JP2012086722A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for hybrid vehicle which can perform learning correction of a first clutch in an appropriate driving scene.SOLUTION: When a second clutch is slip-controlled to control the number of revolutions of a motor, even if switching of a driving mode involves engagement or release of the first clutch, when a change of a motor torque occurs due to factors other than engagement or release of the first clutch, learning correction of the first clutch is restricted.

Description

  The present invention relates to a control apparatus for a hybrid vehicle having an engine and a motor as a power source.

  The technique of patent document 1 is disclosed as a hybrid vehicle. This publication discloses a hybrid vehicle including a first clutch that connects and disconnects an engine and a motor, and a second clutch that connects and disconnects the motor and a drive wheel. In this hybrid vehicle, when the second clutch is slip-controlled to control the rotation speed of the motor, when the first clutch is engaged / released, the relationship between the stroke of the first clutch and the engagement torque capacity is established. By performing learning correction, stable first clutch control is realized.

JP 2010-30428 A

  However, when the second clutch is slip controlled to control the rotation speed of the motor, when the first clutch is engaged / released, the torque fluctuation of the motor cannot be directly reflected as the engagement capacity of the first clutch. In some cases, when learning correction is performed in such a driving scene, there is a possibility that learning correction is performed based on erroneous data.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of performing learning correction of the first clutch in an appropriate traveling scene.

  In order to achieve the above object, in the present invention, when the second clutch is slip-controlled and the motor is controlled in rotational speed, even if the transition of the traveling mode in which the first clutch is engaged / released is performed, When the motor torque fluctuates due to factors other than the engagement / release of one clutch, the learning correction of the first clutch is prohibited.

  Therefore, it is possible to prevent erroneous learning when the engagement capacity of the first clutch cannot be properly estimated, and it is possible to realize stable first clutch engagement control.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure showing the relationship between a mode map and an estimated gradient in the mode selection part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows the MWSC corresponding | compatible mode map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is the schematic showing the engine operating point setting process in WSC driving mode. It is a map showing the engine target speed in WSC driving mode. It is a time chart showing the change of the engine speed when raising a vehicle speed in a predetermined state. It is a control block diagram which shows the arithmetic processing performed in the 1st clutch controller 5 to which the clutch control apparatus of Example 1 was applied. 6 is a flowchart showing the flow of a learning correction control process executed by a learning permission determination block 51, a reference torque point detection block 52, and a CL1 torque-stroke map learning correction block 53 of the first clutch controller 5 of the first embodiment. In the clutch control device for the FR hybrid vehicle of the first embodiment, the mode selection characteristics, the learning permission flag characteristics, the Eng rotation characteristics, the MG target rotation characteristics, the MG rotation characteristics, the MG torque characteristics, the shift speed characteristics, and the CL1 stroke characteristics in the engine start scene. It is a time chart which shows an example of (CL1 torque characteristic) * CL2 torque characteristic * CL2 differential rotation characteristic. It is a time chart showing the change of the motor generator torque in the transition between WSC drive mode and MWSC drive mode. It is a time chart showing the change of the motor generator torque in the transition between MG / ISC mode and E / ISC mode.

  First, the configuration will be described. FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the clutch control apparatus according to 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 (clutch), a motor generator MG, a second clutch CL2, and an automatic transmission. Machine AT, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL, and right rear wheel RR. Note that FL is the left front wheel and FR is the right front wheel.

The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, and throttle valve opening control are performed based on an engine control command from the engine controller 1. 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 the engagement / release including slip engagement and slip release.

  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 receives rotational energy from the engine Eng or driving wheels. , 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”). Note that the rotor of the motor generator MG is connected to the input shaft of the 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 is controlled by the second clutch hydraulic unit 8 based on a second clutch control command from the AT controller 7. The generated and controlled hydraulic pressure controls the fastening and opening including slip fastening and slip opening. 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 speed 1 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 a plurality of frictional 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.

  As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used. As the second clutch CL2, for example, a 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 hybrid drive system has two modes, an electric vehicle travel mode (hereinafter referred to as “EV mode”) and a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), depending on the engaged / released state of the first clutch CL1. Has two driving modes. 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.

  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, 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. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4, and the battery SOC information is used as control information for the motor generator MG and is also integrated via the CAN communication line 11. Supplied to.

  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 / switches 18. 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 engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. The second clutch control is performed.
Further, when a target shift speed command is input from the integrated controller 10 during travel mode switching control, etc., the shift control to the target shift speed and the target shift speed are maintained in preference to the shift command in the normal automatic shift control. Shift speed fixing control 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 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 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 integrated controller 10 detects the motor rotation speed Nm, and the second clutch output rotation speed. Information from the second clutch output rotational speed sensor 22 and the like for detecting N2out and information via the CAN communication line 11 are input. Then, a target engine torque command is sent to the engine controller 1, a target MG torque command and a target MG speed command are sent to the motor controller 2, a target CL1 torque command is sent to the first clutch controller 5, a target CL2 torque command and a target gear speed command are sent to the AT controller 7. The regenerative cooperative control command is output to the brake controller 9.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the clutch 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 by the integrated controller 10 of the FR hybrid vehicle. Hereinafter, based on FIG.2 and FIG.3, 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 driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400. The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map. The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map.
The mode selection unit 200 includes a road surface gradient estimation calculation unit 201 that estimates a road surface gradient based on the detection value of the G sensor 10b. The road surface gradient estimation calculation unit 201 calculates the actual acceleration from the wheel speed acceleration average value of the wheel speed sensor 19 and the like, and estimates the road surface gradient from the deviation between the calculation result and the G sensor detection value. Further, when the vehicle is stopped and the engine is driven, the engine E has an E / ISC mode in which the engine speed is controlled, and an MG / ISC mode in which the motor generator MG controls the engine E. These modes will be described later.

