JP6939036B2 - Hybrid vehicle drive controller - Google Patents

Description

The present invention relates to a drive control device that controls the drive of a hybrid vehicle including an engine and a motor as power sources.

Conventionally, in this type of control device, there is a device that switches between an EV mode in which a vehicle is driven by the power of a motor and an HV mode in which the vehicle is driven by at least the power of the engine among the engine and the motor (see Patent Document 1). The one described in Patent Document 1 gradually reduces the driving torque of the motor, gradually increases the transmission torque of the clutch that disconnects and connects the engine and the transmission, and drives the engine when switching from the EV mode to the HV mode. The torque is gradually increased.

Japanese Unexamined Patent Publication No. 2001-112118

By the way, the drive torque actually generated by the engine and the transmission torque of the actual clutch may deviate from the command value due to variations in characteristics, the environment, and the like. In this case, in the case described in Patent Document 1, when switching from the EV mode to the HV mode, the drive torque of the motor, the transmission torque of the clutch, and the drive torque of the engine are uniformly changed, and the vehicle is subjected to torque shock. May occur.

The present invention has been made to solve the above problems, and its main purpose is to drive a hybrid vehicle capable of suppressing the occurrence of torque shock in the vehicle in the process of shifting from the EV mode to the HV mode. The purpose is to provide a control device.

The first means for solving the above problems is
It includes an engine (20) and a motor (40) as power sources, a drive wheel (54), and a clutch (34) that disconnects and connects a drive force transmission path between the engine and the drive wheel. A hybrid vehicle (10) that executes an EV mode in which the clutch is disengaged and travels by the power of the motor, and an HV mode in which the clutch is connected and travels by the power of at least the engine among the engine and the motor. A drive control device (70) that controls the drive.
In the process of transition from the EV mode to the HV mode, a transmission gradual increase unit that gradually increases the transmission torque of the clutch, and a transmission gradual increase unit.
In the transition process, a torque gradual increase section that gradually increases the drive torque of the engine and
A target setting unit that sets the target rotation speed of the motor in the transition process,
In the transition process, a torque control unit that controls the drive torque of the motor so that the rotation speed of the motor approaches the target rotation speed set by the target setting unit.
To be equipped.

According to the above configuration, the clutch disconnects and connects the driving force transmission path between the engine and the driving wheels. Then, in the hybrid vehicle, an EV mode in which the clutch is disengaged and the vehicle travels by the power of the motor and an HV mode in which the clutch is connected and the vehicle travels by at least the power of the engine among the engine and the motor are executed. In the process of transition from the EV mode to the HV mode, the transmission torque of the clutch is gradually increased by the transmission gradual increase unit. Further, in the transition process, the drive torque of the engine is gradually increased by the torque gradually increasing portion. As a result, the torque transmitted from the engine to the drive wheels can be gradually increased during the transition process.

Here, the target setting unit sets the target rotation speed of the motor in the transition process. Then, in the transition process, the torque control unit controls the drive torque of the motor so that the rotation speed of the motor approaches the target rotation speed set by the target setting unit. Therefore, even if the transmission torque of the clutch or the drive torque of the engine deviates from the command value due to the variation in the characteristics of the clutch or the engine, the environment, etc., the rotation speed of the motor can be brought close to the target rotation speed. Therefore, it is possible to suppress a sudden change in the rotation speed of the motor, and by extension, a sudden change in the rotation speed of the drive wheels, and it is possible to suppress the occurrence of torque shock in the vehicle.

In the second means, the target setting unit makes the inclination of the rotation speed of the motor in the transition process close to the inclination of the rotation speed of the motor in the execution period of the EV mode before the transition to the HV mode. The target rotation speed is set in 1.

According to the above configuration, the target rotation speed is set so that the inclination of the rotation speed of the motor in the transition process is close to the inclination of the rotation speed of the motor in the execution period of the EV mode before the transition to the HV mode. Therefore, it is possible to suppress the change in the inclination of the rotation speed of the motor in the transition process from the inclination of the rotation speed of the motor during the execution period of the EV mode. Therefore, it is possible to suppress a sudden change in the rotational speed of the motor from the execution period of the EV mode to the transition process, and it is possible to suppress the occurrence of torque shock in the vehicle.

In the third means, the target setting unit calculates the base inclination of the rotation speed of the motor based on the required drive torque of the driver, and the target setting unit of the motor during the execution period of the EV mode before shifting to the HV mode. The target rotation speed is set so as to obtain the inclination of the rotation speed of the motor calculated by adding the difference between the inclination of the rotation speed and the base inclination to the base inclination in the transition process.

According to the above configuration, the base inclination of the rotation speed of the motor is calculated based on the required drive torque of the driver. Therefore, the base inclination of the rotation speed of the motor is a value that reflects the drive torque required by the driver. The difference between the inclination of the motor rotation speed and the base inclination during the execution period of the EV mode before shifting to the HV mode is due to the weight of the vehicle, the inclination of the road on which the vehicle travels, etc., and the actual rotation speed of the motor. Indicates how much the slope of is deviated from the base slope. Then, the target rotation speed of the motor in the transition process is set so that the inclination of the rotation speed of the motor is calculated by adding the above difference to the base inclination of the rotation speed of the motor in the transition process. Therefore, it is possible to appropriately set the target rotation speed of the motor in the transition process by correcting the base inclination of the rotation speed of the motor that reflects the required drive torque of the driver. As a result, by bringing the rotation speed of the motor closer to the target rotation speed in the transition process, it is possible to further suppress the occurrence of torque shock in the vehicle.

The higher the speed of the vehicle, the higher the air resistance (running resistance), and the speed of the vehicle, and eventually the rotation speed of the motor, becomes difficult to increase. In this respect, in the fourth means, the target setting unit adopts a configuration in which the base inclination becomes smaller as the speed of the vehicle increases. According to such a configuration, the target rotation speed of the motor can be appropriately set in consideration of the influence of the speed of the vehicle.

Specifically, as in the fifth means, the vehicle includes a detection unit (76) for detecting the rotation speed of the motor, and the torque control unit is detected by the detection unit in the transition process. It is possible to adopt a configuration in which the drive torque of the motor is controlled so that the rotation speed of the motor becomes the target rotation speed set by the target setting unit.

In the sixth means, the ratio of the rotation speed of the motor to the rotation speed of the drive wheels is constant.

According to the above configuration, since the ratio of the rotation speed of the motor to the rotation speed of the drive wheels is constant, the change in the rotation speed of the drive wheels is proportional to the change in the rotation speed of the motor. Therefore, by suppressing a sudden change in the rotation speed of the motor, it is possible to suppress the occurrence of torque shock in the vehicle.

The schematic diagram which shows the hybrid vehicle. The flowchart which shows the outline of the transition control from EV mode to HEV mode. The flowchart which shows the outline of the start control. A time chart showing an outline of start control. The flowchart which shows the procedure of ENG torque control during start-up. The flowchart which shows the procedure of the clutch hydraulic control control during start-up. The flowchart which shows the procedure of MG torque control during start-up. A flowchart showing a standby control procedure. The graph which shows the relationship between the gear ratio and the filling start threshold value. A time chart showing a start mode of filling control according to the prior art and the present embodiment. The flowchart which shows the procedure of the constant pressure control at the command value of a clutch oil pressure. The flowchart which shows the procedure of the end determination of a constant pressure control. The graph which shows the relationship between the accelerator operation amount and a predetermined number of revolutions. The graph which shows the relationship between the gear ratio and the predetermined rotation speed difference. A time chart showing an end mode of constant pressure control. A flowchart showing the procedure of control at the start of starting. The graph which shows the relationship between a driver required torque and a predetermined rate of change. A time chart showing a start mode of torque replacement control of the prior art. The time chart which shows the start mode of the torque tapering control of this embodiment. The flowchart which shows the procedure of the hydraulic pressure gradual increase control. The graph which shows the relationship between the accelerator operation amount and the 1st threshold value. The flowchart which shows the procedure of torque gradual increase control. The flowchart which shows the procedure of torque tapering control. A flowchart showing the procedure for setting the standard rotation speed. The block diagram which shows the calculation procedure of the base MG rotation speed change amount. The flowchart which shows the procedure of MG command torque correction. A time chart showing an aspect of torque tapering control. Other time charts showing aspects of torque tapering control. A time chart showing a mode when the torque gradual decrease control, the hydraulic pressure gradual increase control, and the torque gradual increase control are terminated, and an aspect of the end control. The graph which shows the relationship between a driver required torque and a predetermined fluctuation amount.

Hereinafter, an embodiment embodied as a hybrid vehicle including an engine and a motor as power sources will be described with reference to the drawings. As shown in FIG. 1, the hybrid vehicle 10 includes an engine 20, a starter 22, a torque converter 32, a clutch 34, a transmission 36, an MG (Motor Generator) 40, a differential 52, a drive wheel 54, a low voltage battery 60, and a DCDC converter. It includes 62, a high-voltage battery 64, an inverter 68, a control device 70, and the like.

The engine 20 (corresponding to a power source) is a gasoline engine, a diesel engine, or the like, and generates power by burning fuel. The engine 20 is provided with a starter 22. The starter 22 (corresponding to the starting mechanism) is driven by the electric power supplied from the low voltage battery 60 to give an initial rotation to the crankshaft of the engine 20. That is, the starter 22 cranks the engine 20 at the time of starting. The low voltage battery 60 is a Pb battery or the like that supplies a voltage of about 12 V. The driving state of the engine 20 and the starter 22 is controlled by the control device 70.

The torque converter 32 transmits the power of the engine 20 and amplifies the torque. The pump impeller of the torque converter 32 is connected to the crankshaft of the engine 20. The turbine runner of the torque converter 32 is connected to the input shaft 34a of the clutch 34.

The clutch 34 is a hydraulically driven wet clutch or the like. The output shaft 34b of the clutch 34 is connected to the input shaft of the transmission 36. The clutch 34 disconnects and connects between the torque converter 32 and the transmission 36. That is, the clutch 34 has a mechanism that cuts and connects the driving force transmission path between the engine 20 and the drive wheels 54 by the hydraulic pressure of the hydraulic oil, and an actuator that controls the hydraulic pressure of the hydraulic oil based on the hydraulic command value. Be prepared. In other words, the transmission torque gradually increasing unit gradually increases the transmission torque of the clutch 34 by connecting the driving force transmission path, and the transmission torque control unit cuts the driving force transmission path to stop the torque transmission by the clutch 34. The operating state of the clutch 34 is controlled by the control device 70 outputting the command value of the hydraulic oil of the hydraulic oil supplied to the clutch 34 (hereinafter referred to as "the command value of the clutch hydraulic pressure") to the actuator of the clutch 34. .. The actuator adjusts the oil pressure of the hydraulic oil so as to have a command value input from the control device 70.

The transmission 36 is a CVT (continuously variable transmission), a stepped AT, or the like. The output shaft of the transmission 36 is connected to the input shaft of the MG 40. The transmission 36 changes the primary gear ratio (corresponding to the gear ratio) as a ratio between the rotation speed of the input shaft and the rotation speed of the output shaft of the transmission 36 between the clutch 34 and the MG 40. That is, the transmission 36 changes the gear ratio as a ratio between the rotation speed of the engine 20 and the rotation speed of the drive wheels 54. The primary gear ratio of the transmission 36 is controlled by the control device 70.

The MG40 (corresponding to a motor and a power source) has a function as a motor and a function as a generator. The output shaft of the MG 40 is connected to the drive wheels 54 via a differential 52. The ratio of the rotation speed (rotation speed) of the MG 40 to the rotation speed (rotation speed) of the drive wheel 54 is constant. The MG 40 is driven by AC power supplied from the inverter 68. Further, the MG 40 generates electricity by rotating the input shaft or the output shaft of the MG 40. The driving state of the MG 40 is controlled by the control device 70 controlling the operating state of the inverter 68.

The inverter 68 converts the DC power supplied from the high voltage battery 64 into AC power. The high voltage battery 64 is, for example, a NiH battery or a Li ion battery that supplies a voltage of about 300 V. Further, the inverter 68 converts the AC power supplied from the MG 40 into DC power.

The DCDC converter 62 boosts the voltage supplied from the low-voltage battery 60 and supplies it to the high-voltage battery 64 and the inverter 68. Further, the DCDC converter 62 steps down the voltage supplied from the high voltage battery 64 and the inverter 68, and supplies the voltage to the low voltage battery 60 and the starter 22. The operating state of the DCDC converter 62 is controlled by the control device 70.

