (the clutch torque capacity is not zero), the process returns to step S9.

  In step S11, following the determination that the torque capacity of the first clutch CL1 is zero in step S10, an all-cylinder fuel cut of the engine Eng is executed, and the process proceeds to step S12.

  In step S12, following the fuel cut command output in step S11, when the engine stop is completed, the mode transition is made to the “EV mode” by motor running.

In step S13, following the determination that the motor travel request signal in step S8 is OFF, it is determined whether or not there is an engine start request. If YES (engine start request is present), the process proceeds to step S14, and NO ( If there is no engine start request), the process returns to step S8.
Here, the “engine start request” is issued when the accelerator pedal is depressed again after the accelerator is released.

  In step S14, following the determination that there is an engine start request in step S13, a command to immediately fully engage the first clutch CL1 is output, and the process proceeds to step S15.

  In step S15, following the output of the clutch complete engagement command in step S14 or the determination that the first clutch engagement is not completed in step S17, it is determined whether or not there is a driving force shortage with respect to the requested driving force. If YES (the driving force is insufficient), the process proceeds to step S16. If the determination is NO (the driving force is not insufficient), the process proceeds to step S17.

  In step S16, following the determination that the driving force is insufficient with respect to the required driving force in step S15, the motor / generator MG outputs a command for compensating the insufficient driving force, and the process proceeds to step S17.

  In step S17, it is determined whether or not the driving force is insufficient with respect to the required driving force in step S15, or the driving force in step S16 is output after the compensation command is output, and whether or not the first clutch CL1 is completely engaged. If YES, the process proceeds to step S18. If NO, the process returns to step S15.

  In step S18, following the determination that the first clutch CL1 is completely engaged in step S17, the engine is returned to the “HEV mode” in which the engine and the motor are used together, and HEV mode control is executed.

  Steps S1 to S12 correspond to an engine stop control unit, and steps S13 to S18 correspond to an engine and motor combined travel return control unit.

Next, the operation will be described.
The operation of the control apparatus for the FR hybrid vehicle of the first embodiment will be described separately for "engine stop control operation during combined use of engine and motor" and "engine and motor combined use return control operation after notification of motor drive request". .

[Engine stop control action while running with engine and motor]
FIG. 6 shows the accelerator opening, the engine torque, the motor torque, the first clutch torque capacity, and the second clutch torque capacity when the engine is stopped during traveling with the engine and the motor in the FR hybrid vehicle equipped with the control device of the first embodiment. It is a time chart showing characteristics of an engine speed, a motor speed, a transmission output shaft torque, a motor travel request notice signal, a motor travel request signal, and a fuel cut execution signal. Hereinafter, the engine stop control operation during the combined use of the engine and the motor will be described with reference to FIGS. 5 and 6.

  When the motor travel request notice signal is turned on during the combined use of the engine and the motor, the process proceeds from step S1, step S2, step S3, step S4 in the flowchart of FIG. 5, and the torque capacity of the first clutch CL1 is reduced ( Step S2), the throttle valve is closed (Step S3). As long as the torque capacity of the first clutch CL1 does not reach the torque capacity lower limit, the flow of going from step S2 to step S3 to step S4 is repeated.

  When the torque capacity of the first clutch CL1 reaches the torque capacity lower limit, the process proceeds from step S4 to step S5 to step S6. If the throttle valve has not returned to the ISC position, step S3 → step S4 → step S5. → The flow of proceeding to step S6 is repeated, and the throttle valve is closed (step S3). When the throttle valve returns to the ISC position, the process proceeds from step S6 to step S7, the throttle valve is held at the ISC position, and the process proceeds to the next step S8 to determine whether or not the motor travel request signal is on.

  If the motor travel request signal is off in step S8 and there is no engine start request in step S13, the flow from step S8 to step S13 is repeated in the flowchart of FIG. When it is determined in step S8 that the motor travel request signal is on, the flow from step S8 to step S9 to step S10 is repeated, and the clutch torque capacity is decreased until the torque capacity of the first clutch CL1 becomes zero. It is done. Then, when the torque capacity of the first clutch CL1 becomes zero, the process proceeds from step S10 to step S11 to step S12, the fuel cut is elapsed, the stop of the engine Eng is completed, and the motor travels.

