JP2012086653A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve both reduction of shock due to prevention of engagement of a second clutch upon start of an engine and prevention of degradation of a battery.SOLUTION: A control device for hybrid vehicle has an engine 1, a motor generator 2, a first clutch 4, a second clutch 5 and a battery power limitation expansion control means (Fig.12). The motor generator 2 is driven by power from the battery 8. The first clutch 4 is disposed between the engine and the motor generator 2 and is engaged when the engine is started using the motor generator 2 as a starter motor. The second clutch 5 is disposed between the motor generator 2 and tires 7, 7, and is engaged in a slipping manner when the engine is started. The battery power limitation expansion control means (Fig.12) issues a request for expanding power limitation for temporarily expanding normal battery power limitation when detecting an engine start area including a state where a largest motor torque is required upon start of the engine.

Description

  The present invention relates to a control apparatus for a hybrid vehicle that performs engine start control using a power train system of one motor and two clutches.

  2. Description of the Related Art Conventionally, in a hybrid vehicle having a clutch between an engine and a motor, an engine is started by engaging a clutch and transmitting motor torque to the engine when the engine is started (for example, Patent Document 1). reference).

JP 2003-200758 A

  However, in the conventional hybrid vehicle control device, when the engine is started with a high-power battery state or a high input rotation due to a driver operation, the motor torque is smaller than usual due to power limitation of the battery or the inverter. Become. Thus, when the motor torque is smaller than normal, the drive torque is reduced with respect to the engine start torque for which the required torque is determined. Accordingly, when a clutch that is slip-engaged at the time of starting the engine is interposed between the motor and the drive wheels, a feeling of sag is generated due to G loss due to a decrease in driving torque. Furthermore, since the slip rotation speed cannot be increased, there is a problem that a shock occurs when the clutch is engaged due to clutch variation.

  The present invention has been made paying attention to the above problem, and provides a hybrid vehicle control device capable of achieving both reduction of shock by preventing engagement of the second clutch at the time of engine start and prevention of deterioration of the battery. The purpose is to do.

In order to achieve the above object, the hybrid vehicle control apparatus of the present invention is a means including an engine, a motor, a first clutch, a second clutch, and battery power limit expansion control means.
The motor is driven by electric power from a battery.
The first clutch is interposed between the engine and the motor, and is fastened when the engine is started using the motor as a starter motor.
The second clutch is interposed between the motor and drive wheels, and is slip-engaged when the engine is started.
When the battery power limit expansion control means detects an engine start region including a state where the motor torque is most required at the time of starting the engine, the battery power limit expansion control unit issues a power limit expansion request for temporarily expanding the battery power limit during normal operation.

Therefore, at the time of engine start, when the battery power limit expansion control means detects the engine start range including the state where the motor torque is most required, a power limit expansion request for temporarily expanding the battery power limit at the normal time is issued. It is.
That is, when the engine is started, even if there is a power limit of the battery or the inverter, the battery power limit is expanded in response to the request as long as the battery state or the like permits in the state where the motor torque is the most necessary. For this reason, it is possible to suppress a decrease in the driving torque when the engine is started, and to set the slip rotation speed of the second clutch to be large. Even if there is a clutch variation, the second clutch is engaged. Is prevented. Further, since the battery power limit is temporarily expanded only in the engine start region including the state where the motor torque is most required during engine start, battery deterioration due to the battery power limit being extended for a long time is prevented. .
As a result, it is possible to achieve both the reduction of shock by preventing the second clutch from being engaged at the time of starting the engine and the prevention of deterioration of the battery.