  Furthermore, the mode selection unit 200 includes a mode map selection unit 202 that selects one of two mode maps described later based on the estimated road surface gradient. FIG. 4 is a schematic diagram illustrating the selection logic of the mode map selection unit 202. The mode map selection unit 202 switches to the MWSC compatible mode map when the estimated gradient becomes equal to or greater than the predetermined value g2 from the state in which the normal mode map is selected. On the other hand, when the estimated gradient becomes less than the predetermined value g1 (<g2) from the state where the MWSC compatible mode map is selected, the mode is switched to the normal mode map. That is, a hysteresis is provided for the estimated gradient to prevent control hunting during map switching.

Next, the mode map will be described. The mode map includes a normal mode map that is selected when the estimated gradient is less than a predetermined value, and an MWSC-compatible mode map that is selected when the estimated gradient is greater than or equal to a predetermined value. FIG. 5 shows a normal mode map, and FIG. 6 shows an MWSC mode map.
The normal mode map has an EV mode, a WSC travel mode, and an HEV mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the EV mode is selected, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target mode.

  In the normal mode map of FIG. 5, the HEV → WSC switching line has a rotational speed smaller than the idle rotational speed of the engine E when the automatic transmission AT is in the first speed in the region below the predetermined accelerator opening APO1. It is set in a region lower than the lower limit vehicle speed VSP1. Further, since a large driving force is required in a region where the accelerator opening APO1 is equal to or greater than the predetermined accelerator opening APO1, the WSC travel mode is set up to a vehicle speed VSP1 ′ region that is higher than the lower limit vehicle speed VSP1. When the battery SOC is low and the EV mode cannot be achieved, the WSC traveling mode is selected even when starting.

  When the accelerator pedal opening APO is large, it may be difficult to achieve the request with the engine torque corresponding to the engine speed near the idle speed and the torque of the motor generator MG. Here, more engine torque can be output if the engine speed increases. From this, if the engine speed is increased and a larger torque is output, even if the WSC drive mode is executed up to a vehicle speed higher than the lower limit vehicle speed VSP1, the WSC drive mode can be changed to the HEV mode in a short time. Can do. This case corresponds to the WSC region extended to the lower limit vehicle speed VSP1 ′ shown in FIG.

  The MWSC mode map is different from the normal mode map in that the EV mode area is not set. Further, the WSC travel mode area is different from the normal mode map in that the area is not changed according to the accelerator pedal opening APO and the area is defined only by the lower limit vehicle speed VSP1. Moreover, it differs from the normal mode map in that the MWSC travel mode area is set in the WSC travel mode area. The MWSC travel mode region is set in a region surrounded by a predetermined vehicle speed VSP2 lower than the lower limit vehicle speed VSP1 and a predetermined accelerator opening APO2 higher than the predetermined accelerator opening APO1. Details of the MWSC travel mode will be described later.

The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.
The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. The target motor generator torque, the target second clutch transmission torque capacity, the target gear position of the automatic transmission AT, and the first clutch solenoid current command are calculated. In addition, the operating point command unit 400 is provided with an engine start control unit that starts the engine E when transitioning from the EV mode to the HEV mode.
The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity and the target shift speed according to the shift schedule shown in the shift map. In the shift map, a target gear position is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.

[About WSC drive mode]
Next, details of the WSC travel mode will be described. The WSC traveling mode is characterized in that the engine E is maintained in an operating state, and has high responsiveness to a required driving force change. Specifically, the first clutch CL1 is completely engaged, the second clutch CL2 is slip-controlled as a transmission torque capacity corresponding to the required driving force, and the vehicle travels using the driving force of the engine E and / or the motor generator MG.

In the hybrid vehicle of the first embodiment, there is no element that absorbs the difference in rotational speed unlike the torque converter. Therefore, when the first clutch CL1 and the second clutch CL2 are completely engaged, the vehicle speed is determined according to the rotational speed of the engine E. End up. The engine E has a lower limit value based on the idling engine speed for maintaining the self-sustaining rotation, and the idling engine speed further increases when the engine is idling up due to warm-up operation of the engine. In addition, when the required driving force is high, there may be a case where the HEV mode cannot be quickly changed.
On the other hand, in the EV mode, since the first clutch CL1 is released, there is no limit associated with the lower limit value due to the engine speed. However, in the case where it is difficult to travel in the EV mode due to the restriction based on the battery SOC, or in a region where the required driving force cannot be achieved only by the motor generator MG, there is no means other than generating a stable torque by the engine E.
Therefore, when the vehicle speed is lower than the vehicle speed corresponding to the above lower limit value and it is difficult to travel in the EV mode, or when the required driving force cannot be achieved only by the motor generator MG, the engine speed is set to the predetermined lower limit. Maintaining the rotational speed, the second clutch CL2 is slip-controlled, and the WSC traveling mode for traveling using the engine torque is selected.

FIG. 8 is a schematic diagram showing the engine operating point setting process in the WSC running mode, and FIG. 9 is a map showing the engine target speed in the WSC running mode.
When the driver operates the accelerator pedal in the WSC travel mode, the target engine speed characteristic corresponding to the accelerator pedal opening is selected based on FIG. 9, and the target engine speed corresponding to the vehicle speed is set along this characteristic. Is done. Then, the target engine torque corresponding to the target engine speed is calculated by the engine operating point setting process shown in FIG.
Here, the operating point of the engine E is defined as a point defined by the engine speed and the engine torque. As shown in FIG. 8, it is desirable that the engine operating point be operated on a line (hereinafter referred to as “α line”) connecting operating points with high output efficiency of the engine E.
However, when the engine speed is set as described above, an operating point away from the α line is selected depending on the driver's accelerator pedal operation amount (required driving force). Therefore, in order to bring the engine operating point closer to the α line, the target engine torque is feedforward controlled to a value that takes the α line into consideration.

