JP2010111194A - Controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle for preventing engine start shock caused by sudden torque change in a first clutch, when a first clutch is half-engaged and the engine is started by cranking using a motor generator. <P>SOLUTION: The controller is used for an FR hybrid vehicle that has a first clutch CL1 for connecting/disconnecting the engine Eng with/from the motor generator MG and travels in a "HEV mode", "EV mode", and "engine start mode" in a switchable manner. The controller includes an engine-start control means (Fig.2 (not shown)) for half-engaging the first clutch CL1 and starting the cranking of the engine Eng when an engine start request is made in the "EV mode". The engine start controlling means (Fig.2) includes a motor rotation speed control section (Step S9) for controlling the rotation speed of a motor generator MG so that the motor rotation speed keeps a rotation speed of the engine rotation speed or higher until the first clutch CL1 is engaged from the start of the cranking of the engine Eng. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle that starts an engine using a motor generator that is a driving source for traveling in the electric vehicle mode when the mode is changed from the electric vehicle mode to the hybrid vehicle mode.

Conventionally, as a method for starting an engine of a hybrid vehicle having an engine, a first clutch, a motor generator, and a second clutch in a drive system, the engine is started when the driver depresses an accelerator pedal while driving with only the power of the motor generator. At the same time as the start request, the second clutch is slipped, and after the slip rotation speed becomes sufficiently high, the first clutch is half-engaged and cranked, and the engine is started. When the engine speed is increased to the motor speed and the engine speed matches the motor speed, the first clutch and the second clutch are engaged, and the vehicle shifts to running (hybrid vehicle mode) using the power of the engine and the motor generator. To do. At this time, it is known that the torque fluctuation accompanying the engine start is reduced by slipping the second clutch (see, for example, Patent Document 1).
Japanese Unexamined Patent Publication No. 2007-69790

  However, in the conventional control device for a hybrid vehicle, when the engine is started by cranking and the engine is started by cranking, if an engine torque exceeding the torque capacity of the first clutch occurs, the engine speed May exceed the motor speed. In this case, when the sign of the input / output shaft differential rotation of the first clutch is reversed, the acting direction of the transmission torque of the first clutch is instantaneously reversed, and a sudden torque change occurs. At this time, the motor generator is in the rotational speed control mode, and although compensation is performed so as to cancel the torque fluctuation generated in the first clutch, the compensation is delayed and an engine start shock occurs due to a sudden change in torque. There was a problem that.

  The present invention has been made by paying attention to the above problem, and is generated due to a sudden change in torque in the first clutch when the first clutch is half-engaged and the engine is started by cranking using a motor generator. An object of the present invention is to provide a control device for a hybrid vehicle that can prevent an engine start shock.

In order to achieve the above object, the hybrid vehicle control device of the present invention has a first clutch that connects and disconnects the engine and the motor generator, and is driven by the power of the engine and the motor generator by fastening the first clutch. The hybrid vehicle mode, the electric vehicle mode in which the first clutch is released and the vehicle is driven only by the power of the motor generator, and the engine cranking is performed using the power of the same motor generator while running only by the power of the motor generator. The vehicle travels by switching between the engine start mode to be performed.
When the electric vehicle mode is selected, an engine start control means is provided to start the cranking of the engine by semi-engaging the first clutch when an engine start request is made.
The engine start control means controls the rotation speed of the motor generator so that the rotation speed of the motor is equal to or higher than the rotation speed of the engine from the cranking start region of the engine to the engagement of the first clutch. A motor rotation speed control unit.

Therefore, in the hybrid vehicle control device of the present invention, when there is an engine start request while the electric vehicle mode is selected, the engine start control means semi-engages the first clutch and starts cranking the engine. The Then, in the motor rotation speed control unit, the rotation speed of the motor generator is controlled so that the rotation speed of the motor is equal to or higher than the rotation speed of the engine from the cranking start region of the engine to the engagement of the first clutch. The
That is, when the first clutch is half-engaged and the engine is started by cranking, if the initial explosion engine torque that exceeds the torque capacity of the first clutch occurs, the engine speed tends to exceed the motor speed. . However, the motor generator with higher control response than the engine is controlled in advance from the cranking start area before engine ignition so that the motor speed is maintained at a speed equal to or higher than the engine speed. For this reason, the engine speed does not exceed the motor speed until the first clutch is engaged, and a sudden torque change in the first clutch caused by the reverse rotation of the speed difference is avoided.
As a result, when the first clutch is half-engaged and the engine is started by cranking using the motor generator, it is possible to prevent an engine start shock that occurs due to a sudden change in torque in the first clutch.

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

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

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

  The engine Eng is a lean-burnable engine such as a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, the engine Eng uses an intake air amount by a throttle actuator, a fuel injection amount by an injector, and a spark plug. By controlling the ignition timing, the engine torque is controlled to coincide with the command value. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a dry clutch that is interposed between the engine Eng and the motor generator MG and engages / releases between the engine Eng and the motor generator MG. The first clutch CL1 is engaged including the half-clutch state (hydraulic OFF) by the first clutch control hydraulic pressure generated by the first clutch hydraulic unit 6 based on the first clutch control command from the first clutch controller 5.・ Opening (hydraulic ON) is controlled. If the first clutch CL1 is completely engaged, only the motor torque + engine torque is transmitted to the second clutch CL2.

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

  The second clutch CL2 is interposed between the motor generator MG and the left and right rear wheels RL and RR, and generates transmission torque to the left and right rear wheels RL and RR, which are drive wheels, according to clutch hydraulic pressure (pressing force). A wet multi-plate brake or a wet multi-plate clutch. The second clutch CL2 is controlled to be engaged and disengaged including slip engagement and slip release by the control hydraulic pressure generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT has, for example, a first planetary gear train PG1, a second planetary gear train PG2, and a third planetary gear train PG3, such as forward 5 speed / reverse 1 speed, forward 7 speed / reverse 1 speed, etc. This is a stepped transmission that automatically switches stepped gears according to vehicle speed VSP, accelerator opening APO, and the like. The second clutch CL2 is not newly added as a dedicated clutch, but is optimally arranged in the torque transmission path among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. A clutch or brake is selected. Note that the output shaft of the automatic transmission AT is coupled to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The FR hybrid vehicle of the first embodiment is referred to as an electric vehicle travel mode (hereinafter referred to as “EV mode”) and a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”) according to the engagement / release state of the first clutch CL1. ) And two “running modes” and “engine start mode”. The “EV mode” is a mode in which the first clutch CL1 is released and the vehicle runs only with the power of the motor generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle is driven by the power of the engine Eng and the motor generator MG. “Engine start mode” is the engine Eng that uses the power of the same motor generator MG while running in “EV mode” with only the power of the motor generator MG at the time of mode transition from “EV mode” to “HEV mode”. This is a mode for performing cranking.

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

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

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, the target MG torque command and target MG rotation speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3 (high voltage inverter). The battery 4 (high voltage battery) connected to the inverter 3 is monitored by a battery controller (not shown) for the battery charge SOC indicating the charge capacity of the battery 4. The information is used for control information of the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11.

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

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

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

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

  FIG. 2 is a flowchart showing an engine start control process executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied (engine start control means). Note that the processing content shown in FIG. 2 is executed with constant sampling. Hereinafter, each step will be described.

In step S1, the battery charge amount SOC, input RPM omega _Cl2i of the second clutch CL2, an output rotational speed omega _Cl2o of the second clutch CL2 receive, engine speed omega _e, the vehicle condition other controllers such vehicle speed VSP is measured Then, the process proceeds to step S2.

In step S2, the accelerator opening APO is measured from the accelerator opening sensor 16, the first clutch stroke x _Scl1 is _measured from the first clutch stroke sensor 15, and the brake SW signal Bsw is measured from the brake switch sensor 20, and the process proceeds to step S3. .

In step S3, the target drive torque Td ^* is calculated from the accelerator opening APO and the vehicle speed VSP, and the process proceeds to step S4.
Here, the target drive torque Td ^* is calculated based on, for example, a target drive torque calculation map using the accelerator opening APO and the vehicle speed VSP as parameters as shown in FIG.

In step S4, the target control mode CL1MODE (0: released, 1: slip, 2: engaged) of the first clutch CL1 and the second clutch CL2 are determined from the vehicle state such as the battery charge SOC, the target drive torque Td ^*, and the vehicle speed VSP. Target control mode CL2MODE (0: release, 1: slip, 2: engagement) is set, and the process proceeds to step S5.
Detailed calculation processing of the target control modes CL1MODE and CL2MODE of the respective clutches CL1 and CL2 is performed according to a flowchart described later shown in FIG.