It is a power train system block diagram which shows the power train system of the hybrid vehicle to which the control apparatus of Example 1 was applied. It is a control system block diagram which shows the control system of the hybrid vehicle to which the control apparatus of Example 1 was applied. FIG. 3 is a calculation block diagram illustrating an integrated controller according to the first embodiment. It is a map figure which shows the steady target torque map (a) and MG assist torque map (b) which are used with the control apparatus of Example 1. It is a map figure which shows the engine start stop line map used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the request | requirement power generation output during driving | running | working with respect to the battery SOC used with the control apparatus of Example 1. It is a characteristic view which shows the best fuel consumption line of the engine used with the control apparatus of Example 1. FIG. 3 is a shift map diagram illustrating an example of shift lines in the automatic transmission according to the first embodiment. 3 is a flowchart illustrating a configuration and a flow of an integrated control calculation process executed by the integrated controller according to the first embodiment. FIG. 10 is a calculation block diagram showing motor upper limit torque calculation processing in motor limit torque calculation processing executed in step S03 of FIG. 9. FIG. 10 is a target travel mode diagram showing an example of target travel mode transition in the target travel mode calculation process executed in step S05 of FIG. 9. 10 is a flowchart showing the configuration and flow of an engine startup power expansion request calculation process executed in step S07 of FIG. 9 when the engine is started from the EV mode. It is a problem explanatory view showing the relation between the motor torque sharing and the battery power limit when the battery power limit is not expanded when the engine is started from the EV mode in the comparative example. Time chart showing characteristics of accelerator opening, power limit value, torque, CL1, CL2 torque capacity, CL1 stroke, and rotation speed when mode transition from EV mode to HEV mode via engine start control in Example 1 It is.

  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 shows a powertrain system of a hybrid vehicle to which the control device of the first embodiment is applied. The power train system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the power train system of the hybrid vehicle of the first embodiment includes an engine 1, a motor generator 2 (motor), an automatic transmission 3, a first clutch 4, a second clutch 5, and a differential. A gear 6 and tires 7 and 7 (drive wheels) are provided.

  The hybrid vehicle according to the first embodiment has a power train system configuration including an engine, one motor, and two clutches. As a running mode, “HEV mode” by engaging the first clutch 4 and “by releasing the first clutch 4”. EV mode "and" WSC mode "that travels with the second clutch 5 in the slip engagement state.

  The engine 1 has an output shaft connected to an input shaft of a motor generator 2 (abbreviated MG) via a first clutch 4 (abbreviated CL1) having a variable torque capacity.

  The motor generator 2 has an output shaft connected to an input shaft of an automatic transmission 3 (abbreviated as AT).

  The automatic transmission 3 has tires 7 and 7 connected to its output shaft via a differential gear 6.

  The second clutch 4 (abbreviated as CL2) uses one of the engaging elements of a clutch / brake having a variable torque capacity that is responsible for power transmission in the transmission, which varies depending on the shift state of the automatic transmission 3. . Thus, the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.

  For the first clutch 4 and the second clutch 5, for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid may be used. This power train system has two operation modes according to the connection state of the first clutch 4, and in the disengagement state of the first clutch 4, it is an "EV mode" that travels only with the power of the motor generator 2. When the 1-clutch 4 is connected, it is the “HEV mode” in which the engine 1 and the motor generator 2 drive.

  The power train system includes an engine rotation sensor 10 that detects the rotation speed of the engine 1, an MG rotation sensor 11 that detects the rotation speed of the motor generator 2, and an AT that detects the input shaft rotation speed of the automatic transmission 3. An input rotation sensor 12 and an AT output rotation sensor 13 for detecting the output shaft rotation speed of the automatic transmission 3 are provided.

  FIG. 2 shows a control system for a hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the control system configuration will be described with reference to FIG.

  As shown in FIG. 2, the control system of the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 8, a battery 9, a solenoid valve 14, a solenoid valve 15, and an accelerator opening. A degree sensor 17, a CL1 stroke sensor 23, and an SOC sensor 16 are provided.

  The integrated controller 20 performs integrated control of operating points of power train components. The integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery state of charge SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed). . Then, the target MG torque or the target MG rotation speed is commanded to the motor controller 22, the target engine torque is commanded to the engine controller 21, and the drive signals are commanded to the solenoid valves 14 and 15.

  The engine controller 21 controls the engine 1. The motor controller 22 controls the motor generator 2. The inverter 8 drives the motor generator 2. The battery 9 stores electrical energy. The solenoid valve 14 controls the hydraulic pressure of the first clutch 4. The solenoid valve 15 controls the hydraulic pressure of the second clutch 5. The accelerator opening sensor 17 detects an accelerator opening (APO). The CL1 stroke sensor 23 detects the stroke of the clutch piston of the first clutch 4 (CL1). The SOC sensor 16 detects the state of charge of the battery 9.