On the other hand, the motor generator MG executes the rotational speed feedback control using the set engine rotational speed as the target rotational speed. Since the engine E and the motor generator MG are now in a directly connected state, the motor generator MG is controlled so as to maintain the target rotational speed, so that the rotational speed of the engine E is also automatically feedback-controlled. It becomes.
At this time, the torque output from motor generator MG is automatically controlled so as to fill the deviation between the target engine torque determined in consideration of the α-ray and the required driving force. In the motor generator MG, a basic torque control amount (regeneration / power running) is given so as to fill the deviation, and further feedback control is performed so as to match the target engine speed.

When the required driving force is smaller than the driving force on the α line at a certain engine speed, the engine output efficiency increases as the engine output torque is increased. At this time, the motor generator MG recovers the energy corresponding to the increased output, and the torque input to the second clutch CL2 becomes the torque required by the driver, and efficient power generation is possible.
However, since the upper limit of torque that can be generated is determined according to the state of the battery SOC, the required power generation output (SOC required power generation power) from the battery SOC and the deviation between the torque at the current operating point and the torque on the α line (α It is necessary to consider the magnitude relationship with the (line generated power).

FIG. 8A is a schematic diagram when the α-ray generated power is larger than the SOC required generated power. Since the engine output torque cannot be increased above the SOC required power generation, the operating point cannot be moved on the α line. However, fuel efficiency is improved by moving to a more efficient point.
FIG. 8B is a schematic diagram when the α-ray generated power is smaller than the SOC required generated power. Since the engine operating point can be moved on the α line within the SOC required power generation range, in this case, it is possible to generate power while maintaining the operating point with the highest fuel efficiency.
FIG. 8C is a schematic diagram when the engine operating point is higher than the α line. When the operating point corresponding to the required driving force is higher than the α line, the engine torque is reduced on the condition that the battery SOC has a margin, and the shortage is compensated by the power running of the motor generator MG. As a result, the required driving force can be achieved while improving the fuel efficiency.

Next, the point that the WSC traveling mode area is changed according to the estimated gradient will be described. FIG. 10 is an engine speed map when the vehicle speed is increased in a predetermined state.
When the accelerator pedal opening is larger than APO1 on a flat road, the WSC drive mode region is executed up to a vehicle speed region higher than the lower limit vehicle speed VSP1. At this time, as the vehicle speed increases, the target engine speed gradually increases as shown in the map of FIG. Then, when the vehicle speed corresponding to VSP1 ′ is reached, the slip state of the second clutch CL2 is canceled and the mode is changed to the HEV mode.
If an attempt is made to maintain the same vehicle speed increase state as described above on a gradient road where the estimated gradient is larger than the predetermined gradient (g1 or g2), the accelerator pedal opening is increased accordingly. At this time, the transmission torque capacity TCL2 of the second clutch CL2 is larger than that on a flat road. In this state, if the WSC travel mode area is enlarged as shown in the map shown in FIG. 9, the second clutch CL2 will continue to slip with a strong engagement force, and the amount of heat generated may be excessive. is there. Therefore, in the MWSC compatible mode map of FIG. 6 selected when the estimated slope is large, the WSC travel mode area is not unnecessarily widened, but the area corresponding to the vehicle speed VSP1. This avoids excessive heat generation in the WSC travel mode.

[About MWSC drive mode]
Next, the reason why the MWSC travel mode area is set will be described. When the estimated gradient is larger than the predetermined gradient (g1 or g2), for example, if it is attempted to keep the vehicle in a stopped state or a slow start state without operating the brake pedal, a large driving force is required compared to a flat road . This is because it is necessary to face the load load of the host vehicle.
From the viewpoint of avoiding heat generation due to the slip of the second clutch CL2, it is conceivable to select the EV mode when the battery SOC has a margin. At this time, it is necessary to start the engine when transitioning from the EV mode area to the WSC traveling mode area, and the motor generator MG outputs the driving torque while securing the engine starting torque, so the driving torque upper limit value is unnecessary. It is narrowed.
In EV mode, only torque is output to the motor generator MG, and when the motor generator MG stops rotating or rotates at a very low speed, a lock current flows through the switching element of the inverter (a phenomenon in which the current continues to flow through one element) and durability. There is a risk of lowering the sex.
Further, in a region lower than the lower limit vehicle speed VSP1 corresponding to the idle speed of the engine E at the first speed (region of VSP2 or lower), the engine E itself cannot be reduced below the idle speed. At this time, if the WSC travel mode is selected, the slip amount of the second clutch CL2 increases, which may affect the durability of the second clutch CL2.

In particular, since a large driving force is required on a slope road as compared with a flat road, the transmission torque capacity required for the second clutch CL2 is increased, and a high torque and high slip amount state is continued. Tends to cause a decrease in durability of the second clutch CL2. In addition, since the vehicle speed rises slowly, it takes time until the transition to the HEV mode, and there is a risk of further generating heat.
Therefore, the first clutch CL1 is released while the engine E is operated, and the rotational speed of the motor generator MG is controlled by the second clutch CL2 while controlling the transmission torque capacity of the second clutch CL2 to the driver's requested driving force. An MWSC driving mode was set in which feedback control is performed to a target rotational speed that is higher than the output rotational speed by a predetermined rotational speed.

