JP2013169925A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent occurrence of a push-up shock due to down speed change in parallel processing of an engine start and the down speed change during a travel.SOLUTION: A controller of an FR hybrid vehicle includes an engine Eng, a motor/generator MG, a first clutch CL1, an automatic transmission AT, a second clutch CL2, and start/speed change parallel processing means (Fig.6). When processing, in parallel, engine rotating speed increase control for increasing an engine rotating speed by the motor/generator MG for the engine start and down speed change control over the automatic transmission AT in parallel during a travel in EV mode, the start/speed change parallel processing means (Fig.6) makes complete joining timing of a joining-side friction element slower when the angular acceleration of a transmission input shaft IN exceeds a threshold than when the angular acceleration of the transmission input shaft IN does not exceed the threshold.

Description

  The present invention relates to a control device for a hybrid vehicle that simultaneously processes engine start control and downshift control of an automatic transmission during EV traveling.

  Conventionally, as a hybrid vehicle, an engine, a first clutch, a motor / generator, an automatic transmission (second clutch), and driving wheels are sequentially arranged in the drive system from upstream to downstream, and EV A mode and a HEV mode that can be selected are known. In this hybrid vehicle, the engine start control and the shift control are processed in parallel when the timing of the engine start request and the shift request overlaps when the accelerator is depressed during EV travel (see, for example, Patent Document 1). ).

JP 2007-261498 A

  However, in the conventional hybrid vehicle control device, when the engine start control and the downshift control are processed in parallel, a push-up shock occurs at the downshift due to the torque variation of the engine that is controlled to start by the cranking. There is a problem. In particular, when the engine speed is excessively increased due to excessive engine torque, if the down-shifting engagement side clutch is completely engaged (lock-up engagement) in this state, a push-up shock (inertia shock) occurs. .

  The present invention has been made paying attention to the above problems, and provides a hybrid vehicle control device capable of preventing the occurrence of a push-up shock due to a downshift during running and parallel processing of engine start and downshift. With the goal.

In order to achieve the above object, in the control apparatus for a hybrid vehicle of the present invention, means comprising: an engine, a motor, a first clutch, an automatic transmission, a second clutch, and a start / shift parallel processing means. did.
The motor is provided in a drive system from the engine to drive wheels, and has an engine start motor function in addition to the drive motor function.
The first clutch is interposed between the engine and the motor, and switches between a hybrid vehicle mode by engagement and an electric vehicle mode by release.
The automatic transmission is interposed between the motor and the drive wheel, and automatically changes the gear position by changing the disengagement side friction element and the engagement side friction element.
The second clutch is interposed at any position from the motor to the drive wheel, and maintains a slip engagement state during engine start control.
The start / shift parallel processing means processes engine speed increase control for increasing the engine speed by the motor for starting the running engine and downshift control for the automatic transmission in parallel. When the angular acceleration of the transmission input shaft exceeds the threshold, the complete engagement timing of the engagement-side friction element is delayed as compared with the case where the angular acceleration of the transmission input shaft does not exceed the threshold.

Therefore, when the engine speed increase control and the downshift control are processed in parallel during traveling, if the angular acceleration of the transmission input shaft exceeds the threshold value, the complete engagement timing of the engagement-side friction element is determined as the transmission input shaft. Control is performed so as to delay the angular acceleration of when the angular acceleration does not exceed the threshold.
That is, it can be predicted that the engine is in a state of being blown up when the angular acceleration of the transmission input shaft exceeds the threshold value. For this reason, when the angular acceleration of the transmission input shaft exceeds the threshold value, the actual rotation speed of the transmission input shaft and the target of the transmission input shaft in the downshift are delayed by delaying the timing for completely engaging the engagement-side friction element. The differential rotation from the rotational speed (= next gear speed) is reduced. Therefore, in downshifting, it is avoided that the engagement-side friction element is completely engaged at the timing when the differential rotation is greatly increased by blowing up the engine rotation, and is completely engaged after waiting until the differential rotation is reduced.
As a result, it is possible to prevent the occurrence of a push-up shock due to the downshift during the parallel processing of the engine start and the downshift during traveling.