The control device 70 (corresponding to a drive control device) is a microcomputer including a CPU, a ROM, a RAM, an input / output interface, a drive circuit for driving each device, and the like. The control device 70 controls the state of each of the above devices based on the state of the hybrid vehicle 10 detected by various sensors. The control device 70 includes an engine ECU that controls the engine 20, an MG ECU that controls the MG 40, an engine ECU, an HV ECU that controls the MG ECU, and the like.

Various sensors include an engine rotation speed sensor 71, a clutch input shaft rotation speed sensor 72, a clutch output shaft rotation speed sensor 73, a gear ratio sensor 74, an accelerator sensor 75, an MG rotation speed sensor 76, and the like. The engine rotation speed sensor 71 detects the rotation speed (that is, the rotation speed) of the engine 20 per unit time. The clutch input shaft rotation speed sensor 72 detects the rotation speed of the input shaft 34a of the clutch 34 per unit time. The clutch output shaft rotation speed sensor 73 (corresponding to the rotation speed detection unit) detects the rotation speed of the output shaft 34b (corresponding to the rotating member) of the clutch 34 per unit time. The MG rotation speed sensor 76 (corresponding to the detection unit) detects the rotation speed of the output shaft 40a of the MG 40 per unit time. These rotation speed sensors 71 to 73, 76 are composed of a resolver, a Hall element, or the like, and have a detection accuracy higher than a predetermined detection accuracy. The gear ratio sensor 74 detects the gear ratio of the CVT and the shift position of the stepped AT, that is, the primary gear ratio of the transmission 36. The accelerator sensor 75 detects the amount of depression of the accelerator pedal (accelerator operation amount). The detection signals from these sensors 71 to 76 are sent to the control device 70. In addition, the number of revolutions per unit time may be simply referred to as the number of revolutions thereafter.

The control device 70 (corresponding to the vibration damping control unit) applies the drive torque of the MG 40 so as to suppress the sudden change of the drive torque transmitted to the drive wheels 54 when the command value of the drive torque of the engine 20 or the MG 40 changes suddenly. Control (vibration control). The control device 70 suppresses the occurrence of a large torque shock in the hybrid vehicle 10 by executing the vibration damping control.

Then, the control device 70 has an EV mode in which the clutch 34 is disengaged and the hybrid vehicle 10 is driven by the power of the MG 40, and the hybrid vehicle 10 is driven by the power of at least the engine 20 of the engine 20 and the MG 40 by connecting the clutch 34. The HEV mode (corresponding to the HV mode) is executed.

FIG. 2 is a flowchart showing an outline of transition control from the EV mode to the HEV mode. This series of processes is repeatedly executed by the control device 70 at a predetermined cycle.

First, it is determined whether or not the driver required power is larger than the engine start threshold value (S11). Specifically, the driver required power is calculated based on the accelerator operation amount detected by the accelerator sensor 75 and the rotation speed of the engine 20 detected by the engine rotation speed sensor 71. Then, it is determined whether or not the calculated driver required power is larger than the engine start threshold value. The engine start threshold value is set to a value at which it can be determined that the power of MG40 alone is insufficient to satisfy the driver required power.

When it is determined in the determination of S11 that the driver required power is not larger than the engine start threshold value (S11: NO), this series of processes is temporarily terminated (END).

On the other hand, when it is determined in the determination of S11 that the driver required power is larger than the engine start threshold value (S11: YES), the engine 20 start control described later is executed (S12). If it is determined that the driver required power is larger than the engine start threshold value, this determination result is maintained until the start control of the engine 20 is completed. After that, this series of processes is temporarily terminated (END).

FIG. 3 is a flowchart showing an outline of start control. This series of processes is called as a subroutine each time the process of S12 of FIG. 2 is executed, and is executed by the control device 70.

First, the torque control of the engine 20 during the start of the engine 20 (ENG torque control during start) is executed (S20). Subsequently, the hydraulic control of the clutch 34 during the start of the engine 20 (clutch hydraulic control during start) is executed (S50). Subsequently, the torque control of the MG 40 during the start of the engine 20 (MG torque control during the start) is executed (S80). Details of these controls will be described later. After that, the process returns to the process after S12 in FIG. 2 (RETURN). The processing order of S20, S50, and S80 is not limited to the above order, and can be arbitrarily changed.

Next, the outline of the start control will be described with reference to the time chart of FIG.

Before the time t1, the hybrid vehicle 10 is executing the EV mode in which the hybrid vehicle 10 is driven by the power of the MG 40. The command value of the clutch oil pressure that controls the operating state of the clutch 34 is instructed to be the minimum pressure (minimum pressure instruction). As a result, the clutch 34 disengages between the torque converter 32 and the transmission 36. The rotation speed of the engine 20 and the rotation speed of the input shaft 34a of the clutch 34 are 0. Further, the MG command torque, which is the command torque of the MG 40, is the command torque in the control in the EV mode (control in EV). The ENG command torque, which is the command torque of the engine 20, is the command torque in the control in the EV mode, that is, zero torque (control in EV).

At time t1, when the driver request power becomes larger than the engine start threshold value, the values of the start request flag and the start control in-progress flag change from "0" to "1". As a result, the cranking of the engine 20 by the starter 22 is started, and the rotation speed of the engine 20 starts to increase. The MG command torque becomes the command torque in the control at the start of starting. The command value of the clutch oil pressure is set to the oil pressure in the standby control. The ENG command torque becomes a constant command torque in the constant torque control.

At time t2, the ENG rotation speed reaches the ignition start rotation speed, and fuel injection by the fuel injection valve and ignition by the spark plug are started. At time t3, the engine 20 completely explodes and the ENG rotation speed begins to rise sharply, and when the predetermined cranking end rotation speed is reached, the cranking ends. Further, at time t3, the rotation speed of the input shaft 34a of the clutch 34 connected to the engine 20 via the torque converter 32 starts to increase sharply.

At time t4, the difference obtained by subtracting the clutch input rotation speed, which is the rotation speed of the input shaft 34a of the clutch 34, from the clutch output rotation speed, which is the rotation speed of the output shaft 34b of the clutch 34, is the filling start threshold (corresponding to a predetermined threshold). Is smaller than. As a result, the filling control for filling the clutch 34 with the hydraulic oil is started. In the filling control (so-called first fill), the command value of the clutch oil pressure is set to the filling hydraulic pressure for quickly filling the clutch 34 with hydraulic oil. The execution period of the filling control is preset to a period during which the filling of the hydraulic oil into the clutch 34 can be completed.

At time t5, when the execution period of the filling control ends, the constant pressure control for maintaining the hydraulic pressure of the hydraulic oil of the clutch 34 at a constant pressure is started. In the constant pressure control, the command value of the clutch oil pressure is maintained at a predetermined oil pressure higher than 0 without generating a transmission torque in the clutch 34. This predetermined oil pressure is set lower than the filling oil pressure.

At time t6, the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes larger than the predetermined rotation speed difference. As a result, the oil pressure gradual increase control for gradually increasing the command value of the clutch oil pressure and the torque gradual increase control for gradually increasing the ENG command torque are started.

At time t7, a transmission torque is generated in the clutch 34, and the clutch output rotation speed, that is, the rotation speed of the MG 40 changes to be larger than a predetermined value. As a result, torque tapering control for gradually reducing the MG command torque is started.

At time t8, the difference in rotation speed obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes smaller than the first threshold value. As a result, the torque gradual reduction control for gradually reducing the MG command torque, the hydraulic gradual increase control for gradually increasing the command value of the clutch hydraulic pressure, and the torque gradual increase control for gradually increasing the ENG command torque are stopped.

At time t9, the difference in rotation speed obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes smaller than the second threshold value (<first threshold value). As a result, the command value of the clutch oil pressure is increased (end control). On the other hand, the torque gradual reduction control for gradually reducing the MG command torque and the torque gradual increase control for gradually increasing the ENG command torque are maintained in a stopped state (end control).

At time t10, when the command value of the clutch oil pressure reaches the maximum pressure, the start control in-progress flag changes from "1" to "0". As a result, the MG command torque and the ENG command torque become the command torques in the control in the HEV mode, respectively (control in the HEV). That is, the MG command torque is reduced, and the ENG command torque is increased accordingly. The command value of the clutch oil pressure is instructed to be the maximum pressure (maximum pressure instruction). In this way, the HEV mode in which the clutch 34 is connected and the hybrid vehicle 10 is driven by the power of the engine 20 and the MG 40 is executed.

FIG. 5 is a flowchart showing a procedure of ENG torque control during starting in S20 of FIG. This series of processes is called as a subroutine each time the process of S20 of FIG. 3 is executed, and is executed by the control device 70.

First, the process to be executed is determined according to the value of FlagEng (S21). The initial value of FlagEng is "0".

When the value of FlagEng is "0", the constant torque control is executed (started) (S22). The command torque in the constant torque control is set to a command torque that can suppress the rotation speed of the engine 20 from rising when the combustion of fuel is started in the engine 20. Subsequently, the value of FlagEng is set to "1" (S23). After that, the process returns to the process after S20 in FIG. 3 (RETURN).

On the other hand, when the value of FlagEng is "1", it is determined whether or not the end condition of the constant torque control is satisfied (S24). The end conditions for constant torque control will be described later. When it is determined that the end condition of the constant torque control is not satisfied (S24: NO), the constant torque control is executed (continued). After that, the process returns to the process after S20 in FIG. 3 (RETURN).

When it is determined in the determination of S24 that the end condition of the constant torque control is satisfied (S24: YES), the torque gradual increase control is executed (started) (S26). Subsequently, the value of FlagEng is set to "2" (S27). After that, the process returns to the process after S20 in FIG. 3 (RETURN).

On the other hand, when the value of FlagEng is "2", it is determined whether or not the end condition of the torque gradual increase control is satisfied (S28). The end condition of the torque gradual increase control will be described later. When it is determined that the end condition of the torque gradual increase control is not satisfied (S28: NO), the torque gradual increase control is executed (continued) (S29). The details of the torque gradual increase control will be described later. After that, the process returns to the process after S20 in FIG. 3 (RETURN).

When it is determined in the determination of S28 that the end condition of the torque gradual increase control is satisfied (S28: YES), the end control is executed (S30). Subsequently, the ENG torque control is terminated during the start, and the FlagEng value is set to "0" (S31). After that, the process returns to the process after S20 in FIG. 3 (RETURN). The process of S29 corresponds to the process of gradually increasing the torque.

FIG. 6 is a flowchart showing a procedure of clutch hydraulic control control during starting in S50 of FIG. This series of processes is called as a subroutine each time the process of S50 in FIG. 3 is executed, and is executed by the control device 70.

First, the process to be executed is determined according to the value of FlagCL (S51). The initial value of FlagCL is "0".

When the value of FlagCL is "0", the above-mentioned standby control is executed (started) (S52). The details of the standby control will be described later. Subsequently, the value of FlagCL is set to "1" (S53). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

On the other hand, when the value of FlagCL is "1", it is determined whether or not the end condition of the standby control is satisfied (S54). The end condition of standby control will be described later. When it is determined that the end condition of the standby control is not satisfied (S54: NO), the standby control is executed (continued) (S55). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

When it is determined in the determination of S54 that the end condition of the standby control is satisfied (S54: YES), the filling control is executed (started) (S56). Subsequently, the value of FlagCL is set to "2" (S57). Subsequently, the elapsed time t is set to 0, that is, the measurement of the elapsed time t is started. After that, the process returns to the process after S50 in FIG. 3 (RETURN).

On the other hand, when the value of FlagCL is "2", the control cycle Δt is added to the elapsed time t, and this is set as the elapsed time t (S59). Subsequently, it is determined whether or not the elapsed time t is equal to or greater than the completion time QT (S60). The completion time QT is set in advance as the time from the start of filling the clutch 34 with the hydraulic oil to the completion of filling, and corresponds to the execution period of the filling control. When it is determined that the elapsed time t is not equal to or greater than the completion time QT (S60: NO), the filling control is executed (continued). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

When it is determined in the determination of S60 that the elapsed time t is equal to or greater than the completion time QT (S60: YES), the constant pressure control is executed (started) (S62). Details of constant pressure control will be described later. Subsequently, the value of FlagCL is set to "3" (S63). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

On the other hand, when the value of FlagCL is "3", it is determined whether or not the end condition of the constant pressure control is satisfied (S64). The end conditions for constant pressure control will be described later. When it is determined that the end condition of the constant pressure control is not satisfied (S64: NO), the constant pressure control is executed (continued) (S65). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

When it is determined in the determination of S64 that the end condition of the constant pressure control is satisfied (S64: YES), the above-mentioned flood control gradual increase control is executed (started) (S66). The details of the oil pressure gradual increase control will be described later. Subsequently, the value of FlagCL is set to "4" (S67). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

On the other hand, when the value of FlagCL is "4", it is determined whether or not the end condition of the oil pressure gradual increase control is satisfied (S68). The end condition of the oil pressure gradual increase control will be described later. When it is determined that the end condition of the oil pressure gradual increase control is not satisfied (S68: NO), the oil pressure gradual increase control is executed (continued) (S69). After that, the process returns to the process after S50 in FIG. 3 (RETURN).