  FIG. 3 is a calculation block diagram illustrating the integrated controller 20 according to the first embodiment. Hereinafter, the configuration of the integrated controller 20 will be described with reference to FIG.

  As shown in FIG. 3, the integrated controller 20 includes a target drive torque calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. ing.

  The target drive torque calculation unit 100 uses the target steady drive torque map shown in FIG. 4 (a) and the MG assist torque map shown in FIG. 4 (b) to calculate the target steady drive from the accelerator opening APO and the vehicle speed VSP. Calculate torque and MG assist torque.

The mode selection unit 200 calculates an operation mode (HEV mode, EV mode) using the engine start / stop line map set at the accelerator opening for each vehicle speed shown in FIG. As indicated by the characteristics of the engine start line (SOC high, SOC low) and the engine stop line (SOC high, SOC low), the engine start line and the engine stop line are shown in FIG. Is set as a characteristic that decreases in the direction of decreasing.
Here, in the engine start process, the torque of the second clutch 5 is set so that the second clutch 5 is slipped when the accelerator opening APO exceeds the engine start line shown in FIG. Control the capacity. Then, after determining that the second clutch 5 has started slipping, the first clutch 4 is started to be engaged and the engine speed is increased. When the engine speed reaches a speed at which the initial explosion is possible, the engine 1 is burned and the first clutch 4 is completely engaged when the motor speed and the engine speed become close. Thereafter, the second clutch 5 is locked up and transitioned to the “HEV mode”.

  The target power generation output calculation unit 300 calculates a target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the best fuel consumption line shown in FIG. 7 is calculated, and an output smaller than the target power generation output is added to the engine output as a required output.

  The operating point command unit 400 inputs the accelerator opening APO, the target steady torque, the MG assist torque, the target mode, the vehicle speed VSP, and the required power generation output. Then, using these input information as the operating point reaching target, a transient target engine torque, target MG torque, target CL2 torque capacity, target speed ratio, and CL1 solenoid current command are calculated.

  The shift control unit 500 drives and controls a solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio. FIG. 8 shows an example of a shift line map used in the shift control. From the vehicle speed VSP and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.

  FIG. 9 shows the configuration and flow of integrated control arithmetic processing executed by the integrated controller 20 of the first embodiment. Hereinafter, each step of FIG. 9 will be described.

  In step S01, data is received from each controller, and in the next step S02, sensor values are read and information necessary for the subsequent calculation is taken.

In step S03, following the sensor value reading in step S02, the power limit value according to the battery state (calculated by battery monitoring ECU or calculation) and the expanded power at start calculated according to the engine start power expansion request (battery monitoring) The motor upper limit torque is calculated using ECU or calculation, and the process proceeds to step S04 (see FIG. 10).
When the power is increased, the motor upper limit torque that is the power limit value is increased, and after the required torque is decreased, the motor upper limit torque is gradually decreased so as not to affect the vehicle behavior.

  In step S04, following the motor limit torque calculation in step S03, the target drive torque is calculated according to the brake braking force based on the vehicle speed VSP, the accelerator opening APO, and the brake hydraulic pressure BPS, and the process proceeds to step S05.

In step S05, following the calculation of the target drive torque in step S04, the target drive mode is selected according to the vehicle state such as the target drive torque, battery SOC, accelerator opening APO, vehicle speed VSP, road gradient, etc. Proceed to S06.
For reference, FIG. 11 shows an excerpt of the target travel mode in which the “EV mode”, “HEV mode”, and “WSC mode” transit to each other. Here, the “WSC mode” refers to a travel mode in the “HEV mode” in which the second clutch 5 (CL2) is slipped. When “HEV mode” or “WSC mode” is selected from “EV mode” in the calculation of step S05, the engine is started.

  In step S06, following the target travel mode calculation in step S05, the motor control mode and the engine start timing are selected according to the state of the first clutch 4 (CL1) and the second clutch 5 (CL2) at the time of engine start. The process proceeds to step S07. As the transient running mode, each device state is switched and the running state is managed according to the slip state of the first clutch 4 (CL1) and the second clutch 5 (CL2) and the engine complete explosion state.

  In step S07, following the transient driving mode calculation in step S06, the engine starting power expansion request calculation is performed in response to the change of the target driving mode in step S04 to WSC / HEV, and the process proceeds to step S08. (See FIG. 12).

