CN104870284B - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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Publication number
CN104870284B
CN104870284B CN201380068175.XA CN201380068175A CN104870284B CN 104870284 B CN104870284 B CN 104870284B CN 201380068175 A CN201380068175 A CN 201380068175A CN 104870284 B CN104870284 B CN 104870284B
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clutch
mentioned
gradient
increase
engine
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CN104870284A (zh
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松井弘毅
下山广树
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

提供一种能够改善发动机启动时的加速迟缓的混合动力车辆的控制装置。发动机启动控制部具备第二离合器扭矩增加梯度控制部，该发动机启动控制部在发动机启动时使第二离合器(CL2)开始滑动，将第一离合器(CL1)设为滑动接合状态，并且将第二离合器传递扭矩容量设为所设定的起动中扭矩限制值(Tcrlim)以下来维持滑动状态，从而使发动机起动，当发动机成为驱动状态时，将第一离合器(CL1)和第二离合器(CL2)向完全接合状态进行控制，该第二离合器扭矩增加梯度控制部在执行起动处理时执行第一增加处理和第二增加处理，在该第一增加处理中使第二离合器传递扭矩容量指令值(tTcl2)以第一增加梯度(R1)增加，在该第二增加处理中，使第二离合器传递扭矩容量指令值(tTcl2)以比第一增加梯度(R1)平缓的第二增加梯度(R2)增加。

Description

混合动力车辆的控制装置
技术领域
本发明涉及一种混合动力车辆的控制装置，特别是涉及一种发动机启动时的控制。
背景技术
以往，已知一种具备第一离合器和第二离合器的混合动力车辆，其中，该第一离合器使作为驱动源的发动机与电动发电机之间的传递扭矩容量可变，该第二离合器使电动发电机与驱动轮侧之间的传递扭矩容量可变(例如，参照专利文献1)。
在该以往技术中，在从仅利用电动发电机的驱动力行驶的EV模式切换为使发动机启动而利用发动机和电动发电机的驱动力行驶的HEV模式时，进行了如下的发动机启动控制。
即，在发动机启动控制中，首先使第二离合器滑动，并且在使电动发电机的驱动扭矩上升之后，使第一离合器接合，从而对发动机进行旋转输入(起动)。之后，如果发动机转速上升，则使第一离合器接合，并且将第二离合器从滑动状态向接合状态进行控制。
另外，在第二离合器滑动时，将该传递扭矩容量限制为能够保持滑动状态的限制值(起动中扭矩限制值)，随着将第一离合器向完全接合进行控制，使第二离合器的传递扭矩容量上升。
专利文献1：日本特开2007-69817号公报
发明内容
发明要解决的问题
在上述的以往技术中，在第二离合器的情况下，为了从滑动开始时起在起动中维持滑动状态，将其传递扭矩容量限制为限制值。
然而，如果将第二离合器的传递扭矩容量限制为限制值的时间变长，则在此期间车辆加速度为0，发生了加速迟缓。
本发明是着眼于上述问题而完成的，其目的在于提供一种能够改善发动机启动时的加速迟缓的混合动力车辆的控制装置。
用于解决问题的方案
为了实现上述目的，本发明的混合动力车辆的控制装置的特征在于，具备：
发动机启动控制部，其在发动机启动时执行以下处理：滑动开始处理，使第二离合器开始滑动；起动处理，将第一离合器设为滑动接合状态，并且将第二离合器传递扭矩容量设为所设定的起动中扭矩限制值以下来维持滑动状态，从而使上述发动机起动；以及离合器接合处理，当上述发动机成为驱动状态时，将上述第一离合器和上述第二离合器向完全接合状态进行控制；以及
第二离合器扭矩增加梯度控制部，其包含于该发动机启动控制部，在执行上述起动处理时执行第一增加处理和第二增加处理，其中，在该第一增加处理中，使上述第二离合器传递扭矩容量从上述滑动开始的状态起以预先设定的第一增加梯度增加，在该第二增加处理中，使上述第二离合器传递扭矩容量以比上述第一增加梯度平缓的第二增加梯度增加。
发明的效果
在本发明中，发动机启动控制部在启动发动机时执行以下起动处理：在使第一离合器滑动接合之后，一边使第二离合器滑动一边使发动机启动。
此时，第二离合器扭矩增加梯度控制部在第一离合器开始滑动接合之后，首先执行使第二离合器的传递扭矩容量以增加率相对较大的第一增加梯度增加的第一增加处理，之后执行使第二离合器的传递扭矩容量以增加率相对较小的第二增加梯度增加的第二增加处理。