When it is determined in the determination of S68 that the end condition of the oil pressure gradual increase control is satisfied (S68: YES), the end control is executed (S70). Subsequently, the clutch hydraulic control during starting is terminated, and the value of FlagCL is set to "0" (S71). After that, the process returns to the process after S50 in FIG. 3 (RETURN). The process of S69 corresponds to the process of the transmission gradual increase section.

FIG. 7 is a flowchart showing a procedure of MG torque control during starting in S80 of FIG. This series of processes is called as a subroutine each time the process of S80 in FIG. 3 is executed, and is executed by the control device 70.

First, the standard rotation speed (corresponding to the target rotation speed), which is the standard rotation speed of the MG 40 in the transition process from the EV mode to the HEV mode, is set (S81a). The details of the standard rotation speed will be described later. Subsequently, the process to be executed is determined according to the value of FlagMG (S81). The initial value of FlagMG is "0".

When the value of FlagMG is "0", the above-mentioned start-time control is executed (started) (S82). The details of the control at the start of starting will be described later. Subsequently, the value of FlagMG is set to "1" (S83). After that, the process returns to the process after S80 in FIG. 3 (RETURN).

On the other hand, when the value of FlagMG is "1", it is determined whether or not the end condition of the control at the start of start is satisfied (S84). The end condition of the control at the start of starting will be described later. When it is determined that the end condition of the start start control is not satisfied (S84: NO), the start start control is executed (continued). After that, the process returns to the process after S80 in FIG. 3 (RETURN).

When it is determined in the determination of S84 that the end condition of the start start control is satisfied (S84: YES), the torque gradual reduction control is executed (started) (S86). The details of torque tapering control will be described later. Subsequently, the value of FlagMG is set to "2" (S87). After that, the process returns to the process after S80 in FIG. 3 (RETURN).

On the other hand, when the value of FlagMG is "2", it is determined whether or not the end condition of the torque gradual reduction control is satisfied (S88). The end conditions for torque gradual reduction control will be described later. When it is determined that the end condition of the torque gradual reduction control is not satisfied (S88: NO), the torque gradual reduction control is executed (continued). After that, the process returns to the process after S80 in FIG. 3 (RETURN).

When it is determined in the determination of S88 that the end condition of the torque gradual reduction control is satisfied (S88: YES), the end control is executed (S90). Subsequently, the MG torque control during starting is terminated, and the value of FlagMG is set to "0" (S91). After that, the process returns to the process after S80 in FIG. 3 (RETURN). The process of S81a corresponds to the process of the target setting unit.

FIG. 8 is a flowchart showing the procedure of standby control at the command value of the clutch oil pressure. This series of processing is executed by the control device 70.

First, it is determined whether or not the Flag cranking value is "1" (S551). The initial value of Flag cranking is "0".

When it is determined that the Flag cranking value is not "1" (S551: NO), it is determined whether or not the cranking of the engine 20 is completed (S552). Specifically, after the cranking of the engine 20 is started, it is determined whether or not the ENG rotation speed detected by the engine rotation speed sensor 71 has reached the cranking end rotation speed. The cranking end rotation speed (corresponding to a predetermined rotation speed) is the rotation speed at which the engine 20 can operate independently by burning fuel.

If it is determined in the determination of S552 that the cranking of the engine 20 has not been completed (S552: NO), the process proceeds to the process of S554. On the other hand, when it is determined that the cranking of the engine 20 has been completed (S552: YES), the value of the Flag cranking is set to "1" (S553).

Subsequently, it is determined whether or not the difference obtained by subtracting the clutch input rotation speed from the clutch output rotation speed is smaller than the filling start threshold value (S554). The filling start threshold (corresponding to a predetermined threshold) indicates that a torque shock occurs in the hybrid vehicle 10 even if the hydraulic oil of the hydraulic oil of the clutch 34 overshoots the command value of the clutch hydraulic pressure and a transmission torque is generated in the clutch 34. It is set to a value that can be suppressed. The fact that the above difference is smaller than the filling start threshold value corresponds to the fact that the rotation speed of the input shaft 34a of the clutch 34 is within a predetermined range.

Here, the larger the gear ratio of the transmission 36 (the lower the shift gear of the transmission 36), the larger the torque transmitted between the engine 20 and the drive wheels 54, causing a torque shock to the hybrid vehicle 10. It is easy to occur. In other words, the smaller the gear ratio of the transmission 36 (the higher the shift gear of the transmission 36), the smaller the torque transmitted between the engine 20 and the drive wheels 54, and the torque shock to the hybrid vehicle 10. Is unlikely to occur. Based on these, as shown in FIG. 9, the larger the primary gear ratio (gear ratio) of the transmission 36, the smaller the filling start threshold value is set. In other words, the smaller the primary gear ratio of the transmission 36, the more the filling start starts. Set the threshold to a large value. The primary gear ratio of the transmission 36 is detected by the gear ratio sensor 74.

If it is determined in the determination of S554 that the above difference is not smaller than the filling start threshold value (S554: NO), the process proceeds to the process of S556. On the other hand, when it is determined that the above difference is smaller than the filling start threshold value (S554: YES), the value of the FlagCL rotation difference is set to "1" (S555). The initial value of the FlagCL rotation difference is "0".

Subsequently, the command value of the clutch oil pressure is set to a predetermined value or less (S556). The predetermined value is a value lower than the command value of the clutch oil pressure in the constant pressure control, and is, for example, the minimum pressure. After that, the process returns to the process after the standby control (RETURN).

Further, when it is determined that the Flag cranking value is "1" (S551: YES), it is determined whether or not the FlagCL rotation difference value is "1" (S557). When it is determined that the value of the FlagCL rotation difference is not "1" (S557: NO), the process proceeds to S554.

On the other hand, when it is determined in the determination of S557 that the value of the FlagCL rotation difference is "1" (S557: YES), the standby control is terminated, the Flag cranking value is set to "0", and the FlagCL rotation is performed. Set the difference value to "0". That is, on condition that it is determined that the cranking of the engine 20 has been completed and that the difference obtained by subtracting the clutch input rotation speed from the clutch output rotation speed is smaller than the filling start threshold value (standby control end condition). End standby control (start filling control). After that, the process returns to the process after the standby control (RETURN).

The process of S552 corresponds to the process of the first determination unit, the process of S554 corresponds to the process of the second determination unit, and the process of S551 and the process of S557 correspond to the process of the flood control unit.

FIG. 10A is a time chart showing a start mode of filling control according to the prior art, and FIG. 10B is a time chart showing a start mode of filling control according to the present embodiment.

As shown in FIG. 10A, in the prior art, the command value of the clutch oil pressure is raised to the filling oil pressure at the same time as the cranking is started, and the filling control is started. Therefore, a transmission torque may be generated in the clutch 34 at the start of the filling control or during the filling control, and a torque shock may occur. In that case, the load on the starter 22 may increase and the engine 20 may not be properly cranked. In particular, when the temperature and humidity increase, the viscosity of the hydraulic oil decreases, and the hydraulic pressure of the hydraulic oil supplied to the clutch 34 tends to overshoot the command value of the clutch oil during filling control. If the hydraulic overshoot of the hydraulic fluid occurs during cranking, the starter load will increase and proper cranking will not be possible. Moreover, if the clutch output / output rotation speed difference is large at the timing when the hydraulic oil overshoot occurs, the starter load further increases when the input shaft 34a and the output shaft 34b of the clutch 34 are connected.

On the other hand, as shown in FIG. 10B, in the present embodiment, even if cranking is started, the command value of the clutch oil pressure is set to the oil pressure (for example, the minimum pressure) at the time of standby control, and the filling control is performed. Will not start. Therefore, the transmission torque is not generated by the clutch 34 during cranking, and the engine 20 can be appropriately cranked. During cranking, the engine is ignited at a certain timing up to time t4, and when the engine speed detection value reaches a predetermined cranking end speed, the first judgment unit determines that the cranking has been completed, and the starter 22 determines that the cranking has been completed. The pinion leaves the engine 20. Then, at time t4, when the filling control start condition is satisfied, the filling control is started. That is, the filling control is performed on condition that it is determined that the cranking of the engine 20 has been completed, and that the difference obtained by subtracting the clutch input rotation speed from the clutch output rotation speed at time t4 is smaller than the filling start threshold value. Is started. Therefore, even if a transmission torque is generated in the clutch 34 due to the overshoot of the hydraulic oil hydraulic pressure at the start of the filling control or during the filling control, the cranking is completed and the difference in the clutch output / output rotation speed is small. Therefore, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

FIG. 11 is a flowchart showing the procedure of constant pressure control at the command value of the clutch oil pressure. This series of processing is executed by the control device 70.

First, the command value of the clutch oil pressure in the constant pressure control is calculated (S641). In the constant pressure control, the command value of the clutch oil pressure is calculated so that the oil pressure at which the clutch 34 starts to generate the transmission torque or the oil pressure is slightly lower than the oil pressure.

Subsequently, the end determination of the constant pressure control described later is executed (S642). After that, the process returns to the process after the constant pressure control (RETURN).

FIG. 12 is a flowchart showing a procedure for determining the end of constant pressure control. This series of processing is executed by the control device 70.

First, it is determined whether or not the ENG rotation speed detected by the engine rotation speed sensor 71 is higher than the predetermined rotation speed (S643). The predetermined rotation speed is set to a rotation speed that can prevent the ENG rotation speed from becoming excessively low even if the transmission torque is generated by the clutch 34.

Here, the larger the required value (driver required torque) of the drive torque for traveling the hybrid vehicle 10, the larger the transmission torque of the clutch 34. Therefore, when the clutch 34 is connected, the ENG rotation speed tends to decrease. Therefore, as shown in FIG. 13, the larger the accelerator operation amount detected by the accelerator sensor 75, the higher the predetermined rotation speed is set.

When it is determined in the determination of S643 that the ENG rotation speed is not higher than the predetermined rotation speed (S643: NO), the process returns to the process after the end determination of the constant pressure control (RETURN). On the other hand, when it is determined that the ENG rotation speed is higher than the predetermined rotation speed (S643: YES), it is determined whether or not the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed is larger than the predetermined rotation speed difference. (S644). The predetermined rotation speed difference is a state in which there is a difference between the clutch input rotation speed and the clutch output rotation speed even if the hydraulic oil of the clutch 34 overshoots the command value of the clutch hydraulic pressure and the transmission torque is generated in the clutch 34. It is set to a rotation speed difference that makes it easy to maintain.

As described above, the larger the gear ratio of the transmission 36, the more likely it is that a torque shock will occur in the hybrid vehicle 10. In other words, the smaller the gear ratio of the transmission 36, the less likely it is that a torque shock will occur in the hybrid vehicle 10. Based on these, as shown in FIG. 14, the larger the primary gear ratio (gear ratio) of the transmission 36, the larger the predetermined rotation speed difference is set. In other words, the smaller the primary gear ratio of the transmission 36, the more predetermined. Set the rotation speed difference to a small value.

In the determination of S644, when it is determined that the rotation speed difference is not larger than the predetermined rotation speed difference (S644: NO), the process returns to the process after the end determination of the constant pressure control (RETURN). On the other hand, when it is determined that the rotation speed difference is larger than the predetermined rotation speed difference (S644: YES), the constant pressure control is terminated (S645), and the process returns to the process after the end determination of the constant pressure control (RETURN). That is, it is a condition that it is determined that the ENG rotation speed is higher than the predetermined rotation speed and that the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed is larger than the predetermined rotation speed difference (constant pressure control). As an end condition), constant pressure control is ended (hydraulic gradual increase control and torque gradual increase control are started).