In step S08, following the engine start power increase request calculation in step S07, the target input rotational speed is calculated in accordance with the running state and motor control state determined in step S05, and the process proceeds to step S09.
During cranking during engine start-up, control is performed so as to maintain the slip of the second clutch 5 (CL2). After determining the complete explosion of the engine 1, control is performed so that the slip of the second clutch 5 (CL2) is converged.

In step S09, following the target input rotational speed calculation in step S08, a target input torque considering the target drive torque and protection of various devices is calculated, and the process proceeds to step S10.
When the engine is started, the CL2 slip assist torque is added to the target drive torque so that the second clutch 5 (CL2) can easily slip. At this time, slip calculation is promoted by actively creating a state of actual input torque> second clutch torque capacity by performing this calculation while decreasing the CL2 torque capacity.

  In step S10, following the target input torque calculation in step S09, the target input torque calculated in step S09 and the power generation request are taken into consideration, torque distribution to the engine 1 and the motor generator 2 is determined, and respective target values are calculated. The process proceeds to step S11.

  In step S11, following the target engine torque / motor torque calculation in step S10, the target clutch torque capacity of the first clutch 4 (CL1) is calculated in accordance with the command determined in the transient travel mode calculation in step S06. Proceed to S11.

  In step S12, following the calculation of the target clutch 1 torque capacity in step S11, the target clutch torque capacity of the second clutch 5 (CL2) is calculated according to the running state determined in step S06 and the CL2 slip rotation speed. Proceed to S13.

  In step S13, following the target clutch 2 torque capacity calculation in step S12, data is transmitted to each controller and the process proceeds to the end.

  FIG. 12 shows the configuration and flow of the engine startup power expansion request calculation process executed in step S07 of FIG. 9 when the engine is started from the EV mode (battery power limit expansion control means). Hereinafter, each step of FIG. 12 will be described.

  In step S101, it is determined whether the target travel mode is “HEV mode” or “WSC mode” and the current travel mode is other than “HEV mode” and “WSC mode”. If Yes (engine start request is present), the process proceeds to step S103. If No (engine start request is not present), the process proceeds to step S102.

  In step S102, it is determined that there is no engine start request in step S101, CL1 normative stroke ≦ predetermined value in step S104, or complete explosion state flag = ON in step S106. Following the determination, or the determination that engine start start time> predetermined time in step S107, the start time power limit expansion request flag is set to OFF and the process proceeds to the end.

  In step S103, following the determination that there is an engine start request in step S101, it is determined whether or not the previous start power limit expansion request flag is ON. If Yes (previous start power limit expansion request flag = ON), the process proceeds to step S106. If No (previous start power limit increase request flag = OFF), the process proceeds to step S104.

In step S104, it is determined whether or not the reference stroke of the first clutch 4 (CL1) exceeds a predetermined value following the determination in step S103 that the power limit increase request flag at the time of previous start is OFF. If Yes (CL1 standard stroke> predetermined value), the process proceeds to step S105. If No (CL1 standard stroke ≦ predetermined value), the process proceeds to step S102.
Here, the CL1 reference stroke is a clutch in which the first clutch 4 (CL1) is controlled to be engaged / released by the hydraulic cylinder, and refers to a control target of the piston stroke of the hydraulic cylinder. The predetermined value is set as a value indicating the engagement start state of the first clutch 4 (CL1) that requires the most motor torque when the engine is started. The determination based on the CL1 stroke may be performed by determining whether or not the actual CL1 stroke exceeds a predetermined value when the CL1 stroke sensor 23 that detects the piston stroke of the hydraulic cylinder is provided.

  In step S105, following the determination in step S104 that the CL1 standard stroke> predetermined value or the determination in step S107 that the engine start start time ≦ predetermined time, the start-time power limit expansion request flag is turned on. Set to, and go to the end.

  In step S106, it is determined whether or not the complete explosion state flag of the engine 1 is ON, following the determination in step S103 that the previous start time power limit expansion request flag is ON. If Yes (complete explosion status flag = ON), the process proceeds to step S102. If No (complete explosion status flag is OFF), the process proceeds to step S107.

