JP2010215097A - Clutch control device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch control device of a hybrid car, which corrects characteristics in a half-clutch state, and preventing an engine start failure due to drawing of driving force at the start of engine or insufficient cranking torque. <P>SOLUTION: A hybrid car is configured by serially connecting an engine Eng, a first clutch CL1, and a motor generator MG. The clutch control device of the hybrid car includes an integral controller 10 for commanding motor rotation and target clutch torque to a fixed value, and for, after the clutch torque reaches the fixed value, until engine rotation synchronizes with motor rotation, correcting the target clutch torque based on a difference between the target clutch torque and motor torque. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a clutch interposed between an engine and a motor in a hybrid vehicle, and more particularly to torque control in a so-called half-clutch state in which a clutch is slipped.

Conventionally, in a hybrid vehicle, for example, a technique described in Patent Document 1 is known as a method for correcting an engagement control amount of an engagement element.
In this prior art, in a hybrid vehicle, an assist power source is connected to an output shaft connected to an engine via a transmission whose torque capacity changes according to an engagement control amount, and the rotation speed of the assist power source is set to a predetermined value. Assist power at the time when the output torque for maintaining the rotational speed of the assist power source reaches a predetermined value in the process by continuously changing the engagement control amount of the assist power source during that time. The relationship between the output torque of the power source and the engagement control amount was learned.

JP 2005-273761 A

However, the conventional clutch control device for a hybrid vehicle can correct the initial characteristics of the clutch. However, since the half clutch cannot be determined only by engine rotation fluctuation or torque fluctuation, the characteristic in the half clutch state cannot be corrected. could not.
For this reason, there is a possibility that an engine start failure may occur due to pulling in of driving force when starting the engine or insufficient cranking torque.

  The present invention has been made paying attention to the above-mentioned problem, and it is possible to correct the characteristics in the half-clutch state, and it is possible to prevent the occurrence of engine start failure due to pulling of driving force at the time of engine start and insufficient cranking torque. An object of the present invention is to provide a clutch control device for a hybrid vehicle.

  In order to achieve the above object, a clutch control device for a hybrid vehicle of the present invention includes a motor that drives drive wheels and an engine, and a hybrid in which a clutch capable of changing transmission torque is interposed between the engine and the motor. In a vehicle, the motor rotation and the target clutch torque are commanded to a predetermined constant value that causes the clutch to slip, and after the clutch torque reaches a certain value, the engine rotation and the motor rotation are synchronized. In addition, the hybrid vehicle clutch control device is provided with a correcting means for correcting the target clutch torque based on the difference between the target clutch torque and the motor torque.

  In the clutch control device of the present invention, the correction means commands the motor rotation and the clutch torque to a constant value, and after the clutch reaches the constant value, until the engine rotation and the motor rotation are synchronized, The target clutch torque is corrected based on the difference between the clutch torque and the motor torque.

  As described above, in the present invention, since the correction is performed after the clutch reaches the target slip state, the correction accuracy can be increased, and when the clutch state varies, the clutch engagement force at the time of starting the engine can be increased. It is possible to avoid the pulling in of the driving force that occurs due to the strong torque and the cranking failure of the engine that occurs because the clutch fastening force is weak.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating an FR hybrid vehicle (an example of a vehicle) by rear wheel drive to which a hybrid vehicle clutch control device according to a first embodiment is applied. FIG. 3 is a control block diagram illustrating a calculation process executed by the integrated controller 10 according to the first embodiment. FIG. 6 is a mode characteristic diagram illustrating an EV-HEV selection map used when mode selection processing is performed by the integrated controller 10 according to the first embodiment. It is a charge / discharge amount characteristic diagram showing a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 in the first embodiment. 3 is a flowchart illustrating processing executed by the integrated controller 10 of the clutch control device according to the first embodiment. 6 is a flowchart illustrating a flow of learning correction processing executed by the integrated controller 10 of the clutch control device according to the first embodiment. 6 is a time chart illustrating an example of an operation at the time of executing correction according to the first exemplary embodiment. 6 is a time chart showing an operation example when a variation (variation) in motor torque Tmg is larger than a set range ΔTmth during the execution of correction in the first embodiment.

    Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A clutch control device according to an embodiment of the present invention includes a motor (MG) capable of transmitting a driving force to the drive wheels (RL, RR), and an engine (MG) provided with the motor (MG) and a driving force (transmission force). Eng), a clutch (CL1) interposed between the engine (Eng) and the motor (MG) and capable of changing the transmission torque, and the transmission torque capacity of the clutch (CL1) toward the target clutch torque The clutch torque control means (5) for controlling, the motor control means (2) for controlling the output torque of the motor (MG), and the motor rotation and the target clutch torque are set in advance so that the clutch (CL1) is in the slip state. Commanded to the fixed value, and after the clutch torque reaches the fixed value, the target clutch torque and Based on a difference between Tatoruku, said correction means for correcting the target clutch torque (10), a clutch control apparatus for a hybrid vehicle characterized in that it comprises.

  A hybrid vehicle clutch control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

First, the configuration of the first embodiment will be described.
FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle (an example of a hybrid vehicle) to which an engine start control device for a hybrid vehicle according to a first embodiment is applied. Based on this diagram, a drive system and a control system are illustrated. The structure of will be described.

First, the configuration of the drive system will be described.
The drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch (clutch) CL1, a motor generator MG, a second clutch CL2, 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 (drive wheel) RL, and a right rear wheel (drive wheel) RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng and the motor generator MG are provided as drive sources that apply drive force to the left and right rear wheels RL and RR as drive wheels, and are provided in series with the propeller shaft PS.

  The engine Eng is a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. The first clutch control hydraulic pressure controls engagement / slip engagement (half-clutch state) / release. As the first clutch CL1, for example, a normally closed dry type in which a complete engagement is maintained by an urging force of a diaphragm spring and a stroke control using a hydraulic actuator 14 having a piston 14a is used to control from slip engagement to complete release. A single plate clutch is used.

  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 alternating current 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 electric power from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor rotates from the engine Eng or the driving wheel. When receiving energy, 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 motor generator MG is connected to the transmission input shaft of automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL, RR, and based on a second clutch control command from the AT controller 7, the second clutch hydraulic unit 8 The fastening / slip fastening / release is controlled by the control hydraulic pressure generated by the above. As the second clutch CL2, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. 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 is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from among a plurality of friction engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected 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 hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “ It has a travel mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “WSC mode” is the second by controlling the rotation speed of the motor generator MG at the time of P, N → D select start from the “HEV mode”, or at the start of the D range from the “EV mode” or “HEV mode”. In this mode, the clutch CL2 is maintained in the slip engagement state, and the clutch transmission torque that passes through the second clutch CL2 starts while controlling the clutch torque capacity so that the required driving torque is determined according to the vehicle state and the driver operation. . “WSC” is an abbreviation for “Wet Start Clutch”.

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 (motor control means) 2, an inverter 3, a battery 4, and a first clutch controller (clutch torque control). Means) 5, a first clutch hydraulic unit 6, an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10 (correction means). 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, a target engine torque (tTe) 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, a target motor torque command and a target motor rotational speed command from the integrated controller 10, and other necessary information. Then, a command (tNm, tTm) for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery charge / discharge amount SOC indicating the charge capacity of the battery 4, and this battery charge / discharge amount SOC information is used for control information of the motor generator MG and is connected to the CAN communication line 11. To the integrated controller 10.

