JP5417873B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that includes a drive source having an engine and a motor and a belt pulley type continuously variable transmission and that starts the engine by cranking the motor.

  Conventionally, it is necessary to restart the engine from the crank angle when the engine is stopped in a hybrid vehicle in which the transmission is arranged downstream of the drive source having the engine and the motor / generator and the engine is started by cranking of the motor / generator. 2. Description of the Related Art There is known a hybrid vehicle control device that obtains a sufficient time and sets a holding hydraulic pressure while the engine is stopped so that a hydraulic pressure required for the transmission can be secured within that time (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2001-27138

  By the way, in the conventional hybrid vehicle control device, when a belt pulley type continuously variable transmission is applied as a transmission and the engine is started in the P range at a low temperature, the viscosity of CVT oil (hydraulic oil) is low due to the low temperature. Increases, the torque input to the transmission input shaft of the continuously variable transmission increases, and the torque input to the primary pulley also increases.

  Further, since the CVT oil viscosity is high, the time until the hydraulic pressure of the continuously variable transmission reaches the specified value becomes longer than the time when the engine speed increases after the engine is started. In this state, the primary pulley hydraulic pressure and the secondary pulley hydraulic pressure cannot be sufficiently secured, the transmission input torque becomes larger than the belt narrow pressure torque, and a large slip occurs between the pulley and the pulley belt. And the problem that the pulley belt adheres by the frictional heat which generate | occur | produced by this slip has arisen.

  The present invention has been made paying attention to the above problems, and provides a control device for a hybrid vehicle that can start the engine while suppressing slippage of the pulley belt and preventing adhesion of the pulley belt to the pulley. With the goal.

  In order to achieve the above object, according to the present invention, a pulley disposed on the downstream side of a drive source having an engine and a motor disposed on the downstream side thereof, and a pulley spanned between the pair of pulleys and the pair of pulleys. An engine start control that has a belt and that is controlled by hydraulic oil pressure and a first clutch that connects and disconnects power transmission between the engine and the motor, and starts the engine by cranking by the motor Means for calculating a belt narrow pressure torque in a continuously variable transmission, and an input torque for calculating a transmission input torque to be input to the continuously variable transmission. And an arithmetic means. The engine start control means executes motor speed control based on the belt narrowing torque and the transmission input torque, and starts the engine when the motor speed reaches the engine startable speed.

Therefore, in the hybrid vehicle control apparatus of the present invention, the engine start control means executes the motor speed control based on the belt narrow pressure torque and the transmission input torque, while the motor speed is the engine start. When the possible number of revolutions is reached, the engine is started.
As a result, the transmission input torque can be adjusted in accordance with the belt narrow pressure torque that can be secured by the hydraulic oil when starting the engine, for example, when the hydraulic oil viscosity is high at low temperatures, and the slippage of the pulley belt can be adjusted. The engine can be started while preventing the pulley belt from sticking to the pulley.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing an FF hybrid vehicle (an example of a vehicle) by front 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 with the oil controller of the FF hybrid vehicle to which the control apparatus of the hybrid vehicle of Example 1 was applied. It is a map which shows the relationship between the primary pulley input torque characteristic set in an oil controller, a primary narrow pressure torque characteristic, and a belt adhesion limit power characteristic. It is a flowchart which shows the flow to step S1-step S8 of the engine starting control process performed with the oil controller of Example 1. FIG. It is a flowchart which shows the flow from step S9 to step S19 of the engine starting control process performed with the oil controller of Example 1. FIG. It is a flowchart which shows the flow from step S20 to step S28 of the engine starting control process performed with the oil controller of Example 1. FIG. It is a flowchart which shows the flow from step S29 to step S35 of the engine starting control process performed with the oil controller of Example 1. FIG. It is a flowchart which shows the flow from step S36 to step S42 of the engine starting control process performed with the oil controller of Example 1. FIG.

  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 illustrating an FF hybrid vehicle (an example of a hybrid vehicle) to which the hybrid vehicle control device of the first embodiment is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the FF hybrid vehicle of the first embodiment includes an engine Eng, a first clutch CL1, a motor / generator MG, a mechanical oil pump O / P, a second clutch CL2, The continuously variable transmission CVT, the final gear FG, the differential DF, the left wheel shaft WSL, the right wheel shaft WSR, the left front wheel FL (drive wheel), and the right front wheel FR (drive wheel). M / O / P is an electric oil pump, and S / M is a sub motor that drives the electric oil pump M / O / P.

  The driving system of the FF hybrid vehicle 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 semi-electric vehicle travel mode ( Hereinafter, it has traveling modes such as “quasi-EV mode”) and driving torque control start mode (hereinafter referred to 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 of the motor assist travel mode, travel power generation mode, and engine travel mode. The “quasi-EV mode” is a mode in which the first clutch CL1 is engaged but the engine Eng is turned off and the vehicle travels only with the power of the motor / generator MG. The "WSC mode" controls the number of revolutions of the motor / generator MG at the time of P, N-> D select start from the "HEV mode" or the D range start from the "EV mode" or "HEV mode". While maintaining the slip engagement state of the second clutch CL2, the clutch torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. It is a mode to start. “WSC” is an abbreviation for “Wet Start clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to match the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

  The first clutch CL1 is interposed at a position between the engine Eng and the motor / generator MG. As the first clutch CL1, for example, a dry clutch that is normally engaged (normally closed) with an urging force of a diaphragm spring is used, and engagement / semi-engagement / release between the engine Eng and the motor / generator MG is performed. If the first clutch CL1 is in the fully engaged state, motor torque + engine torque is transmitted to the second clutch CL2, and if it is in the released state, only motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to the hydraulic actuator.

  The motor / generator MG has an AC synchronous motor structure, and performs drive torque control and rotation speed control when starting and running, and also to a vehicle kinetic energy battery (not shown) by regenerative brake control during braking and deceleration. Is to be collected.

The second clutch CL2 is interposed at a position between the motor / generator MG and the continuously variable transmission CVT. As the second clutch CL2, a normally open wet multi-plate clutch is used, and a transmission torque (clutch torque capacity) is generated according to the clutch hydraulic pressure (pressing force). The second clutch CL2 transmits torque output from the engine Eng and the motor / generator MG (when the first clutch CL1 is engaged) to the left and right front wheels (left and right) via the continuously variable transmission CVT and the final gear FG. Drive wheel) Transmits to FL, FR.
As shown in FIG. 1, the second clutch CL2 is set between the continuously variable transmission CVT and the left and right front driving wheels FL, FR in addition to being set at a position between the motor / generator MG and the continuously variable transmission CVT. You may set to the position of.