The processing of S643 corresponds to the processing as the engine rotation speed determination unit, the processing of S644 corresponds to the processing as the rotation speed difference determination unit, and the processing of S643 to S645 serves as the hydraulic control unit (transmission torque control unit). Corresponds to the processing of.

FIG. 15 is a time chart showing an end mode of constant pressure control (start mode of hydraulic pressure gradual increase control) at a command value of clutch oil pressure.

At time t5, the filling control is finished and the constant pressure control is started. After that, even if the clutch input rotation speed exceeds the clutch output rotation speed, if the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed is not larger than the predetermined rotation speed difference, the oil pressure gradual increase control is not started. Therefore, at the start of the hydraulic pressure gradual increase control, it is possible to prevent the clutch 34 from being suddenly connected due to a transmission torque generated by the clutch 34 due to a hydraulic overshoot or the like in a state where the difference in rotation speed is small. As a result, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10 at the start of the hydraulic pressure gradual increase control.

Further, even if the clutch input rotation speed exceeds the clutch output rotation speed, if the ENG rotation speed is not higher than the predetermined rotation speed, the oil pressure gradual increase control is not started. Therefore, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10 due to the transmission torque generated by the clutch 34 at the start of the hydraulic pressure gradual increase control and the ENG rotation speed becoming excessively low.

Then, at time t6, when the start condition of the oil pressure gradual increase control is satisfied, the oil pressure gradual increase control is started. That is, when the ENG rotation speed becomes higher than the predetermined rotation speed and the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes larger than the predetermined rotation speed difference, the hydraulic pressure gradual increase control is started by the transmission torque gradual increase unit. Will be done. Therefore, even if a transmission torque is generated by the clutch 34 at the start of the hydraulic pressure gradual increase control or during the hydraulic pressure gradual increase control, it is possible to suppress the occurrence of a torque shock in the hybrid vehicle 10.

By the way, when the command value of the drive torque of the engine 20 or the MG 40 suddenly changes, resonance may occur in the drive system of the hybrid vehicle 10, and a large torque shock may occur in the hybrid vehicle 10. If the process shifts to the estimation of the transmission start timing of the clutch 34 in that state, the transmission start timing may not be estimated appropriately. In this respect, the control device 70 basically constantly executes vibration damping control.

FIG. 16 is a flowchart showing the procedure for controlling the MG command torque at the start of starting. This series of processing is executed by the control device 70.

First, it is determined whether or not the end condition of the filling control is satisfied (S841). This process is the same as the process of S60 in FIG. 6, and is a process of determining whether or not the elapsed time t is equal to or greater than the completion time QT. When it is determined that the end condition of the filling control is not satisfied (S841: NO), the driver required torque is set as the MG command torque (S842). After that, the process returns to the process after the control at the start of starting (RETURN). On the other hand, when it is determined that the end condition of the filling control is satisfied (S841: YES), the vibration damping control is terminated (S843). The damping control is terminated (prohibited) before the estimation of the transmission start timing is started. That is, the vibration damping control is prohibited during the estimation of the transmission start timing of the clutch 34.

Subsequently, it is determined whether or not the value of FlagMgRpm is "1" (S844). The initial value of FlagMgRpm is "0". In this determination, when it is determined that the value of FlagMgRpm is not "1" (S844: NO), the rate of change of the average value in the predetermined period of the MG rotation speed (corresponding to the clutch output rotation speed) is larger than the predetermined rate of change. Whether or not it is determined (S845).

Here, when a transmission torque is generated when the clutch 34 is connected, the rotation speed (clutch output rotation speed) of the output shaft 34b of the clutch 34 per unit time changes. However, the clutch output rotation speed detected by the clutch output shaft rotation speed sensor 73 includes a component due to noise. Therefore, assuming that the timing at which the change rate of the clutch output rotation speed detected by the clutch output shaft rotation speed sensor 73 becomes larger than the predetermined change rate is estimated as the transmission start timing of the clutch 34, the change rate of the rotation speed due to noise is estimated. There is a possibility that the change is erroneously estimated as the transmission start timing of the clutch 34. Therefore, as described above, the average value of the clutch output rotation speed in a predetermined period is used.

Further, the change in the clutch output rotation speed at the transmission start timing of the clutch 34 varies depending on the traveling state of the hybrid vehicle 10. Specifically, the change in the clutch output rotation speed becomes larger as the required value (driver required torque) of the driving torque for driving the hybrid vehicle 10 becomes larger. Therefore, as shown in FIG. 17, the larger the driver required torque is, the larger the predetermined rate of change is set.

In the determination of S845, when it is determined that the rate of change of the average value of the MG rotation speed in the predetermined period is not larger than the predetermined rate of change (S845: NO), the process proceeds to S842. On the other hand, when it is determined that the rate of change of the average value of the MG rotation speed in a predetermined period is larger than the predetermined rate of change (S845: YES), the value of FlagMgRpm is set to "1". That is, the timing at which the rate of change of the average value of the MG rotation speed in a predetermined period becomes larger than the predetermined rate of change is estimated as the transmission start timing. The fact that the rate of change of the average value of the MG rotation speed in a predetermined period is larger than the predetermined rate of change corresponds to the change in which the clutch output shaft rotation speed is larger than the predetermined value. After that, the process proceeds to S842.

Then, in the determination of S844, when it is determined that the value of FlagMgRpm is "1" (S844: YES), the start start control is ended (torque gradual reduction control is started), the vibration damping control is started, and the FlagMgRpm is started. Set the value of to "0". Specifically, the estimated transmission start timing of the clutch 34 is set as the gradual decrease start timing of the drive torque of the MG 40. That is, the gradual decrease start timing of the drive torque of the MG 40 is controlled based on the estimated transmission start timing of the clutch 34. After that, the process proceeds to S842.

The process of S845 corresponds to the process of the transmission estimation unit, and the process of S844 to 847 corresponds to the process of the timing control unit.

FIG. 18 is a time chart showing a start mode of torque replacement control of MG command torque in the prior art.

At time t11, filling control (so-called first fill) for filling the clutch 34 with hydraulic oil is started. At time t12, control is started in which the clutch 34 maintains the command value of the clutch oil pressure at a constant pressure at which no transmission torque is generated.

At time t13, when the clutch input rotation speed exceeds the clutch output rotation speed, the torque replacement control is started. In the torque replacement control, the command value of the clutch oil pressure is gradually increased, and the ENG command torque (not shown) is gradually increased. Correspondingly, the MG command torque is gradually reduced so that the drive shaft torque, which is the torque transmitted to the drive wheels 54, does not change from the driver required torque.

However, the characteristics of the clutch 34 may vary from individual to individual, or the viscosity of the hydraulic oil may change due to the influence of air temperature and humidity, so that the hydraulic pressure of the hydraulic oil of the clutch 34 may vary. As a result, as shown in region A1, the timing at which the transmission torque is generated in the clutch 34 is later than the time t13 when the command value of the clutch oil pressure starts to be gradually increased, that is, the time t13 when the drive torque of the MG 40 starts to be gradually decreased. .. Further, if the command value of the clutch and the actual transmission amount deviate due to variations in characteristics such as μ of the clutch, a deviation occurs between the standard rotation speed and the actual rotation speed. Therefore, as shown in the region A2, the drive shaft torque decreases from the time t13 to the time t15, and a torque shock occurs in the vehicle.

FIG. 19 is a time chart showing a start mode of torque gradual reduction control of MG command torque as a countermeasure against timing deviation in the present embodiment. Here, the case where the same control as that of the times t11 to t13 of FIG. 18 is executed at the times t21 to t23 will be described as an example.

In the filling control executed at the times t21 to t22, the clutch oil pressure may rise as shown by the broken line, and a transmission torque may be temporarily generated in the clutch 34. Further, the clutch output rotation speed detected by the clutch output shaft rotation speed sensor 73 includes a component due to noise. Specifically, the detected clutch output rotation speed includes fluctuations in the rotation speed due to unevenness of the road on which the hybrid vehicle 10 travels, and the hydraulic pressure of the hydraulic oil of the clutch 34 overshoots the command value and is temporarily used by the clutch 34. Fluctuations due to the generation of transmission torque are included. Therefore, in the present embodiment, the transmission start timing of the clutch 34 is estimated on condition that the filling of the hydraulic oil with the clutch 34 is completed.

Here, when the vibration damping control that controls the drive torque of the MG 40 is executed so as to suppress the sudden change of the drive torque transmitted to the drive wheels 54, the clutch output rotation speed when the transmission torque is generated by the clutch 34 ( Fluctuations in (corresponding to the MG rotation speed) are also suppressed, and there is a possibility that the transmission start timing of the clutch 34 cannot be estimated appropriately. In this respect, in the present embodiment, the vibration damping control is prohibited during the estimation of the transmission start timing of the clutch 34.

At time t23, when the clutch input rotation speed exceeds the clutch output rotation speed, the hydraulic pressure gradual increase control for gradually increasing the command value of the clutch oil pressure is started (this timing is called the hydraulic pressure gradual increase start timing), and the ENG command torque (the ENG command torque (this timing is called the hydraulic pressure gradual increase start timing)). The torque gradual increase control for gradually increasing (not shown) is started. However, at this point, the torque tapering control for gradually reducing the MG command torque is not started.

At time t24, the rate of change of the average value of the MG rotation speed in a predetermined period becomes larger than the predetermined rate of change, and it is estimated to be the transmission start timing of the clutch 34. Then, the torque gradual reduction control for gradually reducing the MG command torque is started. That is, the drive torque of the MG 40 is gradually reduced in accordance with the transmission start timing of the clutch 34. As a result, the decrease in the drive shaft torque is suppressed, and the drive shaft torque is maintained at a value close to the driver required torque.

FIG. 20 is a flowchart showing the procedure of the oil pressure gradual increase control at the command value of the clutch oil pressure. This series of processing is executed by the control device 70.

First, it is determined whether or not the difference in rotation speed obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 is smaller than the first threshold value (S681). The rotation speed of the input shaft 34a (clutch input rotation speed) is detected by the clutch input shaft rotation speed sensor 72. The rotation speed of the output shaft 34b (clutch output rotation speed) is detected by the clutch output shaft rotation speed sensor 73.

When it is determined in the determination of S681 that the difference in rotation speed is not smaller than the first threshold value (S681: NO), the command value of the clutch oil pressure is gradually increased (S682). For example, the command value of the clutch oil pressure is gradually increased at a constant speed. After that, the process returns to the process after the oil pressure gradual increase control (RETURN).

Here, when the transmission torque of the clutch 34 is gradually increased, the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b per unit time gradually decreases. Then, when the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b match, the friction plate (that is, the friction member) on the input shaft 34a side and the friction plate on the output shaft 34b side are in close contact with each other. The clutch 34 is engaged. Immediately before the friction plate on the input shaft 34a side and the friction plate on the output shaft 34b side come into close contact with each other, the friction coefficient of these friction plates is likely to change. Therefore, when the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b approaches 0, the clutch 34 is likely to be suddenly connected. The first threshold value is set to a value at which it can be determined that a sudden connection of the clutch 34 may occur.

Further, the larger the required value of the drive torque for traveling the hybrid vehicle 10, the larger the acceleration of the hybrid vehicle 10, and the smaller the torque shock when the clutch 34 is connected. Therefore, as shown in FIG. 21, the larger the accelerator operation amount detected by the accelerator sensor 75 (the larger the driver required torque), the smaller the first threshold value is set. That is, the timing for stopping the gradual increase in the oil pressure of the clutch 34 is delayed.

On the other hand, in the determination of S681, when it is determined that the rotation speed difference is smaller than the first threshold value (S681: YES), it is determined whether or not the rotation speed difference is smaller than the second threshold value (S683). The second threshold value is set to a value smaller than the first threshold value.

When it is determined in the determination of S683 that the difference in rotation speed is not smaller than the second threshold value (S683: NO), the gradual increase of the command value of the clutch oil pressure is stopped (S684). Specifically, when it is determined that the difference in rotation speed is smaller than the first threshold value, the gradual increase of the command value of the clutch oil pressure (that is, the transmission torque) is stopped to maintain the command value of the clutch oil pressure constant. After that, the process returns to the process after the oil pressure gradual increase control (RETURN).

On the other hand, when it is determined in the determination of S683 that the difference in rotation speed is smaller than the second threshold value (S683: YES), the oil pressure gradual increase control is terminated (end control is started) (S685). That is, the transmission torque of the clutch 34 is increased on condition that the difference in rotation speed is determined to be smaller than the second threshold value. After that, the process returns to the process after the oil pressure gradual increase control (RETURN).