  In other words, the second clutch CL2 is slip-controlled while the rotational state of the motor generator MG is set to a rotational speed lower than the idle rotational speed of the engine. At the same time, the engine E switches to feedback control in which the idling speed is set as the target speed. In the WSC travel mode, the engine speed was maintained by the rotational speed feedback control of the motor generator MG. On the other hand, when the first clutch CL1 is released, the engine speed cannot be controlled to the idle speed by the motor generator MG. Therefore, engine speed feedback control is performed by the engine E itself.

The effects listed below can be obtained by setting the MWSC travel mode area.
1) Since the engine E is in an operating state, it is not necessary to leave the driving torque for starting the engine in the motor generator MG, and the driving torque upper limit value of the motor generator MG can be increased. Specifically, when viewed on the required driving force axis, it is possible to cope with a higher required driving force than that in the EV mode region.
2) The durability of the switching element and the like can be improved by ensuring the rotation state of the motor generator MG.
3) Since the motor generator MG is rotated at a rotational speed lower than the idle rotational speed, the slip amount of the second clutch CL2 can be reduced, and the durability of the second clutch CL2 can be improved.

[About MG / ISC mode and E / ISC mode]
In the vehicle stop state, for example, when the battery SOC is smaller than a predetermined value, a power generation request is made. In this case, MG / ISC mode is selected in which engine E is driven by torque control and engine speed is controlled by motor generator MG. As a result, the engine side outputs a necessary torque based on a power generation request or the like, and the motor generator side uses the surplus torque as the power generation torque while maintaining a low speed at which the engine can rotate independently. In this case, the first clutch CL1 is in a completely engaged state.
On the other hand, when the vehicle is stopped, there is no request for power generation, but there are cases where maintenance of the engine operating state is required due to a request from other auxiliary machines. At this time, the E / ISC mode is selected in which the first clutch CL1 is opened and the engine intake air amount or the like is adjusted to control the rotational speed to a predetermined rotational speed. At this time, the first clutch CL1 is in the released state.

  That is, even when the vehicle is in a stopped state and the engine E is in an operating state, there are a mode in which the first clutch CL1 is engaged and a mode in which the first clutch CL1 is engaged, and when these mode transitions occur The first clutch CL1 is engaged and released.

FIG. 11 is a control block diagram illustrating arithmetic processing executed by the first clutch controller 5 to which the clutch control device of the first embodiment is applied.
As shown in FIG. 11, the first clutch controller 5 includes a learning permission determination block 51, a reference torque point detection block 52, a CL1 torque-stroke map learning correction block 53, a stroke difference calculation block 54, and a control command calculation. And a block 55.

  The learning permission determination block 51 includes mode information (engine start scene extraction by switching the running mode), engine speed information, target MG speed information, actual MG speed information, MG torque value information, and shift speed information. And input CL2 differential rotation information. Then, based on these pieces of information, it is determined whether a plurality of learning permission determination conditions are satisfied after the engine start command is issued. When a plurality of learning permission determination conditions are satisfied, a learning permission flag is set.

The reference torque point detection block 52 inputs the learning permission flag, the actual MG rotation speed information, the MG torque value information, and the gear position information from the learning permission determination block 51. In the first embodiment, after the learning permission flag is input, the first clutch stroke information from the first clutch stroke sensor 15 when it is determined that the MG torque value has risen is input.
Then, the input first clutch stroke value S _CL1 is set as an engagement start point learning value of the first clutch CL1. Further, the instant at which the MG torque to be increased by the input of the learning permission flag becomes a desired value during the increase is set as an instantaneous value torque learning point, and calculation information of the first clutch torque TCL1 is acquired at the instantaneous value torque learning point. The first clutch stroke information from the first clutch stroke sensor 15 is input. Then, based on the obtained calculation information, the transmission torque of the first clutch CL1 is estimated and calculated, and the first clutch stroke value S _CL1 and the first clutch transmission torque estimated value T _CL1 that are in this correspondence relationship are output as the clutch torque learning value. To do.

  The CL1 torque-stroke map learning correction block 53 sets a CL1 torque-stroke map that characterizes the relationship between the first clutch torque and the first clutch stroke, and uses the information acquired by the reference torque point detection block 52 as a learning value. And reflected in the CL1 torque-stroke map. On the other hand, when the target CL1 torque command is input from the integrated controller 10 to the CL1 torque-stroke map learning correction block 53, the CL1 torque-stroke map set at that time is searched to obtain the target CL1 torque command. The corresponding target CL1 stroke is determined.

The stroke difference calculation block 54 inputs the target CL1 stroke from the CL1 torque-stroke map learning correction block 53 and the actual CL1 stroke from the first clutch stroke sensor 15, and calculates the stroke difference between the target CL1 stroke and the actual CL1 stroke. To do.
The control command calculation block 55 receives the stroke difference from the stroke difference calculation block 54 and calculates a control command for matching the actual CL1 stroke with the target CL1 stroke. Then, the control command obtained by this calculation is output to the first clutch hydraulic unit 6.

FIG. 12 is a flowchart showing the flow of the learning correction control process executed by the learning permission determination block 51, the reference torque point detection block 52, and the CL1 torque-stroke map learning correction block 53 of the first clutch controller 5 of the first embodiment. Hereinafter, each step will be described.
In step S101, whether or not the four learning permission determination conditions are satisfied after the engine start command is issued based on the driving mode switching determination other than the predetermined driving mode transition, that is, the learning permission determination. If YES (learning permission is determined), the learning permission flag is set and the process proceeds to step S102. If NO (no learning permission is determined), the determination in step S101 is repeated.
Here, it is determined whether or not it is a transition other than the predetermined traveling mode, whether the transition is between the WSC traveling mode and the MWSC traveling mode, the transition between the MG / ISC mode and the E / ISC mode, or the EV mode and the WSC. Refers to other than the transition between driving modes. The four learning permission determination conditions are an MG rotation speed stabilization condition, an MG torque stabilization condition, a low-side gear position condition, and a CL2 transmission torque stabilization condition. Further, the time from the time t1 when the engine start command is issued to the time t2 when the learning permission flag is set based on the determination that the four learning permission determination conditions are satisfied is referred to as a “learning permission determination time”. .