因而，与仅以增加率相对较大的第一增加梯度增加的情况相比，使第二离合器的传递扭矩容量达到限制值的时期延迟，从第二离合器向驱动轮侧的输出难以被限制值所限制。由此，与来自第二离合器的输出被限制值相对提前地限制的情况相比，加速迟缓减少。
这样，在本发明中，能够提供一种能够改善发动机启动时的加速迟缓的混合动力车辆的控制装置。
附图说明
图1是表示应用了实施方式1的混合动力车辆的控制装置的混合动力车辆的传动系统的传动系统结构图。
图2是表示由实施方式1的混合动力车辆的控制装置的整合控制器执行的运算处理的控制框图。
图3是表示进行实施方式1的混合动力车辆的控制装置的整合控制器中的模式选择处理时使用的EV-HEV选择映射的图。
图4A是表示由实施方式1的混合动力车辆的控制装置的整合控制器使用的目标正常扭矩映射的映射图。
图4B是表示由实施方式1的混合动力车辆的控制装置的整合控制器使用的MG辅助驱动力映射的映射图。
图5是表示实施方式1的混合动力车辆的控制装置所使用的发动机启动停止线映射的映射图。
图6是表示与实施方式1的混合动力车辆的控制装置所使用的电池SOC相对应的行驶中请求发电输出的特性图。
图7是表示实施方式1的混合动力车辆的控制装置所使用的发动机的最佳燃料消耗线的特性图。
图8是表示在实施方式1的混合动力车辆的控制装置中使用的自动变速机的变速线的一例的变速映射图。
图9是表示在实施方式1的混合动力车辆的控制装置中目标行驶模式转变的一例的目标行驶模式图。
图10是表示在实施方式1的混合动力车辆的控制装置中发动机启动控制的处理的流程的流程图。
图11A是表示实施方式1的混合动力车辆的控制装置的增加梯度的设定映射的图。
图11B是表示实施方式1的混合动力车辆的控制装置的增加梯度切换阈值的设定映射的图。
图12是表示实施方式1的混合动力车辆的控制装置的整合控制器的主要部分的框图。
图13是表示实施方式1的混合动力车辆的控制装置和比较例的执行发动机启动控制时的动作例的时序图。
具体实施方式
以下，基于附图所示的实施方式1来说明用于实现本发明的混合动力车辆的驱动扭矩控制装置的最佳的方式。
(实施方式1)
首先，说明实施方式1的混合动力车辆的控制装置的结构。
当说明该结构时，将实施方式1的混合动力车辆的控制装置的结构分为“传动系统结构”、“控制系统结构”、“整合控制器的结构”以及“发动机启动控制运算处理结构”来进行说明。
[传动系统结构]
首先，说明实施方式1的混合动力车辆的传动系统结构。
图1是表示应用了实施方式1的混合动力车辆的驱动扭矩控制装置的后轮驱动的混合动力车辆的整体系统图。
如图1所示，实施方式1的混合动力车辆的驱动系统具备：发动机Eng、飞轮FW、第一离合器CL1、电动发电机MG、第二离合器CL2、自动变速机AT、传动轴PS、差速器DF、左驱动轴DSL、右驱动轴DSR、左后轮(驱动轮)RL、右后轮(驱动轮)RR、左前轮FL以及右前轮FR。
发动机Eng是汽油发动机、柴油发动机，基于来自发动机控制器1的发动机控制指令来进行发动机启动控制、发动机停止控制、节气门的阀开度控制。此外，在发动机输出轴上设置有飞轮FW。
第一离合器CL1是安装在发动机Eng与电动发电机MG之间的离合器。该第一离合器CL1基于来自第一离合器控制器5的第一离合器控制指令，利用由第一离合器液压单元6生成的第一离合器控制液压，来控制包括半离合状态在内的接合和断开。另外，作为该第一离合器CL1，例如使用由具有活塞14a的液压致动器14来控制接合和断开的干式单片离合器。
电动发电机MG是在转子中埋设永磁体并在定子中缠绕有定子线圈的同步型电动发电机，基于来自马达控制器2的控制指令，通过施加由逆变器3生成的三相交流而被控制。该电动发电机MG作为接收来自电池4的电力供给来进行旋转驱动的电动机而进行动作(以下，将该状态称为“动力运转”)。并且，在转子从发动机Eng、驱动轮接收旋转能量的情况下，电动发电机MG还能够作为使定子线圈的两端产生电动势的发电机而发挥功能，来对电池4进行充电(以下，将该动作状态称为“再生”)。此外，该电动发电机MG的转子经由减振器与自动变速机AT的变速机输入轴相连结。
第二离合器CL2是安装在电动发电机MG与左右后轮RL、RR之间的离合器。该第二离合器CL2基于来自AT控制器7的第二离合器控制指令，利用由第二离合器液压单元8生成的控制液压，来控制包括滑动接合和滑动断开在内的接合和断开。作为该第二离合器CL2，例如使用能够用比例电磁阀连续地控制油流量和液压的湿式多片离合器、湿式多片制动器。
此外，第一离合器液压单元6和第二离合器液压单元8内置在被附设于自动变速机AT的AT液压控制器阀单元CVU中。
自动变速机AT是与车速、加速踏板开度等相应地对前进5速/后退1速等有级的变速级自动进行切换的有级变速机。因此，第二离合器CL2并不是作为专用离合器而新追加的离合器，而是从以自动变速机AT的各变速级相接合的多个摩擦接合元件中选择了配置于扭矩传递路径的最佳的离合器、制动器。此外，第二离合器CL2也可以不使用自动变速机AT的摩擦接合元件，而如在图中用双点划线所示那样，在电动发电机MG与自动变速机AT之间或者在自动变速机AT与驱动轮(左右后轮RL、RR)之间安装专用的离合器。