  The first clutch controller 5 includes 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 first clutch torque capacity command from the integrated controller 10, and other necessary information. Enter. Then, a command for controlling engagement / slip engagement / release 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 rotation speed sensor, inhibitor switch, etc.). Then, when traveling with the D range selected, a control command for retrieving the optimum gear position by searching for the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map is obtained. 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 automatic shift control, when a target second clutch torque capacity command is input from the integrated controller 10, a command for controlling the slip engagement of the second clutch CL2 is sent to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. 2nd clutch control which outputs to is performed. When the shift control change command is output from the integrated controller 10, the shift control according to the shift control change command is performed instead of the shift control normally.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke 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 for the required braking force obtained from the brake stroke BS, the shortage is compensated by the mechanical braking force (hydraulic braking force or motor braking force) Perform regenerative cooperative brake control.

  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 / switches 22 are used. Necessary information and information via the CAN communication line 11 are input. Then, a target engine torque (tTe) command to the engine controller 1, a target motor torque (tTm) command and a target motor rotational speed (tNm) command to the motor controller 2, and a target first clutch torque capacity (tTc1) to the first clutch controller 5 The command, the target second clutch torque capacity (tTc2) command to the AT controller 7 and the regeneration cooperative control command to the brake controller 9 are output.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 3 is a diagram showing an EV-HEV selection map used when mode selection processing is performed in the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 4 is a diagram illustrating a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, based on FIGS. 2-4, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target drive torque calculator 100, a mode selector 200, a target charge / discharge calculator 300, and an operating point command unit 400.

  The target drive torque calculator 100 calculates the target drive torque tFo0 from the accelerator opening APO and the vehicle speed VSP using the target drive torque map.

  The mode selection unit 200 selects “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP using the EV-HEV selection map shown in FIG. 3. However, if the battery charge / discharge amount SOC is equal to or less than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, at the time of P, N → D select start from the “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed VSP becomes the first set vehicle speed VSP1.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery charge / discharge amount SOC using the target charge / discharge amount map shown in FIG.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving torque tFo0, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point reaching target. , Target motor torque, target motor speed tNm, target first clutch torque capacity tTc1, and target second clutch torque capacity tTc2. Then, a target engine torque (tTe) command, a target motor torque (tTm) command, a target motor rotation speed (tNm) command, a target first clutch torque capacity (tTc1) command, and a target second clutch torque capacity (tTc2) command, The data is output to each of the controllers 1, 2, 5, and 7 via the CAN communication line 11.

Next, the flow of processing executed by the integrated controller 10 of the first embodiment will be described based on the flowchart of FIG.
First, in step S1, a steady target drive torque tFo0 is calculated from the accelerator opening APO and the vehicle speed VSP using a preset target drive torque map, and the process proceeds to the next step S2.

  In step S2, the target shift speed SHIFT is calculated from the accelerator opening APO and the vehicle speed VSP based on a preset shift map, and the process proceeds to the next step S3.

  In step S3, a target operation mode (EV mode, HEV mode, WSC mode) is determined from the accelerator opening APO and the vehicle speed VSP using a preset target operation mode region map (see FIG. 3). The process proceeds to step S4. In step S3, as shown in FIG. 3, normally, the HEV mode is set at a high load (large accelerator opening) and a high vehicle speed, and the EV mode is set at a low load and a low vehicle speed.

In step S4, an operation mode transition calculation is performed by comparing the current operation mode with the target operation mode, and the process proceeds to the next step S5.
In step S4, if the current operation mode matches the target operation mode, the current operation mode is maintained. Further, if the current operation mode is the EV mode and the target operation mode is the HEV mode, a command to switch the mode from the EV mode to the HEV mode is issued. On the other hand, if the current operation mode is the HEV mode and the target operation mode is the EV mode, the mode switching from the HEV mode to the EV mode is instructed.

  In step S5, a transient target drive torque tFo required to shift from the current drive force to the target drive torque tFo0 obtained in step S1 with a response having a predetermined seasoning is calculated, and the process proceeds to step S6. In the calculation of step S5, for example, an output obtained by passing the target drive torque tFo0 through a low-pass filter having a predetermined time constant can be set as the transient target drive torque tFo.