In step S102, following the determination that the learning permission determination has been made in step S101, it is determined whether or not the MG torque value has risen after the start of input of the learning permission flag, and Yes (rising of the MG torque value) is determined. If this is the case, the process proceeds to step S103. If No (maintenance of the MG torque value), the determination in step S102 is repeated.
In step S103, following the determination of the rise of the MG torque value in step S102, the first clutch stroke value _SCL1 detected by the first clutch stroke sensor 15 at the time when the MG torque value rises is detected, and the process proceeds to step S104. Transition.
In step S104, subsequent to the first detection of the clutch stroke value S _CL1 at step S103, rises and MG torque value is, it is determined whether or not it is a desired value in the middle rises, Yes (MG torque value ≧ desired In the case of No (MG torque value <desired value), the determination in step S104 is repeated.

In step S105, following the determination that the MG torque value has become a desired value in step S104, this determination time is set as an instantaneous value torque learning point, and the first clutch transmission torque T _CL1 at this instantaneous value torque learning point is set to The calculation information necessary for the calculation is acquired, and the process proceeds to step S106.
Here, as the calculation information of the first clutch transmission torque _TCL1 , the actual MG rotation difference information before and after the determination that the MG torque value has reached a desired value, and the average of the MG torque value within the learning permission determination time Value information and gear speed information are acquired.
In step S106, subsequent to the first operation information obtaining clutch transmission torque T _CL1 in step S105, detects the first clutch stroke value S _CL1 detected by the first clutch stroke sensor 15, the process proceeds to step S107.
In step S107, subsequent to the first detection of the clutch stroke value S _CL1 in Step S106, based on the acquired operation information, calculates a first clutch transmission torque estimation value T _CL1 is the transfer torque of the first clutch CL1, The process proceeds to step S108. A detailed calculation method of the first clutch transmission torque estimated value _TCL1 will be described later.

In step S108, subsequent to the first clutch operation of the transmission torque estimation value T _CL1 in step S107, the learning value CL1 torque - learning correction by reflecting the stroke map. That is, in step S103, the first clutch stroke value _SCL1 detected when the MG torque value rises is used as the engagement start point learning value of the first clutch CL1, and the engagement start point SS of the CL1 torque-stroke map is learned. to correct. In step S106, the first clutch stroke value _SCL1 is detected when the MG torque reaches a desired value. In step S107, the first clutch transmission torque is estimated when the MG torque reaches the desired value. When the value _TCL1 is calculated, the two values in the correspondence relation are used as the clutch learning value, and the characteristics of the CL1 torque-stroke map are learned and corrected.

Next, the operation will be described. The effects of the clutch control device of the FR hybrid vehicle of the first embodiment are as follows: “state transition action of drive system components in engine start scene”, “learning permission judgment action”, “calculation of first clutch transmission torque estimated value T _CL1 The explanation will be divided into “method” and “learning correction control action”.

[Transition of drive system components in the engine start scene]
FIG. 13 shows a mode selection characteristic / learning permission flag characteristic / Eng rotation in an engine start scene when a mode transition command from the EV mode to the HEV mode is output in the clutch control device for the FR hybrid vehicle of the first embodiment. 6 is a time chart showing an example of characteristics, MG target rotation characteristics, MG rotation characteristics, MG torque characteristics, shift speed characteristics, CL1 stroke characteristics (CL1 torque characteristics), CL2 torque characteristics, and CL2 differential rotation characteristics.
In FIG. 13, t1 indicates the time when the engine start command is issued, t2 indicates the MG torque rising point, t3 indicates the Eng rotation rising point, t4 indicates the Eng rotation constant value point (before ignition), t5 Indicates the time when the HEV transition command was issued. Hereinafter, each state transition of the first clutch CL1, the second clutch CL2, the engine Eng, and the motor generator MG will be described.
(State transition of the first clutch CL1)
The first clutch CL1 is disengaged in the “EV mode” until time t1, is disengaged (during the stroke) from time t1 to t2, is intermediate capacity from time t2 to t3, is intermediate capacity from time t3 to t4, and is from time t4 to During t5, the intermediate capacity is reached, and after time t5, transition is made to complete fastening, and fastening is performed in “HEV mode”.
(Changes in the state of the second clutch CL2)
The second clutch CL2 is engaged in the “EV mode” until time t1, slip engagement between times t1 and t2, slip engagement between times t2 and t3, slip engagement between times t3 and t4, and between times t4 and t5. Slip engagement, after time t5, shifts to engagement and is engaged in “HEV mode”.
(Changes in engine Eng state)
The engine Eng is stopped in the “EV mode” until time t1, stopped between times t1 and t2, and stopped between times t2 and t3, but receiving torque from the first clutch CL1, and cranking between times t3 and t4. During the period from time t4 to t5, the operation is shifted, and after time t5, the operation state including the “HEV mode” is set.
(State transition of motor generator MG)
The motor generator MG performs torque control for obtaining a target torque in the “EV mode” until time t1, rotation speed control for obtaining a target rotation speed between times t1 and t2, rotation speed control between times t2 and t3, and times t3 to t4. Rotational speed control is performed during the period, rotational speed control is performed between times t4 and t5, and after time t5, the rotational speed control is shifted to torque control for obtaining target torque in the “HEV mode”.

