JP2010188785A - Clutch control device and clutch control method for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the clutch control device and control method of a hybrid vehicle for maintaining the slip state of a second clutch when the fluctuation of a torque capacity is generated in a first clutch. <P>SOLUTION: When first and second clutches CL1 and CL2 are put to a slip state to start an engine E so as to transform to HEV traveling from EV traveling, the torque capacity of the first clutch CL1 is controlled, and the slip rotational frequency of the second clutch CL2 is controlled by a motor during that time. Thus, even when the fluctuation of the torque capacity is generated in the first clutch CL1, it is possible to maintain the slip state of the second clutch CL2. Therefore, it is possible to reduce any shock given to a vehicle by decreasing the slip rotational frequency of the second clutch CL2, and preventing the second clutch CL2 from being tightened. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle that drives drive wheels using one or both of an engine and a motor. In particular, the present invention relates to a clutch control device and a clutch control method for controlling a first clutch that connects an engine and a motor and a second clutch that connects a motor and a drive wheel.

A conventional hybrid vehicle has a structure in which a clutch is provided between an engine and a motor and between the motor and a transmission. Then, by appropriately controlling the engagement state of these clutches, switching between EV traveling (motor traveling) and HEV traveling (hybrid (motor + engine) traveling) and braking regeneration are performed.
Thus, in order to switch from EV traveling to HEV traveling, it is necessary to start the stopped engine. As a conventional method for starting the engine, for example, there is a method as shown in Patent Document 1 below. In this method, first, the second clutch connected to the motor and the transmission is changed from the engaged state to the slip-engaged state (hereinafter referred to as “slip state” as appropriate) in order not to transmit the shock at the time of starting the engine to the vehicle. Then, after increasing the rotational speed of the motor from this state, the first clutch connecting the motor and the engine is connected from the released state to the slip state. Thus, the engine is cranked using the torque of the motor to start the engine.

JP 2000-255285 A

However, in the above-described method, when a variation in torque capacity (deviation from the torque command value) occurs in the first clutch that connects the motor and the engine, the first effect is that the motor and the transmission are connected due to the influence. The two-clutch slip state may not be maintained.
As a result, the rotational speed and torque of the second clutch may fluctuate suddenly and give a shock to the vehicle.
Accordingly, an object of the present invention is to provide a novel clutch control device and clutch control method for a hybrid vehicle that can maintain the slip state of the second clutch even when the torque capacity of the first clutch varies.

In order to achieve the above object, the present invention comprises a first clutch that connects an engine and a motor, a second clutch that connects a motor and a drive wheel, means for controlling these clutches, and means for controlling a motor. The present invention relates to a clutch control device for a hybrid vehicle.
When starting the engine from a state where the clutch control means is running only with the driving force of the motor, the clutch control means changes the second clutch from the engaged state to the slidingly engaged state in order to transmit the driving force of the motor to the engine. The first clutch is changed from the released state to the sliding engaged state.
The clutch control means controls the torque capacity when the first clutch is slip-engaged. In this way, while the torque capacity at the time of slip engagement of the first clutch is controlled by the clutch control means, the motor control means allows the second clutch to move so that the slip rotation speed of the second clutch is within a predetermined range. The slip rotation speed is controlled by a motor.

In the present invention, when the first and second clutches are brought into the slip state to start the engine in order to shift to HEV running during EV running as described above, the slip rotation speed of the second clutch is controlled by the motor.
As a result, torque capacity variation occurs in the first clutch, and even when the motor torque is used more frequently at engine start and the motor speed decreases, the motor is controlled in speed. It is possible to prevent the rotation speed of the second clutch on the motor side from decreasing. For this reason, it can suppress that the slip rotation speed of a 2nd clutch falls, and can maintain the slip state of a 2nd clutch. As a result, slip engagement of the second clutch cannot be maintained, sudden torque fluctuations due to engagement of the second clutch can be prevented, and shock applied to the vehicle can be reduced.

1 is an overall system diagram showing an embodiment of a hybrid vehicle 100 according to the present invention and a clutch shift control device applied thereto. It is a control block diagram of the motor controller 2 at the time of engine starting. It is a control block diagram of the 1st clutch controller 4 at the time of engine starting. It is a control block diagram of the 2nd clutch controller 6 at the time of engine starting. FIG. 3 is a control block diagram showing switching of a torque command value of a first clutch CL1 in an integrated controller 10. It is a flowchart which shows the flow of a process of the clutch control method which concerns on this invention. It is a time chart figure showing a simulation result concerning the present invention when variation occurs in torque capacity of the 1st clutch CL1 at the time of engine starting. It is a time chart which shows the simulation result of a prior art example when dispersion | variation generate | occur | produces in the torque capacity of the 1st clutch CL1 at the time of engine starting.