In step S6, the target engine torque tTe required to achieve the transient target drive torque tFo is obtained in cooperation with the motor generator MG or alone, and the process proceeds to step S7.
The target engine torque tTe depends on the operation mode (EV mode, HEV mode) and mode switching, the transient target drive torque tFo, the tire effective radius Rt of the left and right rear wheels RL and RR, and the final gear ratio if. From the gear ratio iG of the automatic transmission AT determined by the currently selected shift speed, the input rotational speed Ni of the automatic transmission AT, the engine rotational speed Ne, and the target charge / discharge power tP corresponding to the battery charge / discharge amount SOC Ask.

  In step S7, the target first clutch torque capacity tTc1 and the target second clutch necessary for achieving the transient target drive torque tFo or necessary for executing the mode transition according to the operation mode and the mode transition. The torque capacity tTc2 is calculated, and the process proceeds to the next step S8.

  In step S8, the target motor torque tTm necessary for achieving the transient target drive torque tFo, or the target motor rotation speed tNm as required, is obtained in cooperation with the engine Eng or alone, and the process proceeds to the next step S9. move on. Note that the target motor torque tTm depends on the transient target drive torque tFo, the effective tire radius Rt of the left and right rear wheels RL and RR, the final gear ratio if, and the currently selected shift speed, depending on the operation mode and mode switching. It is determined from the determined gear ratio iG of the automatic transmission AT, the input rotational speed Ni of the automatic transmission AT, the engine rotational speed Ne, and the target charge / discharge power tP according to the battery charge / discharge amount SOC. Further, the target motor rotation speed tNm is calculated in place of the target motor torque tTm at the time of engine start described later.

  In step S9, the command values for achieving the target gear stage SHIFT, the operation mode holding or switching command, the target engine torque tTe, the both clutch torque capacities tTc1 and tTc2, the target motor torque tTm, and the target motor rotation speed tNm are obtained. , 2, 5 and 7.

  In the integrated controller 10 of the first embodiment, when the target first clutch torque capacity tTc1 is calculated in step S7, learning correction of the torque capacity command value in the half-clutch state is performed when the engine is started. The flow of processing in this learning correction will be described based on the flowchart of FIG.

  This torque capacity command value learning correction is started when an engine start request is generated. This engine start request is generated when, for example, an accelerator pedal (not shown) is depressed, and the operation mode transition of step S4 described above is performed. This occurs when it is determined that the mode is shifted from the EV mode to the HEV mode.

In step S21, the motor rotational speed Nm is controlled to a preset target constant rotational speed Nmset, and the process proceeds to step S22. This target constant rotational speed (constant value) Nmset is a starting rotational speed that is preset for engine starting.
In step S22, a command value for outputting a predetermined target clutch torque capacity (constant value) tTc1set for setting the first clutch CL to a preset target slip state (half-clutch state) is output, and the process proceeds to step S23.

  In step S23, it is determined whether or not the second clutch CL2 is in a predetermined slip state or an open state. If the second clutch CL2 is in an open state or a predetermined slip state, the process proceeds to step S24. To do.

Here, whether or not the second clutch CL2 is in the released state is determined based on the inhibitor switch and the shift range. In the P range and N range, it is determined that the second clutch CL2 is in the released state.
Further, the predetermined slip state is at least that the target second clutch torque capacity tTc2 is equal to or less than a preset set capacity Tsetc2 that forms the slip state. Preferably, the change amount ΔTc2 is a preset value. The following stable state.

In step S24, after the first clutch CL1 reaches the target state (slip state), it is determined whether or not a preset waiting set time tset has elapsed. If the waiting set time tset has elapsed, step S25 is performed. Then, the storage of the motor torque Tmg is started, and the process proceeds to step S26.
Here, the waiting set time tset is the time required for the first clutch CL1 to stabilize the actual clutch torque capacity after receiving the command value of the target first clutch torque capacity tTc1 and passing through the transient state of the motor torque. This time is set based on the actual response characteristic of the first clutch CL1.