In the engine stop control during the combined use of the engine and motor, as an element that determines the time until fuel cut,
(a) The response time of the torque capacity of the first clutch is delayed.
(b) The order of operation of the main control actuators is (engine torque down) → (complete release of first clutch) → (fuel cut).
It can be mentioned.
(a) is limited by hardware performance. Further, (b) is a countermeasure for engine stop control that is executed in order to avoid engine blow-up and fuel cut shock.

Furthermore, here, as a condition for starting full release of the first clutch,
(c) The throttle valve has returned to the ISC position.
(d) A motor travel request signal is output (ON).
There is a matter. The establishment of (d) requires various conditions such as vehicle speed, accelerator opening, remaining battery level, battery temperature, engine water temperature, inverter water temperature, transmission oil temperature, and the like. It is decided in consideration.

  In the first embodiment, the release control of the first clutch CL1 is started without waiting for the conditions (c) and (d) to be satisfied. However, if the lower limit of the torque capacity of the first clutch CL1 that can be returned to the combined use of the engine and the motor is set and (c) and (d) are satisfied at the time when the torque is reached, the first clutch CL1 is completely Start opening. If not established, a configuration is adopted in which the torque is maintained until established and the first clutch CL1 is kept in a fully open standby state.

  The engine stop control operation during the combined use of the engine and the motor in the first embodiment will be described with reference to FIG.

  By performing the accelerator return operation during the combined use of the engine and the motor, when the motor travel request warning signal is issued at time t1, the first clutch CL1 is ahead of the motor travel request as shown in the first clutch torque capacity characteristic. Is started, and as shown in the engine torque characteristics, the throttle valve is returned to the ISC position with the motor travel request notice signal as a trigger.

  When the motor travel request signal and the fuel cut request signal are issued at time t2, when the throttle valve returns to the ISC position at time t3 slightly delayed from time t2, as shown in the first clutch torque capacity characteristic. In accordance with the complete release request for the first clutch CL1, the complete release of the first clutch CL1 is executed.

  When it is determined at time t4 that the first clutch CL1 is in a fully released state, fuel cut is performed based on the fuel cut execution signal at time t5, and engine stop is completed at time t6.

  Incidentally, when the engine stop control for starting the release of the first clutch CL1 when the motor travel request signal is output is taken as a comparative example, in the comparative example, as shown by the broken line characteristic of the first clutch torque capacity in FIG. The release of the first clutch CL1 is started from t2, and the fuel cut is performed at time t7. That is, when the fuel cut timing is compared, it is time t5 in FIG. 6 in the case of the first embodiment, but time t7 in the case of the comparative example. By adopting the engine stop control of the first embodiment, the engine stop control is performed. The time from the stop control start to the fuel cut can be shortened by the time difference between them (t7−t5).

As described above, in the first embodiment, when the motor travel request warning signal is output prior to the motor travel request signal being output during the combined use of the engine and the motor, the first clutch CL1 is started to be released. ing.
Therefore, the time from the start of engine stop control to the fuel cut can be shortened and the fuel consumption can be improved.

In the first embodiment, the lower limit of the torque capacity of the first clutch CL1 that can be returned to the engine and motor combined travel is set, and when the motor travel request notice signal is issued, the torque capacity lower limit is reached by the release command to the first clutch CL1. When the torque capacity lower limit is reached, control is performed to maintain the torque capacity.
Therefore, if it is not determined that the engine is to be stopped, the first clutch CL1 is put on standby in a torque capacity state that can be returned to the engine and motor combined travel, so that the motor travel request signal is not issued contrary to prediction. Can also respond.

In the first embodiment, when the torque capacity of the first clutch CL1 reaches the torque capacity lower limit, both the condition that the throttle valve of the engine Eng returns to the ISC position and the condition that the motor travel request signal is issued are satisfied. When the first clutch CL1 is completely opened and both conditions are not satisfied, the torque capacity of the first clutch CL1 is kept at the lower limit of the torque capacity until the condition is satisfied.
Therefore, it corresponds to the smooth transition to the fully open first clutch CL1, and also to avoid the response drop and the occurrence of shock when the accelerator is depressed again.

[Engine and motor combined travel return control action after motor drive request notice]
FIG. 7 shows the accelerator opening, the engine torque, the motor torque, the first clutch torque capacity, when returning to the engine and motor combined running after the advance notice of the motor running request in the FR hybrid vehicle equipped with the control device of the first embodiment. It is a time chart which shows each characteristic of the 2nd clutch torque capacity, engine rotation speed, motor rotation speed, transmission output shaft torque, motor travel request notice signal, motor travel request signal, and fuel cut execution signal. Hereinafter, the engine and motor combined travel return control operation after the advance notice of the motor travel request will be described with reference to FIGS. 5 and 7.