  The continuously variable transmission CVT includes a primary pulley PrP connected to the transmission input shaft input, a secondary pulley SeP connected to the transmission output shaft output, and a pulley bridged between the primary pulley PrP and the secondary pulley SeP. A belt type continuously variable transmission having a belt BE.

  The primary pulley PrP has a fixed sheave fixed to the transmission input shaft input and a movable sheave slidably supported on the transmission input shaft input. The secondary pulley SeP has a fixed sheave fixed to the transmission output shaft output and a movable sheave supported slidably on the transmission output shaft output.

  The pulley belt BE is a metal belt wound between the primary pulley PrP and the secondary pulley SeP, and is sandwiched between the respective fixed sheaves and movable sheaves. Here, a large number of elements with inclined surfaces in contact with both the fixed sheave and the movable sheave are stacked on both sides, and two sets of rings formed in a ring shape and sandwiched between layers are sandwiched between both sides of the element. A so-called VDT belt is used.

  Hydraulic actuators are respectively disposed on the back surface of the movable sheave of the primary pulley PrP and the back surface of the movable sheave of the secondary pulley SeP, and hydraulic fluid is received from the hydraulic pressure adjustment circuit 11 that receives the hydraulic pressure command value from the oil controller 10. The pulley width of both pulleys PrP and SeP is changed by sliding each movable sheave supplied, and the diameter of the clamping surface of the pulley belt BE is changed to freely control the gear ratio (pulley ratio).

  Here, as the pulley width of the primary pulley PrP increases and the pulley width of the secondary pulley SeP decreases, the gear ratio changes to the low side. Further, as the pulley width of the primary pulley PrP becomes narrower and the pulley width of the secondary pulley SeP becomes wider, the gear ratio changes to the high side.

  The mechanical oil pump O / P is a pump that is operated by the rotational driving force of the output shaft of the motor / generator MG. For example, a gear pump or a vane pump is used. Here, pump input gear PGin is connected to pump gear PG attached to the output shaft of motor / generator MG via chain Ch. In addition to the mechanical oil pump O / P, an electric oil pump M / O / P that is operated by the rotational driving force of the sub motor S / M is provided as the oil pump.

  The mechanical oil pump O / P and the electric oil pump M / O / P serve as a hydraulic pressure source that generates the control pressure for the first and second clutches CL1 and CL2 and the control pressure for the continuously variable transmission CVT. ing. With this hydraulic power source, when the amount of oil discharged from the mechanical oil pump O / P is sufficient, the sub motor S / M is stopped to stop the electric oil pump M / O / P, and the mechanical oil pump O / P When the discharge hydraulic pressure from the engine oil decreases, the sub-motor S / M is driven to operate the motor of the electric oil pump M / O / P so that the hydraulic oil is also discharged from the electric oil pump M / O / P. As shown in FIG. 1, the control system of the FF hybrid vehicle according to the first embodiment includes a motor rotational speed sensor (second clutch input rotational speed sensor) 1 and a primary rotational speed sensor (second clutch output rotational speed sensor = transmission). (Input shaft speed sensor) 2, secondary speed sensor (transmission output shaft speed sensor) 3, pulley stroke sensor 4, CVT oil temperature sensor 5, mechanical oil pump hydraulic sensor 6, and electric oil pump A hydraulic sensor 7, a primary hydraulic sensor 8, a secondary hydraulic sensor 9, an oil controller 10, and a hydraulic pressure adjustment circuit 11 are provided.

  Although not shown, the control system of the FF hybrid vehicle of the first embodiment converts DC / AC and generates regenerative energy from the motor / generator MG, a high-voltage inverter that generates a drive current for the motor / generator MG. It also includes a high voltage battery that accumulates via the high voltage inverter, an integrated controller that manages the energy consumption of the entire vehicle and has a function for running the vehicle with maximum efficiency.

  The motor rotation speed sensor 1 is a rotation speed sensor that detects an output rotation speed (hereinafter referred to as motor rotation speed) Nm of the motor / generator MG. The primary rotational speed sensor 2 detects the rotational speed (hereinafter referred to as primary rotational speed) Nmin of the transmission input shaft input that is output via the second clutch CL2 and input to the primary pulley PrP of the continuously variable transmission CVT. It is a rotation speed sensor. The secondary rotational speed sensor 3 is a rotational speed sensor that detects the rotational speed (hereinafter referred to as secondary rotational speed) Nmout of the transmission output shaft output that is output from the secondary pulley SeP of the continuously variable transmission CVT.

  The pulley stroke sensor 4 is a sensor that detects the position of the movable sheave of the primary pulley PrP (hereinafter referred to as pulley stroke). The CVT oil temperature sensor 5 is an oil temperature supplied to the continuously variable transmission CVT, that is, an operation supplied to a hydraulic actuator disposed on the back of the movable sheave of the primary pulley PrP and the back of the movable sheave of the secondary pulley SeP. It is a temperature sensor that detects an oil temperature (hereinafter referred to as CVT oil temperature).

  The mechanical oil pump hydraulic sensor 6 is a hydraulic sensor that detects hydraulic oil pressure (hereinafter referred to as mechanical oil pump hydraulic pressure) output from the mechanical oil pump O / P. The electric oil pump hydraulic pressure sensor 7 is a hydraulic pressure sensor that detects hydraulic oil pressure (hereinafter referred to as electric oil pump hydraulic pressure) output from the electric oil pump M / O / P. The primary hydraulic sensor 8 is a hydraulic sensor that detects hydraulic oil pressure (hereinafter referred to as primary hydraulic pressure) supplied to the primary pulley PrP. The secondary hydraulic sensor 9 is a hydraulic sensor that detects hydraulic oil pressure (hereinafter referred to as secondary hydraulic pressure) supplied to the secondary pulley SeP.

  The oil controller 10 receives information from the sensors 1 to 9 and inputs the first clutch hydraulic pressure command value, the second clutch hydraulic pressure command value, the primary hydraulic pressure command value, and the secondary hydraulic pressure command value to the hydraulic pressure adjustment circuit 11. Is output, the motor / generator rotation speed command value is output to the motor / generator MG, and the sub motor rotation speed command value is output to the sub motor S / M.

  The hydraulic pressure adjusting circuit 11 is supplied with high-pressure hydraulic oil from a mechanical oil pump O / P or an electric oil pump M / O / P, and an oil controller using the supplied hydraulic oil pressure as a source pressure (line pressure). On the basis of the hydraulic pressure command value from 10, an appropriate hydraulic pressure and an oil amount of oil are supplied to each of the first clutch CL 1, the second clutch CL 2, the primary pulley PrP, and the secondary pulley SeP.