The process of S682 corresponds to the process as the oil pressure gradual increase section (transmission gradual increase section), the process of S681 corresponds to the process of the first rotation speed difference determination section, and the processes of S681 to S685 serve as the transmission torque control section. The process of S683 corresponds to the process of the second rotation speed difference determination unit.

FIG. 22 is a flowchart showing the procedure of the torque gradual increase control of the ENG command torque. This series of processing is executed by the control device 70.

First, it is determined whether or not the difference in rotation speed obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 is smaller than the first threshold value (S281). The process of S281 is the same as the process of S681.

When it is determined in the determination of S281 that the difference in rotation speed is not smaller than the first threshold value (S281: NO), the ENG command torque is gradually increased. For example, the ENG command torque is gradually increased at a constant speed. That is, while the transmission torque of the clutch 34 is gradually increased, the ENG command torque is gradually increased based on the transmission torque. After that, the process returns to the process after the torque gradual increase control (RETURN).

On the other hand, in the determination of S281, when it is determined that the rotation speed difference is smaller than the first threshold value (S281: YES), it is determined whether or not the rotation speed difference is smaller than the second threshold value (S283). The second threshold value is set to a value smaller than the first threshold value. The process of S283 is the same as the process of S683.

When it is determined in the determination of S283 that the difference in rotation speed is not smaller than the second threshold value (S283: NO), the ENG command torque is stopped gradually increased (S284). Specifically, when it is determined that the difference in rotation speed is smaller than the first threshold value, the ENG command torque is gradually increased to maintain the ENG command torque constant. After that, the process returns to the process after the torque gradual increase control (RETURN).

On the other hand, when it is determined in the determination of S283 that the difference in rotation speed is smaller than the second threshold value (S283: YES), the torque gradual increase control is terminated (end control is started) (S285). After that, the process returns to the process after the torque gradual increase control (RETURN). In the end control of the ENG command torque, the ENG command torque is gradually increased to stop and the ENG command torque is maintained constant.

The processing of S282 corresponds to the processing as the engine torque gradual increase part (torque gradual increase part), the processing of S281 corresponds to the processing as the first rotation speed difference determination unit, and the processing of S281 to S285 corresponds to the drive torque control unit. The process of S283 corresponds to the process of the second rotation speed difference determination unit.

FIG. 23 is a flowchart showing the procedure of the torque gradual reduction control of the MG command torque. This series of processing is executed by the control device 70.

First, it is determined whether or not the difference in rotation speed obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 is smaller than the first threshold value (S881). The process of S881 is the same as the process of S681.

When it is determined in the determination of S881 that the difference in rotation speed is not smaller than the first threshold value (S881: NO), the MG command torque is gradually reduced (S882). For example, the MG command torque is gradually reduced at a constant speed. That is, while the transmission torque of the clutch 34 is gradually increased, the MG command torque is gradually reduced based on the transmission torque. After that, the process proceeds to S886.

On the other hand, in the determination of S881, when it is determined that the rotation speed difference is smaller than the first threshold value (S881: YES), it is determined whether or not the rotation speed difference is smaller than the second threshold value (S883). The second threshold value is set to a value smaller than the first threshold value. The process of S883 is the same as the process of S683.

When it is determined in the determination of S883 that the difference in rotation speed is not smaller than the second threshold value (S883: NO), the gradual decrease of the MG command torque is stopped (S884). Specifically, when it is determined that the difference in rotation speed is smaller than the first threshold value, the gradual decrease of the MG command torque is stopped to keep the MG command torque constant. After that, the process proceeds to S886.

On the other hand, when it is determined in the determination of S883 that the difference in rotation speed is smaller than the second threshold value (S883: YES), the torque gradual reduction control is terminated (end control is started) (S885). After that, the process proceeds to S886. In the end control of the MG command torque, the gradual decrease of the MG command torque is stopped to keep the MG command torque constant.

In S886, in the process of transition from the EV mode to the HEV mode, the MG command torque (drive torque) is corrected (controlled) so that the rotation speed of the MG 40 approaches the set standard rotation speed (MG command torque correction). .. Details of MG command torque correction will be described later. After that, the process returns to the process after the torque gradual reduction control (RETURN).

The process of S882 corresponds to the process of the motor torque gradual decrease unit, the process of S881 corresponds to the process of the first rotation speed difference determination unit, and the process of S881 to S885 corresponds to the process of the drive torque control unit. The process of S883 corresponds to the process of the second rotation speed difference determination unit, and the process of S886 corresponds to the process of the torque control unit.

FIG. 24 is a flowchart showing the procedure for setting the standard rotation speed. This series of processing is executed by the control device 70.

First, it is determined whether or not the torque gradual reduction control is being executed (S901). In this determination, when it is determined that the torque gradual reduction control is not being executed (S901: NO), the base vehicle acceleration is calculated (S902). As shown in FIG. 25, the base vehicle acceleration is calculated based on the required drive torque and the vehicle speed. Specifically, although not shown, the base vehicle acceleration is calculated by applying the current required drive torque and vehicle speed to a map in which the relationship between the required drive torque, the vehicle speed, and the base vehicle acceleration is preset. .. This map can be set in advance based on experiments or calculations from vehicle specifications. In this map, the larger the required drive torque, the larger the base vehicle acceleration, and the higher the vehicle speed, the higher the running resistance, and the smaller the base vehicle acceleration. The base vehicle acceleration can be said to be the standard acceleration of the hybrid vehicle 10 determined by the required drive torque and the vehicle speed. The required drive torque can be calculated based on the amount of operation of the accelerator pedal (accelerator operating member) of the vehicle by the driver. Therefore, the operating amount of the accelerator pedal may be used instead of the required drive torque. Further, when calculating the base vehicle acceleration, it is possible to calculate based on the required drive torque without using the vehicle speed.

Subsequently, the amount of change in the base MG rotation speed is calculated based on the calculated base vehicle acceleration (S903). Specifically, since the ratio of the rotation speed (rotation speed) of the MG 40 to the rotation speed (rotation speed) of the drive wheel 54 is constant, the acceleration of the vehicle and the change in the rotation speed of the MG 40 per control cycle. The ratio with the amount (gradient of rotation speed) is also constant. Therefore, the amount of change in the base MG rotation speed (corresponding to the base inclination) is calculated by multiplying the calculated base vehicle acceleration by a predetermined ratio. That is, the higher the speed of the vehicle, the smaller the acceleration of the base vehicle and, by extension, the amount of change in the base MG rotation speed.

Subsequently, the amount of change in the MG rotation speed is calculated (S904). The amount of change in the number of rotations of the MG (corresponding to the slope of the rotation speed of the MG40) is the amount of change in the number of rotations per unit time (that is, the rotation speed) of the MG40 from the previous control cycle to the current control cycle. Therefore, based on the detection signal of the MG rotation speed sensor 76, the MG rotation speed change amount is calculated by subtracting the previous value from the current value of the MG rotation speed. In addition, in order to remove noise, the amount of change in MG rotation speed may be filtered, or the average value of a plurality of amounts of change in MG rotation speed may be used.

Subsequently, the load correction value is calculated (S905). Specifically, the load correction value is calculated by subtracting the calculated base MG rotation speed change amount from the calculated MG rotation speed change amount. The load correction value represents how much the MG rotation speed change amount deviates from the base MG rotation speed change amount due to the weight of the hybrid vehicle 10 or the slope of the road on which the hybrid vehicle 10 travels.

Subsequently, the current rotation speed of MG40 is set as the reference rotation speed (S906). That is, when it is determined that the torque gradual reduction control is not being executed, the current rotation speed of the MG 40 is set as the reference rotation speed. After that, this series of processing is completed (END).

On the other hand, in the determination of S901, when it is determined that the torque gradual reduction control is not being executed (S901: NO), the base vehicle acceleration is calculated (S907). The processing of S907 is the same as the processing of S902.

Subsequently, the amount of change in the base MG rotation speed is calculated based on the calculated base vehicle acceleration (S908). The processing of S908 is the same as the processing of S903.

Subsequently, the amount of change in the norm is calculated (S909). Specifically, the calculated load correction value is added to the calculated base MG rotation speed change amount to calculate the normative change amount. The standard change amount is 1 of the rotation speed of the MG 40, which is obtained by correcting the change amount of the base MG rotation speed reflecting the driver's required driving torque in consideration of the weight of the hybrid vehicle 10 and the slope of the road on which the hybrid vehicle 10 travels. It is the amount of change per control cycle. The load correction value is calculated in the start start control (included in the EV mode) or the EV control (EV mode) before the torque gradual reduction control is started. That is, the reference rotation speed (corresponding to the target rotation speed) is set so that the inclination of the rotation speed of the MG 40 in the execution period of the EV mode before the transition to the HEV mode is close to the inclination of the rotation speed of the MG 40 in the transition process. ..

Subsequently, the reference rotation speed is set (S910). Specifically, the value obtained by adding the standard change amount to the previous value of the standard rotation speed is set as the standard rotation speed. After that, this series of processing is completed (END). The processes of S901 to S910 correspond to the processes of the target setting unit.

FIG. 26 is a flowchart showing the procedure of MG command torque correction. This series of processing is executed by the control device 70.

First, it is determined whether or not the deviation between the MG rotation speed and the reference rotation speed is larger than a predetermined value (S921). Specifically, the MG rotation speed is detected by the MG rotation speed sensor 76. The reference rotation speed is calculated by a series of processes shown in FIG. 24.

In the determination of S921, when it is determined that the deviation between the MG rotation speed and the reference rotation speed is not larger than the predetermined value (S921: NO), the process returns to the processing after the MG command torque correction (RETURN).

On the other hand, in the determination of S921, when it is determined that the deviation between the MG rotation speed and the reference rotation speed is larger than the predetermined value (S921: YES), it is determined whether or not the reference rotation speed is higher than the MG rotation speed (S922). ). In this determination, when it is determined that the reference rotation speed is not higher than the MG rotation speed (S922: NO), the MG command torque gradual reduction amount is increased (S923). For example, in the process of S882 in FIG. 23, when the MG command torque is gradually reduced at a constant speed, the speed at which the MG command torque is reduced is increased. Alternatively, the amount of reduction that reduces the MG command torque per control cycle is increased more than the amount of reduction up to that point. After that, the process returns to the process after the MG command torque correction (RETURN).

Further, in the determination of S922, when it is determined that the standard rotation speed is higher than the MG rotation speed (S922: YES), the MG command torque gradual reduction amount is reduced (S924). For example, in the process of S882 in FIG. 23, when the MG command torque is gradually reduced at a constant speed, the speed at which the MG command torque is reduced is reduced. Alternatively, the amount of reduction that reduces the MG command torque per control cycle is reduced more than the amount of reduction up to that point. After that, the process returns to the process after the MG command torque correction (RETURN). The processing of S921 to S924 corresponds to the processing of the torque control unit.

FIG. 27 is a time chart showing a mode of torque gradual reduction control of MG command torque, which is a countermeasure when the clutch characteristics in the present embodiment deviate low. Here, when the end condition of the control at the start of start (the start condition of the torque gradual increase control) is not the process of S84 in FIG. 7, but the clutch input rotation speed exceeds the clutch output rotation speed as in the conventional control. Will be described as an example. The end condition of the control at the start of starting may be the process of S84 in FIG. 7. Further, a case where the transmission torque of the clutch 34 deviates below the command value of the clutch oil pressure will be described as an example.

At time t31, when the clutch input rotation speed exceeds the clutch output rotation speed, the oil pressure gradual increase control for gradually increasing the command value of the clutch oil pressure is started, and the torque gradual increase control for gradually increasing the ENG command torque (not shown) is started. NS. Correspondingly, the MG command torque is gradually reduced so that the drive shaft torque, which is the torque transmitted to the drive wheels 54, does not change from the driver required torque.

Here, the transmission torque of the clutch 34 deviates below the command value of the clutch oil pressure. However, in the present embodiment, in the torque gradual reduction control, the MG command torque is corrected so that the rotation speed of the MG 40 approaches the reference rotation speed. Therefore, the MG rotation speed is changing along the standard rotation speed. As a result, the drive shaft torque is not reduced, and the drive shaft torque is maintained at the driver required torque.

At time t32, the end conditions of the oil pressure gradual increase control, the torque gradual decrease control, and the torque gradual increase control are satisfied.