  If an engine start request is issued after the advance notice of the motor travel request, in the flowchart of FIG. 5, the process proceeds from step S8 to step S13 to step S14, and a command to immediately fully engage the first clutch CL1 is output. Then, the process proceeds from step S14 to step S15 → step S16 → step S17, and if the driving force is insufficient with respect to the required driving force until the engagement of the first clutch CL1 is completed, the shortage is determined by the motor / generator MG. Control that compensates for the motor torque is performed. Then, when it is determined in step S17 that the first clutch CL1 is completely engaged, the process proceeds to step S18, and the engine and motor combined use travel are performed.

As described above, in the first embodiment, when the accelerator pedal is depressed again after the advance notice of the motor travel request and the engine and the motor are used together, the first clutch CL1 maintained at the lower limit of the torque capacity is immediately completely engaged. The drive power from the engine Eng is transmitted to the drive wheels.
For example, when the motor travel request notification signal is turned on, when the first clutch is completely released, when the accelerator pedal is depressed again after the motor travel request notification and the engine and the motor are used together, the first clutch engagement response A delay occurs, and a sudden shift from the open state to the fully engaged state causes a shock due to fluctuations in the transmission drive torque.
On the other hand, in the first embodiment, when the accelerator is stepped on again, the first clutch CL1 is completely engaged from the lower limit of the torque capacity. Can also be avoided.

In the first embodiment, when the accelerator is stepped on again, if the power of the engine Eng cannot be sufficiently transmitted to the required driving force due to the operation response delay of the first clutch CL1, the shortage is compensated by the power of the motor / generator MG. I have to.
For example, when the accelerator is stepped on again to return to the engine and motor combined running, only the engine Eng tries to respond to the acceleration request with the driving force, as shown in the engine torque characteristic of FIG. As a result, the engine torque rises slowly, and the acceleration request that appears in the accelerator opening characteristic cannot be met.
On the other hand, in the first embodiment, when the accelerator is stepped on again to return to the combined use of the engine and the motor, as shown in the motor torque characteristic of FIG. By supplementing the driving force with the motor torque, it is possible to achieve a responsive increase in driving force that meets the driver's acceleration request.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) The first clutch CL1 is interposed between the engine Eng and the motor (motor / generator MG), the first clutch CL1 is engaged, and the engine and the motor are combined with the engine Eng and the motor as drive sources. In a control device for a hybrid vehicle (FR hybrid vehicle) having engine control means for stopping the engine Eng by cutting the fuel after the first clutch CL1 is released when a predetermined engine stop condition is satisfied during traveling. The control means (FIG. 5) is an engine stop control that starts releasing the first clutch CL1 when the motor travel request notice signal is issued prior to the motor travel request signal being issued during the combined use of the engine and the motor. Section (step S1 to step S12). For this reason, the time from the start of engine stop control to the fuel cut can be shortened, and the fuel consumption can be improved.

  (2) The engine stop control unit (steps S1 to S12) sets the lower limit of the torque capacity of the first clutch CL1 that can be returned to the engine and motor combined travel, and when the motor travel request warning signal is issued, Control is performed to reduce the torque capacity to the lower limit of the torque capacity by an opening command to the first clutch CL1, and to maintain the torque capacity when the torque capacity lower limit is reached (steps S1 to S5). For this reason, it is possible to cope with the case where the motor travel request signal is not issued contrary to the prediction.

  (3) When the torque capacity of the first clutch CL1 reaches the torque capacity lower limit (YES in step S4), the engine stop control unit (steps S1 to S12) performs idling rotation of the throttle valve of the engine Eng. Full release of the first clutch CL1 is started when both the condition returning to the numerical control position (ISC position) (YES in step S6) and the condition in which the motor travel request signal is issued (YES in step S8) are established. If both conditions are not satisfied (step S9), the torque capacity of the first clutch CL1 is maintained at the torque capacity lower limit until the conditions are satisfied (step S5). For this reason, it is possible to cope with a smooth transition to the full release of the first clutch CL1, and it is possible to cope with a decrease in response and a shock occurrence when the accelerator is depressed again.