  FIG. 2 is a control block diagram illustrating an engine start time calculation process executed when the engine is started in the oil controller of the FF hybrid vehicle to which the control device of the first embodiment is applied. FIG. 3 is a map showing the relationship among primary pulley input torque characteristics, primary narrow pressure torque characteristics, and belt adhesion limit power characteristics set in the oil controller. Hereinafter, based on FIG.2 and FIG.3, the calculation process at the time of engine starting performed by the oil controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the oil controller 10 includes a narrow pressure torque calculator (narrow pressure torque calculator) 100, a pulley input torque calculator (transmission input torque calculator) 200, and an actual narrow pressure torque calculator. (Narrow pressure torque calculation means) 300 and an operating point command section (engine start control means) 400.

In the narrow pressure torque calculation unit 100, the following calculation is executed.
-The winding radius ratio of the pulley belt BE is calculated from the primary rotational speed Nmin and the secondary rotational speed Nmout.
The primary pulley winding radius is calculated from the winding radius ratio, and the primary narrow pressure torque characteristic is set from the primary pulley winding radius and the motor rotation speed Nm. The primary narrow pressure torque characteristic is, for example, a characteristic diagram indicated by I in FIG.
The secondary pulley winding radius is calculated from the winding radius ratio, and the secondary narrow pressure torque characteristic is set from the secondary pulley winding radius and the motor rotation speed Nm.

The pulley input torque calculation unit 200 executes the following calculation.
The correlation between the torque output from the second clutch and the CVT oil temperature is measured and stored in advance, and the torque characteristic output through the second clutch CL2 corresponding to the current CVT oil temperature (hereinafter referred to as the first) 2 clutch shear torque characteristics).
The correlation between the friction torque of the transmission input shaft input of the continuously variable transmission CVT and the CVT oil temperature is measured and stored in advance, and the transmission input shaft of the continuously variable transmission CVT corresponding to the current CVT oil temperature Sets input friction torque characteristics (hereinafter referred to as input shaft friction torque characteristics).
Subtract the input shaft friction torque characteristic from the second clutch shear torque characteristic to set the primary pulley input torque (transmission input torque) characteristic. The primary pulley input torque characteristic is, for example, a characteristic diagram indicated by II in FIG. Further, this primary pulley input torque characteristic is a characteristic diagram indicated by IV in FIG. 3 when the CVT oil temperature is high.
The secondary pulley input torque characteristic is set by multiplying the actual transmission ratio of the continuously variable transmission CVT calculated from the winding radius ratio of the pulley belt BE and the primary pulley input torque characteristic.

In the actual narrow pressure torque calculation unit 300, the following calculation is executed.
The actual narrow pressure torque at the primary pulley PrP (hereinafter referred to as the primary actual narrow pressure torque) is calculated from the primary hydraulic pressure.
The actual narrow pressure torque (hereinafter referred to as secondary actual narrow pressure torque) in the secondary pulley SeP is calculated from the secondary hydraulic pressure.

  The operating point command unit 400 executes the following calculation to obtain a first clutch hydraulic pressure command value, a motor / generator rotational speed command value, a primary hydraulic pressure command value, a secondary hydraulic pressure command value, a sub motor rotational speed command value, and a second clutch hydraulic pressure. Each command value is output.

(1) Calculate the motor / generator rotation speed Nm at the intersection P between the first clutch hydraulic pressure command value / primary pulley input torque characteristic (II in FIG. 3) and the primary narrow pressure torque characteristic (I in FIG. 3) Is set as the motor rotational speed upper limit value NmPmax1 in the primary pulley PrP where the pulley belt BE does not slip.
The motor / generator rotation speed Nm at the intersection of the secondary pulley input torque characteristic and the secondary narrow pressure torque characteristic is calculated and set as the motor rotation speed upper limit NmSmax1 in the secondary pulley SeP where the pulley belt BE does not slip.
The smaller one of the motor rotation speed upper limit value NmPmax1 in the primary pulley PrP and the motor rotation speed upper limit value NmSmax1 in the secondary pulley SeP is selected as the cranking rotation speed A.
-Set the belt adhesion limit power characteristic that indicates the upper limit value of the motor rotation speed at which the pulley belt BE does not adhere, according to the heat radiation power or heat capacity of the pulley belt BE lubricated. The belt adhesion limit power characteristic is, for example, a characteristic diagram indicated by III in FIG.
・ Calculate the motor / generator speed Nm at the intersection Q between the primary narrow pressure torque characteristic (I in FIG. 3) and the belt adhesion limit power characteristic (III in FIG. 3), and use this to determine the adhesion of the pulley belt BE. It is set as the motor rotational speed upper limit value NmPmax2 in the primary pulley PrP that can allow slipping to the limit.
・ Multiply the motor speed upper limit NmPmax2 in the primary pulley PrP by the actual transmission ratio of the continuously variable transmission CVT calculated from the winding radius ratio of the pulley belt BE, and slide it to the adhesion limit of the pulley belt BE. It is set as the motor rotation speed upper limit NmPmax2 in the allowable secondary pulley SeP.
The smaller one of the motor rotation speed upper limit value NmPmax2 in the primary pulley PrP and the motor rotation speed upper limit value NmPmax2 in the secondary pulley SeP is selected as the cranking rotation speed B.
Calculate the motor / generator MG speed Nm (hereinafter referred to as engine startable lower limit speed NmEng) required for engine start and set it as the normal target cranking speed C.
・ Set the cranking mode according to the following procedure.
1) When the engine startable lower limit rotational speed NmEng ≦ cranking rotational speed A, the cranking mode A is set.
2) When the cranking speed A <the engine startable lower limit speed NmEng ≦ the cranking speed B, the cranking mode B is set.
3) When the cranking speed B <the lower limit engine speed NmEng where the engine can be started, the cranking mode C is set.
• Output a cranking start command according to the following procedure.
1) In the cranking mode A, when the motor / generator rotational speed Nm ≧ cranking rotational speed A, the cranking start command is output.
2) In the cranking mode B, when the motor / generator rotational speed Nm ≧ cranking rotational speed B, the cranking start command is output.
3) In the cranking mode C, when the motor / generator rotational speed Nm ≧ normal target cranking rotational speed C, the cranking start command is output.
When the cranking start command is output, the engagement hydraulic pressure of the first clutch CL1 at the time of cranking is calculated, and the first clutch hydraulic command value is output.