Hereinafter, an embodiment of a clutch control device for a hybrid vehicle of the present invention will be described with reference to the accompanying drawings.
(Constitution)
First, a drive system configuration of a general hybrid vehicle including the clutch control device of the present invention will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle 100 by rear wheel drive including a clutch control device of the present invention.
As shown in FIG. 1, the hybrid vehicle 100 includes an engine E, a motor M, a first clutch CL1, a second clutch CL2, and a transmission T / M. The hybrid vehicle 100 further includes a propeller shaft PS, a final gear (differential) DF, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel).

The engine E includes a gasoline engine, a diesel engine, or the like. And this engine E controls the valve opening degree etc. of a throttle valve based on the control command from the engine controller 1 mentioned later. An engine position detector S1 for detecting the engine speed is provided on the output shaft of the engine E.
The motor M includes a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. And this motor M is controlled by applying the three-phase alternating current produced by the inverter 3 and the battery 3a based on the control command from the motor controller 2 mentioned later.

  The rotor (output shaft) of the motor M is connected to the input shaft of the transmission T / M via the second clutch CL2. Therefore, the motor M operates as an electric motor that rotationally drives the drive wheels RL and RR when supplied with electric power from the inverter 3. Further, when the rotor is rotated by an external force during braking, the rotor functions as a generator (generator) that generates electromotive force at both ends of the stator coil and is charged (regeneration). A motor position detector S2 for detecting the motor speed is provided on the output shaft of the motor M.

The first clutch CL1 includes a hydraulic single-plate clutch interposed between the engine E and the motor M. The first clutch CL1 is engaged / released including slip engagement (slip) and slip release by a control hydraulic pressure generated by the first clutch hydraulic unit 5 based on a control command from a first clutch controller 4 described later. Perform the action.
The second clutch CL2 includes a hydraulic multi-plate clutch interposed between the motor M and the transmission T / M. The second clutch CL2 is engaged and disengaged including slip (slip) engagement and slip release by the control hydraulic pressure generated by the second clutch hydraulic unit 7 based on a control command from the second clutch controller 6 described later. I do.

In the present embodiment, the “engaged state” in the first clutch CL1 and the second clutch CL2 refers to a state in which the torque and the rotational speed are transmitted as they are, and the “slip state” refers to a torque exceeding the torque capacity. The input rotation exceeds the output rotation when is input. The “open state” refers to a state where torque is not transmitted (hereinafter the same).
Further, the torque capacities of the first clutch CL1 and the second clutch CL2 can be continuously changed according to the supplied hydraulic pressure. The first clutch hydraulic unit 5 and the second clutch hydraulic unit 7 generate a control hydraulic pressure by a hydraulic circuit including a control valve (not shown). The torque capacity of the first clutch CL1 and the second clutch CL2 can be continuously changed by variably controlling the control oil pressure.

  The transmission T / M, for example, has a stepless speed ratio such as forward 5 speed reverse 1 speed or forward 6 speed reverse 1 speed or continuously variable speed ratio such as CVT (Continuously Variable Transmission) in addition to vehicle speed and accelerator opening. It is a transmission that automatically switches according to the driving state described. The output shaft of the transmission T / M is connected to the left and right rear wheels (drive wheels) RL and RR via the propeller shaft PS and the final gear DF. The transmission T / M performs a shifting operation with a control hydraulic pressure generated by the transmission hydraulic unit 9 based on a control command from the transmission controller 8. The input shaft of the transmission T / M is provided with a T / M input rotation detector S3 that detects the input rotation speed. The output shaft includes a T / M input rotation detector S4 that detects the output rotation speed.

Next, the drive control device including the clutch control device of the hybrid vehicle 100 having such a configuration will be described.
As shown in FIG. 1, the drive control device includes an engine controller 1, a motor controller 2, an inverter 3, a first clutch controller 4, and a first clutch hydraulic unit 5. The drive control device further includes a second clutch controller 6, a second clutch hydraulic unit 7, a transmission controller 8, a transmission hydraulic unit 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 4, the transmission controller 8, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.