In step S5, the engine torque command value Te ^* is calculated as follows based on the target control mode CL1MODE of the first clutch CL1 and the target drive torque Td ^*, and the process proceeds to step S6. The arithmetic expression is
1) When CL1MODE = 0 or CL1MODE = 1
Te ^* = 0 (1)
2) When CL1MODE = 2
Te ^* = Td ^* −T _{m_max} (2)
It becomes.
However,
T _{m_max} : Maximum output possible motor torque (negative value if SOC decreases)
It is.
Here, various calculation methods can be considered for the engine torque command value Te ^{* in} the case of CL1MODE = 2 (HEV mode). In this embodiment, the motor torque is utilized as much as possible to the target drive torque Td ^*. The shortage will be supplemented with engine torque.

In step S6, the first clutch torque capacity command value _Tcl1 ^* is calculated as follows, and the process proceeds to step S7. The arithmetic expression is
1) When CL1MODE = 0
T _cl1 ^* = 0 (3)
2) When CL1MODE = 1
T _cl1 ^* = T _crank (4)
3) When CL1MODE = 2
^{_{T cl1 * = T cl1_max (5}} )
It becomes.
However,
T _crank : cranking torque
T _{cl1_max} : The first clutch maximum torque capacity.

In step S7, it is determined whether or not the second clutch CL2 is in a slip state. Slip rotation number omega _Cl2slp of the second clutch CL2 - if the absolute value of the (second clutch input rotational speed omega _Cl2i second clutch output rotational speed _ω cl2o) becomes a predetermined value omega _{Cl2slp_th2} above steps it is determined that the slip state Proceed to S8, otherwise proceed to Step S12.

In step S8, following the determination that the second clutch CL2 is in the slip state in step S7, the basic second clutch torque capacity command value _{Tcl2_base} ^* is calculated as follows, and the process proceeds to step S9. The arithmetic expression is
1) When CL1MODE = 0 or CL1MODE = 1
T _{cl2_base} ^* = min (T _{d_evmax} , Td ^* ) (6)
2) When CL1MODE = 2
T _{cl2_base} ^* = Td ^* (7)
It becomes.
However,
min (A, B): Outputs the smaller value of A and B
T _{d_evmax} is the maximum drive torque during EV travel.

In step S9, the second clutch input rotation speed target value ω _cl2i ^* is calculated by the calculation process described below, and the process proceeds to step S10 (motor rotation speed control unit).
Here, since the “second clutch input rotation speed” corresponds to the “motor rotation speed”, the second clutch input rotation speed target value ω _cl2i ^* can be read as the motor rotation speed target value.
In other words, when the shift speed at which the input rotational speed to the second clutch CL2 is the transmission input rotational speed is selected, the second clutch input rotational speed is equal to the motor rotational speed. In addition, when selecting a shift speed at which the input rotational speed to the second clutch CL2 does not become the transmission input rotational speed, the gear ratio in the torque transmission path from the transmission input shaft to the second clutch CL2 is taken into consideration. The motor rotation speed is obtained by adding the gear ratio to the clutch input rotation speed.
Note that CL1MODE = 2 will be described for ease of explanation.
1) When CL1MODE = 2, from the second clutch slip rotational speed target value ω _{cl2_slp} ^* and the second clutch output rotational speed measured value ω _o , the second clutch input rotational speed target value ω _cl2i ^* based on the following equation (8) Is calculated. The arithmetic expression is
ω _cl2i ^* = ω _{cl2_slp} ^* + ω _o (8)
It becomes.
At this time, the second clutch slip rotation speed target value ω _{cl2_slp} ^* is calculated based on the following equation (9). The arithmetic expression is
ω _{cl2_slp} ^* = f _{cl2_slp_cl1OP} (ω _o , APO) (9)
It becomes.
Here, f _{cl2_slp_cl1OP} (ω _o , APO) is a function having the second clutch output rotational speed measurement value ω _o and the accelerator opening APO as inputs. Actually, for example, it is set by an example of a map for calculating the target slip rotation speed in the “HEV mode” as shown in FIG. In this way, a desired lockup rotation speed (output rotation speed at which slip becomes 0) can be set according to the accelerator opening APO.
2) When CL1MODE = 0, the basic second clutch input rotational speed target value ω _cl2i ^* is calculated from the equation (8) in the same manner as “CL1MODE = 2”. At this time, the second clutch slip rotation speed target value ω _{cl2_slp} ^* is calculated based on the following equation (10). The arithmetic expression is
ω _{cl2_slp} ^* = f _{cl2_Δωslp} (T _{eng_start} ) (10)
It becomes.
Here, f _{cl2_Δωslp} (T _{eng_start} ) is a function for calculating the amount of increase in slip rotation speed at the time of engine start, and engine start distribution motor torque T _{eng_start} (maximum output possible motor torque T _{m_max} and second clutch torque capacity) Command value T _{cl2_base} ^* ) is input. Actually, for example, when the engine start distribution motor torque T _{eng_start} decreases by using an example of a map for calculating the target slip rotation speed (increase) in the engine start mode as shown in FIG. The second clutch slip rotation speed target value ω _{cl2_slp} ^* is set higher (increase the increase amount).
3) When CL1MODE = 1
When CL1MODE = 1 (slip) (from the time when the first clutch CL1 is semi-engaged and cranking of the engine Eng is started until the first clutch CL1 is completely engaged and the mode shifts to "HEV mode") The motor generator MG is controlled so that the motor speed is maintained at a speed equal to or higher than the engine speed.

First, the basic second clutch input rotational speed target value ω _cl2i ^* is calculated from the first clutch slip rotational speed target value ω _{cl1_slp} ^{* according} to the following equation (11). The arithmetic expression is
ω _cl2i ^* = ω _{cl1_slp} ^* + f _{ωcl2_start} (t) (11)
It becomes.
At this time, the first clutch slip rotational speed target value ω _{cl1_slp} ^* is the first clutch slip rotational speed measured value (= the second clutch input rotational speed measured value ω _cl2i and the engine rotational speed measured value immediately before CL1MODE transits to 1). A value is set in (difference of ω _e ). f _{ωcl2_start} (t) is a function of the amount of increase in the second clutch rotational speed, and is characterized in that the output is initialized to zero when CL1MODE transitions to 1, and the output increases with time t. Other target value calculation method, may be used an engine speed estimate omega _e ^# instead of _f ωcl2_start (t). The estimated engine speed value ω _e ^# is calculated based on the following equation (12). When CL1MODE transitions to 1, ω _e ^# is initialized to the measured engine speed value ω _e . The arithmetic expression is
ω _e ^# = ∫ (T _cl1 ^* / J _Eng ) dt (12)
It becomes.
However,
J _Eng : Engine rotation system inertia
T _cl1 ^* : The first clutch torque capacity command value.

Further, once ω _e ≧ ω _e ^# is established once after CL1MODE transitions to 1, the first clutch slip rotation speed target value ω _{cl1_slp} ^* is added to the engine rotation speed measurement value ω _e , based on the following equation (13). Calculate the clutch input rotational speed target value ω _cl2i ^* . The arithmetic expression is
ω _cl2i ^* = ω _{cl1_slp} ^* + ω _e (13)
It becomes.
At this time, the first clutch slip rotation speed target value ω _{cl1_slp} ^* is calculated based on the following equation. The arithmetic expression is
ω _{cl1_slp} ^* = ω _{cl1_slp_z1} ^* × G _{cl1_slp} (14)
It becomes.
However,
ω _{cl1_slp_z1} ^* : First clutch slip rotation speed target value Previous value
G _{cl1_slp} : First clutch slip rotation speed adjustment value (0 <G _{cl1_slp} <1)
It is.
As described above, by setting the first clutch slip rotation speed adjustment value G _{cl1_slp} to 0 <G _{cl1_slp} <1, the first clutch slip rotation speed target value ω _{cl1_slp} ^* decreases so as to _approach zero.