(2) Set the motor / generator speed command value and motor / generator speed Nm during cranking according to the following procedure.
1) In cranking mode A, set cranking speed A.
2) In cranking mode B, set cranking speed B.
3) When in cranking mode C, set to normal target cranking speed C.
From the primary pulley input torque characteristic and the primary actual narrow pressure torque, the motor rotational speed upper limit NmPmax3 in the primary pulley PrP where the pulley belt BE does not slip with the current narrow pressure torque of the primary pulley PrP is set.
From the secondary pulley input torque characteristics and the secondary actual narrow pressure torque, the motor rotational speed upper limit value NmSmax3 in the secondary pulley SeP in which the pulley belt BE does not slip with the current narrow pressure torque of the secondary pulley SeP is set.
The smaller one of the motor rotation speed upper limit value NmPmax3 in the primary pulley PrP and the motor rotation speed upper limit value NmSmax3 in the secondary pulley SeP is selected as the cranking rotation speed D.
• Set and output the motor / generator rotation speed command value according to the following procedure.
1) In the cranking mode A, the smaller one of the cranking rotational speed A and the cranking rotational speed D is output as the motor / generator rotational speed command value. As a result, the cranking rotation speed is limited by the primary actual narrow pressure torque and the secondary actual narrow pressure torque.
2) In the cranking mode B, the cranking rotational speed B is output as the motor / generator rotational speed command value. In the cranking mode B, belt adhesion does not occur even if the primary actual narrow pressure torque and the secondary actual narrow pressure torque are low, so that it is not necessary to limit the cranking rotational speed.
3) In the cranking mode C, the smaller one of the normal target cranking speed C or the cranking speed D is output as the motor / generator speed command value. As a result, the cranking rotation speed is limited by the primary actual narrow pressure torque and the secondary actual narrow pressure torque.

(3) The primary pulley input torque when the rotation of the motor / generator MG is controlled at the cranking rotation speed output as the primary hydraulic pressure command value / motor / generator rotation speed command value is calculated.
When the primary pulley input torque is input to the primary pulley PrP, the primary narrow pressure torque necessary to prevent the pulley belt BE from slipping is calculated.
A primary hydraulic pressure (hereinafter referred to as a target primary hydraulic pressure) for realizing the primary narrow pressure torque is calculated and output as a primary hydraulic pressure command.

(4) Secondary pulley input torque when the rotation of the motor / generator MG is controlled at the cranking rotation speed output as the secondary hydraulic pressure command / motor / generator rotation speed command value is calculated.
When the secondary pulley input torque is input to the secondary pulley SeP, a secondary narrow pressure torque necessary to prevent the pulley belt BE from slipping is calculated.
A secondary hydraulic pressure (hereinafter referred to as a target secondary hydraulic pressure) for realizing the secondary narrow pressure torque is calculated and output as a secondary hydraulic pressure command.

(5) Sub motor rotation speed command value / The required rotation speed of the sub motor S / M necessary for obtaining the target primary hydraulic pressure and the target secondary hydraulic pressure is calculated.
-In cranking mode C, the necessary rotation speed of the sub motor S / M is output as a sub motor rotation speed command value.
・ When the mechanical oil pump hydraulic pressure> electric oil pump hydraulic pressure, stop the sub motor S / M and stop the electric oil pump M / O / P.
・ In cranking mode A and cranking mode B, the sub motor S / M is stopped and the electric oil pump M / O / P is not operated.

(6) Second clutch hydraulic pressure command value Calculates the engagement hydraulic pressure of the second clutch CL2 required to sufficiently transmit torque from the motor / generator MG to the continuously variable transmission CVT, and outputs the second clutch hydraulic pressure command value. To do.

  4A to 4D are flowcharts showing a flow of an engine start control process executed by the oil controller according to the first embodiment. Hereinafter, each step of the flowchart illustrated in FIGS. 4A to 4D will be described.

  In step S1, the winding radius ratio of the pulley belt BE is calculated from the rotation speed ratio (= transmission ratio) between the primary rotation speed Nmin and the secondary rotation speed Nmout, and the process proceeds to step S2. When the continuously variable transmission CVT is stopped, the winding radius ratio is calculated while maintaining the rotation speed ratio immediately before the stop.

In step S2, the primary narrow pressure torque characteristic is set, and the process proceeds to step S3. Here, the primary narrow pressure torque characteristic is set by the following procedure.
1) Calculate the primary pulley winding radius from the pulley belt winding radius ratio.
2) Calculate the hydraulic pressure that can be generated by the mechanical oil pump O / P from the motor speed Nm.
3) Calculate the maximum primary hydraulic pressure from the hydraulic pressure that can be generated by the mechanical oil pump O / P.
4) Multiply the primary maximum hydraulic pressure value by the cylinder area of the primary pulley PrP to calculate the primary narrow pressure.
5) Multiply the primary narrow pressure by the primary pulley winding radius to set the primary narrow pressure torque characteristics.

In step S3, the secondary narrow pressure torque characteristic is set, and the process proceeds to step S4. Here, the secondary narrow pressure torque characteristic is set by the following procedure.
1) Calculate the secondary pulley winding radius from the pulley belt winding radius ratio.
2) Calculate the hydraulic pressure that can be generated by the mechanical oil pump O / P from the motor speed Nm.
3) Calculate the maximum value of the secondary hydraulic pressure from the hydraulic pressure that can be generated by the mechanical oil pump O / P.
4) Multiply the secondary maximum hydraulic pressure value by the cylinder area of the secondary pulley SeP to calculate the secondary narrow pressure.
5) Multiply the secondary narrow pressure by the secondary pulley winding radius to set the secondary narrow pressure torque characteristics.

In step S4, a primary pulley input torque characteristic is set, and the process proceeds to step S5. Here, the primary pulley input torque characteristic is set by the following procedure.
1) The second clutch shear torque characteristic and the input shaft friction torque characteristic that change according to the CVT oil temperature are measured in advance and stored in the oil controller 10.
2) Set the second clutch shear torque characteristic and the input shaft friction torque characteristic according to the current CVT oil temperature.
3) Subtract the input shaft friction torque characteristic from the second clutch shear torque characteristic to set the primary pulley input torque characteristic.

  In step S5, a secondary pulley input torque characteristic is set, and the process proceeds to step S6. Here, the secondary pulley input torque characteristic is set by multiplying the actual transmission ratio of the continuously variable transmission CVT calculated from the winding radius ratio of the pulley belt BE and the primary pulley input torque characteristic set in step S4. To do.

  In step S6, a motor rotation speed upper limit value NmPmax1 at which the pulley belt BE does not slip in the primary pulley PrP is set, and the process proceeds to step S7. Here, the motor rotation speed upper limit value NmPmax1 is the motor / generator rotation speed Nm at the intersection of the primary pulley input torque characteristic and the primary narrow pressure torque characteristic. In addition, when the CVT oil temperature is high and the intersection between the primary pulley input torque characteristic and the primary narrow pressure torque characteristic does not occur, this means that the pulley belt BE does not slip regardless of the motor rotational speed Nm. In this case, the engine startable lower limit rotational speed NmEng is set as the motor rotational speed upper limit value NmPmax1.