FIG. 28 is another time chart showing a mode of torque gradual reduction control of MG command torque, which is a countermeasure when the clutch characteristic in the present embodiment deviates high. Here, a case where the transmission torque of the clutch 34 deviates higher than the command value of the clutch oil pressure will be described as an example.

At time t33, when the clutch input rotation speed exceeds the clutch output rotation speed, the oil pressure gradual increase control for gradually increasing the command value of the clutch oil pressure is started, and the torque gradual increase control for gradually increasing the ENG command torque (not shown) is started. NS. Correspondingly, the MG command torque is gradually reduced so that the drive shaft torque, which is the torque transmitted to the drive wheels 54, does not change from the driver required torque.

Here, the transmission torque of the clutch 34 deviates higher than the command value of the clutch oil pressure. However, in the present embodiment, in the torque gradual reduction control, the MG command torque is corrected so that the rotation speed of the MG 40 approaches the reference rotation speed. Therefore, the MG rotation speed is changing along the standard rotation speed. As a result, the drive shaft torque does not increase, and the drive shaft torque is maintained at the driver required torque.

At time t34, the end conditions of the oil pressure gradual increase control, the torque gradual decrease control, and the torque gradual increase control are satisfied.

FIG. 29 is a time chart showing an mode when the torque gradual decrease control, the oil pressure gradual increase control, and the torque gradual increase control are terminated, and an aspect of the end control.

At time t6, the oil pressure gradual increase control and the torque gradual increase control are started as described above. Then, at time t7, the torque gradual reduction control is started as described above. That is, as the transmission torque of the clutch 34 is gradually increased, the distribution of the drive torque of the MG 40 among the drive torques of the hybrid vehicle 10 is decreased, and the distribution of the drive torque of the engine 20 is increased.

At time t8, when the difference in rotation speed obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes smaller than the first threshold value, the torque gradual decrease control, the oil pressure gradual increase control, and the torque gradual increase control are stopped. Then, the MG command torque, the clutch oil command value, and the ENG command torque are maintained constant. Therefore, the reduction speed of the rotation speed difference after the time t8 is lower than the reduction speed of the rotation speed difference before the time t8.

If the drive torque of the engine 20 is increased earlier than the transmission torque of the clutch 34 is increased, the rotation speed of the engine 20 may increase. Further, if the drive torque of the MG 40 is reduced earlier than the transmission torque of the clutch 34 is increased, the drive torque of the hybrid vehicle 10 may decrease. Then, at the moment when the clutch 34 shifts from the half-clutch state to the fully connected state, it is difficult to reduce the drive torque of the MG 40 and increase the drive torque of the engine 20 in accordance with the increase in the transmission torque of the clutch 34. Is.

Therefore, at time t9, when the difference in rotation speed becomes smaller than the second threshold value, the state in which the torque gradual decrease control and the torque gradual increase control are stopped is maintained, while the command value of the clutch oil pressure is increased. Therefore, the rotation speed of the engine 20 does not rise, and the driving torque of the hybrid vehicle 10 does not decrease. Since the difference in rotation speed is sufficiently reduced until it becomes smaller than the second threshold value, the increase in transmission torque when the clutch 34 is engaged is sufficiently small.

At time t10, the command value of the clutch oil pressure is instructed to reach the maximum pressure (maximum pressure instruction), and the clutch 34 is completely engaged. After that, the ENG command torque is increased as the MG command torque is reduced.

The present embodiment described in detail above has the following advantages.

-If it is not determined that the cranking has been completed, the clutch 34 is not started to be filled with hydraulic oil. Therefore, the transmission torque is not generated by the clutch 34 during the cranking of the engine 20, and the engine 20 can be appropriately cranked.

If it is not determined that the rotation speed of the input shaft 34a is within the predetermined range, the clutch 34 is not started to be filled with hydraulic oil. Specifically, after the difference obtained by subtracting the rotation speed of the input shaft 34a of the clutch 34 from the rotation speed of the output shaft 34b of the clutch 34 per unit time becomes smaller than the filling start threshold, the clutch 34 is filled with hydraulic oil. Is started. Therefore, even if the hydraulic pressure of the hydraulic oil overshoots the command value and the transmission torque is generated by the clutch 34, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-The larger the primary gear ratio (gear ratio) of the transmission 36, the smaller the filling start threshold value is set. Therefore, the gear ratio at which torque shock is more likely to occur in the hybrid vehicle 10 is such that the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b of the clutch 34 per unit time is small. Filling of the hydraulic oil with the clutch 34 is started. Therefore, even when the gear ratio of the transmission 36 is large and torque shock is likely to occur, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-The smaller the gear ratio of the transmission 36, the larger the filling start threshold value is set. Therefore, the gear ratio at which torque shock is less likely to occur in the hybrid vehicle 10 is such that the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b of the clutch 34 per unit time is large. Filling of the hydraulic oil with the clutch 34 is started. Therefore, when the gear ratio of the transmission 36 is small and torque shock is unlikely to occur, the filling of the hydraulic oil in the clutch 34 can be started early, and the EV mode can be quickly shifted to the HEV mode.

If it is not determined that the rotation speed difference obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 per unit time is larger than the predetermined rotation speed difference, the hydraulic pressure gradual increase control is performed. Not started. Therefore, even if the hydraulic pressure gradually increases in a state where the rotation speed difference is larger than the predetermined rotation speed difference and the hydraulic pressure of the hydraulic oil overshoots the command value, the rotation speed and the output shaft of the input shaft 34a of the clutch 34 It becomes easy to maintain a state (half-clutch state) in which there is a difference from the rotation speed of 34b. Therefore, it is possible to suppress the sudden engagement of the clutch 34, and it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-If it is not determined that the rotation speed of the engine 20 per unit time is higher than the predetermined rotation speed, the oil pressure gradual increase control is not started. Therefore, even if the oil pressure gradually increases in a state where the engine speed per unit time is higher than the predetermined engine speed and the oil pressure of the hydraulic oil overshoots the command value, the engine speed becomes excessive. It is possible to suppress the decrease. Therefore, it is possible to suppress a shock due to a decrease in the rotation speed of the engine 20, and it is possible to suppress a torque shock from occurring in the hybrid vehicle 10.

-The larger the required value of the drive torque for running the hybrid vehicle 10, the higher the predetermined rotation speed is set. Therefore, the more easily the transmission torque of the clutch 34 is increased, the larger the difference in rotation speed between the input shaft 34a and the output shaft 34b of the clutch 34 is, and the gradual increase of the transmission torque of the clutch 34 is started. Therefore, even when the required value of the drive torque for driving the hybrid vehicle 10 is large, it is possible to suppress a decrease in the rotation speed of the engine 20, and thus it is possible to suppress the occurrence of a torque shock in the hybrid vehicle 10. can.

-The larger the gear ratio of the transmission 36, the larger the predetermined rotation speed difference is set. Therefore, the larger the gear ratio at which torque shock is likely to occur in the hybrid vehicle 10, the larger the difference in rotation speed obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 per unit time. Then, the transmission torque of the clutch 34 is gradually increased. Therefore, when the gear ratio of the transmission 36 is large and a torque shock is likely to occur, it is possible to suppress the sudden connection of the clutch 34, and it is possible to suppress the occurrence of a torque shock in the hybrid vehicle 10.

-The smaller the gear ratio of the transmission 36, the smaller the predetermined rotation speed difference is set. Therefore, the gear ratio at which torque shock is less likely to occur in the hybrid vehicle 10 is such that the difference in the number of revolutions obtained by subtracting the number of revolutions of the output shaft 34b of the clutch 34 from the number of revolutions of the input shaft 34a of the clutch 34 per unit time is small. Then, the transmission torque of the clutch 34 is gradually increased. Therefore, when the gear ratio of the transmission 36 is small and torque shock is unlikely to occur even if the clutch 34 is suddenly connected, the transmission torque of the clutch 34 can be started to gradually increase, and the EV mode can be quickly shifted to the HEV mode. can do.

-At the time of transition from the EV mode to the HEV mode, the oil pressure of the hydraulic oil is maintained at a predetermined oil pressure higher than 0 without generating a transmission torque by the clutch 34 before starting the oil pressure gradual increase control. Therefore, when the hydraulic pressure gradual increase control is started, the hydraulic pressure gradual increase can be started quickly. It is easy for the oil pressure to overshoot the command value when starting the gradual increase of the oil pressure from the state where the oil pressure of the hydraulic oil is maintained at a predetermined pressure. In this respect, even if the hydraulic pressure of the hydraulic oil overshoots the command value, it is possible to prevent the clutch 34 from suddenly engaging and the engine 20 from becoming excessively low, and the hybrid vehicle 10 is subjected to a torque shock. Can be suppressed from occurring.

-At the time of transition from the EV mode to the HEV mode, the hydraulic pressure of the hydraulic oil is gradually increased so as to gradually increase the transmission torque of the clutch 34. Further, the drive torque of the MG 40 is gradually reduced at the time of transition from the EV mode to the HEV mode. As a result, it is possible to suppress fluctuations in the torque transmitted to the drive wheels 54 during the transition from the EV mode to the HEV mode.

-The transmission start timing at which transmission torque is generated when the clutch 34 is connected is estimated. Therefore, even if the hydraulic oil of the hydraulic oil of the clutch 34 varies due to changes in the viscosity of the hydraulic oil due to the influence of air temperature and humidity, it is possible to estimate the transmission start timing at which the transmission torque is generated by the clutch 34. .. Then, based on the estimated transmission start timing, the gradual decrease start timing of the drive torque in the torque gradual decrease control of the MG command torque is controlled. Therefore, it is possible to suppress the deviation between the timing at which the transmission torque is generated by the clutch 34 and the timing at which the drive torque of the MG 40 is started to be gradually reduced, and it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

The clutch output shaft rotation speed sensor 73 detects the rotation speed of the output shaft 34b of the clutch 34 per unit time. Then, it is estimated that the timing at which the rotation speed detected by the clutch output shaft rotation speed sensor 73 changes to be larger than a predetermined value is the transmission start timing at which the transmission torque is generated by the clutch 34. Therefore, the transmission start timing of the clutch 34 can be accurately estimated. Then, at the time of transition from the EV mode to the HEV mode, the estimated transmission start timing is set as the gradual decrease start timing of the drive torque in the torque gradual decrease control. Therefore, the drive torque of the MG 40 can be gradually reduced in accordance with the transmission start timing of the clutch 34, and the occurrence of torque shock in the hybrid vehicle 10 can be further suppressed.

The timing at which the rate of change of the average value of the rotation speed detected by the clutch output shaft rotation speed sensor 73 in a predetermined period becomes larger than the predetermined rate of change is estimated to be the transmission start timing. Therefore, the transmission start timing of the clutch 34 can be accurately estimated while suppressing the influence of noise.

-The larger the required value of the drive torque for traveling the hybrid vehicle 10, the larger the predetermined rate of change is set. Therefore, even if the magnitude of the change in the rotation speed of the output shaft 34b at the transmission start timing of the clutch 34 fluctuates according to the required value of the drive torque, the transmission start timing of the clutch 34 can be accurately estimated.

-At the time of transition from the EV mode to the HEV mode, the transmission start timing is estimated on condition that the filling of the hydraulic oil with the clutch 34 is completed. Therefore, if the filling of the hydraulic oil to the clutch 34 is not completed and the control for gradually increasing the transmission torque of the clutch 34 is not started, the transmission start timing is not estimated. Therefore, the influence of the unevenness of the road on which the hybrid vehicle 10 travels and the influence of the oil pressure of the hydraulic oil of the clutch 34 overshooting the command value can be suppressed, and the transmission start timing of the clutch 34 can be erroneously estimated. Can be suppressed.

When the command value of the drive torque of the engine 20 or the MG 40 suddenly changes, the drive torque of the MG 40 is controlled so as to suppress the sudden change of the drive torque transmitted to the drive wheels 54 (vibration control control). Therefore, it is possible to suppress the occurrence of a large torque shock in the hybrid vehicle 10. Further, it is possible to suppress the transition to the estimation of the transmission start timing in the state where the drive system of the hybrid vehicle 10 is resonating, and it is possible to appropriately estimate the transmission start timing.

-Damping control is prohibited while estimating the transmission start timing. Therefore, when the clutch 34 is connected, the fluctuation of the rotation speed of the output shaft 34b can be prevented from being suppressed, and the transmission start timing of the clutch 34 can be appropriately estimated. Specifically, the damping control is prohibited before the estimation of the transmission start timing is started, that is, before the transmission start timing is reached. Therefore, it is possible to prevent the fluctuation of the rotation speed of the output shaft 34b from being suppressed before connecting the clutch 34, and it is possible to appropriately estimate the transmission start timing of the clutch 34.