As described above, in the engine start scene where the driving mode is switched from “EV mode” to “HEV mode” during driving, the transition mode is changed from “EV mode” in which the engine Eng is stopped and the first clutch CL1 is released. After the “engine starting mode” has elapsed, the engine Eng is operated and the first clutch CL1 is engaged and the mode is switched to the “HEV mode”.
In this engine starting scene, in the “engine starting mode”, the second clutch CL2 is in the slip engagement state, and the mode switching shock due to the transmission of the torque that fluctuates with the mode switching to the drive wheels is suppressed.

On the other hand, in the engine starting scene, in the “engine starting mode”, the first clutch CL1 is changed from the released state to the half-clutch state maintaining the intermediate capacity, and the motor generator MG is switched from the torque control to the rotation speed control. Accordingly, the input shaft rotation of the automatic transmission AT is kept constant while starting the engine Eng by receiving torque from the motor generator MG via the first clutch CL1. That is, in the “engine starting mode”, the rotational speed control is performed so that the rotational speed matches the target rotational speed while increasing the torque of the motor generator MG.
Then, in the engine start scene where the “EV mode” is switched to the “HEV mode”, the engine “eng” is stopped and the first clutch CL1 is opened. Transition to “Starting mode”. Therefore, this is a suitable scene for calculating the first clutch transmission torque estimated value T _CL1 of the first clutch CL1 engaged with the intermediate capacity based on the difference between the engaged MG torque value and the released MG torque value.

[Learning permission judgment action]
In the flowchart of FIG. 12, the process does not proceed to step S102 unless a learning permission determination is made in step S101. That is, unless the learning permission flag is output from the learning permission determination block 51 of FIG. 11, the calculation of the first clutch transmission torque estimated value T _{CL1 or} the like is not performed in the reference torque point detection block 52. Hereinafter, the learning permission determination operation in the learning permission determination block 51 will be described.

In the learning permission determination block 51, mode information based on engine start scene extraction by switching the driving mode from “EV mode” to “HEV mode”, engine speed information, target MG speed information, and actual MG speed information , MG torque value information, shift speed information, and CL2 differential rotation information are input. Here, the mode information is obtained from the integrated controller 10. The engine speed information is obtained from the engine speed sensor 12. The target MG rotational speed information is obtained from the target MG rotational speed command from the integrated controller 10. The actual MG rotation speed information is obtained from the motor rotation speed sensor 21. The MG torque value information is obtained by calculation based on the current value applied to the motor generator MG (motor generator torque value detection means). The shift speed information is obtained by a shift command from the AT controller 7. The CL2 differential rotation information is obtained by calculation based on the transmission input shaft rotation speed from the motor rotation speed sensor 21 and the second clutch output rotation speed N2out from the second clutch output rotation speed sensor 22.
Then, based on these pieces of information, it is determined whether or not the four learning permission determination conditions are satisfied after the engine start command is issued. Here, the four learning permission determination conditions are as shown in FIG.
(A) The engine rotational speed is in a stopped state, and the deviation between the target MG rotational speed and the actual MG rotational speed is within a predetermined range for a predetermined time or longer (MG rotational speed stabilization condition).
(B) The MG torque value is within a predetermined range for a certain time or longer (MG torque stabilization condition).
(C) The gear stage is a low gear stage (for example, 1st speed stage, 2nd speed stage, 3rd speed stage) that is below a certain level (low-side speed stage condition).
(D) The differential rotation of the second clutch CL2 is within a predetermined range for a predetermined time or longer (CL2 transmission torque stabilization condition).
It is.

  As described above, from time t1 when the engine start command is issued, when the four learning permission determination conditions are satisfied and it is determined that the transmission torque of the second clutch CL2 is stable, from time t1 to time t2. The learning permission flag is set from the elapse of the learning permission determination time to the time t4 before the engine Eng is fired.

[Calculation method of first clutch transmission torque estimate _TCL1 ]
In the flowchart of FIG. 12, when the learning permission determination is made in step S101, the process proceeds from step S102 to step S103, step S104, step S105, step S106, and step S107. In step S107, the first clutch transmission torque estimated value T _CL1 operation is executed. That is, when the learning permission flag is output from the learning permission determination block 51 of FIG. 11, the reference torque point detection block 52 calculates the first clutch transmission torque estimated value T _CL1 . Hereinafter, a calculation method of the first clutch transmission torque estimated value T _{CL1 in} the reference torque point detection block 52 will be described.

First, the equation of motion at the learning permission determination time from time t1 to t2 is
T _MG = T _CL2 + I ・ ω ' _MG + F _MG … (1)
T _MG : MG torque value, T _CL2 : second clutch torque estimated value, I: rotational inertia for each gear, ω ′ _MG : rotational angular acceleration of motor generator MG, F _MG : motor friction
Here, if the rotation fluctuation of the motor generator MG is within a certain range, ω ′ _MG = 0, and the term (I · ω ′ _MG ) can be ignored. Since the motor friction is very small, the (F _MG ) term can be ignored. Therefore, the above equation (1) is
T _MG ≒ T _CL2 … (1 ')
It is expressed. That is, in the learning permission determination time region and a second clutch torque estimate T _CL2, can be replaced by MG torque T _MG.

Next, the equation of motion in the time domain (time t2 to t4) where the MG torque value becomes a desired value is
T _MG = T _CL1 + T _CL2 + I ・ ω ' _MG + F _MG (2)
It is expressed. Here, since the motor friction is minute, the term (F _MG ) can be ignored.
Therefore, the above equation (2) is
T _MG ≒ T _CL1 + T _CL2 + I ・ ω ' _MG … (2')
It is expressed.
Then, according to the above equations (1 ′) and (2 ′), the first clutch transmission torque estimated value T _CL1 is
T _CL1 ≒ T _MG (MG torque value when engaged)-T _MG (MG torque value when opened)-I · ω ' _MG (3)
It is expressed.