In step S26, the motor torque limit value Tlim of the motor generator MG is equal to or larger than the first clutch torque capacity Tc1 in the target state of the first clutch CL1, and the change amount ΔTmg indicating the variation in the motor torque Tmg is set within the setting range. It is determined whether it is within ΔTmth. If both conditions are satisfied, the process proceeds to step S27, and if either is not satisfied, the process proceeds to step S28.
The motor torque limit value Tlim is determined from the protection requirements of the (high power) battery 4, the motor generator MG, and the inverter 3 (see FIG. 7).
Further, the setting range ΔTmth is, for example, a value of about ± 10% with respect to the median value. If the setting range ΔTmth varies more than this, it is considered that the motor torque is unstable.

  In step S27, the target first clutch torque capacity tTc1 is corrected. Specifically, the deviation between the motor torque Tmg and the target first clutch torque capacity tTc1 is added to the target first clutch torque capacity tTc1. Motor torque Tmg is calculated from the current value output to motor generator MG.

  In step S28, it is determined whether or not the rotational speed difference ΔN obtained by subtracting the engine rotational speed Ne from the motor rotational speed Nm is equal to or less than a preset rotational difference setting value N1, and the rotational speed difference ΔN is determined to be the rotational difference setting value N1. In the following cases, the process proceeds to step S29, and when the rotation speed difference ΔN is larger than the rotation difference setting value N1, the process returns to step S25. The rotation difference set value N1 is, for example, a rotation speed of about 50 to 100 rpm.

  In step S29, it is determined whether or not the stored value of the motor torque Tmg, that is, the average value of the motor torque Tmg being corrected is different from the set value (the constant target clutch torque capacity tTc1set output in step S2). If YES in step S30, the process proceeds to step S30. If not shifted, one process is terminated. Note that the average value of the motor torque Tmg can be replaced with a signal smoothed by a low-pass filter or the like.

In step S30, the deviation from the set value (constant target clutch torque capacity tTc1set) is stored.
The stored deviation amount is added to the current set value at the next engine start, and the value is output as a constant target clutch torque capacity tTc1set. However, when this deviation amount exceeds a preset judgment deviation value (for example, when the deviation amount from the median value exceeds 10%), this deviation amount is not stored as an inappropriate value. Therefore, the correction based on the deviation amount is not performed. If the deviation exceeds 5%, the correction amount is limited. That is, it is limited to an amount that does not give the driver an uncomfortable feeling with one correction.

Next, the operation of the first embodiment will be described based on the time chart of FIG.
In this time chart, an engine start request is generated at time t0.
Based on this engine start request, the motor generator MG is given a command value for constant rotation based on the rotational speed control (step S21), and at time t1, a constant value is given to the first clutch CL1. A command value as a constant target clutch torque capacity tTc1set that forms a slip state is output (step S22).

In response to the above command, the actual stroke value obtained by the first clutch stroke sensor 15 coincides with the command value at time t2. Therefore, from this point of time, waiting for the set waiting time tset to elapse, the storage of the motor torque Tmg is started from the point of time t3.
As described above, as the first clutch CL1 shifts from the disengaged state to the half-clutch state, the torque of the motor generator MG changes transiently, but immediately before the waiting set time tset elapses, the motor as shown in the figure. The torque Tmg is stable, and the motor torque Tmg in this stable state is stored.

  Further, in the example shown in this time chart, the motor torque Tmg is smaller than the motor torque limit value Tlim, and the change amount ΔTmg indicating the variation in the stable state is less than the set range ΔTmth.

In this case, based on the processing of steps S26 → S27, a correction is performed in which a deviation obtained by subtracting the target first clutch torque capacity tTc1 from the motor torque Tmg is added to the target first clutch torque capacity tTc1.
That is, when the deviation is positive, the absolute value of the torque corresponding to the deviation is added to the target first clutch torque capacity tTc1 indicated by the solid line in the drawing, as indicated by the alternate long and short dash line. On the other hand, when the deviation is negative, the absolute value of the torque corresponding to the deviation is subtracted from the target first clutch torque capacity tTc1 as indicated by a two-dot chain line.
At this time, when the second clutch CL2 is in the disengaged state, the motor torque Tmg is subtracted as it is from the target first clutch torque capacity tTc1, but when the second clutch CL2 is in the slip state, the second value is obtained from the motor torque Tm. After subtracting the clutch torque capacity of the clutch CL2, it is subtracted from the target first clutch torque capacity tTc1.