  In step S7, a motor rotation speed upper limit value NmSmax1 at which the pulley belt BE does not slip in the secondary pulley SeP is set, and the process proceeds to step S8. Here, the motor rotation speed upper limit NmSmax1 is the motor / generator rotation speed Nm at the intersection of the secondary pulley input torque characteristic and the secondary narrow pressure torque characteristic. In addition, when the CVT oil temperature is high and the intersection between the secondary pulley input torque characteristic and the secondary narrow pressure torque characteristic does not occur, it means that the pulley belt BE does not slip regardless of the motor rotation speed Nm. In this case, the engine startable lower limit rotational speed NmEng is set as the motor rotational speed upper limit value NmSmax1.

  In step S8, the motor rotation speed Nm at which the pulley belt BE does not slip is set in either the primary pulley PrP or the secondary pulley SeP, the set motor rotation speed Nm is set as the cranking rotation speed A, and the process proceeds to step S9. This cranking rotation speed A is set by selecting the smaller one of the motor rotation speed upper limit value NmPmax1 set in step S6 and the motor rotation speed upper limit value NmSmax1 set in step S7.

In step S9, a motor rotation speed upper limit value NmPmax2 that allows the slip to the adhesion limit of the pulley belt BE in the primary pulley PrP is set, and the process proceeds to step S10. Here, the motor rotation speed upper limit NmPmax2 is set by the following procedure.
1) Calculate the adhesion limit power at which the pulley belt BE does not adhere according to the heat dissipation power or heat capacity of the pulley belt BE.
2) Set the belt adhesion limit power characteristics by dividing the adhesion limit power by the primary narrow pressure torque.
3) The motor / generator rotation speed Nm at the intersection of the primary narrow pressure torque characteristic and the belt adhesion limit power characteristic is set to the motor rotation speed upper limit value NmPmax2.

  In step S10, a motor rotation speed upper limit value NmSmax2 that allows the slip to the adhesion limit of the pulley belt BE in the secondary pulley SeP is set, and the process proceeds to step S11. Here, the motor rotational speed upper limit value NmSmax2 is set by multiplying the motor rotational speed upper limit value NmPmax2 by the actual speed ratio of the continuously variable transmission CVT calculated from the winding radius ratio of the pulley belt BE.

  In step S11, in both the primary pulley PrP and the secondary pulley SeP, a motor rotation speed Nm that allows slipping to the adhesion limit of the pulley belt BE is set, and the set motor rotation speed Nm is set as the cranking rotation speed B. The process proceeds to step S12. The cranking rotational speed B is set by selecting the smaller one of the motor rotational speed upper limit value NmPmax2 set in step S9 and the motor rotational speed upper limit value NmSmax2 set in step S10.

  In step S12, it is determined whether the engine startable lower limit rotational speed NmEng is equal to or lower than the cranking rotational speed A. If YES (cranking rotational speed A or lower), the process proceeds to step S13, and NO (cranking rotational speed). If greater than A), the process proceeds to step S15.

  In step S13, the cranking mode A is set, and the process proceeds to step S14. The cranking mode A is a mode in which the engine can be started without sliding the pulley belt BE. The set cranking mode is stored in the oil controller 10.

  In step S14, the cranking rotational speed A is set as the cranking rotational speed, and the process proceeds to step S20.

  In step S15, it is determined whether the engine startable lower limit rotational speed NmEng is equal to or lower than the cranking rotational speed B. If YES (cranking rotational speed B or lower), the process proceeds to step S16, and NO (cranking rotational speed). If greater than B), the process proceeds to step S18.

  In step S16, the cranking mode B is set, and the process proceeds to step S17. The cranking mode B is a mode in which the engine can be started by allowing the slip to the adhesion limit of the pulley belt BE. The set cranking mode is stored in the oil controller 10.

  In step S17, the cranking speed B is set as the cranking speed, and the process proceeds to step S20.

  In step S18, the cranking mode C is set, and the process proceeds to step S19. The planning mode C is a mode in which the engine cannot be started unless hydraulic pressure is secured by the electric oil pump M / O / P. The set cranking mode is stored in the oil controller 10.

  In step S19, the normal target cranking speed C is set as the cranking speed, and the process proceeds to step S20. The normal target cranking rotational speed C is the engine startable lower limit rotational speed NmEng.

  In step S20, it is determined whether or not the rotational speed of the motor / generator MG (motor rotational speed Nm) has reached the cranking rotational speed set in any of step S14, step S17, and step S19. If it has reached the ranking speed, the process proceeds to step S21. If NO (the cranking speed has not been reached), the process proceeds to step S24.

  In step S21, the hydraulic pressure required for engaging the first clutch CL1 is calculated, and the process proceeds to step S22.

  In step S22, a first clutch hydraulic pressure command value that satisfies the required hydraulic pressure calculated in step S21 is output, and the process proceeds to step S23.

  In step S23, the hydraulic pressure for engaging the first clutch CL1 is supplied from the hydraulic pressure adjusting circuit 11 to which the first clutch hydraulic pressure command value has been input, the first clutch CL1 is engaged, and the process proceeds to step S24. When the first clutch CL1 is engaged, the torque of the motor / generator MG is transmitted to the engine Eng, and the engine Eng is cranked using the motor / generator MG. From step S20 to step S23, the first clutch CL1 is engaged and cranked after the motor speed Nm reaches the crankable speed.

  In step S24, the primary actual narrow pressure torque is calculated, and the process proceeds to step S25. Here, the primary actual narrow pressure torque is calculated based on the current primary hydraulic pressure.

  In step S25, the secondary actual narrow pressure torque is calculated, and the process proceeds to step S26. Here, the secondary actual narrow pressure torque is calculated based on the current secondary hydraulic pressure.

  In step S26, a motor rotation speed upper limit value NmPmax3 is set for the primary pulley PrP so that the pulley belt BE does not slip with the current narrow pressure torque, and the process proceeds to step S27. The current narrow pressure torque is the primary actual narrow pressure torque calculated in step S24.

  In step S27, in the secondary pulley SeP, a motor rotation speed upper limit value NmSmax3 at which the pulley belt BE does not slip with the current narrow pressure torque is set, and the process proceeds to step S28. The current narrow pressure torque is the primary actual narrow pressure torque calculated in step S25.