-The standard rotation speed of MG40 in the process of transition from HEV mode to HHEV mode is set. Then, in the transition process, the drive torque of the MG 40 is controlled so that the rotation speed of the MG 40 approaches the set reference rotation speed. Therefore, even if the transmission torque of the clutch 34 or the drive torque of the engine 20 deviates from the command value due to the variation in the characteristics of the clutch 34 and the engine 20, the environment such as the temperature, the rotation speed of the MG 40 is set to the standard rotation speed. Can be brought closer. Therefore, it is possible to suppress a sudden change in the rotation speed of the MG 40, and by extension, a sudden change in the rotation speed of the drive wheel 54, and it is possible to suppress the occurrence of a torque shock in the hybrid vehicle 10.

-The standard rotation speed is set so that the slope of the rotation speed of the MG 40 in the execution period of the EV mode before the transition to the HEV mode is close to the slope of the rotation speed of the MG 40 in the transition process. Therefore, it is possible to suppress the change in the inclination of the rotation speed of the MG 40 in the transition process from the inclination of the rotation speed of the MG 40 during the execution period of the EV mode. Therefore, it is possible to suppress a sudden change in the rotation speed of the MG 40 from the execution period of the EV mode to the transition process, and it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-The base inclination of the rotation speed of MG40 is calculated based on the required drive torque of the driver. Therefore, the base inclination of the rotation speed of the MG 40 is a value that reflects the required drive torque of the driver. The difference between the inclination of the rotation speed of the MG 40 and the base inclination in the execution period of the EV mode before the transition to the HEV mode is due to the weight of the hybrid vehicle 10 and the slope of the road on which the hybrid vehicle 10 travels. It shows how much the inclination of the rotation speed of the MG 40 deviates from the base inclination. Then, the reference rotation speed of the MG 40 in the transition process is set so that the slope of the rotation speed of the MG 40 is calculated by adding the above difference to the base inclination of the rotation speed of the MG 40 in the transition process. Therefore, the reference rotation speed of the MG 40 in the transition process can be appropriately set by correcting the base inclination of the rotation speed of the MG 40 that reflects the required drive torque of the driver. As a result, by bringing the rotation speed of the MG 40 closer to the reference rotation speed in the transition process, it is possible to further suppress the occurrence of torque shock in the hybrid vehicle 10.

-The higher the speed of the hybrid vehicle 10, the greater the running resistance, and the speed of the hybrid vehicle 10, and eventually the rotation speed of the MG 40, is less likely to increase. In this respect, in the present embodiment, the higher the speed of the hybrid vehicle 10, the smaller the base inclination. According to such a configuration, the reference rotation speed of the MG 40 can be appropriately set in consideration of the influence of the speed of the hybrid vehicle 10.

Since the ratio of the rotation speed (rotation speed) of the MG 40 to the rotation speed (rotation speed) of the drive wheel 54 is constant, the change in the rotation speed of the drive wheel 54 is proportional to the change in the rotation speed of the MG 40. Therefore, by suppressing the sudden change in the rotation speed of the MG 40, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10. It is also possible to adopt a configuration in which the ratio of the rotation speed of the MG 40 to the rotation speed of the drive wheels 54 is variable. Even in that case, the control of the present embodiment may be executed with the ratio of the rotation speed of the MG 40 to the rotation speed of the drive wheels 54 fixed.
If the detection accuracy of the clutch output shaft rotation speed sensor 73 that detects the rotation speed of the output shaft 34b per unit time is low, the accuracy of estimating the transmission start timing of the clutch 34 becomes low, and eventually the hybrid vehicle 10 is subjected to torque shock. Will occur. In this respect, since the clutch output shaft rotation speed sensor 73 is a resolver or Hall element having a detection accuracy higher than a predetermined detection accuracy, the accuracy of estimating the transmission start timing of the clutch 34 can be increased, and thus the hybrid vehicle. It is possible to suppress the occurrence of a torque shock at 10.

-During the gradual increase in the transmission torque of the clutch 34, it is determined that the rotation speed difference obtained by subtracting the rotation speed of the output shaft 34b of the clutch 34 from the rotation speed of the input shaft 34a of the clutch 34 per unit time is smaller than the first threshold value. Will be done. Then, when it is determined that the rotation speed difference is smaller than the first threshold value, the gradual increase of the transmission torque is stopped. Therefore, the speed at which the difference in rotation speed decreases can be slowed down as compared with the case where the transmission torque of the clutch 34 is gradually increasing. As a result, the difference in rotation speed is made smaller until the clutch 34 is completely connected, that is, in a state where there is a difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b (half-clutch state). can do. Therefore, it is possible to suppress the sudden engagement of the clutch 34, and it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-During the gradual increase in the transmission torque, the drive torque of the MG 40 is gradually reduced based on the transmission torque, and the drive torque of the engine 20 is gradually increased based on the transmission torque. Therefore, as the transmission torque of the clutch 34 is gradually increased, the distribution of the drive torque of the MG 40 among the drive torques of the hybrid vehicle 10 can be reduced and the distribution of the drive torque of the engine 20 can be increased.

When it is determined that the difference in rotation speed is smaller than the first threshold value, the gradual decrease in the drive torque of the MG 40 is stopped, and the gradual increase in the drive torque of the engine 20 is stopped. Therefore, when the gradual increase in the transmission torque is stopped, the gradual decrease in the drive torque of the MG 40 is also stopped, and it is possible to suppress the decrease in the drive torque of the hybrid vehicle 10. Further, when the gradual increase of the transmission torque is stopped, the gradual increase of the drive torque of the engine 20 is also stopped, and it is possible to suppress the increase in the rotation speed of the engine 20. That is, it becomes easy to maintain a balance between the drive torque of the hybrid vehicle 10, the drive torque of the MG 40, and the drive torque of the engine 20.

-While the gradual increase of the transmission torque is stopped, it is determined that the rotation speed difference is smaller than the second threshold value set to a value smaller than the first threshold value. Then, the transmission torque of the clutch 34 is increased on condition that the difference in rotation speed is determined to be smaller than the second threshold value. That is, when it is not determined that the difference in rotation speed is smaller than the second threshold value, the gradual increase in the transmission torque is stopped, and the transmission torque of the clutch 34 is not increased. Therefore, the transmission torque of the clutch 34 is increased in a state where the difference in rotation speed is smaller than the second threshold value set to a value smaller than the first threshold value, and the torque is applied to the hybrid vehicle 10 when the clutch 34 is connected. It is possible to suppress the occurrence of shock. Further, by increasing the transmission torque of the clutch 34, the clutch 34 can be reliably connected.

When the transmission torque of the clutch 34 is increased, the gradual decrease of the drive torque of the MG 40 is stopped, and the gradual increase of the drive torque of the engine 20 is stopped. Therefore, it is possible to suppress the increase in the number of revolutions of the engine 20 and the decrease in the driving torque of the hybrid vehicle 10. When the difference in rotation speed is smaller than the second threshold value, the increase in transmission torque due to the connection of the clutch 34 is small, so that the torque shock due to the increase in drive torque of the hybrid vehicle 10 is small.

-The larger the required value of the drive torque for driving the hybrid vehicle 10, the smaller the first threshold value is set. Therefore, the more the torque shock of the hybrid vehicle 10 is less likely to be noticed, the later the timing for stopping the gradual increase in the oil pressure of the clutch 34 can be delayed, and the time until the clutch 34 is engaged can be shortened. ..

It should be noted that the above embodiment can be modified and implemented as follows.

-As a mode for reducing the gradual increase speed of the transmission torque, the clutch 34 is not limited to stopping the gradual increase of the transmission torque, but is appropriately controlled by an actuator that controls the hydraulic pressure of the hydraulic oil based on the hydraulic command value. The transmission torque may be gradually increased while the speed at which the transmission torque is gradually increased, that is, the rate at which the transmission torque is increased may be decreased.

-As the clutch output shaft rotation speed sensor 73, a sensor other than a resolver or a Hall element, such as an optical sensor, can also be adopted.

-Instead of the series of processes shown in FIG. 26, the MG command torque may be feedback-controlled so that the MG rotation speed matches the reference rotation speed.

-Instead of the starter 22, rotation is applied to the crankshaft of the engine 20, power is generated by the rotation of the crankshaft, and power generation with a motor function capable of assisting the driving force of the engine 20 during operation of the engine 20. A machine (corresponding to the starting mechanism) can also be adopted.

-As the processing of the first determination unit, a predetermined time has passed since the injection signal for executing the fuel injection in the engine 20 was output, and the ignition signal for executing the ignition of the fuel in the engine 20 was output. When at least one is satisfied, it may be determined that the cranking is completed. Even with these configurations, it can be easily determined that the cranking has been completed based on the state of the engine 20.

-In the above embodiment, as the processing of the second determination unit, the larger the primary gear ratio (gear ratio) of the transmission 36 (the lower gear side), the smaller the filling start threshold value (corresponding to a predetermined threshold value) is set. However, the filling start threshold value can be set to a binary value of a small value on the low gear side and a large value on the high gear side, or can be set to a constant value.

-The processing of the rotation speed difference determination unit is other than the method of obtaining the difference between the rotation speeds detected by the clutch input shaft rotation speed sensor 72 and the clutch output shaft rotation speed sensor 73 and determining that the difference is larger than the predetermined rotation speed difference. The following method may be adopted. That is, a period from a predetermined timing (for example, the time t3 at which the clutch input rotation speed shown in FIG. 4 starts to rise rapidly) to reaching a preset predetermined rotation speed difference is set, and after the predetermined timing is reached. When the actual elapsed time exceeds that period, it may be determined by assuming that the rotation speed difference becomes larger than the predetermined rotation speed difference.

-The torque converter 32 can be omitted.

-It is also possible to adopt a hybrid vehicle 10 in which the clutch 34 is provided between the transmission 36 and the MG 40. Further, the MG 40 can also adopt a hybrid vehicle 10 provided between the clutch 34 and the transmission 36.

-The transmission torque of the clutch 34 may overshoot the command value due to an error in the drive amount of the actuator that controls the transmission torque of the clutch 34. In that case, when the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b per unit time match, the clutch 34 may suddenly connect and a torque shock may occur in the hybrid vehicle 10.

Such a problem also occurs when the filling control for filling the clutch 34 with hydraulic oil is not executed. Therefore, omitting the filling control, the control device 70 determines that the rotation speed difference is larger than the predetermined rotation speed difference at the time of transition from the EV mode to the HEV mode, and the rotation speed of the engine 20 is the predetermined rotation speed. The oil pressure gradual increase control at the command value of the clutch oil pressure may be started on condition that it is determined to be higher than the number.

Further, the above problem occurs not only when the clutch 34 is a hydraulically driven clutch but also when the clutch 34 is an electromagnetically driven clutch. Therefore, by adopting the electromagnetically driven clutch 34, the control device 70 (corresponding to the transmission torque control unit) determines that the rotation speed difference is larger than the predetermined rotation speed difference at the time of transition from the EV mode to the HEV mode. The transmission torque of the clutch 34 may be gradually increased on condition that the rotation speed of the engine 20 is determined to be higher than the predetermined rotation speed.

-In the above embodiment, as the processing of the rotation speed difference determination unit, the larger the primary gear ratio (gear ratio) of the transmission 36 (the lower gear side), the larger the predetermined rotation speed difference is set. However, the predetermined rotation speed difference can be set to a binary value of a large value on the low gear side and a small value on the high gear side, or can be set to a constant value.

-In the above embodiment, as the processing of the engine rotation speed determination unit, the larger the required value (driver required torque) of the drive torque for driving the hybrid vehicle 10, the higher the predetermined rotation speed is set. However, the predetermined number of revolutions can be set to a binary value of a high value on the high drive torque side and a low value on the low drive torque side, or can be set to a constant value.

-When estimating the transmission start timing of the clutch 34, it is possible to omit prohibiting the vibration damping control. Further, the vibration damping control itself can be omitted.

-It is also possible to estimate the transmission start timing without the condition that the filling (filling control) of the hydraulic oil with respect to the clutch 34 is completed.