Thereafter, the torque is transmitted by the first clutch CL1, and the engine speed Ne increases. At time t4 when the difference between the motor speed Nm and the engine speed Ne becomes equal to or less than the rotation difference set value N1, the correction is finished. To do.
If the average value of the stored motor torque Tmg from time t3 to time t4 deviates from the set value (constant target clutch torque capacity tTc1set), the deviation amount is stored. The stored deviation amount is added to the constant target clutch torque capacity tTc1set at the next engine start.

In this case, if the deviation amount is larger than the set range ΔTmth, the correction value is inappropriate and the deviation amount is not stored.
FIG. 8 shows a case where the fluctuation of the motor torque Tmg is larger than the set range ΔTmth. In such a case, the deviation amount is not stored, and at the next engine start, the constant target clutch torque capacity tTc1set is Correction based on the amount of deviation is not made.

  Thereafter, in the time chart of FIG. 7, at time t5, a command value for completely engaging the first clutch CL1 is output, and the normal control in the HEV mode is performed.

In the first embodiment described above, the effects listed below can be obtained. A) A constant target first clutch torque capacity tTc1 is commanded to set the first clutch CL1 to the half-clutch state which is the target state. After reaching, correction based on the deviation between the target first clutch torque capacity tTc1 and the motor torque Tmg is performed. Thus, since the correction is performed after the first clutch CL1 has formed the half-clutch state, the correction accuracy can be improved, and when the clutch characteristics vary, the clutch engagement force at the start of the engine is increased. It is possible to avoid the pulling in of the driving force generated due to the strong force and the cranking time of the engine Eng and the occurrence of cranking failure due to the weak clutch engaging force.

b) The deviation amount between the average value of the motor torque Tmg at the time of correction and the constant target clutch torque capacity tTc1set is stored, and this deviation amount is added to the constant target clutch torque capacity tTc1set at the next engine start. .
For this reason, at the time of the next engine start, the clutch engagement force is optimized from the start of the start control, and the above-described problems of pulling in the driving force and extending the cranking time can be avoided.

  c) The motor torque Tmg is stored after the waiting set time tset has elapsed since the first clutch CL1 has reached the target slip state, and torque correction is performed based on this. For this reason, it is possible to avoid correction with motor torque Tm when motor generator MG is in a transient state, and to further improve the correction accuracy.

d) Correction is performed when the transmission torque capacity of the second clutch CL2 is not affected by the disturbance of the motor generator MG.
That is, when the second clutch CL2 is in the disengaged state and when the second clutch CL2 is not in the disengaged state, the second clutch torque capacity Tc2 is in a slip state that is less than the set capacity Tsetc2, and the change amount ΔTc2 is preferably Correction was made in the stable state below the set value.
For this reason, if the clutch torque capacity of the second clutch CL2, which is a disturbance for the motor generator MG, is in a transient state, the motor torque fluctuates and the accuracy decreases, but the state of the second clutch CL2 should be considered. Thus, the load corresponding to the transmission torque capacity of the second clutch CL2 applied to the motor torque Tmg is small, and the correction accuracy can be increased.
Incidentally, when the second clutch CL2 is disengaged, the disturbance effect on the motor torque Tmg is the least and the correction accuracy is the highest. Next, the second clutch torque capacity Tc2 is small and stable. There is little, and correction accuracy is high.

e) When the motor torque limit value Tlim is equal to or less than the target first clutch torque capacity tTc1, the correction is limited, and in the first embodiment, the correction is not performed.
Therefore, it is possible to avoid erroneous correction based on an inappropriate value in which torque limitation is applied to the motor torque Tmg and torque different from the motor torque command value is transmitted to the first clutch CL1.