  In step S28, the motor speed Nm at which the pulley belt BE does not slip is set for the primary pulley PrP and the secondary pulley SeP with the current narrow pressure torque, and the set motor speed Nm is set to the cranking speed D. And go to step S29. The cranking rotational speed D is set by selecting the smaller one of the motor rotational speed upper limit value NmPmax3 set in step S26 and the motor rotational speed upper limit value NmSmax3 set in step S27.

In step S29, the motor / generator rotation speed command value corresponding to the cranking mode set in any of step S13, step S16, and step S18 is output, and the process proceeds to step S30. Here, the motor / generator rotation speed command value is set according to the following procedure.
1) In the cranking mode A: The smaller one of the cranking rotational speed A and the cranking rotational speed D is set as the motor / generator rotational speed command value.
2) In cranking mode B: Cranking rotation speed B is set as the motor / generator rotation speed command value.
3) In the case of the cranking mode C: The smaller one of the cranking rotational speed C and the cranking rotational speed D is set as the motor / generator rotational speed command value.

  In step S30, the primary pulley input torque at the cranking rotational speed commanded in step S29 is calculated, and the process proceeds to step S31.

  In step S31, when the primary pulley input torque calculated in step S30 is input to the primary pulley PrP, a primary narrow pressure torque necessary for preventing the pulley belt BE from slipping is calculated, and the process proceeds to step S32.

  In step S32, the target primary hydraulic pressure for realizing the primary narrow pressure torque calculated in step S31 is calculated and output as a primary hydraulic pressure command, and the process proceeds to step S33.

  In step S33, the secondary pulley input torque at the cranking rotational speed commanded in step S29 is calculated, and the process proceeds to step S34. Here, the secondary pulley input torque can be calculated by multiplying the primary pulley input torque calculated in step S30 by the actual transmission ratio of the continuously variable transmission CVT calculated from the winding radius ratio of the pulley belt BE.

  In step S34, when the secondary pulley input torque calculated in step S33 is input to the secondary pulley SeP, a secondary narrow pressure torque necessary for preventing the pulley belt BE from sliding is calculated, and the process proceeds to step S35.

  In step S35, the target secondary hydraulic pressure for realizing the secondary narrow pressure torque calculated in step S34 is calculated and output as a secondary hydraulic pressure command, and the process proceeds to step S36.

  In step S36, it is determined whether or not the cranking mode C is selected. If YES (cranking mode C), the process proceeds to step S37. If NO (other than the cranking mode C), the process proceeds to step S42.

  In step S37, the necessary rotation speed of the sub motor S / M that can obtain the target primary hydraulic pressure calculated in step S32 and the target secondary hydraulic pressure calculated in step S35 is calculated, and the process proceeds to step S38.

  In step S38, the necessary rotational speed of the sub motor S / M calculated in step S37 is output as a sub motor rotational speed command value, and the process proceeds to step S39.

  In step S39, the sub motor S / M is rotated based on the sub motor rotation speed command value output in step S38, the electric oil pump M / O / P is operated, and the process proceeds to step S40.

  In step S40, it is determined whether or not the discharge hydraulic pressure of the mechanical oil pump O / P is larger than the discharge hydraulic pressure of the electric oil pump M / O / P, and YES (the mechanical oil pump hydraulic pressure is larger) In this case, the process proceeds to step S41. If NO (the electric oil pump hydraulic pressure is larger), step S39 is repeated.

  In step S41, it is determined that the mechanical oil pump hydraulic pressure has increased sufficiently, the electric oil pump M / O / P is stopped, and the process proceeds to step S42.

  In step S42, it is determined whether or not the engine Eng has been started. If YES (engine start), the process proceeds to the end to end the engine start control process. If NO (engine not started), 1 is determined. Go to (Step S20).

Next, the operation will be described.
The operation of the control device for the FF hybrid vehicle according to the first embodiment is divided into “engine start control operation when preventing belt slippage”, “engine start control operation when preventing belt adhesion”, and “engine start control operation when securing hydraulic pressure”. To do.

[Engine start control when preventing belt slippage]
To start the engine in the FF hybrid vehicle shown in FIG. 1, first, in the flowcharts shown in FIGS. 4A to 4D (the same applies hereinafter), the process proceeds from step S1 to step S2 to step S3, and the narrow pressure torque characteristics of the pulley belt BE. Set.

  Next, the process proceeds from step S4 to step S5, and the pulley input torque characteristic input to the continuously variable transmission CVT via the second clutch CL2 is set. At this time, the primary pulley input torque characteristic is set by subtracting the input shaft friction torque characteristic from the second clutch shear torque characteristic.

  Then, the process proceeds from step S6 to step S7 to step S8, the motor speed (cranking speed A) at which the pulley belt BE does not slip in the continuously variable transmission CVT is set, and the motor / generator MG required for starting the engine is set. If the rotational speed is smaller than the cranking rotational speed A, that is, if YES in step S12, the process proceeds to step S13 → step S14 → step S20 → step S21 → step S22 → step S23.

  As a result, the rotational speed control of the motor / generator MG is maintained so that the narrow pressure torque in the continuously variable transmission CVT is maintained larger than the pulley input torque input to the continuously variable transmission CVT via the second clutch CL2. Cranking can be performed with the engine executed, and the engine can be started. Therefore, it is possible to start the engine while suppressing slippage of the pulley belt BE and preventing adhesion of the pulley belt BE to the primary pulley PrP and the secondary pulley SeP.

  In the control apparatus for the FF hybrid vehicle of the first embodiment, the pulley input torque calculation unit calculates the primary pulley input torque based on the CVT oil temperature and the motor / generator rotation speed Nm. Therefore, an appropriate primary pulley input torque can be calculated according to the CVT oil temperature, and the engine start control can be executed with high accuracy.

  Further, in the control apparatus for the FF hybrid vehicle of the first embodiment, the primary pulley input torque characteristic is set by subtracting the input shaft friction torque characteristic from the second clutch shear torque characteristic, and the actual transmission is changed to the primary pulley input torque characteristic. The secondary pulley input torque characteristic is set by multiplying the ratio. That is, the pulley input torque is set in consideration of the input shaft friction. On the other hand, when setting the pulley input torque without taking the input shaft friction into account, it is assumed that a torque higher than the actual input torque (the torque actually input to the continuously variable transmission CVT) is input. The motor speed at which the BE slides is calculated. For this reason, the motor rotation speed upper limit value at which the pulley belt BE does not slip is set low.

  As a result, there is a concern that the cranking speed required for engine start cannot be obtained or that it takes time to start the engine, but by setting the pulley input torque with the input shaft friction taken into account, the motor / It is possible to shorten the engine start time by increasing the target value for the rotational speed control of the generator MG and increasing the cranking rotational speed of the engine Eng.