In step S107, following the determination that the complete explosion state flag in step S106 is OFF, it is determined whether or not the engine start start time exceeds a predetermined time. If Yes (engine start start time> predetermined time), the process proceeds to step S102. If No (engine start start time ≦ predetermined time), the process proceeds to step S105.
Here, the predetermined time is set as a reference time required for the complete explosion state of the engine in consideration of the variation of the engine 1 within the variation range.

Next, the operation will be described.
First, “the problem of the comparative example” will be described. Next, the operation of the hybrid vehicle control apparatus according to the first embodiment will be described by dividing it into “engine start power increase request calculation processing operation” and “engine start power increase operation”.

[About the problem of the comparative example]
When there is an engine start request at the time of selecting the EV mode, the battery power limit is maintained as the normal power limit executed for protecting the deterioration of the battery and the inverter as a comparative example (FIG. 13). .

  First, as shown in FIG. 13, the maximum motor torque when the motor rotational speed is in the low rotational speed range is a constant value determined by the motor generator, battery, or inverter used in the system. However, when the motor rotation speed increases, the motor maximum torque gradually decreases from the rotation speed range where the motor rotation speed is lower as the battery power for driving the motor generator is smaller.

  Therefore, when the engine is started at a state where the input rotational speed is high due to a high-power battery state or a driver operation, for example, at the motor rotational speed position D by Nin in FIG. However, the motor limit torque TMlmit is smaller than the motor maximum torque TMmax. As described above, when the motor limit torque TMlmit becomes smaller than the motor maximum torque TMmax, when the engine start torque (CL1 torque) and the clutch variation for which the required torque is determined are subtracted from the motor limit torque TMlmit, the drive torque ( CL2 torque) decreases.

  Therefore, when the second clutch CL2 that is slip-engaged at the time of engine start is interposed between the motor generator and the drive wheels as in the first embodiment, the driving torque (CL2 torque) is reduced due to the loss of G. There is a feeling of crunch.

  Further, in order to use the motor maximum torque TMmax as the motor torque, it is necessary to reduce the motor rotation speed to the motor rotation speed position E by Nin−ΔN. That is, as indicated by the motor rotational speed position D by Nin, the larger the slip rotational speed of the second clutch CL2, the higher the motor rotational speed, and the motor limit torque TMlmit becomes even lower. For this reason, if the slip rotation speed of the second clutch CL2 cannot be increased and the driving torque (CL2 torque) becomes lower than the second clutch engagement capacity due to clutch variation, the second clutch CL2 is in the slip state. Will shift to a fastened state. When the second clutch CL2 that should maintain the slip state is engaged, the torque fluctuation on the drive source side due to the engine start is directly transmitted to the drive wheels, and a shock is generated by the fluctuating front and rear G.

[Operation processing for power expansion request at engine start]
When the vehicle is stopped or running with “EV mode” selected, the flow of steps S101 → step S102 → end is repeated in the flowchart of FIG. 12, and in step S102, the start-time power limit expansion request flag is The hourly power limit expansion request flag remains set to OFF. That is, the normal power limit value is maintained as described in the power limit value characteristics in the time domain up to time t1 in FIG.

  For example, if there is a mode transition request to “HEV mode” or “WSC mode” while the “EV mode” is selected, the process proceeds from step S101 to step S103 to step S104 in the flowchart of FIG. Even if this mode transition request is made, as long as it is determined in step S104 that CL1 normative stroke ≦ predetermined value, the process proceeds from step S104 to step S102, and the starting power limit expansion request flag is set to OFF. It becomes. If it is determined in step S104 that the CL1 reference stroke> predetermined value, that is, if it is detected that the engagement of the first clutch 4 (CL1) that requires the most motor torque at the time of engine start is detected, the step Proceeding from S104 to step S105, the start-time power limit expansion request flag is changed from OFF to ON. That is, as described in the power limit value characteristic at time t1 ′ in FIG. 14, the normal power limit value is expanded.

  Then, after the start time power limit expansion request flag = ON, in the flowchart of FIG. 12, step S101 → step S103 → step S106 → step S107 → step unless the engine complete explosion condition and the time lapse condition are satisfied. The flow from S105 to end is repeated, and the start time power limit expansion request flag = ON is maintained. When the engine complete explosion condition is satisfied, the process proceeds from step S101 to step S103 to step S106 to step S102 in the flowchart of FIG. Alternatively, if the engine complete explosion condition is not satisfied but the time elapse condition is satisfied, the process proceeds to step S101 → step S103 → step S106 → step S107 → step S102 in the flowchart of FIG. The enlargement request flag is switched from ON to OFF. That is, as described in the power limit value characteristic after time t2 in FIG. 14, the expanded power limit value is gradually returned to the normal power limit value.