The engine controller 1 inputs engine speed information from an engine speed sensor (not shown). The engine controller 1 outputs a command for controlling the engine operating point to, for example, a throttle valve actuator (not shown) in accordance with a target engine torque command from the integrated controller 10 or the like. Information on the engine speed is supplied to the integrated controller 10 via the CAN communication line 11.
The motor controller 2 inputs information from a motor position detector S2 that detects the rotor rotational position of the motor M. The motor controller 2 outputs a command for controlling the motor speed of the motor M to the inverter 3 in accordance with a target motor speed command from the integrated controller 10 or the like.

  That is, as shown in FIG. 2, the motor controller 2 receives the motor rotation speed command value from the integrated controller 10, takes the difference between this and the motor rotation speed (sensor value), and performs feedback (F / B) control compensation. Do. For this feedback control compensation, known ones such as PID control, observer, and output feedback (F / B) control can be used. Then, current control is performed by this feedback control, an inverter SW command is generated, and the command is output to the inverter 3.

  The first clutch controller 4 inputs sensor information from a clutch oil pressure sensor, a clutch stroke sensor, or the like (not shown). The first clutch controller 4 outputs, to the first clutch hydraulic unit 5, a command for controlling engagement / slip (slip engagement) / release of the first clutch CL 1 in response to the first clutch hydraulic command from the integrated controller 10. To do.

  That is, as shown in FIG. 3, the first clutch controller 4 receives the torque command value of the first clutch CL1 from the upper integrated controller 10. The feedforward (F / F) CL1 torque command value is then passed through the CL1 inverse model and the normative response model (first-order lag model of dead time and time constant) so as to obtain a desired response. Further, the difference between the slip rotation speed of the second clutch CL2 and the slip command value of the second clutch CL2 received from the integrated controller through the reference response model is taken, and feedback control compensation is performed by the F / B compensator. . Note that the slip rotation speed of the second clutch CL2 is obtained by subtracting the transmission T / M input rotation speed from the motor rotation speed. The normative response model is a first-order lag model with a dead time and a time constant as described above. Similarly, for this feedback control compensation, known ones such as PID control, observer, and output feedback (F / B) control can be used. Then, the sum of the feedback control compensation value and the F / FCL1 torque command value is converted through the linearization converter for converting the unit into the CL1 torque command value, and converted into the hydraulic pressure. Send to the first clutch hydraulic unit 5.

The second clutch controller 6 inputs sensor information from a clutch oil pressure sensor, a clutch stroke sensor, or the like (not shown). The second clutch controller 6 outputs a command for controlling the engagement / slip (slip engagement) / release of the second clutch CL12 to the second clutch hydraulic unit 7 in response to the second clutch control command from the integrated controller 10. .
That is, as shown in FIG. 4, the second clutch controller 6 receives the torque command value of the second clutch CL <b> 2 from the upper integrated controller 10. Then, it passes through the inverse model of the second clutch CL2 and the normative response model (first-order lag model with dead time and time constant) to convert it into a hydraulic pressure command, and sends the CL2 hydraulic pressure command value to the second clutch hydraulic unit 7.

The transmission controller 8 inputs sensor information from an accelerator opening sensor (not shown) or a vehicle speed sensor (not shown) that detects the accelerator opening operated by the driver. The transmission controller 8 outputs a command for controlling the shift hydraulic pressure to the shift hydraulic unit 9 in response to the shift command from the integrated controller 10.
The integrated controller 10 manages the energy consumption of the entire vehicle 100, and bears a function for running the vehicle with the highest efficiency.
Therefore, the integrated controller 10 includes various sensor signals and CAN communication lines from the engine position detector S1, the motor position detector S2, the T / M input rotation detector S3, the T / M input rotation detector S4, and the like. Various information obtained through 11 is input.

  The integrated controller 10 controls the operation of the engine E according to the control command to the engine controller 1 and performs the control of the motor M (motor output torque, motor output rotation) according to the control command to the motor controller 2. . Further, the integrated controller 10 performs engagement / slip / release control of the first clutch CL1 by a hydraulic control command to the first clutch controller 4, and the second clutch CL2 by a hydraulic control command to the second clutch controller 6. Tightening / slip / release control. The integrated controller 10 controls the transmission hydraulic unit 9 in response to a transmission control command to the transmission controller 8. Further, the integrated controller 10 determines a synchronization between the motor speed and the engine speed, generates a torque command for switching from the engine cranking torque to the engagement torque of the first clutch CL1, and uses the CL1 torque command value as a first value. 1 Sends to the clutch controller 4.