[Engine starting action when preventing belt adhesion]
In the FF hybrid vehicle shown in FIG. 1, in order to start the engine in a state where the pulley belt BE is allowed to slip to such an extent that the pulley belt BE does not adhere, first, the process proceeds from step S1 to step S2 to step S3. Set the narrow pressure torque characteristics of BE.

  Next, the process proceeds from step S4 to step S5, and the pulley input torque characteristic input to the continuously variable transmission CVT via the second clutch CL2 is set. At this time, the primary pulley input torque characteristic is set by subtracting the input shaft friction torque characteristic from the second clutch shear torque characteristic.

  Then, the process proceeds from step S9 to step S10 to step S11, and the motor speed (cranking speed B) that allows the slip to the adhesion limit of the pulley belt BE in the continuously variable transmission CVT is set, which is necessary for starting the engine. If the rotation speed of the motor / generator MG is smaller than the cranking rotation speed B, that is, if YES in step S15, the process proceeds to step S16 → step S17 → step S20 → step S21 → step S22 → step S23.

  As a result, cranking is performed in a state where the rotational speed control of the motor / generator MG is executed so as to maintain a state in which the narrow pressure torque in the continuously variable transmission CVT is larger than the belt adhesion power in the continuously variable transmission CVT, The engine can be started. Therefore, the belt is prevented from sticking while allowing the pulley belt BE to slide, and the engine is started while shortening the engine start time while preventing the pulley belt BE from sticking to the primary pulley PrP and the secondary pulley SeP. be able to.

[Engine start control when oil pressure is secured]
In the FF hybrid vehicle shown in FIG. 1, in order to start the engine in a state where the hydraulic pressure that can prevent the slippage of the pulley belt BE is ensured, when the cranking rotational speed of the motor / generator MG is the engine starting lower limit rotational speed NmEng If YES in step S36, the process proceeds from step S37 to step S38 to step S39.

  Thus, the required hydraulic pressure is obtained from the pulley input torque generated when the rotation of the motor / generator MG is controlled at the number of rotations necessary for starting the engine, and the necessary narrow pressure torque so that the pulley belt BE does not slip at that time, By controlling the rotation of the sub motor S / M in order to ensure the required hydraulic pressure, the engine can be started in a state in which the belt narrow pressure that prevents the pulley belt BE from slipping is ensured. Therefore, it is possible to start the engine while shortening the engine start time while preventing the pulley belt BE from sticking.

  Further, in the engine start control of the control device for the FF hybrid vehicle shown in FIG. 1, in step S40, the discharge oil pressure of the mechanical oil pump O / P is compared with the discharge oil pressure of the electric oil pump M / O / P. If the mechanical oil pump hydraulic pressure is high, the process proceeds to step S41, where the drive of the sub motor S / M is stopped and the electric oil pump M / O / P is stopped.

  Therefore, if the required oil pressure can be secured by the mechanical oil pump O / P, the electric oil pump M / O / P can be quickly stopped, and power consumption can be reduced.

  Further, in the engine start control of the control device for the FF hybrid vehicle shown in FIG. 1, the process proceeds from step S24 → step S25 → step S26 → step S27 → step S28 → step S29 and is actually supplied to the continuously variable transmission CVT. The actual narrow pressure torque is calculated from the hydraulic pressure, the motor rotation speed at which the pulley belt BE does not slip is calculated according to this actual narrow pressure torque, and the motor / generator rotation speed command value that is finally output is calculated as the actual narrow pressure torque. The output is limited by the motor speed determined according to

  As a result, even if the CVT oil temperature is low and the actual hydraulic pressure response is poor, the pulley input torque is limited by limiting the motor rotation speed according to the actually generated hydraulic pressure, and the pulley belt BE The engine can be started while slipping is suppressed.

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

  (1) a drive source having an engine Eng and a motor (motor / generator) MG disposed downstream thereof, a first clutch CL1 for connecting and disconnecting power transmission between the engine Eng and the motor MG, Located on the downstream side of the drive source, it has a pair of pulleys (primary pulley PrP, secondary pulley SeP) and a pulley belt BE spanned between the pair of pulleys PrP, SeP, and is controlled by hydraulic oil pressure A continuously variable transmission CVT, a second clutch CL2 for connecting / disconnecting power transmission between the drive source and the continuously variable transmission CVT, and the first clutch CL1 are fastened and cranked by the motor MG. In a hybrid vehicle control device having an engine start control means (operation point command section) 400 for starting an engine, a narrow pressure torque calculation means (narrow pressure torque) for calculating a belt narrow pressure torque in the continuously variable transmission CVT. Calculation section, actual narrow pressure torque calculation section) 100 and 300, and input torque calculation means (pulley input torque calculation section) 200 for calculating the transmission input torque input to the continuously variable transmission CVT, the engine start control The means 400 executes the rotational speed control of the motor MG based on the belt narrow pressure torque and the transmission input torque. When the motor rotational speed reaches the engine startable rotational speed, the motor MG performs cranking. The engine is started. For this reason, it is possible to start the engine while suppressing slippage of the pulley belt BE and preventing adhesion of the pulley belt BE to the primary pulley PrP and the secondary pulley SeP.

  (2) The input torque calculation means 200 is configured to calculate the transmission input torque based on the hydraulic oil temperature (CVT oil temperature) and the rotation speed of the motor MG. Therefore, an appropriate transmission input torque can be calculated according to the hydraulic oil temperature, and the engine start control can be executed with high accuracy.

  (3) The input torque calculation means 200 calculates the transmission input torque by subtracting the input shaft friction torque of the continuously variable transmission CVT from the torque output via the second clutch CL2. It was. For this reason, it is possible to increase the target value of the rotational speed control of the motor MG and increase the number of crankings of the engine Eng, thereby shortening the engine start time.

  (4) The narrow pressure torque calculating means 100 calculates the belt narrow pressure torque based on the rotation speed of the motor MG and the rotation speed of the pair of pulleys PrP, SeP, and the engine start control means 400 The configuration is such that the rotational speed control of the motor MG is executed so as to maintain the state where the belt narrow pressure torque is larger than the transmission input torque. For this reason, it is possible to start the engine while preventing the pulley belt BE from slipping and preventing the pulley belt BE from adhering to the primary pulley PrP and the secondary pulley SeP.

  (5) The narrow pressure torque calculating means 100 calculates the belt narrow pressure torque based on the rotation speed of the motor MG and the rotation speed of the pair of pulleys PrP, SeP, and the engine start control means 400 The rotational speed control of the motor MG is executed so that the rotational speed of the motor MG is maintained when the belt narrow pressure torque is smaller than the transmission input torque and the pulley belt BE reaches the adhesion limit. The configuration. For this reason, the engine can be started while allowing the pulley belt BE to slip to the belt adhesion limit, and the pulley belt BE is prevented from slipping and the pulley belt BE adheres to the primary pulley PrP and the secondary pulley SeP. The engine can be started while preventing wearing. Further, the engine start time can be shortened.