[Power expansion at engine start]
The engine starting power expansion effect in the first embodiment will be described based on the time chart of FIG. 14 showing the time of acceleration start or acceleration traveling by depressing the accelerator from the accelerator opening. In FIG. 14, the time zone from time t1 is “EV mode”, from time t1 to time t2 is “(engine) cranking”, and from time t2 to time t3 is “(first) clutch lock”. The time zone after time t3 is “HEV mode”.

  In the first embodiment, when the start of the engine start region including the state where the motor torque is most necessary is detected at the time t1 ′ at the start of the engine start at the time t1, the battery power limit value at the normal time is temporarily set. The start-time power limit increase request flag to be expanded is turned ON, and the power limit value is expanded as compared with the normal case as shown by the power limit value characteristic of the arrow A in FIG.

  That is, when the engine is started, even if there is a power limit of the battery 9 or the inverter 8, the battery power limit is expanded in response to the request as long as the battery state or the like permits in the state that requires the most motor torque. For this reason, it is possible to suppress a decrease in the driving torque (CL2 torque) at the time of starting the engine, and the slip rotational speed of the second clutch 5 (CL2) can be set large. For example, in FIG. 13, even when the motor rotation speed is set to the D position of Nin, the output of the motor torque is allowed up to the motor maximum torque TMmax as shown in the power limiting characteristic at the time of expansion.

  Therefore, even if there is a clutch variation, the second clutch 5 (CL2) is prevented from being engaged. Further, since the battery power limit is temporarily expanded only in the engine start region including the state where the motor torque is most required during engine start, battery deterioration due to the battery power limit being extended for a long time is prevented. .

In the first embodiment, the engagement start state of the first clutch 4 (CL1) is indicated by the CL1 stroke characteristic of the arrow B in FIG. 14, and the stroke (standard stroke or actual stroke) of the clutch piston of the first clutch 4 (CL1). ), The start power limit expansion request flag is turned ON at determination time t1 ′, and the power limit value is expanded more than in the normal case.
That is, the expansion of the power limit value is started at a later timing than when the power limit value is expanded from the engine start start time t1.
Therefore, the deterioration of the battery 9 can be prevented by the action of delaying the expansion of the power limit value.

In the first embodiment, after turning on the power limit expansion request flag at the time of starting the engine, when the complete explosion state of the engine 1 or the elapse of a predetermined time is detected and time t2 is reached, the power limit value characteristic indicated by the arrow C in FIG. As described above, a configuration is adopted in which the expanded battery power limit is returned to the normal battery power limit.
That is, compared with the case where the power limit value is expanded from the engine start start time t1 to the engine start end time t3, the power limit value expansion region is narrowed, and the power limit value expansion region is the minimum necessary region.
Therefore, it is possible to prevent the battery 9 from being deteriorated by shortening the expansion duration of the power limit value.

Further, in the first embodiment, when the expanded battery power limit is returned to the normal battery power limit, as shown in the power limit value characteristic of the arrow C in FIG. The structure which reduces to a value is adopted.
That is, when the expanded battery power limit is returned to the normal battery power limit, if the power limit value is rapidly returned to the normal power limit value, the motor torque decreases with good response. This sudden decrease in the motor torque causes a sudden change in the torque for the drive transmitted to the drive wheels. For example, the vehicle behavior becomes unstable such that front and rear G are generated.
On the other hand, by gradually lowering the battery power limit expansion value to the battery power limit normal value, the vehicle behavior is stabilized, and the driver does not feel uncomfortable.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) Engine 1 and
A motor (motor generator 2) driven by electric power from the battery 8,
A first clutch 4 interposed between the engine 1 and the motor (motor generator 2) and fastened at engine start using the motor (motor generator 2) as a starter motor;
A second clutch 5 interposed between the motor (motor generator 2) and drive wheels (tires 7, 7) and slip-engaged when the engine is started;
Battery power limit expansion control means (FIG. 12) for issuing a power limit expansion request for temporarily expanding the battery power limit during normal operation upon detection of an engine start range including a state where the motor torque is most required at the time of engine startup. ,
Is provided.
For this reason, it is possible to achieve both reduction of shock by preventing engagement of the second clutch 5 (CL2) at the time of starting the engine and prevention of deterioration of the battery 8.