另外，自动变速机AT的输出轴经由传动轴PS、差速器DF、左驱动轴DSL以及右驱动轴DSR与左右后轮RL、RR相连结。
[控制系统结构]
接着，说明混合动力车辆的控制系统。
如图1所示，实施方式1的混合动力车辆的控制系统具有发动机控制器1、马达控制器2、逆变器3、电池4、第一离合器控制器5、第一离合器液压单元6、AT控制器7、第二离合器液压单元8、制动器控制器9以及整合控制器10。此外，发动机控制器1、马达控制器2、第一离合器控制器5、AT控制器7、制动器控制器9以及整合控制器10经由能够彼此交换信息的CAN通信线11进行连接。
发动机控制器1被输入来自发动机转速传感器12的发动机转速信息、来自整合控制器10的目标发动机扭矩指令以及其它必要信息。然后，向发动机Eng的节气门致动器等输出控制发动机动作点(Ne、Te)的指令。
马达控制器2被输入来自检测电动发电机MG的转子旋转位置的旋转变压器13的信息、来自整合控制器10的目标MG扭矩指令和目标MG转速指令以及其它必要信息。然后，向逆变器3输出控制电动发电机MG的马达动作点(Nm、Tm)的指令。此外，在该马达控制器2中，对表示电池4的充电容量的电池SOC进行监视，该电池SOC信息被用于电动发电机MG的控制信息，并且经由CAN通信线11被提供给整合控制器10。
第一离合器控制器5被输入来自检测液压致动器14的活塞14a的行程位置的第一离合器行程传感器15的传感器信息、来自整合控制器10的目标CL1扭矩指令以及其它必要信息。然后，将控制第一离合器CL1的接合和断开的指令输出到AT液压控制器阀单元CVU内的第一离合器液压单元6。
AT控制器7被输入来自加速踏板开度传感器16、车速传感器17以及其它传感器类18(变速机输入转速传感器、限制开关等)的信息。然后，在选择了D档位的行驶时，根据由加速踏板开度APO和车速VSP决定的运转点在档位映射上所存在的位置来检索最佳的变速级，将获得所检索出的变速级的控制指令输出到AT液压控制器阀单元CVU。另外，AT控制器7除了进行上述自动变速控制以外，还进行如下的第二离合器控制：在从整合控制器10输入了目标CL2扭矩指令的情况下，将控制第二离合器CL2的接合和断开的指令输出到AT液压控制器阀单元CVU内的第二离合器液压单元8。
此外，所谓档位映射，是与加速踏板开度APO和车速VSP相应地记入升档线和降档线而得到的映射，在图8中示出了一例。
制动器控制器9被输入来自检测四个车轮的各车轮速度的车轮速度传感器19和制动器行程传感器20的传感器信息、来自整合控制器10的再生协调控制指令以及其它必要信息。然后，例如在踩入制动器进行制动时，相对于根据制动器行程BS求出的请求制动力来说仅利用再生制动力不足的情况下，进行再生协调制动器控制，以利用机械制动力(液压制动力、马达制动力)来补偿该不足的部分。
整合控制器10管理整个车辆的消耗能量，承担着用于使车辆以最高效率行驶的功能，经由CAN通信线11被输入来自检测马达转速Nm的马达转速传感器21、其它传感器、开关类22的必要信息。然后，该整合控制器10向发动机控制器1输出目标发动机扭矩指令，向马达控制器2输出目标MG扭矩指令和目标MG转速指令，向第一离合器控制器5输出目标CL1扭矩指令，向AT控制器7输出目标CL2扭矩指令，向制动器控制器9输出再生协调控制指令。
图2是表示由应用了实施方式1的混合动力车辆的控制装置的混合动力车辆的整合控制器10执行的运算处理的控制框图。图3是表示进行混合动力车辆的整合控制器10中的模式选择处理时所使用的EV-HEV选择映射的图。以下，基于图2和图3来说明由实施方式1的整合控制器10执行的运算处理。
如图2所示，整合控制器10具有目标驱动扭矩运算部100、模式选择部200、目标充放电运算部300以及动作点指令部400。
在目标驱动扭矩运算部100中，使用图4A所示的目标正常驱动扭矩映射和图4B所示的MG辅助扭矩映射，根据与加速踏板开度APO和车速VSP相应的变速机输入转速，来计算目标正常驱动扭矩和MG辅助扭矩。
在模式选择部200中，使用图5所示的根据按每个车速设定的加速踏板开度APO而设定的发动机启动停止线映射，选择“EV行驶模式”或者“HEV行驶模式”来作为目标行驶模式。此外，随着电池SOC变低，发动机启动线和发动机停止线向加速踏板开度变小的方向下降。
在目标充放电运算部300中，使用图6所示的行驶中发电请求输出映射，基于电池SOC来运算目标发电输出。另外，在目标充放电运算部300中，运算将发动机扭矩从当前的动作点如图7中用粗线表示的那样提高到最佳燃料消耗线所需的输出，将比目标发电输出少的输出作为请求输出并与发动机输出相加