1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a control device of Embodiment 1 is applied. It is a figure which shows an example of the shift map of automatic transmission AT set to AT controller 7 of Example 1. FIG. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part of the integrated controller 10 of Example 1. FIG. It is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. It is a fastening operation | movement table | surface which shows the fastening state of each friction element for every gear stage in automatic transmission AT mounted in FR hybrid vehicle with which the control apparatus of Example 1 was applied. 3 is a flowchart showing a configuration and flow of parallel processing of engine start control and downshift control executed by the integrated controller 10 of the first embodiment. Various shift command signals, engine speed control commands, engine start control commands, and CL1 synchronization determination during parallel processing of engine start control and down shift control during EV traveling on an FR hybrid vehicle equipped with the control device of the first embodiment Flag, engine speed (ENGREV), motor speed (Motor_REV), target motor speed (Target_REV), second clutch pressure (CL2_PRS), first clutch torque (CL1_TRQ), engagement pressure (Apply_PRS), release pressure (Release_PRS It is a time chart showing characteristics of engine torque (ENG_TRQ), motor torque (Motor_TRQ), and driving force. Motor rotation speed (target motor rotation speed), engagement clutch hydraulic pressure, release clutch hydraulic pressure, drive when engine start control and downshift control are processed in parallel during EV travel in an FR hybrid vehicle equipped with a control device of a comparative example It is a time chart which shows each characteristic of force. The motor rotation speed (target motor rotation speed), engagement clutch hydraulic pressure, release clutch hydraulic pressure when the engine start control and the downshift control are processed in parallel during EV traveling in the FR hybrid vehicle equipped with the control device of the first embodiment. It is a time chart which shows each characteristic of driving force. It is a flowchart which shows the structure and flow of the parallel processing of the engine starting control and downshift control which are performed in the integrated controller 10 of Example 2. FIG. The motor rotation speed (target motor rotation speed), engagement clutch hydraulic pressure, release clutch hydraulic pressure when the engine start control and the downshift control are processed in parallel during EV traveling in the FR hybrid vehicle equipped with the control device of the second embodiment. It is a time chart which shows each characteristic of driving force.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 shows a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied. The overall system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a first clutch CL1, a motor / generator MG (motor), a second clutch CL2, an automatic transmission AT, Transmission input shaft IN, mechanical oil pump MO / P, sub oil pump SO / P, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive) Wheel) and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like 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. Engagement / semi-engagement state / release is controlled by the first clutch control oil pressure. As the first clutch CL1, for example, a normally closed dry single unit in which complete engagement is maintained by an urging force of a diaphragm spring and complete engagement to complete release is controlled by stroke control using a hydraulic actuator 14 having a piston 14a. A 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 AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying. 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 operation state is referred to as “powering”), and the rotor is driven from the engine Eng or the drive wheel. When receiving rotational energy, it functions as a generator that generates electromotive force at both ends of the stator coil, and can also charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft IN of the automatic transmission AT.

  The second clutch CL2 is a clutch interposed between the motor / generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. Fastening / slip fastening / release is controlled by the controlled hydraulic pressure. 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 a stepped transmission that automatically switches the stepped gears according to the vehicle speed, the accelerator opening, and the like. In the first embodiment, the automatic transmission AT has seven forward speeds and one reverse gear stage. It is a step transmission. In the first embodiment, the second clutch CL2 is not newly added as a dedicated clutch independent of the automatic transmission AT, but a plurality of friction elements that are engaged at each gear stage of the automatic transmission AT. Among them, a friction element (clutch or brake) that matches a predetermined condition is selected.