Here, T _MG (engagement MG torque value) is a desired MG torque ((G) in FIG. 13), and T _MG (release MG torque value) is an MG torque value in the learning permission determination time region. (I in FIG. 13). Further, the rotational inertia I for each gear is known if the gear information is known. As shown in FIG. _13E , ω ′ _MG is the motor before and after the MG torque value reaches a desired value. It can be calculated from the rotation difference of the generator MG. Therefore, the first clutch transmission torque estimated value T _CL1 can be obtained using the above equation (3) based on the difference between T _MG (engagement MG torque value) and T _MG (release MG torque value).

That is, T _MG (MG torque value at release) detected in the state where the first clutch CL1 is released is the second clutch torque estimated value T _CL2 and corresponds to the drive system load from the motor generator MG to the drive wheels. Value. On the other hand, T _MG (engaged MG torque value) detected in the state where the first clutch CL1 is engaged before the engine Eng is fired is set to a value corresponding to the drive system load to the second clutch load (= second clutch transmission). Torque) is added.
Accordingly, the difference between the MG torque values at the time of engagement and at the time of release is a value corresponding to the first clutch transmission torque when the influence of the rotational inertia force, friction, etc. is ignored. Accordingly, by using the T _MG (at the time of engagement MG torque value) and T _MG above based on the difference (when open MG torque value) (3), obtaining a first clutch transmission torque estimation value T _CL1 highly accurate be able to.
Since T _MG (engaged MG torque value) is set to a desired value in the first embodiment, it is not subject to estimation condition constraints such as estimation of clutch transmission torque only at a specific torque point. The first clutch transmission torque estimated value T _CL1 can be obtained from the value.

[Learning correction control action]
In the flowchart of FIG. 12, when the learning permission determination is made in step S101, the process proceeds from step S102 → step S103 → step S104 → step S105 → step S106 → step S107 → step S108. In step S108, the learning value is set to the CL1 torque. -Learning correction is reflected in the stroke map.
That is, in step S103, the first clutch stroke value _SCL1 detected when the MG torque value rises ((F) in FIG. 13) is set as the engagement start point learning value of the first clutch CL1, and is shown in FIG. The fastening start point SS of the CL1 torque-stroke map shown is learned and corrected. In FIG. 11, “FS” in the CL1 torque-stroke map is a full stroke point, and “0” is the stroke origin. Therefore, the first clutch stroke value S _CL1 at which generation of transmission torque is started in the first clutch _CL1 changes due to deterioration over time such as wear of parts, assembly variations, and clutch facing. However, the learning correction of the engagement start point SS that follows the change in the first clutch stroke value _SCL1 at which the generation of the transmission torque starts can be surely adjusted to the stroke position at which the generation of the transmission torque starts.
Then, at step S106, the first clutch stroke value _SCL1 is detected ((H) in FIG. 13) when the MG torque reaches a desired value ((G) in FIG. 13). In step S107, the MG torque is detected. When the first clutch transmission torque estimated value T _CL1 at the time when becomes the desired value is calculated, the two values in the corresponding relationship are used as the clutch learning values, and as shown in FIG. 11, CL1 torque-stroke The map characteristics are corrected for learning.

Therefore, as shown in FIG. 13, the first clutch CL1 is fixed at a desired intermediate capacity in the engine starting mode. However, the first clutch stroke value _SCL1 for obtaining a desired intermediate capacity changes due to deterioration over time such as wear of parts, assembly variation, and clutch facing. On the other hand, by learning correction of the characteristics of the CL1 torque-stroke map following the change in the first clutch stroke value _SCL1 for obtaining the desired intermediate capacity, it is possible to reliably match the stroke position for obtaining the desired intermediate capacity. .

  As described above, at the time of mode transition between the EV mode and the HEV mode, the learning correction control process related to the first clutch CL1 is effective. However, as shown in step S101, it is determined whether or not it is a transition other than a predetermined traveling mode, a transition between the WSC traveling mode and the MWSC traveling mode or a transition between the MG / ISC mode and the E / ISC mode Or, at the time of transition between the EV mode and the WSC travel mode, even if the first clutch CL1 is engaged / released, appropriate learning correction control processing is difficult.

  FIG. 14 is a time chart showing a change in motor generator torque at the transition between the WSC drive mode and the MWSC drive mode. When transitioning from the WSC travel mode to the MWSC travel mode, the first clutch CL1 is released and the rotational speed of the motor generator MG is reduced to a rotational speed lower than the engine idle rotational speed. In this case, with the rotational speed control, torque fluctuation due to rotational speed fluctuation is added in addition to torque fluctuation due to load fluctuation, and it is difficult to properly determine the transmission torque capacity of the first clutch CL1. Similarly, when transitioning from the MWSC travel mode to the WSC travel mode, torque variation also occurs with the rotational speed variation, and it is difficult to properly determine the transmission torque capacity of the first clutch CL1.

  FIG. 15 is a time chart showing a change in motor generator torque at the transition between the MG / ISC mode and the E / ISC mode. Again, when engine E switches between torque control and rotational speed control, torque fluctuation occurs in motor generator MG, and it is difficult to properly determine the transmission torque capacity of first clutch CL1.

In addition, although not shown in the figure, regarding the transition between the EV mode and the WSC travel mode, similarly, the torque fluctuation occurs in the motor generator due to factors other than the first clutch CL1 due to the engagement / release of the first clutch CL1. Even in such a case, it is difficult to properly determine the transmission torque capacity of the first clutch CL1.
Therefore, at the time of these mode transitions, erroneous learning can be prevented by prohibiting learning correction control of the first clutch CL1.