Next, the upper limit change rate restriction is performed on the calculated second clutch input rotation speed target value ω _cl2i ^* based on the following equation (15). The arithmetic expression is
ω _cl2i ^* = ω _{cl2i_z1} ^* + min {(ω _cl2i ^* −ω _{cl2i_z1} ^* ), dω _{cl2i_lim} } (15)
It becomes.
However,
ω _{cl2i_z1} ^* : Second clutch rotational speed target value Previous value
dω _{cl2i_lim} : Upper limit value of the second clutch speed change rate
min {A, B}: The smaller value of A and B is output.
Second clutch rotational speed change rate upper limit d [omega _{Cl2i_lim} is a constant defined for each gear position, for example, performs the engine start experiments for each gear position, transmission output shaft torque accompanying the rotation speed increase of the second clutch CL2 You may adjust so that the variation | change_quantity of may become below an allowable value. Further, for example, it may be calculated from the following relational expression derived on the basis of the internal structure of an automatic transmission AT having five forward speeds and one reverse speed as shown in FIG. The arithmetic expression is
_{dω cl2i_lim = β 1 × [{} T m_ev * + (dT ATo_lim / α 1)} - T cl1 *] + β 2 × T cl2 * (16)
It becomes.
However,
T _{m_ev} ^* : EV motor torque command value immediately before mode switching
dT _{ATo_lim} : Transmission output shaft torque change tolerance
T _cl1 ^* : First clutch torque capacity command value
T _cl2 ^*: second clutch torque capacity command value _{α 1, β 1, β 2} : is a constant calculated based on the design value for each gear position.
The transmission output shaft torque change allowance dT _{ATo_lim} is determined by the feeling of the driver from the acceleration fluctuation of the vehicle in actual driving. Also, {T _{m — ev} ^* + (dT _{ATo — lim} / α ₁ )} in the equation (16) represents the motor torque upper limit value.

Above 1), 2), 3) subjecting the upper and lower limits to the calculated second clutch input rotational speed target value _ω cl2i ^* in, a final second clutch input rotational speed target value _ω cl2i ^*. The upper and lower limit values are the upper and lower limit values of the engine speed.

In step S10, the motor torque command value Tm ^* for slip control is calculated so that the second clutch input rotational speed target value ω _cl2i ^* and the second clutch input rotational speed measured value ω _cl2i match, and the process proceeds to step S11.
There are various calculation (control) methods. For example, calculation is performed based on the following expression using PI control. The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. The arithmetic expression is
Tm ^* = {(K _Pm · s + K _Im ) / s)} · (ω _cl2i ^* −ω _cl2i ) (17)
It becomes.
However,
K _Pm : Proportional gain for motor control
K _Im : Motor control integral gain s: Differential operator.

In step S11, the basic second clutch torque capacity command value _T cl2_base ^* and a slip control of the motor torque command value Tm ^*, the engine torque command value T _e ^*, the first clutch torque capacity command value T _cl1 ^*, first clutch CL1 target control mode CL1MODE, he calculates a second clutch torque capacity command value T _cl2 ^* for slip control and the like, the process proceeds to step S18. Hereinafter, description will be made with reference to the block diagram of the rotation speed control system of the second clutch CL2 shown in FIG.

  This control system is designed with a two-degree-of-freedom control method consisting of feedforward (F / F) compensation and feedback (F / B) compensation. Various design methods can be considered for the F / B compensator, but this time PI control is an example.

First, based on the phase compensation filter G _FF (s) shown in the following equation, phase compensation is applied to the basic second clutch torque capacity command value T _{cl2_base} ^*, and the F / F torque capacity command value T _{cl2_FF} of the second clutch CL2 is _obtained . Calculate. The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. The arithmetic expression is
(T _{cl2_FF} ) / (T _{cl2_base} ^* ) = G _FF (s) = (τ _cl2 · s + 1) / (τ _{cl2_ref} · s + 1) (18)
It becomes.
However,
tau _cl2: when the second clutch model constants _τ cl2_ref: a second clutch control nominal response time constant.

Next, according to the target control mode CL1MODE of the first clutch CL1, and calculates a second clutch torque capacity target value T _{Cl2_t} as follows. Since it is unlikely that CL1MODE = 0 in this calculation unit (when CL2MODE = 1) from step S4, the case where CL1MODE = 0 is omitted. The arithmetic expression is
1) When CL1MODE = 1
^{_{T cl2_t = T cl1 * + T}} cl2_base * (19)
2) When CL1MODE = 2
T _{cl2_t} = T _{cl2_base} ^* −Te ^* (20)
It becomes.
Here, as a supplementary explanation, the second clutch torque capacity target value _{Tcl2_t} represents the torque that the motor torque during slip control is output in an ideal state. In the steady state, the F / B compensator _compares the torque capacity of the second clutch CL2 so that the second clutch torque capacity target value _{Tcl2_t matches} the motor torque command value during slip control (almost the same value as the actual motor torque). Correct.

Next, the second clutch torque capacity reference value T _{cl2_ref} is calculated based on the second clutch _reference model G _{cl2_REF} (s) shown in the following equation. The arithmetic expression is
(T _{cl2_ref} ) / (T _{cl2_t} ) = G _{cl2_REF} (s) = 1 / (τ _{cl2_ref} · s + 1) (21)
It becomes.

Next, the F / B torque capacity command value T _{cl2_FB} of the second clutch CL2 is calculated from the second clutch torque capacity reference value T _{cl2_ref} and the motor torque command value Tm ^* for rotational speed control described above based on the following equation. The arithmetic expression is
T _{cl2_FB} = {(K _Pcl2 s + K _Iccl2 ) / s} x (T _{cl2_ref} −Tm ^* ) (22)
It becomes.
However,
K _Pcl2 : Proportional gain for second clutch control
K _Iccl2 : Second clutch control integral gain.

Further, by considering the torque (inert torque) generated by the change in the input rotational speed as in the following equation, the torque capacity can be accurately controlled even when the input rotational speed is changing. The arithmetic expression is
T _{cl2_FB} = {(K _Pcl2 s + K _Iccl2 ) / s} x (T _{cl2_ref} −Tm ^* −T _{Icl2_est} ) (23)
It becomes.
Here, T _{Icl2_est} is an inertia torque estimated value, and is obtained, for example, by multiplying the input rotational speed change amount (differential value) by the moment of inertia around the input shaft.
Then, the F / F torque capacity command value T _{cl2_FF of} the second clutch CL2 and the F / B torque capacity command value T _{cl2_FB} are added to calculate a second clutch capacity command value T _cl2 ^* for final slip control.

In step S12, following the determination that the slip detection of the second clutch CL2 is not performed in step S7, the above-described motor torque command value Tm ^* for slip control and the second clutch torque capacity command value _Tcl2 ^* are calculated. Internal state variables are initialized (the integral term is reset so that the command value switches smoothly), and the process proceeds to step S13.

  In step S13, it is determined whether or not the target control mode of the second clutch CL2 is CL2MODE = 2 (engagement mode). If CL2MODE = 2, the process proceeds to step S14, otherwise the process proceeds to step S16.

In step S14, following the determination that the second clutch CL2 is in the engagement mode in step S13, the second clutch torque capacity command value _Tcl2 ^* for engagement control is calculated as follows, and the process proceeds to step S15. The arithmetic expression is
1) When T _{cl2_z1} ^* <T _{cl2_max}
T _cl2 ^* = T _{cl2_z1} ^* + ΔT _{cl2_LU} (24)
2) When T _{cl2_z1} ^* ≧ T _{cl2_max}
T _cl2 ^* = T _{cl2_max} (25)
It becomes.
However,
_T cl2_max: second clutch maximum torque capacity _ΔT cl2_LU: torque capacity change rate at the time the slip → engagement Migration
T _{cl2_z1} ^* : Second torque capacity command value previous value.

In step S15, based on the first clutch control mode CL1MODE and the target drive torque Td ^* , a motor torque command value Tm ^* for engagement control is calculated as follows, and the process proceeds to step S18.
Since it is unlikely that CL1MODE = 1 in this operation unit (when CL2MODE = 2) from step S4, the case where CL1MODE = 1 is omitted. The arithmetic expression is
1) When CL1MODE = 0
Tm ^* = Td ^* (26)
2) When CL1MODE = 2
Tm ^* = Td ^* −Te ^* (27)
It becomes.