在动作点指令部400中，根据加速踏板开度APO、目标驱动扭矩tFoO、MG辅助扭矩、目标模式、车速VSP以及目标充放电电力(请求发电输出)tP，将它们作为动作点到达目标，来运算过渡性的目标发动机扭矩、目标MG扭矩、目标MG转速、目标CL1扭矩、目标CL2扭矩以及目标变速比。这些运算结果经由CAN通信线11被输出到各控制器1、2、5、7。
并且，在动作点指令部400中执行发动机启动处理。
即，在模式选择部200中，当在EV行驶中由加速踏板开度APO和车速VSP的组合决定的运转点越过EV→HEV切换线而进入HEV区域时，进行从EV行驶模式向伴有发动机启动的HEV行驶模式切换的模式切换。另外，在模式选择部200中，当在HEV行驶中运转点越过HEV→EV切换线而进入EV区域时，进行从HEV行驶模式向伴有发动机停止和发动机断开的EV行驶模式切换的行驶模式切换。
与该行驶模式切换相应地，在动作点指令部400中，在EV行驶模式下加速踏板开度APO越过图5所示的发动机启动线的时刻进行启动处理。关于该启动处理，对第二离合器CL2控制扭矩容量，使得该第二离合器CL2滑动到半离合状态，在判断为第二离合器CL2开始滑动之后，开始第一离合器CL1的接合，从而使发动机转速升高。然后，如果发动机转速实现能够初燃的转速，则使发动机Eng动作，当马达转速和发动机转速接近时将第一离合器CL1完全接合，之后，使第二离合器CL2锁止而转变为HEV行驶模式。
在变速控制部500中，根据目标CL2扭矩容量和目标变速比对自动变速机AT内的电磁阀进行驱动控制，以实现该目标CL2扭矩容量和目标变速比。
图8示出了变速线。即，在变速控制部500中，基于车速VSP和加速踏板开度APO来对从当前的变速级到下一个变速级进行判定，如果存在变速请求则控制变速离合器来进行变速。
具备以上结构的整合控制器10除了如图9所示那样设定EV模式和HEV模式来作为行驶模式以外，还设定这些行驶模式之间的切换过渡期的WSC模式来作为行驶模式。
EV模式是仅利用电动发电机MG的动力来行驶的模式。在该EV模式下，保持使发动机Eng停止的状态，将第一离合器CL1断开，将第二离合器CL2接合或者滑动接合，由此经由自动变速机AT仅将来自电动发电机MG的输出旋转传递至左右后轮RL、RR。
HEV模式是利用发动机Eng和电动发电机MG的动力来行驶的模式，使第二离合器CL2和第一离合器CL1接合，将来自发动机Eng的输出旋转和来自电动发电机MG的输出旋转经由自动变速机AT传递至左右后轮RL、RR。
WSC模式是在从“HEV模式”起进行P、N→D换挡起步时，或者从“EV模式”、“HEV模式”起进行D档起步时，一边控制离合器扭矩容量一边起步的模式。在该情况下，通过电动发电机MG的转速控制来维持第二离合器CL2的滑动接合状态，一边将经过第二离合器CL2的离合器传递扭矩控制成与车辆状态、驾驶员操作相应地决定的请求驱动扭矩，一边起步。此时，第二离合器CL2是滑动接合状态，由此能够吸收模式切换冲击，来进行冲击应对。此外，“WSC”是“Wet Start Clutch(湿式离合器开始)”的缩写。
[发动机启动控制处理结构]
图10示出了在如上所述那样从EV模式转变为HEV模式时，由整合控制器10的相当于发动机启动控制部的部分执行的发动机启动控制的处理的流程。
如上所述，在加速踏板开度APO和车速VSP横越图5所示的发动机启动线的时刻开始该发动机启动控制。
在最初的步骤S101中，在使第二离合器CL2的传递扭矩容量指令值tTcl2降低至滑动控制时值Tslip之后，使第二离合器CL2的传递扭矩容量指令值tTcl2以滑入控制时CL2指令梯度R0(参照图13)增加。另外，与之并行地，与目标驱动扭矩tFo0(目标正常驱动扭矩)相比使作为电动发电机MG的输出扭矩的马达扭矩Tmot上升，并进入下一个步骤S102。
在下一个步骤S102中进行第二离合器CL2的滑动判定，在没有发生滑动的情况下返回到步骤S101，如果发生滑动则进入步骤S103。此外，基于马达转速Nm与自动变速机AT的输出转速×齿轮比Nout之差来判定该滑动状态。
在第二离合器CL2滑动时进入的步骤S103中，使第一离合器传递扭矩容量指令值tTcl1上升至为了从电动发电机MG向Eng传递启动用扭矩而预先设定的起动时扭矩Tcr，并进入步骤S104。
为了维持驱动扭矩的上升和第二离合器CL2的稳定的滑动，将起动时扭矩Tcr设为用下式表示的范围内的值。
Tcl1min<Tcr<Tmmax-tTcl2＝Tmmax-tTi
在此，如果是发动机点火前，则将Tcl1min设为发动机摩擦值，如果是发动机点火后，则将Tcl1min设为零。Tmmax是电动发电机MG的最大扭矩。tTcl2是第二离合器CL2的传递扭矩容量指令值。tTi是目标变速机输入扭矩，设为目标驱动扭矩tFo0。
在步骤S104中，使作为第二离合器传递扭矩容量的第二离合器传递扭矩容量指令值tTcl2以第一增加梯度R1上升，之后进入步骤S105。