As described above, in the hybrid vehicle control device of the first embodiment, the following effects can be obtained.
(1) Engine E, motor generator MG (motor) that outputs the driving force of the vehicle and starts engine E, and engine E and motor generator MG interposed between engine E and motor generator MG A first clutch CL1 that is connected / disconnected, a second clutch CL2 that is interposed between the motor / generator MG and the drive wheels, and connects / disconnects the motor generator MG and the drive wheels, an engine E, a motor generator MG, and a first clutch. Among a plurality of travel modes based on the control state of CL1 and the second clutch CL2, a mode selection unit 200 (mode selection means) that selects a travel mode according to the travel state and engagement / release of the first clutch CL1 are performed. A first clutch controller 5 (learning correction means) that learns and corrects the engaged state of the first clutch CL1 at the time of mode transition that occurs, and the selection result of the mode selection unit 200 A is time to mode transition based, and, when the motor generator torque fluctuates, with a step S101 for prohibiting the learning correction (learning correction inhibiting means), a.
Therefore, it is possible to prevent erroneous learning when the engagement capacity of the first clutch cannot be properly estimated, and it is possible to realize stable first clutch engagement control.

(2) WSC traveling mode (engine traveling mode with combined use of engine) in which engine E is engaged, first clutch CL1 is engaged, second clutch CL2 is slip controlled, and motor generator MG is controlled in rotational speed; In operation, the first clutch CL1 is disengaged, the second clutch CL2 is slip-controlled, and the motor generator MG is controlled in rotation speed. When changing between the driving mode and the WSC driving mode, learning correction is prohibited.
Therefore, it is possible to prevent erroneous learning when the engagement capacity of the first clutch cannot be properly estimated, and it is possible to realize stable first clutch engagement control.

(3) When the vehicle is stopped, the first clutch CL1 is released and the engine E controls the rotational speed of the engine E. When the vehicle is stopped, the first clutch CL1 is engaged, and the engine MG / ISC mode (motor rotational speed control mode) in which E is torque controlled and the rotational speed is controlled in motor generator MG, and step S101 transitions between E / ISC mode and MG / ISC mode. When learning is prohibited.
Therefore, it is possible to prevent erroneous learning when the engagement capacity of the first clutch cannot be properly estimated, and it is possible to realize stable first clutch engagement control.

(4) The engine E is stopped, the first clutch CL1 is disengaged, the second clutch CL2 is engaged, and the motor generator MG is torque controlled. WSC traveling mode (engine traveling mode with combined use of the engine) in which the clutch CL1 is engaged, the second clutch CL2 is slip controlled, and the motor generator MG is controlled in rotational speed. Step S101 includes an EV mode and a WSC traveling mode. When transitioning between, learning correction is prohibited.
Therefore, erroneous learning when the engagement capacity of the first clutch cannot be properly estimated can be prevented, and stable first clutch engagement control can be realized.

  Although the present invention has been described based on the first embodiment, the specific configuration may be other configurations. For example, in the first embodiment, the road surface gradient is detected or estimated as the vehicle load, but the presence / absence of vehicle traction or the like may be detected, or the in-vehicle load may be detected. This is because when the vehicle load is large in this manner, the vehicle speed increases slowly and the second clutch CL2 is likely to generate heat. In the first embodiment, the FR type hybrid vehicle has been described. However, an FF type hybrid vehicle may be used.

E engine
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission 1 engine controller 2 motor controller 3 inverter 4 battery 5 first clutch controller 6 first clutch hydraulic unit 7 AT controller 8 second clutch hydraulic unit 9 brake controller 10 integrated controller 24 brake hydraulic sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
500 Shift control

Claims (4)

Engine,
A motor for outputting the driving force of the vehicle and starting the engine;
A first clutch interposed between the engine and the motor to connect and disconnect the engine and the motor;
A second clutch interposed between the motor and the drive wheel to connect and disconnect the motor and the drive wheel;
Mode selection means for selecting a traveling mode according to a traveling state among a plurality of traveling modes based on control states of the engine, the motor, the first clutch, and the second clutch;
Learning correction means for learning and correcting the engagement state of the first clutch at the time of mode transition in which engagement and disengagement of the first clutch occur;
With
Learning correction prohibiting means for prohibiting the learning correction when the mode transition is based on the selection result of the mode selecting means and the motor torque fluctuates;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
An engine combined motor traveling mode in which the first clutch is engaged, the second clutch is slip-controlled, and the motor is controlled in rotation speed when the engine is in an operating state;
An engine operating motor traveling mode in which the first clutch is disengaged, the second clutch is slip controlled, and the rotation speed of the motor is controlled while the engine is operating;
Have
The learning correction prohibiting means prohibits the learning correction when transitioning between the engine combined motor traveling mode and the engine operating motor traveling mode. In the hybrid vehicle control device according to claim 1 or 2,
An engine speed control mode in which the first clutch is disengaged while the vehicle is stopped and the engine speed is controlled in the engine;
A motor rotation speed control mode for engaging the first clutch, controlling the torque of the engine, and controlling the rotation speed in the motor in a vehicle stop state;
Have
The control device for a hybrid vehicle, wherein the learning correction prohibiting unit prohibits the learning correction when transitioning between the engine speed control mode and the motor speed control mode. In the hybrid vehicle control device according to any one of claims 1 to 3,
A motor running mode in which the engine is stopped, the first clutch is released, the second clutch is engaged, and the motor is torque controlled;
An engine combined motor traveling mode in which the first clutch is engaged, the second clutch is slip-controlled, and the motor is controlled in rotation speed when the engine is in an operating state;
Have
The learning correction prohibiting means prohibits the learning correction when transitioning between the motor driving mode and the engine combined motor driving mode.

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