In step S16, following the determination that the second clutch CL2 is not in the engagement mode in step S13, the second clutch torque capacity command value T _cl2 ^* for slip transition control is calculated as follows, and the process proceeds to step S17.
1) When CL1MODE = 0 or CL1MODE = 1
i) T _{cl2_z1} ^* ≧ T _{m_z1} ^*
The arithmetic expression is
T _cl2 ^* = f (APO) (28)
It becomes. When the second torque capacity command value previous value T _{cl2_z1} ^* is equal to or greater than the motor torque command value previous value T _{m_z1} ^*, this equation (28) is obtained by _substituting the second clutch torque capacity command value T _cl2 ^* into T _cl2 ^* = ( In the range of T _{m_ev} ^{* to} T _{d_evmax} ), the larger the accelerator opening APO is, the smaller the value is calculated.

ii) T _{cl2_z1} ^* <T _{m_z1} ^*
The arithmetic expression is
T _cl2 ^* = T _{cl2_z1} ^* −ΔT _cl2slp (29)
It becomes. This equation (29) shows that if the second clutch CL2 does not slip even if the motor torque command value previous value T _{m_z1} ^* exceeds the second torque capacity command value previous value T _{cl2_z1} ^* , the torque capacity command to the second clutch CL2 This indicates that the second clutch torque capacity command value _Tcl2 ^* , which is a value, is decreased at a gentler slope than the increasing slope of the motor torque command value Tm ^* to the motor generator MG.
2) When CL1MODE = 2, the formula is
i) When CL2MODE = 0
T _cl2 ^* = 0 (30)
ii) When CL2MODE = 1
T _cl2 ^* = T _{cl2_z1} ^* −ΔT _{cl2_slp} (31)
It becomes.
However,
T _{m_ev} ^* : EV motor torque command value immediately before mode switching
T _{m_z1} ^* : Previous value of motor torque command value
T _{cl2_z1} ^* : Second clutch torque capacity command value previous value ΔT _{cl2_slp} : Torque capacity change rate at the time of engagement → slip transition.

In step S17, the motor torque command value Tm ^* for slip transition control is calculated as follows, and the process proceeds to step S18. Since it is unlikely that CL1MODE = 0 in this operation unit (when CL2MODE = 0 or CL2MODE = 1) from step S4, the case where CL1MODE = 0 is omitted.
1) When CL1MODE = 1 In order to determine whether the torque capacity of the second clutch CL2 has become constant, the second clutch torque capacity estimation model G _{cl2_est} (s) is _{added to} the second clutch torque capacity command value T _cl2 ^* . alms, calculates a second clutch torque capacity estimation value _T cl2_est. The arithmetic expression is
(T _{cl2_est} ) / (T _cl2 ^* ) = G _{cl2_est} (s) = 1 / (τ _{cl2_ref} · s + 1) (32)
It becomes.
Hereinafter, if the absolute value of the deviation between the second clutch torque capacity command value T _cl2 ^* for slip transition control and the second clutch torque capacity estimated value T _{cl2_est} is less than or equal to a predetermined value, the difference is not constant. Judge.

i) If the torque capacity of the second clutch CL2 is not constant:
Tm ^* = T _cl2 ^* (33)
It becomes. When the torque capacity of the second clutch CL2 is not constant after switching from the “EV mode” to the “engine start mode”, the equation (33) is used to calculate the motor torque command value Tm ^* to the motor generator MG as the second clutch. This means that the second clutch torque capacity command value T _cl2 ^* to CL2 is increased stepwise.
ii) When the torque capacity of the second clutch CL2 is constant:
Tm ^* = T _{m_z1} ^* + ΔT _{m_slp} (34)
It becomes. This equation (34) is obtained by switching the “EV mode” to the “engine start mode”, and then _setting the second clutch torque capacity command value T _cl2 ^* constant at a value equal to or greater than the EV drive torque phase immediately before the mode change. The motor torque command value Tm ^* to the motor generator MG is gradually increased until slippage of the two-clutch CL2 is detected, which indicates that the motor torque is slipped.
However,
ΔT _{m_slp} : Torque capacity change rate at the time of fastening → slip transition. The torque capacity change rate ΔT _{m_slp} at the time of transition from the engagement to the slip is set so that the amount of increase (increase rate) per unit time of the motor torque command value Tm ^* to the motor generator MG increases as the accelerator opening APO increases. is doing.
2) When CL1MODE = 2, the formula is
Tm ^* = Td ^* −Te ^* (35)
It becomes.

In step S18, a current command value I _cl2 ^* to the solenoid valve for controlling the hydraulic pressure applied to the second clutch CL2 is _calculated from the second clutch torque capacity command value T _cl2 ^*, and the process proceeds to step S19.
Actually, the calculation is performed using the second clutch torque capacity-hydraulic pressure conversion map shown in FIG. 7 and the second clutch torque hydraulic pressure-current conversion map shown in FIG. Thereby, even when the clutch torque capacity has a non-linear characteristic with respect to the hydraulic pressure or current, the control target can be regarded as linear, and thus the linear control theory as described above can be applied.

In step S19, a current command value I _cl1 ^* to the solenoid valve for controlling the hydraulic pressure applied to the first clutch CL1 is calculated from the first clutch torque capacity command value T _cl1 ^*, and the process proceeds to step S20.
Note that the process of calculating the current command value I _cl1 ^* from the first clutch torque capacity command value T _cl1 ^* is performed according to a later-described flowchart shown in FIG.

In step S20, the calculated engine torque command value Te ^* is transmitted to the engine controller 1, the calculated motor torque command value Tm ^* is transmitted to the motor controller 2, and the calculated first clutch current command value I _cl1 ^*. _Is transmitted to the first clutch controller 5, the calculated second clutch current command value I _cl2 ^* is transmitted to the AT controller 7, and the process proceeds to the end.

  FIG. 9 is a flowchart showing target control mode calculation processing (step S4 in FIG. 2) of each clutch executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, each step will be described.

In step S401, it is determined whether it is necessary to start engine Eng (or prohibit engine stop) from battery charge SOC and target drive torque Td ^* . EV driving is difficult when the battery charge SOC is equal to or less than the predetermined value SOCth1, or the target driving torque Td ^* is the maximum driving torque T _{d_evmax} (maximum motor torque T _{m_max} and cranking torque T during EV driving) _If the difference is equal to or greater than the _crank difference), it is difficult to run the EV. Therefore, it is determined that the engine Eng needs to be started, and the process proceeds to step S403. Otherwise, the process proceeds to step S402.

  In step S402, following the determination that there is no engine start request in step S401, the engine start completion flag fENGFINISH and the cranking start permission flag fCRANKOK are each reset to 0, and the process proceeds to step S409.

In step S403, following the determination that there is an engine start request in step S401, the engine start completion flag fENGFINISH is set as follows. The first clutch stroke x _scl1 is less than or equal to a predetermined value x _{scl1_th1} (the first clutch stroke x _scl1 has a smaller clutch torque capacity as the value is smaller. See FIG. 10 as an example of characteristics), and the first clutch If the absolute value of the slip rotational speed ω _{cl1slp of} CL1 (second clutch input rotational speed ω _{cl2i −engine} rotational speed ω _e ) is less than the predetermined value ω _{cl1slp_th1} , set fENGFINISH to 1 (engine start complete), otherwise Set to 0 (engine start incomplete).

  In step S404, it is determined based on the engine start completion flag fENGFINISH described above whether engine start is completed. If fENGFINISH is 1, it is determined that the engine has been started, and the process proceeds to step S407. Otherwise, the process proceeds to step S405.

In step S405, the cranking start permission flag fCRANKOK is set as follows. When the slip rotational speed ω _cl2slp (second clutch input rotational speed ω _{cl2i −second} clutch output rotational speed ω _cl2o ) of the second clutch CL2 exceeds the predetermined value ω _{cl2slp_th1, fCRANKOK} is set to 1 (cranking start permission) Otherwise, set to 0 (no cranking start allowed).

  In step S406, based on the cranking start permission flag fCRANKOK described above, it is determined whether or not cranking start is permitted. If fCRANKOK is 1, it is determined that cranking start is permitted, and the process proceeds to step S411. Otherwise, the process proceeds to step S410.

  In step S407, it is determined whether or not the lockup of the second clutch CL2 is permitted. If the vehicle speed VSP is greater than or equal to the predetermined value VSP_th1, the lockup permission is determined and the process proceeds to step S414, and otherwise the process proceeds to step S408.

  In step S408, it is determined from the brake SW signal Bsw whether the brake is being applied. If Bsw is 1 (brake ON), the process proceeds to step S413. Otherwise, the process proceeds to step S412.

  In step S409, CL1MODE is set to 0 (released) and CL2MODE is set to 2 (engaged) (EV mode) following the flag reset in step S402 based on the determination that there is no engine start request.

  In step S410, following the determination that engine start has not been completed and cranking start is not permitted, CL1MODE is set to 0 (release) and CL2MODE is set to 1 (slip) (in engine start mode). Before cranking).

  In step S411, following the determination that engine start has not been completed and that cranking start is permitted, CL1MODE is set to 1 (slip), and CL2MODE is set to 1 (slip). Ranking)

  In step S412, the engine start is complete, but lock-up is not permitted and it is determined that the brake is not being applied. Then, CL1MODE is set to 2 (engaged) and CL2MODE is set to 1 (slip) (engine start) WSC drive mode after completion).