(Function)
Next, in the clutch control method by such a clutch control device, the flow of control when shifting from EV running (motor running) to HEV running (hybrid (motor + engine) running) is mainly shown in the flowchart of FIG. This will be described with reference to FIG.
(Step S1)
First, in the first step S1, the integrated controller 10 determines whether or not there is a request for starting the engine E based on operation information such as an accelerator pedal operated by the driver. As a result, when it is determined that there is no engine start request (No), the process waits as it is, but when it is determined that there is an engine start request (Yes), the process proceeds to the next step S3.
(Step S3)
In step S3, motor rotation speed control is performed, the second clutch CL2 is brought into a slip state (sliding engagement), and the process proceeds to the next step S5.

(Step S5)
In step S5, in order to obtain the cranking torque necessary for the motor M to start the engine E, the slip rotation speed of the second clutch CL2 (motor rotation speed−transmission T / M input rotation speed) is a predetermined slip rotation. Determine if the number is over. As a result, when it is determined that it does not exceed (No), it waits until it exceeds the predetermined slip rotation speed, but when it is determined that it exceeds (Yes), the process proceeds to the next step S7.
(Step S7)
In step S7, torque control of the first clutch CL1 is performed, and the first clutch CL1 is controlled from the open state to the slip state (sliding engagement) with a torque equivalent to the cranking torque. Then, the first clutch CL1 transmits the torque of the motor M to the engine E, so that the engine E begins to rotate up (rotated by the motor).

  At this time, the rotational speed control of the motor M is performed such that the slip rotational speed of the second clutch CL2 maintains a predetermined rotational speed. However, when the torque of the first clutch CL1 greatly varies with respect to the torque command, particularly when it becomes larger than the torque command, the total torque of the second clutch CL2 and the first clutch CL1 is the torque of the motor M. May be exceeded. Then, the rotational speed of the motor M decreases and the slip rotational speed of the second clutch CL2 cannot be maintained (the motor torque is the upper limit). As a result, the vehicle G drops and gives a shock to the vehicle.

(Step S9)
Therefore, in the next step S9, a decrease in the slip rotation speed of the second clutch CL2 in the slip engagement state is monitored, and it is determined whether or not the slip rotation speed can be maintained above the target slip rotation speed. As a result, when it is determined that it can be maintained (Yes), the process proceeds to the next step S11. On the other hand, when it is not maintained (No), that is, when it is determined that the slip rotational speed of the second clutch CL2 is lower than the target slip rotational speed (No), the process proceeds to Step S10.
(Step S10)
In step S10, feedback control (CL1FB control) for the first clutch CL1 is activated to lower the torque command for the first clutch CL1. Thereby, the rotational speed control of the motor M operates normally, and the slip rotational speed of the second clutch CL2 can be maintained at or above the target slip rotational speed.

(Step S11)
Then, in the next step S11, as in step S5, it is determined whether the slip rotation speed of the second clutch CL2 exceeds a predetermined slip rotation speed. As a result, when it is determined that it does not exceed (No), it waits until it exceeds the predetermined slip rotation speed, but when it is determined that it exceeds (Yes), the process proceeds to the last step S13.
(Step S13)
In step S13, the engine is first exploded by this cranking, and when the slip rotation speed of the first clutch CL1 becomes a predetermined number or less, the first clutch CL1 is engaged and the torque of the engine E is completely transmitted to the motor M. The process is terminated.

FIG. 7 is a time chart illustrating the flow of such clutch control according to the present invention, and FIG. 8 is a time chart illustrating the flow of conventional control.
First, as shown in FIG. 8, in the case of the conventional control, the engine M is requested at the time of the first timing (a), the motor M performs the rotational speed control (Mot rotational speed command), and the slip state of the second clutch CL2 Make.

  Next, when the motor rotation speed (Mot rotation speed) reaches the command value at the timing (b) and the slip rotation speed of the second clutch CL2 can secure a predetermined number, torque control (CL1 of the first clutch CL1). Torque command) and control with torque equivalent to cranking. Then, the first clutch CL1 transmits the motor torque to the engine E, and the engine E begins to rotate up (rotation with the motor).