  (6) a mechanical oil pump O / P that is operated by the motor MG to supply hydraulic pressure, and an electric oil pump M / O / P that is operated by the sub motor S / M to supply hydraulic pressure, The pressure torque calculating means 100 calculates the belt narrow pressure torque based on the rotation speed of the motor MG and the rotation speed of the pair of pulleys PrP, SeP, and the engine start control means 400 is operated by the sub motor S / M. A configuration in which the electric oil pump M / O / P is driven to increase the belt narrow pressure torque, and the motor rotational speed control is performed so that the narrow pressure torque is maintained larger than the pulley input torque. It was. For this reason, the engine can be started in a state where the pulley belt is secured with a belt narrow pressure that prevents BE from slipping, and the engine starting time can be shortened while preventing the pulley belt BE from sticking.

  (7) The engine start control unit 400 stops driving the sub motor S / M when the discharge hydraulic pressure of the mechanical oil pump O / P becomes larger than the discharge hydraulic pressure of the electric oil pump M / O / P. Thus, the electric oil pump M / O / P is stopped. For this reason, if the required oil pressure can be secured by the mechanical oil pump O / P, the electric oil pump M / O / P can be quickly stopped, and power consumption can be reduced.

  (8) The narrow pressure torque calculating means 300 calculates the belt narrow pressure torque (actual narrow pressure torque) based on the hydraulic pressure supplied to the pair of pulleys PrP, SeP, and the engine start control means 400 The configuration is such that the rotational speed control of the motor MG is executed so that the belt narrow pressure torque (actual narrow pressure torque) is larger than the transmission input torque. For this reason, even when the hydraulic oil temperature is low and the actual hydraulic pressure response is low, the transmission input torque can be limited by limiting the motor rotation speed according to the actually generated hydraulic pressure, and the pulley belt BE The engine can be started while preventing sticking and preventing adhesion.

  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 these Examples 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, a so-called VDT belt is used as the continuously variable transmission CVT, but a chain belt or a rubber belt may be used.

  In addition, although the motor / generator MG that can also generate power as a motor is used, a generator (generator) and an electric motor (motor) may be separately mounted.

  In the first embodiment, the hybrid vehicle control device of the present invention is applied to an FF hybrid vehicle. However, the hybrid vehicle control device can also be applied to an FR hybrid vehicle or a four-wheel drive hybrid vehicle. In short, it can be applied to a hybrid vehicle in which a belt type continuously variable transmission is mounted at a downstream position of a drive source having a motor and an engine and the engine is started by cranking by the motor.

Eng engine
MG motor / generator (motor)
CL1 1st clutch
CL2 2nd clutch
CVT continuously variable transmission
PrP primary pulley
SeP secondary pulley
100 Narrow pressure torque calculation unit (Narrow pressure torque calculation means)
200 Pulley input torque calculator (input torque calculator)
300 Actual narrow pressure torque calculation unit (Narrow pressure torque calculation means)
400 Operating point command section (engine start control means)

Claims (8)

A drive source having an engine and a motor disposed downstream thereof;
A first clutch for connecting and disconnecting power transmission between the engine and the motor;
A continuously variable transmission that is disposed on the downstream side of the drive source and has a pair of pulleys and a pulley belt that is spanned between the pair of pulleys, and is controlled by hydraulic oil pressure;
A wet second clutch that connects and disconnects power transmission between the drive source and the continuously variable transmission by a hydraulic oil pressure from the same hydraulic pressure source as the hydraulic oil pressure that controls the continuously variable transmission ;
Engine starting control means for engaging the first clutch and starting the engine by cranking by the motor;
In a hybrid vehicle control device comprising:
A temperature sensor for detecting a temperature of hydraulic oil supplied to the continuously variable transmission;
A clamping torque calculating means for calculating a belt clamping pressure torque in the continuously variable transmission;
Input torque calculation means for calculating a transmission input torque characteristic to be input to the continuously variable transmission according to a temperature of hydraulic oil supplied to the continuously variable transmission detected by the temperature sensor;
With
The engine start control means executes the rotation speed control of the motor based on the belt clamping pressure torque and the transmission input torque characteristic, and when the motor rotation speed reaches the engine startable rotation speed, the engine start control means A hybrid vehicle control device characterized in that the engine is started by ranking. In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the input torque calculation means calculates the transmission input torque based on a hydraulic oil temperature and a rotation speed of the motor. In the hybrid vehicle control device according to claim 2,
The hybrid vehicle characterized in that the input torque calculation means calculates the transmission input torque by subtracting the input shaft friction torque of the continuously variable transmission from the torque output via the second clutch. Control device. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
The narrow pressure torque calculating means calculates the belt narrow pressure torque based on the rotation speed of the motor and the rotation speed of the pair of pulleys,
The control apparatus for a hybrid vehicle, wherein the engine start control means executes a rotation speed control of the motor so as to maintain a state in which the belt narrow pressure torque is larger than the transmission input torque. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
The narrow pressure torque calculating means calculates the belt narrow pressure torque based on the rotation speed of the motor and the rotation speed of the pair of pulleys,
The engine start control means rotates the motor so as to maintain the rotational speed of the motor when the belt narrow pressure torque is smaller than the transmission input torque and the pulley belt reaches an adhesion limit. A control apparatus for a hybrid vehicle, characterized in that number control is executed. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
A mechanical oil pump operated by the motor to supply hydraulic pressure, and an electric oil pump operated by a sub motor to supply hydraulic pressure,
The narrow pressure torque calculating means calculates the belt narrow pressure torque based on the rotation speed of the motor and the rotation speed of the pair of pulleys,
The engine start control means drives the electric oil pump by the sub motor to increase the belt narrow pressure torque, and at the same time the rotation speed of the motor is maintained so that the narrow pressure torque is larger than the pulley input torque. A control apparatus for a hybrid vehicle, characterized by executing control. In the hybrid vehicle control device according to claim 6,
The engine start control means stops the driving of the sub motor and stops the electric oil pump when the discharge hydraulic pressure of the mechanical oil pump becomes larger than the discharge hydraulic pressure of the electric oil pump. Vehicle control device. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
The narrow pressure torque calculating means calculates the belt narrow pressure torque based on the hydraulic pressure supplied to the pair of pulleys,
The control apparatus for a hybrid vehicle, wherein the engine start control means executes a rotation speed control of the motor so as to maintain a state in which the belt narrow pressure torque is larger than the transmission input torque.

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