  In step S413, the engine start is completed, but lockup is not permitted, and after determining that braking is in progress, CL1MODE is set to 2 (engaged) and CL2MODE is set to 0 (released) (engine) Neutral deceleration mode after start-up).

  In step S414, CL1MODE is set to 2 (engaged) and CL2MODE is set to 2 (engaged), respectively, following the determination that engine start is complete and lock-up is permitted (HEV mode).

  FIG. 11 is a flowchart showing a first clutch current command value calculation process (step S19 in FIG. 2) executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, each step will be described.

In step S191, the first clutch torque capacity command value T _cl1 ^*, previously acquired first clutch torque capacity - using the map created (FIG. 10) by the stroke characteristic, calculates a first clutch stroke command value x _SCL1 ^* To do.

In step S192, from the first clutch stroke command value x _SCL1 ^* and the stroke measurement value is calculated based on the following a hydraulic pressure command value P _cl1 ^*. In the first embodiment, a two-degree-of-freedom control method is adopted as in step S11 of FIG. 2 (FIG. 12).

First, from the first clutch stroke command value x _scl1 ^* , an F / F using a phase compensation filter consisting of the inverse system of the reference response transmission characteristic as shown in the following equation and the control target transmission characteristic after hydraulic pressure correction described later is used. _Calculate hydraulic pressure command value _{Pcl1_FF} . The arithmetic expression is
(P _{cl1_FF} ) / (x _scl1 ^* ) = G _{cl1_FF} (s) = {(Ms ² + Cs + K _{cl1_ref} ) ω ² _{cl1_ref} } / {s ² + 2ζ _{cl1_ref} ω _{cl1_ref} s + ω ² _{cl1_ref} } (36)
It becomes.
However,
C: First clutch mechanism viscosity coefficient
K _{cl1_ref} : spring constant to be controlled after hydraulic pressure correction ζ _{cl1_ref} : first clutch reference response damping coefficient ω _{cl1_ref} : first clutch reference response natural frequency
M: clutch mass.

Next, the stroke reference value x _{scl1_ref} is calculated from the first clutch stroke command value x _scl1 ^* using a filter representing the reference response transmission characteristic as shown in the following equation. The arithmetic expression is
(x _{scl1_ref} ) / (x _scl1 ^* ) = G _{cl1_ref} (s) = (ω ² _{cl1_ref} ) / (s ² + 2ζ _{cl1_ref} ω _{cl1_ref} s + ω ² _{cl1_ref} ) (37)
It becomes.

Then, from the deviation x _{Scl1_err} stroke reference value x _{Scl1_ref} and the stroke measured value x _SCL1, it calculates the F / B pressure command value P _{Cl1_FB} based on the following equation. The arithmetic expression is
(P _{cl1_FB} ) / (x _{scl1_err} ) = G _{cl1_FB} (s) = (K _{Pgain_cl1} s + K _{Igain_cl1} + K _{Dgain_cl1} s ² ) / s (38)
It becomes.
However,
K _{Pgain_cl1} : Proportional gain
K _{Igain_cl1:} integral gain
K _{Dgain_cl1} : Differential gain. Finally, by adding the F / F hydraulic pressure command value P _{Cl1_FF} and F / B pressure command value P _{Cl1_FB,} and oil pressure command value P _cl1 ^*.

In step S193, the hydraulic pressure command value is corrected so that the slope of the reaction force (hydraulic pressure) -stroke characteristic of the clutch mechanism (the spring characteristic of the diaphragm spring) becomes a characteristic desired by the designer. Hereinafter, a detailed method will be described.
From the _difference between the first clutch hydraulic pressure estimated value P _{cl1_est} calculated using the map created based on the characteristics shown in FIG. 10 from the stroke measurement value x _scl1 and the reaction force reference value P _{cl1_ref} calculated using the standard spring characteristics, The hydraulic pressure correction value P _{cl1_hosei} is calculated. The arithmetic expression is
_{P cl1_hosei = P cl1_ref -P cl1_est =} K ref · x scl1 -f xscl1-p (x scl1) (39)
It becomes.
However,
_{f xscl1-p (x scl1)} : Hydraulic - is a function showing a stroke characteristic.
From the hydraulic correction value P _{Cl1_hosei} and the hydraulic command value P _cl1 ^* calculated above, to calculate the final hydraulic pressure command value P _{Cl1_com} based on the following equation. The arithmetic expression is
^{_{P cl1_com = P cl1 * -P cl1_hosei}} (40)
It becomes.

In step S194, the current command value I _cl1 ^* is calculated from the final hydraulic pressure command value P _{cl1_com} using a map (see FIG. 8) created based on previously acquired characteristics, as with the second clutch CL2.

Next, the operation will be described.
First, the “problem of the engine start control comparative example” will be described, and then the actions in the control device for the FR hybrid vehicle of the first embodiment will be referred to as “engine start control action” and “motor rotation speed control action at engine start”. ”,“ Change rate limiting action of motor rotation speed target value in motor rotation speed control ”, and“ Comparison action of simulation results of comparative example and embodiment 1 ”.

[Problems of engine start control comparison example]
FIG. 13 shows engine start request, target & actual motor speed, AT output shaft speed, engine speed, first clutch torque capacity (command value), actual first clutch transmission torque, and engine torque in the engine start control comparison example. -It is a time chart which shows each characteristic of motor torque and AT input shaft torque.

  “EV mode using only the power of the motor generator in a hybrid vehicle having a drive system in which an engine, a first clutch for starting the engine, a motor, and an automatic transmission having a second clutch capable of driving force control are arranged in order. An engine start control comparative example for starting the engine in order to change the mode to the “HEV mode” when the driver depresses the accelerator pedal while traveling at “” will be described with reference to FIG. 13.

If there is an engine start request while traveling in "EV mode", the second clutch slips based on the engine start request until the second clutch slip is detected (time t1) from the engine start request (time t0). The slip of the second clutch is detected when the slip rotation speed becomes sufficiently large.
From the slip detection of the second clutch (time t1) until the engine torque is generated (time t2), the first clutch is half-engaged and engine cranking is performed, and the engine is ignited when the engine speed exceeds the predetermined speed. Start. At this time, the torque capacity of the first clutch is compensated by the motor torque, and the AT input shaft torque is kept constant.
When the engine torque is generated (time t2), the engine is pulled up to the motor speed. Basically, when the engine speed matches the motor speed, the first clutch and the second clutch are engaged, and the "HEV mode" Transition to driving. At this time, transmission of torque fluctuations to the drive wheels accompanying engine start is reduced by slipping the second clutch.

  Further, as the transmission, for example, an automatic transmission that automatically switches stepped gear ratios such as forward 5 speed reverse 1 speed and forward 7 speed reverse 1 speed according to vehicle speed, accelerator opening, etc. As the second clutch, a frictional engagement element used for the shift of the automatic transmission is selected according to the shift stage, and this is used.

  However, in the system in which the first clutch is half-engaged and the engine is started by cranking as in the comparative example, after the time t2 when the engine speed exceeds the predetermined speed and ignition is started, the engine shown in FIG. As shown in the torque characteristics, engine torque (initial explosion torque) that exceeds the torque capacity of the first clutch may occur. Then, as indicated by the dotted line frames of the target & actual motor speed characteristics and the engine speed characteristics in FIG. 13, the engine speed may exceed the target & actual motor speed at time t3. At this time, as indicated by the dotted frame of the first clutch torque capacity (command value) characteristic and the actual first clutch transmission torque characteristic in FIG. Although the one-clutch torque capacity (command value) is constant, the direction of action of the actual transmission torque of the first clutch is instantaneously reversed. Then, as shown in the dotted line frame of the motor torque characteristic in FIG. 13, a sudden change in the motor torque occurs such that the motor torque suddenly decreases from time t3.

  When this motor torque suddenly changes, the motor is in the rotational speed control mode, and compensation is performed so as to cancel the torque fluctuation generated in the first clutch in order to follow (hold) the rotational speed to the target value. . However, since feedback compensation is performed after the occurrence of torque fluctuation, the compensation is delayed, and the AT input shaft torque is stepped at time t3 as shown by the dotted line frame of the AT input shaft torque characteristic in FIG. The AT input shaft torque changes abruptly, such as suddenly decreasing after starting up.

  Further, in the comparative example, the torque transmission from the AT input shaft to the AT output shaft is cut off by slipping the second clutch in response to the AT input shaft torque fluctuation. When the friction engagement element incorporated in the machine is used as the second clutch, the internal mechanism (planetary gear train) of the automatic transmission can be used even when the second clutch is slipped (the transmission torque capacity is reduced). Due to the gear train), the AT input shaft torque fluctuation is transmitted to the AT output shaft, the longitudinal acceleration of the vehicle fluctuates, and an engine start shock occurs.