At this time, in order to set the slip rotation speed of the second clutch CL2 to a desired rotation speed, the motor rotation speed control is activated and the motor torque is controlled.
However, if the torque of the first clutch CL1 greatly varies with respect to the command, and the total torque (CL1 torque + CL2 torque) with the torque of the second clutch CL2 waits for the motor torque, the motor rotation speed decreases. (Motor torque is the upper limit). Then, the slip rotation speed of the second clutch CL2 cannot be maintained, and the vehicle G is lowered at the timing (c) when the engine E is first exploded, and the vehicle is shocked.

On the other hand, in the case of the clutch control according to the present invention as shown in FIG. 7, a decrease in the motor rotation speed (slip rotation speed of the second clutch CL2) is detected at the timing (b ′) immediately after the timing (b). Thus, the feedback control of the first clutch CL1 works, and the torque command of the first clutch CL1 is lowered. As a result, the motor rotation speed control operates normally, and the predetermined slip rotation speed of the second clutch CL2 can be maintained.
As a result, the vehicle G is not changed at the timing (c) when the engine E first detonates, and a vehicle shock can be avoided.

In the present embodiment, the first clutch CL1 is hood-back controlled in accordance with the slip rotation speed of the second clutch CL2. However, when there is a surplus in the torque of the motor M, only the control of the motor M is performed. Thus, the slip rotation speed of the second clutch CL2 may be controlled.
Further, when the engine E starts and the rotation speed of the engine E and the rotation speed of the motor M are synchronized, if the control is performed so that the first and second clutches CL1 and CL2 are engaged, the torque of the engine E is not wasted. It can be transmitted to the vehicle (without overshoot of engine rotation).

  Further, when the first clutch CL1 has heat resistance, when the rotation speed of the engine E and the rotation speed of the motor M are synchronized, the motor rotation speed control is switched to the torque capacity control of the first clutch CL1. You may control. Then, control is performed so that the first clutch CL1 and the second clutch CL2 are engaged after the engine rotational speed at the time of sliding engagement of the first clutch CL1 is controlled to exceed the motor rotational speed. As a result, although high heat resistance (cost) is required for the first clutch CL1, since the first clutch CL1 can be smoothly engaged, the vehicle shock resistance (stability, reliability, durability, etc.) is improved. improves.

A case where the slip rotation speed of the second clutch CL2 cannot be maintained if the torque capacity of the first clutch CL1 varies will be described below.
That is, during the engine start, both the first clutch CL1 and the second clutch CL2 are in the slip state. Accordingly, the total torque of the motor M at this time is the sum of the torque of the first clutch CL1 and the torque of the second clutch CL2.

  For example, consider a case where the first clutch CL1 starts the engine with a torque of 50 Nm when the second clutch CL2 is running with EV of 100 Nm using the motor M having a maximum torque of 150 Nm. At this time, if the torque capacity of the first clutch CL1 is larger than expected and varies to 70 Nm, the torque of the motor needs to be 170 Nm in total in order to maintain the slip state of the second clutch CL2. However, since the maximum torque of the motor is only 150 Nm, 20 Nm is insufficient. As a result, the motor rotational speed decreases, and the slip rotational speed of the second clutch CL2 cannot be maintained.

  Further, the “clutch control means” constituting the clutch control device of the present invention disclosed in the means for solving the above problems includes an integrated controller 10 shown in FIG. 1, first and second clutch controllers 4 and 6, This corresponds to the first and second clutch hydraulic units 5, 7 and the like. Similarly, the “motor control means” corresponds to the integrated controller 10, the motor controller 2, the inverter 3, and the like shown in FIG.

(effect)
As described above, the clutch control device and the clutch control method for a hybrid vehicle according to the present embodiment exhibit the following effects.
(1) When starting the engine E from a state where the vehicle is running only with the driving force of the motor M, the second clutch CL2 is slip-engaged from the engaged state to transmit the driving force of the motor M to the engine E for cranking. At the same time, the first clutch CL1 is brought into the sliding engagement state from the released state.
While the torque capacity at the time of slip engagement of the first clutch CL1 is being controlled, the slip at the time of slip engagement of the second clutch CL2 so that the slip rotation speed at the time of slip engagement of the second clutch CL2 is within a predetermined range. The rotational speed is controlled by the motor M.