  (4) The engine control means (FIG. 5) is after the motor travel request notice signal has been issued, but before the motor travel request signal is issued, the accelerator is depressed again to return to the engine and motor combined travel. When the engine has a torque capacity lower limit, the engine and motor combined travel return control unit (steps S13 to S18) outputs a command to immediately fully engage the first clutch CL1. For this reason, when the accelerator is stepped on again to return to the combined use of the engine and the motor, it is possible to cope with a decrease in response of the first clutch CL1 and a shock occurrence.

  (5) When the engine and motor combined travel return control unit (steps S13 to S18) cannot transmit the engine driving force corresponding to the required driving force to the driving wheels due to the delay in the response of the first clutch CL1, Control is performed to compensate for the insufficient driving force that is insufficient with only the engine Eng by the driving force of the motor (motor / generator MG). For this reason, when the accelerator is stepped on again to return to the engine and motor combined use, it is possible to achieve an increase in the driving force with good response to the driver's acceleration request.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, the application example to the FR hybrid vehicle in which the first clutch is interposed between the engine and the motor / generator and the second clutch is interposed between the motor / generator and the driving wheel is shown. The present invention can also be applied to hybrid vehicles and other hybrid vehicles. In short, the present invention can be applied to any hybrid vehicle control device in which the first clutch is interposed between the engine and the motor.

1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a hybrid vehicle control device of Embodiment 1 is applied. It is a control block diagram which shows the arithmetic processing performed in the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process with the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 is applied. It is a figure which shows the target charging / discharging amount map used when performing battery charge control with the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 was applied. 3 is a flowchart showing a flow of engine control processing during traveling in an engine and motor combined traveling mode (“HEV mode”) executed by the integrated controller 10 of the first embodiment. Accelerator opening, engine torque, motor torque, first clutch torque capacity, second clutch torque capacity, engine speed when the engine is stopped while the engine and motor are running in the FR hybrid vehicle equipped with the control device of the first embodiment It is a time chart showing characteristics of a motor rotation speed, a transmission output shaft torque, a motor travel request notice signal, a motor travel request signal, and a fuel cut execution signal. Accelerator opening, engine torque, motor torque, first clutch torque capacity, second clutch torque when returning to the engine and motor combined travel after the advance notice of motor travel in the FR hybrid vehicle equipped with the control device of the first embodiment It is a time chart which shows each characteristic of a capacity | capacitance, an engine speed, a motor speed, a transmission output shaft torque, a motor travel request warning signal, a motor travel request signal, and a fuel cut execution signal.

Explanation of symbols

Eng engine
MG motor / generator (motor)
CL1 1st clutch
CL2 2nd clutch
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller

Claims (5)

A first clutch is interposed between the engine and the motor;
When the first clutch is engaged and the engine and the motor using the engine and the motor as driving sources are combined and the predetermined engine stop condition is satisfied, the first clutch is released and then the engine is stopped by fuel cut. In a hybrid vehicle control device having engine control means for
The engine control means includes an engine stop control unit that starts releasing the first clutch when a motor travel request warning signal is output prior to the motor travel request signal being output during travel using both the engine and the motor. A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 1,
The engine stop control unit sets a lower limit of the torque capacity of the first clutch that can be returned to the engine and motor combined travel, and when the motor travel request notification signal is issued, the torque capacity is determined by a release command to the first clutch. A control apparatus for a hybrid vehicle, wherein the control is performed to reduce the torque capacity to a lower limit and to maintain the torque capacity when the torque capacity lower limit is reached. In the hybrid vehicle control device according to claim 2,
When the torque capacity of the first clutch reaches the lower limit of the torque capacity, the engine stop control unit outputs a condition that the throttle valve of the engine returns to the idle speed control position and a motor travel request signal. If both of these conditions are satisfied, the first clutch is completely released. If both conditions are not satisfied, the torque capacity of the first clutch is maintained at the lower limit of the torque capacity until the conditions are satisfied. Control device. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
The engine control means, after the motor travel request notice signal is output, but before the motor travel request signal is output, when the accelerator is depressed again to return to the engine and motor combined travel, the torque capacity lower limit A hybrid vehicle control device comprising an engine and a motor combined travel return control unit that outputs a command to immediately fully engage the first clutch maintained at a constant speed. In the hybrid vehicle control device according to claim 4,
When the engine and motor combined travel return control unit cannot transmit the engine driving force corresponding to the required driving force to the driving wheels due to the delay in the response of the first clutch, the driving force deficiency that the engine alone is insufficient, A control apparatus for a hybrid vehicle, which performs control supplemented by the driving force of the motor.

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