[Engine start control action]
First, the engine start control action in the FR hybrid vehicle of the first embodiment will be described using the flowchart shown in FIG.

While traveling in the “EV mode”, in the flowchart of FIG. 2, step S1 → step S2 → step S3 → step S4 → step S5 → step S6 → step S7 → step S12 → step S13 → step S14 → step S15 → The flow from step S18 to step S19 to step S20 is repeated.
That is, before the engine start request (time t0), the second clutch torque capacity command value T _cl2 ^* for engagement control is calculated in step S14. In step S15, the first clutch control mode CL1MODE and the target drive torque Td are calculated. Based on ^* , the motor torque command value Tm ^* for fastening control is calculated.

While driving in this "EV mode", the driver depresses the accelerator pedal, and CL1MODE is 0 (released) and CL2MODE is 1 (slip) according to the calculation process of the target control mode of each clutch CL1, CL2 (Fig. 9). 2), the flow from step S1 to step S13 to step S16 → step S17 → step S18 → step S19 → step S20 is repeated in the flowchart of FIG.
That is, from the engine start request (time t0) to the slip detection (time t1), in step S16, the second clutch torque capacity command value T _cl2 for slip transition control with a constant value equal to or greater than the EV drive torque phase immediately before the mode change or the like. ^* Is calculated, and in step S17, a motor torque command value Tm ^* for slip transition control that is gradually increased until a slip of the second clutch CL2 is detected is calculated.

When the slip of the second clutch CL2 is detected, the process proceeds from step S1 to step S7 to step S8 → step S9 → step S10 → step S11 → step S18 → step S19 → step S20 in the flowchart of FIG. The flow is repeated.
That is, when the slip of the second clutch CL2 is detected (time t1), in step S6, the first clutch torque capacity command value _Tcl1 ^* based on the cranking torque T _crank is calculated, and in step S8, the basic second clutch Torque capacity command value T _{cl2_base} ^* is calculated. In step S9, the second clutch input speed target value ω _cl2i ^* (motor speed target value) is calculated. In step S10, motor torque command value Tm for slip control is calculated. ^* is calculated, in step S11, the second clutch torque capacity command value for the slip control T _cl2 ^* is computed.

  Thus, in the engine start control in the FR hybrid vehicle of the first embodiment, when there is an engine start request during traveling in the “EV mode” in which the second clutch CL2 is engaged, the second clutch CL2 is slipped, and the second When the slip of the clutch CL2 is detected, the opened first clutch CL1 is half-engaged and cranking of the engine Eng is started. Therefore, as in the comparative example, the transmission of torque fluctuations accompanying the engine start to the left and right rear wheels RL and RR is reduced by slipping the second clutch CL2.

[Motor speed control action at engine start]
FIG. 14 shows engine start request, target & actual motor rotation speed, AT output shaft rotation speed, engine rotation speed, target slip rotation speed, and first clutch torque in the engine start control in the FR hybrid vehicle control apparatus of the first embodiment. 6 is a time chart showing characteristics of capacity (command value), actual first clutch transmission torque, engine torque, motor torque, and AT input shaft torque. Hereinafter, the operation of controlling the motor speed when starting the engine Eng will be described with reference to FIG.

  If there is an engine start request during traveling in the “EV mode”, from the engine start request (time t0) until the slip of the second clutch CL2 is detected (time t1), in step S16 The second clutch torque capacity control and the motor torque control in step S17 perform control for prompting the slip of the second clutch CL2, and the slip of the second clutch CL2 is detected when the slip rotation speed becomes sufficiently large. .

  When the slip of the second clutch CL2 is detected (time t1), as shown in the first clutch torque capacity characteristic of FIG. 14, the first clutch CL1 is half-engaged and the motor generator MG is used as a starter motor. Now start cranking the engine Eng. When cranking is started, as shown in the engine speed characteristics of FIG. 14, the engine speed of the engine Eng rises, and when the engine speed exceeds a predetermined speed (time t2), the engine Eng is ignited. Start and start the engine Eng.

  On the other hand, when the slip of the second clutch CL2 is detected and cranking of the engine Eng is started at time t1, cranking is started (time t1) as shown in the target & actual motor speed characteristics of FIG. Until the first clutch CL1 is engaged and the state shifts to the “HEV mode” (time t4), the motor generator MG is rotated so that the target & actual motor speed is maintained at the engine speed or higher. Be controlled.

  Therefore, as shown in the dotted line frame of the target & actual motor rotational speed characteristics and engine rotational speed characteristics in FIG. 14, even if the engine torque increases due to the initial explosion due to the ignition of the engine Eng at time t2, the engine rotational speed is The target & actual motor speed will not be exceeded. At time t3, the engine speed matches the target & actual motor speed, and thereafter, the engine speed and the target & actual motor speed change at the same speed. From the time cranking starts (time t1) until the engine speed matches the target & actual motor speed (time t3), the torque capacity of the first clutch CL1 keeps the AT input shaft torque constant. Is compensated by the motor torque. However, the AT input shaft torque is controlled by increasing the motor rotation speed so that the target & actual motor rotation speed is maintained at or above the engine rotation speed from time t1 to time t4. As shown in the AT input shaft torque characteristic of 14, the AT input shaft torque is increased by the increase of the motor rotational speed.

  That is, as described in the comparative example, when the first clutch CL1 is semi-engaged and the engine is started by cranking, an engine torque that exceeds the torque capacity of the first clutch CL1 due to the initial explosion in the engine ignition start region is obtained. When it occurs, the engine speed tends to exceed the motor speed. However, the motor generator MG having higher control response than the engine Eng maintains the rotational speed of the motor at or above the engine rotational speed in advance from the cranking start time (time t1) before the engine Eng is ignited. The rotational speed is controlled as follows. Therefore, as shown in the target & actual motor speed characteristics and the engine speed characteristics in FIG. 14, the engine speed does not exceed the target & actual motor speed, and the actual first clutch transmission torque characteristics in FIG. As indicated by the dotted frame, the transmission torque code does not reverse. For this reason, as shown in the dotted frame of the motor torque characteristic and the AT input shaft torque characteristic in FIG. 14, the step-like sudden change of the motor torque and the step-like sudden change of the AT input shaft torque can be avoided in advance. Show.

  As described above, in the motor speed control unit (step S9), the motor speed is the engine speed from the start of cranking of the engine Eng to the time when the first clutch CL1 is engaged and shifts to the “HEV mode”. The motor generator MG is controlled to maintain the above rotational speed. Therefore, when the first clutch CL1 is semi-engaged and the engine is started by cranking using the motor generator MG, an engine start shock that occurs due to a sudden change in torque in the first clutch CL1 is prevented.

Further, in the motor rotation speed control unit (step S9), the motor rotation speed target value (= second clutch input rotation speed target value ω _{cl2_slp} ) that becomes a control command value to the motor generator MG is measured by the engine rotation speed sensor 12. It is obtained by adding the first clutch slip rotational speed target value ω _{CL1_slp} ^* (= target slip rotational speed) between the input and output shafts of the first clutch CL1 to the measured engine rotational speed value ω _e . Therefore, the first clutch slip rotation speed target value ω _{CL1_slp} ^* is secured as the difference rotation speed between the motor rotation speed and the engine rotation speed, and the motor rotation speed is prevented from falling below the engine rotation speed.

Further, in the motor rotation speed control unit (step S9), the first clutch slip rotation speed target value ω _{CL1_slp} ^* (= target slip rotation speed) is gradually made _closer to zero as the engine rotation speed increases. I try to decrease. Therefore, as shown in the target & actual motor speed characteristics, engine speed characteristics, and target slip speed characteristics of FIG. 14, the target slip speed gradually decreases from the engine ignition start time t2 toward zero. Correspondingly, a characteristic is obtained in which the engine speed coincides with gradually converging on the motor speed. As a result, regardless of variations in the engine speed increase characteristics at the time of engine start, the engine speed smoothly approaches the motor speed while gradually approaching the motor speed, so that the AT input shaft torque accompanying the engine start can be reduced. Fluctuation is reliably suppressed.

[Motor speed target value change rate limiting action in motor speed control]
FIG. 15 shows engine start request, first clutch torque capacity (command value), second clutch torque capacity (command value), engine torque, target & actual in engine start control in the control apparatus for the FR hybrid vehicle of the first embodiment. It is a time chart which shows each characteristic of motor rotation speed (before and after change rate limitation), engine rotation speed, motor torque (before and after change rate limitation), and AT output shaft torque (before and after change rate limitation). Hereinafter, the change rate limiting action of the motor rotation speed target value in the motor rotation speed control will be described with reference to FIG.