That is, in the present invention, the slip rotation speed of the second clutch CL2 is controlled by the motor M while the torque capacity of the first clutch CL1 is controlled to shift to HEV traveling during EV traveling.
As a result, the slip state of the second clutch CL2 can be maintained even when torque capacity variation occurs in the first clutch CL1. As a result, the slip rotation speed of the second clutch CL2 is reduced and the second clutch CL2 is not engaged, so that the shock applied to the vehicle can be greatly reduced.

(2) Further, according to the present invention, when the engine E is started by cranking and the rotational speed of the engine E and the rotational speed of the motor M are synchronized, the first clutch CL1 and the second clutch CL2 are controlled to be engaged. .
As a result, the engine torque can be transmitted to the vehicle without waste (without overshoot of engine rotation).

(3) Further, according to the present invention, when the engine E is started by cranking and the rotational speed of the engine E and the rotational speed of the motor M are synchronized, the motor rotational speed control is changed to the torque capacity control of the first clutch CL1. Switch. Then, control is performed so that the first clutch CL1 and the second clutch CL2 are engaged after the engine rotational speed at the time of sliding engagement of the first clutch CL1 is controlled to exceed the motor rotational speed.
As a result, although high heat resistance (cost) is required for the first clutch CL1, since the first clutch CL1 can be smoothly engaged, the vehicle shock resistance (stability, reliability, durability, etc.) is improved. improves.

E ... Engine M ... Motor CL1 ... First clutch CL2 ... Second clutch T / M ... Transmission PS ... Propeller shaft DF ... Final gear (Differential)
RL ... Left rear wheel (drive wheel)
RR ... Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 ... Engine controller 2 ... Motor controller (motor control means)
3. Inverter (motor control means)
4. First clutch controller (clutch control means)
5. First clutch hydraulic unit (clutch control means)
6. Second clutch controller (clutch control means)
7. Second clutch hydraulic unit (clutch control means)
8 ... Transmission controller 9 ... Transmission hydraulic unit 10 ... Integrated controller (clutch control means, motor control means)
11 ... CAN
100 ... Hybrid vehicle

Claims (4)

A first clutch for connecting the engine and the motor; a second clutch for connecting the motor and the drive wheel; a clutch control means for controlling the first clutch and the second clutch; and a motor control means for controlling the motor. A clutch control device for a hybrid vehicle having
When starting the engine from a state where the clutch control means is running only with the driving force of the motor, the clutch control means is engaged with the second clutch to transmit the driving force of the motor to the engine for cranking. From the open state to the slip-engaged state, and from the open state to the slip-engaged state,
The clutch control means controls a torque capacity at the time of sliding engagement of the first clutch,
While the torque capacity at the time of sliding engagement of the first clutch is being controlled, the motor control means is configured to slide the second clutch so that the slip rotation speed at the time of sliding engagement of the second clutch is within a predetermined range. A clutch control apparatus for a hybrid vehicle, wherein the slip rotation speed at the time of engagement is controlled by the motor. The clutch control apparatus for a hybrid vehicle according to claim 1,
The clutch control means controls the first clutch and the second clutch to be engaged when the engine is started by the cranking and the rotation speed of the engine and the rotation speed of the motor are synchronized. A clutch control device for a hybrid vehicle, which is characterized. The clutch control device for a hybrid vehicle according to claim 2,
The clutch control means starts the engine by the cranking, and when the engine speed and the motor speed are synchronized, the clutch control means controls the rotation speed of the first clutch from the motor speed control by the motor control means. Switching to torque capacity control is performed so that the engine speed at the time of slip engagement of the first clutch is controlled to exceed the motor speed, and then the first clutch and the second clutch are controlled to be engaged. A clutch control device for a hybrid vehicle. A clutch control method for a hybrid vehicle in which an engine and a motor are connected by a first clutch, and the motor and a drive wheel are connected by a second clutch, and the first clutch and the second clutch are controlled according to a running state. And
When the engine is started from a state where the motor is running only with the driving force of the motor, the second clutch is changed from the engaged state to the slidingly engaged state in order to transmit the driving force of the motor to the engine for cranking. And the first clutch is brought into a sliding engagement state from an open state,
Controlling the torque capacity at the time of sliding engagement of the first clutch;
While the torque capacity at the time of slip engagement of the first clutch is being controlled, the rotation speed of the motor is controlled so that the slip rotation speed at the time of slip engagement of the second clutch is within a predetermined range. A clutch control method for a hybrid vehicle.

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