When estimating the transmission start timing, instead of the rotation speed of the output shaft 34b (corresponding to the rotating member) of the clutch 34, the rotation speed of the output shaft 36a (corresponding to the rotating member) of the transmission 36 and the output of the MG 40. The number of rotations of the shaft 40a (corresponding to the rotating member), the number of rotations of the drive wheel 54 (corresponding to the rotating member), and the like can also be adopted.

-In the above embodiment, as the processing of the transmission estimation unit, the predetermined change rate is set to a larger value as the required value of the drive torque for traveling the hybrid vehicle 10 is larger. However, as the processing of the transmission estimation unit, the larger the rate of change of the rotation speed of the output shaft 34b (rotating member) of the clutch 34 per unit time at the time of transition from the EV mode to the HEV mode, the larger the predetermined rate of change is set. At least one of the above and the setting of a predetermined change rate to a larger value as the change rate of the hydraulic pressure of the hydraulic oil at the time of transition from the EV mode to the HEV mode is large may be executed.

-In the above embodiment, as the processing of the transmission estimation unit, the rate of change of the average value of the rotation speed detected by the clutch output shaft rotation speed sensor 73 (corresponding to the rotation speed detection unit) in a predetermined period is larger than the predetermined rate of change. The timing was estimated to be the transmission start timing. Instead of this, it is conceivable to estimate the transmission start timing based on the amount of variation in the rotation speed detected by the clutch output shaft rotation speed sensor 73.

However, when the speed of the hybrid vehicle 10 fluctuates due to acceleration, the number of rotations per unit time of the rotating member included in the driving force transmission path between the output shaft 34b of the clutch 34 and the driving wheels 54 also fluctuates. Therefore, assuming that the timing at which the fluctuation amount of the rotation speed detected by the rotation speed detection unit becomes larger than the predetermined fluctuation amount is estimated as the transmission start timing, the fluctuation amount of the rotation speed of the rotating member due to the acceleration of the hybrid vehicle 10 is calculated. There is a risk of erroneously estimating the transmission start timing of the clutch 34.

In this regard, as described in FIG. 19 as the MG rotation speed and the MG rotation fluctuation amount, as the processing of the transmission estimation unit, the fluctuation amount due to the acceleration of the hybrid vehicle 10 from the fluctuation amount of the rotation speed detected by the rotation speed detection unit. It is advisable to estimate the timing at which the fluctuation amount excluding the above fluctuation amount becomes larger than the predetermined fluctuation amount as the transmission start timing (time t24). According to such a configuration, the transmission start timing of the clutch 34 can be accurately estimated while suppressing the influence of the acceleration of the hybrid vehicle 10.

The frequency of the fluctuation of the rotation speed of the rotating member due to the acceleration of the hybrid vehicle 10 is lower than the frequency of the fluctuation of the rotation speed of the rotating member caused by the start of transmission of the clutch 34. Therefore, as a process of the transmission estimation unit, the rotation speed detected by the rotation speed detection unit is passed through a filter that passes a component having a frequency lower than a predetermined frequency and attenuates a component having a frequency higher than the predetermined frequency. It is advisable to calculate the amount of fluctuation due to acceleration of the hybrid vehicle 10. According to such a configuration, the amount of fluctuation due to acceleration of the hybrid vehicle 10 can be easily calculated. In addition to the configuration using the above filter, an approximate expression of a straight line representing a change in the rotation speed (corresponding to the MG rotation speed) of the output shaft 34b of the clutch 34 is calculated, and the hybrid vehicle 10 is accelerated based on the approximate expression. The amount of fluctuation can also be calculated.

-As the processing of the transmission estimation unit, the predetermined fluctuation amount is set larger as the rate of change of the rotation speed of the rotating member per unit time during the transition from the EV mode to the HEV mode is larger, and the transition from the EV mode to the HEV mode is performed. The larger the rate of change in the hydraulic pressure of the hydraulic oil at that time, the larger the predetermined fluctuation amount is set, and as shown in FIG. 30, the larger the required value (driver required torque) of the drive torque for running the hybrid vehicle 10, the more predetermined. It is advisable to carry out at least one of setting a large amount of fluctuation. According to such a configuration, even if the magnitude of the change in the rotation speed of the rotating member at the transmission start timing of the clutch 34 fluctuates according to the state of the hybrid vehicle 10, the transmission start timing of the clutch 34 is accurately estimated. can do.

When the hydraulic oil of the clutch 34 is gradually increased to gradually increase the transmission torque of the clutch 34, there is a delay from the start of the hydraulic oil of the clutch 34 to the transmission start timing of the clutch 34. Further, the oil pressure of the hydraulic oil of the clutch 34 may vary due to a change in the viscosity of the hydraulic oil due to the influence of air temperature and humidity. However, the delay from the start of the hydraulic pressure of the hydraulic oil to the transmission start timing of the clutch 34 can be calculated in advance based on an experiment or the like, or can be detected in the previous connection of the clutch 34.

Therefore, as the processing of the timing control unit, when shifting from the EV mode to the HEV mode, a configuration is adopted in which the hydraulic pressure gradual increase start timing is controlled by the hydraulic gradual increase unit based on the gradual decrease start timing of the drive torque by the torque gradual decrease unit. You can also do it. According to such a configuration, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

Specifically, the drive torque gradual decrease start timing of the MG 40 can be determined based on the ENG rotation speed and the clutch input rotation speed, and the hydraulic pressure gradual increase start timing can be determined before a predetermined time from the drive torque gradual decrease start timing.

In the above embodiment, when it is determined that the difference in rotation speed obtained by subtracting the clutch output rotation speed from the clutch input rotation speed is smaller than the first threshold value, the gradual increase in the transmission torque of the clutch 34 is stopped and maintained constant. In addition, the gradual decrease in the drive torque of the MG 40 was stopped and kept constant, and the gradual increase in the drive torque of the engine 20 was stopped and kept constant. However, the transmission torque is gradually reduced as a mode for stopping the gradual increase in the transmission torque, the drive torque is gradually increased as a mode for stopping the gradual decrease in the drive torque of the MG 40, and the drive torque is gradually increased as a mode for stopping the gradual increase in the drive torque of the engine 20. Can also be gradually reduced.

-The larger the gear ratio of the transmission 36 (the lower the shift gear of the transmission 36), the larger the torque transmitted between the engine 20 and the drive wheels 54, and the torque shock is likely to occur in the hybrid vehicle 10. .. Therefore, as the processing of the second rotation speed difference determination unit, the second threshold value may be set to a smaller value as the primary gear ratio (gear ratio) of the transmission 36 is larger. According to such a configuration, the greater the gear ratio at which torque shock is likely to occur in the hybrid vehicle 10, the smaller the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b of the clutch 34 per unit time. Therefore, the transmission torque of the clutch 34 is increased. Therefore, even when the gear ratio of the transmission 36 is large and torque shock is likely to occur, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

-The smaller the gear ratio of the transmission 36 (the higher the shift gear of the transmission 36), the smaller the torque transmitted between the engine 20 and the drive wheels 54, and the less torque shock is generated in the hybrid vehicle 10. .. Therefore, as the processing of the second rotation speed difference determination unit, the second threshold value may be set to a larger value as the primary gear ratio (gear ratio) of the transmission 36 is smaller. According to such a configuration, the gear ratio at which torque shock is less likely to occur in the hybrid vehicle 10 is such that the difference between the rotation speed of the input shaft 34a of the clutch 34 and the rotation speed of the output shaft 34b of the clutch 34 per unit time is large. Therefore, the transmission torque of the clutch 34 is increased. Therefore, when the gear ratio of the transmission 36 is small and torque shock is unlikely to occur, the transmission torque of the clutch 34 can be increased quickly, and the EV mode can be quickly shifted to the HEV mode.

-In addition to the above control, at the time of transition from EV mode to HV mode, a predetermined time after the gradual increase of the command value of the clutch oil is started (the gradual increase of the hydraulic oil of the hydraulic oil is commanded by the hydraulic gradual increase part), It may be the timing for gradually reducing the MG command torque (the timing for starting the gradual reduction of the drive torque by the torque gradual reduction unit). According to such a configuration, even if the transmission start timing at which the transmission torque is generated cannot be estimated, the MG command torque gradually decreases when a predetermined time elapses from the start of the gradual increase of the clutch oil command value. can do.

The control device 70 (target setting unit) sets the slope of the rotation speed (rotation speed) of the MG 40 per unit time in the execution period of the EV mode before the transition to the HEV mode as the slope of the rotation speed of the MG 40 in the transition process. The following configuration can also be adopted as a configuration for setting the standard rotation speed (standard rotation speed) so as to approach each other. That is, even if the slope of the rotation speed of the MG 40 in the execution period of the EV mode immediately before the transition to the HEV mode (before a predetermined period) is calculated and the reference rotation speed in the transition process is set so as to maintain the slope. good.

-In the above embodiment, the EV mode has been described as a mode in which the hybrid vehicle 10 is driven by the power of the MG 40. However, the EV mode may be a mode in which the engine 20 is simply stopped and the clutch 34 is disengaged without using the power of the MG 40, and the vehicle coasts.

10 ... hybrid vehicle, 20 ... engine, 22 ... starter, 34 ... clutch, 36 ... transmission, 40 ... MG, 54 ... drive wheels, 70 ... control device.

Claims (6)

It includes an engine (20) and a motor (40) as power sources, a drive wheel (54), and a clutch (34) that disconnects and connects a drive force transmission path between the engine and the drive wheel. A hybrid vehicle (10) that executes an EV mode in which the clutch is disengaged and travels by the power of the motor, and an HV mode in which the clutch is connected and travels by the power of at least the engine among the engine and the motor. A drive control device (70) that controls the drive.
In the process of transition from the EV mode to the HV mode, a transmission gradual increase unit that gradually increases the transmission torque of the clutch, and a transmission gradual increase unit.
In the transition process, a torque gradual increase section that gradually increases the drive torque of the engine, and
A target setting unit that sets the target rotation speed of the motor in the transition process,
In the transition process, a torque control unit that controls the drive torque of the motor so that the rotation speed of the motor approaches the target rotation speed set by the target setting unit.
Equipped with a,
The target setting unit has the target rotation speed so as to bring the inclination of the rotation speed of the motor in the transition process close to the inclination of the rotation speed of the motor during the execution period of the EV mode before the transition to the HV mode. Hybrid vehicle drive control device to set. The target setting unit calculates the base inclination of the rotation speed of the motor based on the required drive torque of the driver, and the inclination of the rotation speed of the motor during the execution period of the EV mode before shifting to the HV mode and the said. the difference between the base gradient, such that the inclination of the rotational speed of the motor that is calculated by adding to the base inclination in the transition process, the drive of the hybrid vehicle according to claim 1 for setting the target rotational speed Control device. It includes an engine (20) and a motor (40) as power sources, a drive wheel (54), and a clutch (34) that disconnects and connects a drive force transmission path between the engine and the drive wheel. A hybrid vehicle (10) that executes an EV mode in which the clutch is disengaged and travels by the power of the motor, and an HV mode in which the clutch is connected and travels by the power of at least the engine among the engine and the motor. A drive control device (70) that controls the drive.
In the process of transition from the EV mode to the HV mode, a transmission gradual increase unit that gradually increases the transmission torque of the clutch, and a transmission gradual increase unit.
In the transition process, a torque gradual increase section that gradually increases the drive torque of the engine, and
A target setting unit that sets the target rotation speed of the motor in the transition process,
In the transition process, a torque control unit that controls the drive torque of the motor so that the rotation speed of the motor approaches the target rotation speed set by the target setting unit.
With
The target setting unit calculates the base inclination of the rotation speed of the motor based on the required drive torque of the driver, and the inclination of the rotation speed of the motor during the execution period of the EV mode before shifting to the HV mode and the said. A drive control device for a hybrid vehicle that sets the target rotation speed so that the difference from the base inclination becomes the inclination of the rotation speed of the motor calculated by adding the difference from the base inclination to the base inclination in the transition process. The drive control device for a hybrid vehicle according to claim 2 or 3, wherein the target setting unit reduces the base inclination as the speed of the vehicle increases. The vehicle includes a detection unit (76) that detects the rotational speed of the motor.
The torque control unit controls the drive torque of the motor so that the rotation speed of the motor detected by the detection unit becomes the target rotation speed set by the target setting unit in the transition process. The drive control device for a hybrid vehicle according to any one of claims 1 to 4. The drive control device for a hybrid vehicle according to any one of claims 1 to 5, wherein the ratio of the rotation speed of the motor to the rotation speed of the drive wheels is constant.

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