f) If the variation ΔTmg of the motor torque Tmg exceeds the set range ΔTmth, the correction is limited (correction is prohibited in the first embodiment).
That is, when the variation of the motor torque Tmg is large, there is a high possibility that the correction value is inappropriate. Therefore, it is possible to avoid performing an incorrect correction based on such an inappropriate correction value.
In the first embodiment, the correction is prohibited. However, when the correction is not prohibited, the correction amount for one time is limited. For example, it is preferable that the correction amount at one time is set to a small value of about 1 to 5 Nm and correction is performed little by little.

  g) The correction based on the deviation between the target first clutch torque capacity tTc1 and the motor torque Tmg is stopped when the difference between the engine speed Ne and the motor speed Nm is less than the rotation difference set value N1. Therefore, it is possible to avoid erroneous correction in a state where the differential rotation becomes small and the motor torque Tmg is affected by the engine torque Te, and when the differential rotation is large, the correction is stopped and corrected. The problem of narrowing the range that can be executed can also be avoided.

  As mentioned above, although the clutch control apparatus of this invention has been demonstrated based on Embodiment and Example 1, it is not restricted to these Embodiment and Example about specific structure, Claims Modifications and additions of the design are permitted without departing from the spirit of the invention according to the claims.

  For example, in the first embodiment, the application example to the FR hybrid vehicle is shown, but it can be applied to a front-wheel drive or four-wheel drive type hybrid vehicle. A manual transmission, a mechanical automatic transmission, or the like can also be applied as the transmission.

  In the first embodiment, the motor generator MG capable of regeneration is shown as the motor. However, the present invention is not limited to this, and a motor capable of only power running may be used.

2 Motor controller (motor generator control means)
5 First clutch controller (clutch torque control means)
10 Integrated controller (correction means)
CL1 1st clutch (clutch)
CL2 Second clutch Eng Engine MG Motor generator (motor)
Nmset Target constant speed RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
Tlim Motor torque limit value Tmg Motor torque tset waiting set time tTc1 Target first clutch torque capacity tTc1set Constant target clutch torque capacity tTc2 Target second clutch torque capacity tTe Target engine torque tTm Target motor torque ΔTmg Change amount ΔTmth Setting range

Claims (5)

A motor capable of transmitting driving force to the driving wheel side;
An engine provided to transmit the driving force to the motor, and a clutch that is interposed between the engine and the motor to change the transmission torque;
Clutch torque control means for controlling the transmission torque capacity of the clutch toward the target clutch torque;
Motor control means for controlling the output torque of the motor;
The motor rotation and the target clutch torque are commanded to a predetermined constant value that causes the clutch to slip, and after the clutch torque reaches the predetermined value, the engine rotation and the motor rotation are synchronized. And a correction means for correcting the target clutch torque based on a difference between the target clutch torque and the motor torque,
A clutch control device for a hybrid vehicle, comprising:   2. The hybrid vehicle according to claim 1, wherein the correction unit waits for a preset waiting time to elapse after the clutch torque reaches the predetermined value, and starts the correction. 3. Clutch control device. A second clutch is provided between the motor and the drive wheel side;
The said correction | amendment means performs the said correction | amendment, when the clutch torque capacity | capacitance of a said 2nd clutch is below the setting capacity | capacitance which shows the preset slip state, The correction | amendment is performed. A clutch control device for a hybrid vehicle. The motor control means limits the maximum output torque to a motor torque limit value according to the state of the motor,
4. The clutch for a hybrid vehicle according to claim 1, wherein the correction unit limits the correction when the motor torque limit value is equal to or less than the predetermined value. 5. Control device.   5. The correction unit according to claim 1, wherein the correction unit limits the correction when the variation in the motor torque is larger than a predetermined variation setting range during the correction. A clutch control device for a hybrid vehicle as described in 1.

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