在此，基于动作点指令部400(参照图2)中包含的图12所示的发动机启动控制部400a的增加梯度设定部400c中保存的设定映射来设定第一增加梯度R1和后述的第二增加梯度R2、第三增加梯度R3。即，基于图11A所示的各增加梯度R1、R2、R3的设定映射来以加速踏板开度APO越大则梯度越陡的方式设定各增加梯度R1、R2、R3。另外，以增加梯度按R2<R1<R3的顺序依次变陡的方式设定各增加梯度R1、R2、R3。而且，按自动变速机AT的每个档位来以档位越高则增加梯度越陡的方式设定各增加梯度R1、R2、R3。
并且，在后面会说明，以在发动机Eng的起动结束后将第一离合器CL1接合的定时达到起动中扭矩限制值Tcrlim为目标来设定第一增加梯度R1和第二增加梯度R2。
返回到图10，在步骤S105中，判定第二离合器传递扭矩容量指令值tTcl2是否为梯度切换阈值T1以上，如果为梯度切换阈值T1以上则进入步骤S106，在不超过梯度切换阈值T1的情况下进入步骤S107。
在第二离合器传递扭矩容量指令值tTcl2达到梯度切换阈值T1的情况下进入的步骤S106中，在使第二离合器传递扭矩容量指令值tTcl2以第二增加梯度R2上升之后，进入步骤S107。在该步骤S106中，使第二离合器传递扭矩容量指令值tTcl2以比第一增加梯度R1平缓的第二增加梯度R2上升。另外，在该步骤S106中，设置为初始状态下为0的第二增加梯度标志F＝1。
在以上的步骤S102～S106中，在第二离合器CL2开始滑动之后，使第二离合器传递扭矩容量指令值tTcl2以第一增加梯度R1上升，之后，如果达到梯度切换阈值T1，则使第二离合器传递扭矩容量指令值tTcl2以第二增加梯度R2上升。
此外，在图12所示的增加梯度切换阈值设定部400d中，基于图11B所示的设定映射，以加速踏板开度APO越大则使梯度切换阈值T1为越大的值的方式设定梯度切换阈值T1。另外，在加速踏板开度APO为相当于急加速的规定值以上的情况下，将该梯度切换阈值T1设定为比后述的起动中扭矩限制值Tcrlim大的值。
在使第二离合器传递扭矩容量指令值tTcl2以第二增加梯度R2增加之后进入的步骤S107中，判定第二离合器传递扭矩容量指令值tTcl2是否为起动中扭矩限制值Tcrlim以上。而且，如果第二离合器传递扭矩容量指令值tTcl2小于起动中扭矩限制值Tcrlim则进入步骤S109。另一方面，在第二离合器传递扭矩容量指令值tTcl2为起动中扭矩限制值Tcrlim以上的情况下进入步骤S108。通过下述运算式(1)来求出该起动中扭矩限制值Tcrlim。
Tcrlim＝Tmotmax-tTcl1-离合器偏差量····(1)
此外，Tmotmax是马达扭矩上限值，tTcl1是第一离合器CL1的传递扭矩容量指令值，离合器偏差量是两离合器CL1、CL2的扭矩偏差量。
在步骤S107中第二离合器传递扭矩容量指令值tTcl2≥起动中扭矩限制值Tcrlim的情况下进入的步骤S108中，将第二离合器传递扭矩容量指令值tTcl2限制为起动中扭矩限制值Tcrlim，之后进入步骤S109。
在接下来的步骤S109中，判定第一离合器CL1的滑动旋转量是否为收敛判定阈值以下，如果滑动旋转量大于收敛判定阈值则进入步骤S112，如果为收敛判定阈值以下则进入步骤S110。此外，收敛判定阈值是判定发动机Eng是否启动的值，是表示成为发动机转速Ne与自动变速机AT的输出转速×齿轮比Nout之差小于设定值那样的旋转的值。
在步骤S109中第一离合器CL1的滑动旋转量大于收敛判定阈值的情况下进入的步骤S112中，判定第二增加梯度标志F是否为1，在F＝1的情况下返回到步骤S106，在F≠1的情况下返回到步骤S103。
在第一离合器CL1的滑动量降低至收敛判定值以下的情况下进入的步骤S110中，使第一离合器传递扭矩容量指令值tTcl1上升至相当于完全接合，之后进入步骤S111。
然后，在步骤S111中，在使第二离合器传递扭矩容量指令值tTcl2以第三增加梯度R3上升至目标驱动扭矩tFoO之后，结束启动处理。
如上所述，在第二离合器传递扭矩容量指令值tTcl2以第一增加梯度R1增加时根据梯度切换阈值T1的设定而达到梯度切换阈值T1的情况下，之后该第二离合器传递扭矩容量指令值tTcl2以第二增加梯度R2增加。另外，在使第二离合器传递扭矩容量指令值tTcl2以第一增加梯度R1增加的情况下，在达到梯度切换阈值T1之前达到起动中扭矩限制值Tcrlim时(T1>Tcrlim时)，用起动中扭矩限制值Tcrlim限制该第二离合器传递扭矩容量指令值tTcl2。
另一方面，在第二离合器传递扭矩容量指令值tTcl2达到梯度切换阈值T1之后以第二增加梯度R2上升的情况下，当达到起动中扭矩限制值Tcrlim时，用起动中扭矩限制值Tcrlim限制该第二离合器传递扭矩容量指令值tTcl2。另外，在第二离合器传递扭矩容量指令值tTcl2达到起动中扭矩限制值Tcrlim之前第一离合器CL1的滑动量降低至收敛判定值以下的情况下，使该第二离合器传递扭矩容量指令值tTcl2以第三增加梯度R3增加。
(实施方式1的作用)
接着，基于图13的时序图所示的动作例来说明实施方式1的作用。
该动作例是以下情况的动作例：从在EV模式下进行加速踏板开度为0的惯性行驶的状态起，驾驶员踩入加速踏板进行加速操作，从而转变为HEV模式。