(2) When the battery power limit expansion control means (FIG. 12) determines the engagement start state of the first clutch 4 (CL1) from the reference stroke or actual stroke of the clutch piston of the first clutch 4 (CL1), A start time power limit expansion request is output (step S104 → step S105).
For this reason, in addition to the effect of (1), deterioration of the battery 9 is prevented by delaying the start timing of expansion of the battery power limit while ensuring the expansion of the battery power limit when the motor torque is most required. Can be able to.

(3) When the battery power limit expansion control means (FIG. 12) outputs the start-time power limit expansion request and detects the complete explosion state of the engine 1 or the passage of a predetermined time, the battery power limit expansion control means (FIG. 12) The normal battery power limit is restored (step S106 or step S107 → step S102).
For this reason, in addition to the effect of (1) or (2), the battery 9 can be expanded by shortening the duration for executing the expansion of the battery power limit while ensuring the expansion of the battery power limit in the state where the motor torque is most required. Can be prevented.

(4) When returning the expanded battery power limit to the normal battery power limit, the battery power limit expansion control means (FIG. 12) gradually decreases from the battery power limit expansion value to the normal battery power limit value (FIG. 12). 14 arrow C).
For this reason, in addition to the effect of (3), when the expanded battery power limit is returned to the normal battery power limit, the vehicle behavior is stabilized, and the uncomfortable feeling given to the driver can be prevented.

  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, an example in which the engine power is exhausted or the predetermined time elapses from when the engagement start state of the first clutch is detected is shown as an enlarged region of the battery power limit. However, the setting of the first embodiment is not limited to the setting of the first embodiment as long as the setting includes the time when the motor torque is most required at the time of starting the engine. For example, it may be an example from the start of engine start to the end of engine start. Moreover, it is good also as an example made from the time of the fastening start state of a 1st clutch being detected to the time of completion | finish of engine starting. Furthermore, it may be an example in which the engine is completely exploded or a predetermined time elapses from the start of engine start.

  In the first embodiment, the present invention is applied to a rear-wheel drive hybrid vehicle having a one-motor two-clutch type power train system in which a first clutch is interposed between an engine and a motor generator. However, the present invention can be applied to a front-wheel drive hybrid vehicle having a 1-motor 2-clutch type power train system.

1 Engine 2 Motor Generator 3 Automatic Transmission 4 First Clutch 5 Second Clutch 6 Differential Gear 7 Tire (Drive Wheel)
8 Inverter 9 Battery 10 Engine rotation sensor 11 MG rotation sensor 12 AT input rotation sensor 13 AT output rotation sensor 14, 15 Solenoid valve 16 SOC sensor 17 Accelerator opening sensor 20 Integrated controller 21 Engine controller 22 Motor controller 23 CL1 stroke sensor

Claims (4)

Engine,
A motor driven by power from the battery;
A first clutch that is interposed between the engine and the motor and is fastened when the engine is started using the motor as a starter motor;
A second clutch interposed between the motor and drive wheels and slip-engaged when the engine is started;
A battery power limit expansion control means for issuing a power limit expansion request for temporarily expanding a battery power limit during normal operation when detecting an engine start area including a state in which the motor torque is most required at the time of engine start;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
The hybrid battery power limit enlargement control unit outputs a start-time power limit enlargement request when the engagement start state of the first clutch is determined from a reference stroke or an actual stroke of a clutch piston of the first clutch. Vehicle control device. In the hybrid vehicle control device according to claim 2,
The battery power limit expansion control means returns the expanded battery power limit to the normal battery power limit when detecting the complete explosion state of the engine or elapse of a predetermined time after outputting the start-time power limit increase request. A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 3,
The control of the hybrid vehicle, wherein when the expanded battery power limit is returned to the normal battery power limit, the battery power limit expansion control means gradually reduces the battery power limit expansion value to the normal battery power limit value. apparatus.