  As mentioned above, after starting engine Eng cranking (time t1), the motor speed is increased by increasing the rotation speed of the motor generator MG and maintaining the motor speed higher than the engine speed. The AT input shaft torque is increased accordingly. Therefore, unless the rate of change of the target motor speed (= motor speed target value) is limited in the area after the start of engine ignition (the area after time t2) where the engine speed increase gradient increases, AT output shaft torque may exceed the allowable variation range.

  That is, as shown in the target motor rotational speed characteristic (dotted line) before the rate of change in FIG. 15, when the target motor rotational speed is increased along the upward gradient of the engine rotational speed, the rising slope of the target motor rotational speed is abrupt. It becomes. Along with the steep rising slope of the target motor rotation speed, the motor torque significantly increases as shown in the motor torque characteristic (dotted line) before the rate of change restriction in FIG. When the motor torque increases significantly, the AT output shaft torque exceeds the allowable change width as shown in the AT output shaft torque characteristics (dotted line) before the change rate restriction in FIG.

In contrast, the first embodiment employs a configuration in which the target motor rotation speed is limited by the upper limit value of the motor rotation speed change rate obtained from the allowable change width of the AT output shaft torque. For this reason, as shown in the target motor rotation speed characteristic (solid line) before the change rate restriction in FIG. 15, the rising gradient of the target motor rotation speed becomes gentler than before the change rate restriction. Along with the gentle rising slope of the target motor rotation speed, as shown in the motor torque characteristic (solid line) before the rate of change restriction in FIG. Then, when the rise of the motor torque is suppressed, as shown in AT output shaft torque characteristic before the change rate limiter of FIG. 15 (solid line), to limit the AT output shaft torque to the allowable change in the width dT _atout it can.

  As described above, in the motor rotation speed control unit (step S9), the upper limit side change rate of the target motor rotation speed is limited so as to be equal to or less than the torque change width allowed on the transmission output shaft of the automatic transmission AT. The Therefore, by limiting the AT output shaft torque within the allowable variation range, the engine start shock level due to the longitudinal acceleration of the vehicle can be suppressed to a low level that does not give a sense of discomfort to the occupant.

Further, the motor rotation speed control unit (step S9) calculates a motor torque upper limit value that can be used in the motor rotation speed control based on the transmission output shaft torque change allowable value dT _{ATo_lim} of the automatic transmission AT, Constants α ₁ , β ₁ , β defined for each gear stage selected by the torque upper limit value, the first clutch torque capacity command value T _cl1 ^* , the second clutch torque capacity command value T _cl2 ^*, and the automatic transmission AT ₂ is used to calculate a motor rotation speed change rate upper limit value that limits the upper limit change rate of the target motor rotation speed. Therefore, regardless of the magnitude of the torque capacity of the first clutch CL1, the magnitude of the torque capacity of the second clutch CL2, and the gear stage selected by the automatic transmission AT, the AT output shaft torque can be reliably changed. Limited within.

[Contrast effect of simulation results of comparative example and example 1]
FIG. 16 shows clutch torque capacity characteristics (first clutch, second clutch), shaft rotational speed characteristics (target motor, actual motor, engine, AT output shaft) and transmission torque characteristics (engine, motor, It is a simulation result figure which shows an AT output shaft and a 1st clutch. FIG. 17 shows clutch torque capacity characteristics (first clutch, second clutch) and shaft speed characteristics (target motor, actual motor, engine, AT output shaft) in engine start control in the control apparatus for the FR hybrid vehicle of the first embodiment. -It is a simulation result figure which shows a transmission torque characteristic (an engine, a motor, an AT output shaft, a 1st clutch). Hereinafter, the comparison effect of the simulation results of the comparative example and the first embodiment will be described with reference to FIGS. 16 and 17.

First, the operation of the comparative example will be described with reference to FIG.
In the comparative example, the first clutch is semi-engaged and cranked (time t1) simultaneously with the engine start request. The engine is ignited when the engine speed exceeds a predetermined value, and generates engine torque (time t2).
In this case, after the time t2, the engine speed increases due to the engine torque of the first explosion, and the engine speed is the motor speed as shown by the dotted line frame (time t3, region A) of the shaft speed characteristics in FIG. Will be exceeded. At this time, when the sign of the input / output shaft differential rotation of the first clutch CL1 is reversed, as shown in the dotted line frame (time t3, region B) of the transmission torque characteristic of FIG. 16, the transmission torque of the first clutch CL1 The direction of action is instantaneously reversed, and a sudden change in torque is transmitted to the AT output shaft (= vehicle).

Next, the operation of the first embodiment will be described with reference to FIG.
Example 1 is the same as the comparative example operation until time t2. At time t2, the engine speed increases rapidly due to the initial explosion engine torque. However, as shown in the dotted line frame (region C) of the shaft speed characteristics in FIG. 17, the motor speed is increased in advance. Does not exceed the motor speed. Thus, as shown in the dotted line frame (region D) of the transmission torque characteristic in FIG. 17, a sudden change in torque at the AT output shaft (= vehicle) is avoided.
Further, as shown in the dotted frame (region C) of the shaft rotational speed characteristic of FIG. 17, the slip rotational speed of the engine and the motor is gradually made zero, and then the first clutch CL1 is engaged at time t4. Yes. As a result, from the time t2 to the time t3, the AT output shaft (= vehicle) can smoothly shift from the time t4 to the “HEV mode” without causing a sudden torque change as in the prior art.

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

  (1) A hybrid vehicle mode (HEV mode) that has a first clutch CL1 that connects and disconnects the engine Eng and the motor generator MG, and that is driven by the power of the engine Eng and the motor generator MG by engaging the first clutch CL1. An electric vehicle mode (EV mode) in which the first clutch CL1 is opened and the vehicle is driven only by the power of the motor generator MG, and the same motor generator MG power is used while running only by the power of the motor generator MG. When the electric vehicle mode (EV mode) is selected in the control apparatus for the FR hybrid vehicle that runs while switching between the engine start mode for performing engine cranking, the first clutch CL1 is semi-engaged when there is an engine start request. And engine start control means (FIG. 2) for starting cranking of the engine Eng. The start control means (FIG. 2) is configured so that the motor generator maintains a rotational speed equal to or higher than the engine rotational speed from the cranking start area of the engine Eng to the engagement of the first clutch CL1. A motor rotation speed control unit (step S9) that controls the rotation speed of the MG is provided. Therefore, when the first clutch CL1 is half-engaged and the engine is started by cranking using the motor generator MG, it is possible to prevent an engine start shock that occurs due to a sudden change in torque in the first clutch CL1. it can.

(2) The motor rotation speed control unit (step S9) uses a motor rotation speed target value (second clutch input rotation speed target value ω _{cl2_slp} ), which is a control command value to the motor generator MG, as an engine rotation speed detection means. The engine speed measurement value ω _e actually measured by the (engine speed sensor 12) is obtained by adding the first clutch slip rotation speed target value ω _{CL1_slp} ^* between the input and output shafts of the first clutch CL1. Therefore, the first clutch slip rotation speed target value ω _{CL1_slp} ^* is ensured as the difference rotation speed between the motor rotation speed and the engine rotation speed, and it is possible to prevent the motor rotation speed from falling below the engine rotation speed.

(3) The motor rotation speed control unit (step S9) decreases the first clutch slip rotation speed target value ω _{CL1_slp} ^* so as to gradually _approach zero as the engine rotation speed increases. For this reason, regardless of variations in the engine speed increase characteristics at the time of engine start, the engine speed smoothly approaches the motor speed while gradually approaching the motor speed, so that the AT input shaft torque accompanying the engine start can be reduced. Fluctuations can be reliably suppressed.

  (4) An electric vehicle mode in which a second clutch CL2 for connecting / disconnecting the motor generator MG and driving wheels (left and right rear wheels RL, RR) is provided, and the engine start control means (FIG. 2) is engaged with the second clutch CL2. When the engine is requested to start in the EV mode, the second clutch CL2 is slipped, and when the slip of the second clutch CL2 is detected, the released first clutch CL1 is half-engaged. To start cranking of the engine Eng. For this reason, when the engine is started, the torque fluctuation suppression action on the clutch input side of the second clutch CL2 by the motor rotation speed control is added to the fluctuation torque transmission suppression action on the clutch output side of the second clutch CL2 by the slip control. Thus, it is possible to prevent engine start shocks in an orderly manner.