在图中，t0的时刻是如上所述那样在EV模式下进行加速踏板开度为0的惯性行驶的状态。
从该状态起在t1的时刻开始踩入加速踏板，加速踏板开度APO升高，之后，在t3的时刻左右加速踏板开度APO保持固定。
在进行了这种加速踏板操作(加速操作)的情况下，在t2的时刻进行了发动机启动判定。关于该判定，根据加速踏板开度APO和车速VSP横越发动机启动线(参照图5)来进行判定。
当进行发动机启动判定时，执行图10所示的发动机启动控制，首先，一边使第二离合器CL2滑动一边使作为电动发电机MG的驱动扭矩的马达扭矩Tmot上升。在该情况下，作为第二离合器传递扭矩容量的第二离合器传递扭矩容量指令值tTcl2首先降低至滑动控制时值Tslip，之后以滑入控制时CL2指令梯度R0上升(步骤S101)。
然后，在第二离合器CL2发生了滑动的t3的时刻使第一离合器CL1接合，从而对发动机Eng输入马达旋转来开始起动(步骤S102→S103)。
之后，将第二离合器CL2维持滑动状态，当发动机转速上升至规定转速之后确认启动时，使两离合器CL1、CL2接合，但基于比较例来说明此时的问题。
(比较例的所要解决的问题)
在发动机Eng的起动中，对第二离合器CL2的传递扭矩容量设定起动中扭矩限制值Tcrlim，将第二离合器CL2维持滑动状态，以避免发动机Eng的旋转变动等传递到驱动轮侧。
即，在图13中，在t3的时刻到t5的时刻的期间，以使第二离合器CL2的传递扭矩容量不超过起动中扭矩限制值Tcrlim的方式保持滑动状态。
此时，在比较例中，从第一离合器CL1开始滑动接合的t3的时刻起，使第二离合器传递扭矩容量指令值tTcl2如在图中用虚线所示那样以与目标驱动扭矩tFoO相应的固定梯度上升。
在该情况下，第二离合器传递扭矩容量指令值tTcl2如在图中用虚线所示那样提前达到起动中扭矩限制值Tcrlim(t4b)，在此之后维持被限制为起动中扭矩限制值Tcrlim的状态。
因此，车辆加速度G如在图13中用虚线所示那样从t4的时刻左右到t5的时刻之后为止保持固定，从而发生了加速迟缓。
(实施方式1的动作)
首先，在本实施方式1中对进行了急加速以外的加速操作的情况进行说明。
在本实施方式1中，在第二离合器CL2开始滑动的t3的时刻，首先使第二离合器传递扭矩容量指令值tTcl2以与加速踏板开度APO相应的第一增加梯度R1增加(步骤S102～S104)。
之后，从第二离合器传递扭矩容量指令值tTcl2达到梯度切换阈值T1的t4的时刻起，使第二离合器传递扭矩容量指令值tTcl2以第二增加梯度R2增加(步骤S105→S106的处理)。该第二增加梯度R2被设定为比第一增加梯度R1平缓。
以在发动机Eng的起动结束后将第一离合器CL1接合的定时达到起动中扭矩限制值Tcrlim为目标来设定第一增加梯度R1和第二增加梯度R2。
因而，在起动发动机Eng期间，能够几乎不会产生第二离合器传递扭矩容量指令值tTcl2被限制为起动中扭矩限制值Tcrlim的期间。即，在图13中，如放大地示出的部分所示那样，与加速踏板开度APO相应地，第二离合器传递扭矩容量指令值tTcl2达到起动中扭矩限制值Tcrlim的定时或多或少地靠前或者延后，但能够缩短第二离合器传递扭矩容量指令值tTcl2被限制为起动中扭矩限制值Tcrlim的期间。
由此，能够抑制由第二离合器传递扭矩容量指令值tTcl2维持为起动中扭矩限制值Tcrlim而车辆前后加速度固定所导致的加速迟缓。另外，虽然缓慢，但第二离合器传递扭矩容量指令值tTcl2持续上升，由此持续产生车辆的前后方向加速度，因此乘员持续感觉到加速。
之后，在发动机转速Ne上升，第一离合器CL1的滑动旋转量为收敛判定阈值以下的t5的时刻，将第一离合器CL1向完全接合进行控制，并且使第二离合器传递扭矩容量指令值tTcl2以第三增加梯度R3上升至目标驱动扭矩tFoO。
接着，对急加速时进行说明。
在加速踏板开度APO大于设定值的急加速时，梯度切换阈值T1被设定为比起动中扭矩限制值Tcrlim大。
在该情况下，反复进行图10的步骤S103→S104→S105→S107→S109→S112→S103，第二离合器传递扭矩容量指令值tTcl2以维持第一增加梯度R1的状态上升(参照图13的放大部分的虚线)。
然后，当第二离合器传递扭矩容量指令值tTcl2达到起动中扭矩限制值Tcrlim时，被限制为起动中扭矩限制值Tcrlim(步骤S107→S108)。在该情况下，成为与比较例相同的动作，但在驾驶员紧急踩入加速踏板来进行急加速那样的情况下，被限制为起动中扭矩限制值Tcrlim的时间也短，加速冲击也大，因此加速不会延迟。
(实施方式1的效果)
下面，列举实施方式1的效果。
a)实施方式1的混合动力车辆的控制装置的特征在于，具备：
被设置为车辆的驱动源的发动机Eng和电动发电机MG；
第一离合器CL1和第二离合器CL2，这两个离合器设置于从驱动源向作为驱动轮的左右后轮RL、RR的驱动传递系统，其中，该第一离合器CL1安装在发动机Eng与电动发电机MG之间，且能够改变两者间的传递扭矩，该第二离合器CL2安装在电动发电机MG与左右后轮RL、RR之间，且能够改变两者间的传递扭矩；