  (5) The second clutch CL2 has a torque transmission path that is generated for each selected gear among the plurality of friction engagement elements built in the automatic transmission AT having a plurality of gears with a step. Friction engagement elements that exist in the engaged state are diverted, and the motor rotation speed control unit (step S9) is set to be equal to or less than the torque change width allowed on the transmission output shaft of the automatic transmission AT. Limit the upper limit change rate of the target motor speed. For this reason, the engine start shock level due to the longitudinal acceleration of the vehicle can be suppressed to a low level that does not give the passenger a sense of incongruity.

(6) The motor rotation speed control unit (step S9) calculates a motor torque upper limit value that can be used in motor rotation speed control based on a transmission output shaft torque change allowable value dT _{ATo_lim} of the automatic transmission AT, Further, the motor torque upper limit value, the first clutch torque capacity command value T _cl1 ^* , the second clutch torque capacity command value T _cl2 ^*, and a constant α ₁ defined for each shift stage selected by the automatic transmission AT. , β ₁ , β ₂ are used to calculate a motor rotation speed change rate upper limit value that limits the upper limit change rate of the target motor rotation speed. Therefore, regardless of the magnitude of the torque capacity of the first clutch CL1, the magnitude of the torque capacity of the second clutch CL2, and the gear stage selected in the automatic transmission AT, the AT output shaft torque can be reliably changed within the allowable range. Can be restricted within.

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

  In the first embodiment, as the motor rotation speed control unit of the engine start control means, from the start of cranking of the engine Eng that makes the first clutch CL1 semi-engaged until the first clutch CL1 is engaged and shifts to the “HEV mode” In this example, the motor generator MG is controlled so that the motor speed is maintained at the engine speed or higher. However, it is sufficient that the motor speed control starts at least in the cranking region from the cranking start time to the engine ignition start time. Further, if the cranking is started with the first clutch half-engaged simultaneously with the engine start request, the motor rotation speed control may be performed from the engine start request.

  In the first embodiment, as engine start control, when there is an engine start request during traveling in the EV mode with the second clutch CL2 engaged, the second clutch CL2 is slipped and the slip of the second clutch CL2 is detected. An example is shown in which cranking of the engine Eng is started by semi-engagement of the opened first clutch CL1. However, if there is an engine start request while running in EV mode without performing slip control of the second clutch, the first clutch that is immediately released is half-engaged and cranking of the engine is started. good.

  In the first embodiment, the application example to the FR hybrid vehicle having the second clutch in the drive system is shown. However, the FR hybrid vehicle or FF having only the first clutch (engine clutch) without having the second clutch in the drive system. The present invention can also be applied to a hybrid vehicle control device. In the first embodiment, an example in which the frictional engagement element built in the automatic transmission is used as the second clutch is shown. However, the hybrid drive system is provided with an independent second clutch at the upstream position or the downstream position of the transmission. It can also be applied to vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a parallel-type FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a control device according to a first embodiment is applied. It is a flowchart which shows the engine starting control process performed in the integrated controller 10 of FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a figure which shows an example of the target drive torque calculation map which calculates a target drive torque by using the accelerator opening APO and the vehicle speed VSP as parameters. It is a figure which shows an example of the map which calculates the target slip rotation speed in HEV mode. It is a figure which shows an example of the map which calculates the target slip rotation speed (increment) in engine starting mode. It is a control block diagram which shows a 2nd clutch rotational speed control system. It is a figure which shows an example of a 2nd clutch torque capacity-hydraulic pressure conversion map. It is a figure which shows an example of a 2nd clutch torque oil pressure-current conversion map. It is a flowchart which shows the target control mode calculation process (step S4 of FIG. 2) of each clutch performed with the integrated controller 10 of FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a figure which shows an example of the relationship characteristic of the clutch torque capacity | capacitance of a 1st clutch, a clutch stroke, and a diaphragm spring reaction force. It is a flowchart which shows the 1st clutch electric current command value calculation process (step S19 of FIG. 2) performed in the integrated controller 10 of FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a control block diagram which shows a 1st clutch stroke control system. Engine start request, target & actual motor speed, AT output shaft speed, engine speed, first clutch torque capacity (command value), actual first clutch transmission torque, engine torque, motor torque It is a time chart which shows each characteristic of AT input shaft torque. Engine start request, target & actual motor rotation speed, AT output shaft rotation speed, engine rotation speed, target slip rotation speed, first clutch torque capacity (command value) in the engine start control in the control apparatus for the FR hybrid vehicle of the first embodiment FIG. 4 is a time chart showing characteristics of actual first clutch transmission torque, engine torque, motor torque, and AT input shaft torque. Engine start request, first clutch torque capacity (command value), second clutch torque capacity (command value), engine torque, target & actual motor speed (in engine start control in the FR hybrid vehicle control device of the first embodiment) It is a time chart which shows each characteristic of engine speed, motor torque (before and after change rate limitation), and AT output shaft torque (before and after change rate limitation). Clutch torque capacity characteristics (first clutch, second clutch), shaft speed characteristics (target motor, actual motor, engine, AT output shaft), transmission torque characteristics (engine, motor, AT output shaft, engine start control comparison example) It is a simulation result figure which shows a 1st clutch. Clutch torque capacity characteristics (first clutch, second clutch), shaft rotation speed characteristics (target motor, actual motor, engine, AT output shaft), and transmission torque characteristics in engine start control in the FR hybrid vehicle control apparatus of Embodiment 1 It is a simulation result figure which shows (an engine, a motor, an AT output shaft, a 1st clutch).

Explanation of symbols

Eng engine
FW flywheel
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller 11 CAN communication line 12 Engine speed sensor (engine speed detection means)
13 resolver 14 hydraulic actuator 14a piston 15 first clutch stroke sensor 16 accelerator opening sensor 17 vehicle speed sensor

Claims (6)

A hybrid vehicle mode having a first clutch for connecting and disconnecting the engine and the motor generator, the first clutch being engaged and traveling by power of the engine and the motor generator; and the first clutch being opened and the motor generator being In a control apparatus for a hybrid vehicle that travels by switching between an electric vehicle mode that travels only by power and an engine start mode that performs engine cranking using the power of the same motor generator while traveling only by the power of the motor generator ,
When the electric vehicle mode is selected, when there is an engine start request, engine start control means is provided for half-engaging the first clutch and starting cranking of the engine,
The engine start control means controls the rotation speed of the motor generator so that the rotation speed of the motor is equal to or higher than the rotation speed of the engine from the cranking start region of the engine to the engagement of the first clutch. A control apparatus for a hybrid vehicle, comprising: a motor rotation speed control unit that performs the operation. In the hybrid vehicle control device according to claim 1,
The motor rotation speed control unit sets a motor rotation speed target value, which is a control command value to the motor generator, to an engine rotation speed measurement value actually measured by an engine rotation speed detection unit between the input and output shafts of the first clutch. A control apparatus for a hybrid vehicle, characterized in that the first clutch slip rotation speed target value is added. In the hybrid vehicle control device according to claim 2,
The control apparatus for a hybrid vehicle, wherein the motor rotation speed control unit decreases the first clutch slip rotation speed target value so as to gradually approach zero as the engine rotation speed increases. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
A second clutch for intermittently connecting the motor generator and the drive wheel;
The engine start control means causes the second clutch to slip when an engine start request is made while the electric vehicle mode in which the second clutch is engaged is selected, and is released when the slip of the second clutch is detected. A control apparatus for a hybrid vehicle, wherein the first clutch is half-engaged to start cranking of the engine. In the hybrid vehicle control device according to claim 4,
The second clutch is present in an engaged state in a torque transmission path generated for each selected shift stage among a plurality of friction engagement elements incorporated in an automatic transmission having a plurality of shift stages with a step. It is a diversion of friction fastening elements,
The hybrid is characterized in that the motor rotation speed control section limits an upper limit side change rate of the motor rotation speed target value so as to be equal to or less than a torque change width allowed by a transmission output shaft of the automatic transmission. Vehicle control device. In the hybrid vehicle control device according to claim 5,
The motor rotation speed control unit calculates a motor torque upper limit value that can be used in motor rotation speed control based on a transmission output shaft torque change allowable value of the automatic transmission, and further calculates the motor torque upper limit value and the first motor torque upper limit value. Motor rotation that limits the upper limit side change rate of the motor rotation speed target value using a clutch torque capacity command value, a second clutch torque capacity command value, and constants defined for each shift stage selected by the automatic transmission A hybrid vehicle control device that calculates an upper limit value of a number change rate.

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