发动机启动控制部400a，其在将第一离合器CL1断开并使第二离合器CL2接合而能够利用由电动发电机MG产生的驱动扭矩行驶的EV模式下，当作为发动机启动请求判定单元的动作点指令部400基于车辆的行驶状态和运转状态判定为存在发动机启动请求时，将第一离合器CL1设为滑动接合状态(步骤S103)，并且一边使第二离合器CL2滑动一边使电动发电机MG的驱动扭矩增加，从而使发动机Eng启动(步骤S101)，该发动机启动控制部执行以下处理：滑动开始处理(S101)，使第二离合器CL2开始滑动；起动处理(步骤S104～S108)，将第一离合器CL1设为滑动接合状态，并且将作为第二离合器传递扭矩容量的第二离合器传递扭矩容量指令值tTcl2设为所设定的起动中扭矩限制值Tcrlim以下并维持滑动状态，从而使发动机Eng起动；以及离合器接合处理(S109～S111)，当发动机Eng成为驱动状态时，将第一离合器CL1和第二离合器CL2向完全接合状态进行控制；以及
第二离合器扭矩增加梯度控制部400b，其包含于该发动机启动控制部400a，在执行起动处理时执行第一增加处理(步骤S104)和第二增加处理(S106)，其中，在该第一增加处理(步骤S104)中，使作为第二离合器传递扭矩容量的第二离合器传递扭矩容量指令值tTcl2从滑动开始状态起以预先设定的第一增加梯度R1增加，在该第二增加处理(S106)中，使第二离合器传递扭矩容量指令值tTcl2以比第一增加梯度R1平缓的第二增加梯度R2增加。
这样，在起动处理时，首先执行使第二离合器传递扭矩容量指令值tTcl2以增加率相对较大的第一增加梯度R1增加的第一增加处理，之后执行使第二离合器传递扭矩容量指令值tTcl2以增加率相对较小的第二增加梯度R2增加的第二增加处理。
因而，与仅以增加率相对较大的第一增加梯度R1增加的情况相比，能够使第二离合器传递扭矩容量达到起动中扭矩限制值Tcrlim的时期延迟。由此，从第二离合器CL2向驱动轮侧的输出难以被起动中扭矩限制值Tcrlim所限制，与提前进行该输出限制的情况相比，加速迟缓减少。
另一方面，与仅以增加率相对较小的第二增加梯度R2增加的情况相比，能够确保车辆加速度。
这样，在本实施方式1中，能够在一边进行限制了行驶中使用的扭矩的起动一边利用电动发电机MG的驱动力进行加速的状况下，确保车辆加速度，同时通过之后利用起动中扭矩限制值Tcrlim进行限制来抑制产生加速迟缓。
b)实施方式1的混合动力车辆的控制装置的特征在于，
第二离合器扭矩增加梯度控制部400b以在起动处理的结束时期(图13的t5的时刻)左右达到起动中扭矩限制值Tcrlim为目标来设定第一增加梯度R1和第二增加梯度R2。
通过像这样进行设定，能够极力缩短第二离合器传递扭矩容量指令值tTcl2的上升被维持为起动中扭矩限制值Tcrlim的时间段。由此，能够在起动中产生车辆加速度，从而实现加速响应的提高。
c)实施方式1的混合动力车辆的控制装置的特征在于，
第二离合器扭矩增加梯度控制部400b具备增加梯度设定部400c，该增加梯度设定部400c根据加速踏板开度APO以加速踏板开度APO越大则增加梯度越陡的方式设定第一增加梯度R1和第二增加梯度R2(图11A)。
由此，驾驶员的加速请求越强，车辆加速度的升高越急，能够实现加速响应的提高。
并且，在实施方式1中，增加梯度设定部400c在第一增加梯度R1和第二增加梯度R2的设定中按自动变速机AT的每个档位进行了设定，因此能够进行与档位相应的加速响应的设定。
d)实施方式1的混合动力车辆的控制装置的特征在于，
第二离合器扭矩增加梯度控制部400b具备梯度切换阈值设定部400d，该梯度切换阈值设定部400d根据加速踏板开度APO以加速踏板开度APO越大则将梯度切换阈值T1设定得越大的方式设定从第一增加梯度R1切换为第二增加梯度R2的梯度切换阈值T1(图11B)。
由此，驾驶员的加速请求越强，第二离合器传递扭矩容量指令值tTcl2以第一增加梯度R1增加的时间段变得越长，车辆加速度的升高越急。由此，能够与驾驶员的加速请求相应地使车辆加速度上升，能够实现加速响应的提高。
并且，在实施方式1中，梯度切换阈值设定部400d在梯度切换阈值T1的设定中按自动变速机AT的每个档位进行了设定，因此能够进行与档位相应的加速响应的设定。
e)实施方式1的混合动力车辆的控制装置的特征在于，
第二离合器扭矩增加梯度控制部400b在加速踏板开度APO大于设定值的急加速时，执行保持第一增加梯度R1而上升至起动中扭矩限制值Tcrlim的急加速时处理。
在这种急加速时，发动机启动所需的时间是短时间，第二离合器传递扭矩容量指令值tTcl2被限制为起动中扭矩限制值Tcrlim的时间也变短，不易产生加速迟缓。
在这种情况下，将第二离合器传递扭矩容量指令值tTcl2设为接近目标驱动扭矩tFo0的上升沿，从而能够使加速响应提高。
f)实施方式1的混合动力车辆的控制装置的特征在于，
梯度切换阈值设定部400d在上述急加速时将梯度切换阈值T1设定为比起动中扭矩限制值Tcrlim大的值，由此能够利用第二离合器扭矩增加梯度控制部400b执行急加速时处理。
即，在急加速时，第二离合器传递扭矩容量指令值tTcl2在以第一增加梯度R1达到梯度切换阈值T1之前就达到起动中扭矩限制值Tcrlim。
这样，仅通过改变梯度切换阈值T1的设定就能够进行急加速时处理，与新组装急加速时处理用的控制处理部相比，能够低成本地实施。
以上，基于实施方式说明了本发明的混合动力车辆的控制装置，对于具体的结构，并不限于这些实施方式，只要不脱离权利要求书的各权利要求所涉及的发明的要旨，允许进行设计的变更、追加等。
例如，在实施方式中，作为混合动力车辆，示出了后轮驱动车辆，但也能够应用于前轮驱动车辆、全轮驱动车辆。
另外，在实施方式中，当第二离合器扭矩增加梯度控制部控制第二离合器传递扭矩容量时，使用了第二离合器传递扭矩容量指令值。然而，第二离合器扭矩增加梯度控制部还能够基于根据马达的输出扭矩和来自变速机的输出扭矩计算出的第二离合器传递扭矩容量来进行控制。
本申请要求2012年12月25日向日本专利局申请的特愿2012-280506号的优先权，以此为基础通过参照而将其全部公开编入本说明中。

Claims (7)

1.一种混合动力车辆的控制装置，其特征在于，具备：
被设置为车辆的驱动源的发动机和马达；
第一离合器和第二离合器，这两个离合器设置于从上述驱动源至驱动轮的驱动传递系统，该第一离合器安装在上述发动机与上述马达之间，使上述发动机与上述马达之间的传递扭矩可变，该第二离合器设置在上述马达与驱动轮之间，使上述马达与上述驱动轮之间的传递扭矩可变；
发动机启动控制部，其在将上述第一离合器断开并使上述第二离合器接合而能够利用由上述马达产生的驱动扭矩来行驶的EV模式下，在发动机启动请求判定单元基于上述车辆的行驶状态和运转状态判定为存在发动机启动请求时，将上述第一离合器设为滑动接合状态，并且一边使上述第二离合器滑动一边使上述马达的驱动扭矩增加，从而使上述发动机启动，该发动机启动控制部执行以下处理：滑动开始处理，使上述第二离合器开始滑动；起动处理，将上述第一离合器设为滑动接合状态，并且将第二离合器传递扭矩容量设为所设定的起动中扭矩限制值以下来维持滑动状态，从而使上述发动机起动；以及离合器接合处理，当上述发动机成为驱动状态时，将上述第一离合器和上述第二离合器向完全接合状态进行控制；以及
第二离合器扭矩增加梯度控制部，其包含于该发动机启动控制部，在执行上述起动处理时执行第一增加处理和第二增加处理，其中，在该第一增加处理中使上述第二离合器传递扭矩容量从上述滑动开始的状态起以预先设定的第一增加梯度增加，在该第二增加处理中使上述第二离合器传递扭矩容量以比上述第一增加梯度平缓的第二增加梯度增加。
2.根据权利要求1所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部以在上述起动处理的结束时期左右达到上述起动中扭矩限制值为目标来设定上述第一增加梯度和上述第二增加梯度。
3.根据权利要求1所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部具备增加梯度设定部，该增加梯度设定部根据加速踏板开度以上述加速踏板开度越大则增加梯度越陡的方式设定上述第一增加梯度和上述第二增加梯度。
4.根据权利要求2所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部具备增加梯度设定部，该增加梯度设定部根据加速踏板开度以上述加速踏板开度越大则增加梯度越陡的方式设定上述第一增加梯度和上述第二增加梯度。
5.根据权利要求1～4中的任一项所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部具备梯度切换阈值设定部，该梯度切换阈值设定部根据加速踏板开度以上述加速踏板开度越大则将梯度切换阈值设定得越大的方式设定上述梯度切换阈值，其中，上述梯度切换阈值是用于从上述第一增加梯度切换为上述第二增加梯度的阈值。
6.根据权利要求1～4中的任一项所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部在加速踏板开度大于设定值的急加速时，执行保持上述第一增加梯度而上升至上述起动中扭矩限制值的急加速时处理。
7.根据权利要求6所述的混合动力车辆的控制装置，其特征在于，
上述第二离合器扭矩增加梯度控制部具备梯度切换阈值设定部，该梯度切换阈值设定部根据加速踏板开度以上述加速踏板开度越大则将梯度切换阈值设定得越大的方式设定上述梯度切换阈值，其中，上述梯度切换阈值是用于从上述第一增加梯度切换为上述第二增加梯度的阈值，
上述梯度切换阈值设定部在上述急加速时将上述梯度切换阈值设定为比上述起动中扭矩限制值大的值，由此能够利用上述第二离合器扭矩增加梯度控制部执行上述急加速时处理。
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