  A mechanical oil pump M-O / P driven by the transmission input shaft IN is provided on the transmission input shaft IN (= motor shaft) of the automatic transmission AT. And when the discharge pressure from the mechanical oil pump MO / P is insufficient when the vehicle is stopped, etc., a sub oil pump SO / P driven by an electric motor is provided in the motor housing or the like in order to suppress a decrease in hydraulic pressure. . The drive control of the sub oil pump S-O / P is performed by an AT controller 7 described later.

  A propeller shaft PS is connected to the transmission output shaft of the automatic transmission AT. The propeller shaft PS is coupled to the left and right rear wheels RL and RR via a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  In this FR hybrid vehicle, there are electric vehicle mode (hereinafter referred to as “EV mode”), hybrid vehicle mode (hereinafter referred to as “HEV mode”), and drive torque control mode (hereinafter referred to as “EV mode”). And “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the driving force of the motor / generator MG, and has a motor mode and a regeneration mode. This “EV mode” is selected when the required driving force is low and the battery SOC is secured.

  The “HEV mode” is a mode that travels with the first clutch CL1 engaged, and has a motor assist mode, a power generation mode, and an engine mode, and travels in any mode. The “HEV mode” is selected when the required driving force is high or when the battery SOC is insufficient.

  The “WSC mode” is a mode of traveling while controlling the clutch torque capacity while maintaining the second clutch CL2 in the slip engagement state by controlling the rotational speed of the motor / generator MG. The clutch torque capacity of the second clutch CL2 is controlled so that the drive torque transmitted after passing through the second clutch CL2 becomes the required drive torque that appears in the accelerator operation amount of the driver. The “WSC mode” is selected in a travel region where the engine speed is lower than the idle speed, such as when the vehicle is stopped, started, or decelerated in the selected state of the “HEV mode”.

Next, the control system of the FR 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 controllers 1, 2, 5, 7, and 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.

  The engine controller 1 inputs engine speed information from 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, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / semi-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 and the like. When traveling with the D range selected, the optimum shift speed is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map shown in FIG. Is output to the AT hydraulic control valve unit CVU. The shift map is, for example, a map in which an up shift line and a down shift line are written according to the accelerator opening APO and the vehicle speed VSP, as shown in FIG.
In addition to this shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling the slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. Second clutch control is performed.
When the downshift request timing from the AT controller 7 and the engine start request timing from the integrated controller 10 overlap within the allowable deviation range, the engine start control and the downshift control are performed in parallel according to the predetermined program content. Processing 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. For example, when the brake is depressed, the regenerative braking force is given priority over the required braking force that appears in the brake stroke BS. If the regenerative braking force alone is insufficient, the shortage is compensated by the mechanical braking force (hydraulic braking force). Thus, regenerative cooperative brake control is performed.

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

  The integrated controller 10 searches the optimum mode according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the EV-HEV selection map shown in FIG. 3, and selects the searched mode as the target mode. A mode selection unit. The EV-HEV selection map includes an EV⇒HEV switching line that switches from “EV mode” to “HEV mode” when an operating point (APO, VSP) that exists in the EV region crosses, and an operating point that exists in the HEV region ( When “APO, VSP) crosses, the HEV⇒EV switching line that switches from“ HEV mode ”to“ EV mode ”and the operation point (APO, VSP) enters the WSC area when“ EV mode ”or“ HEV mode ”is selected. And a WSC switching line for switching to “WSC mode”. The HEV → EV switching line and the HEV → EV switching line are set with a hysteresis amount as a line dividing the EV region and the HEV region. The WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idle speed when the automatic transmission AT selects the first gear. However, while the “EV mode” is selected, if the battery SOC falls below a predetermined value, the “HEV mode” is forcibly set as the target mode.

  In the integrated controller 10, when the “EV mode” is selected and the mode selection unit selects the “HEV mode” as the target mode, the engine start control is passed and the mode shifts to the “HEV mode”. In this engine start control, the first clutch CL1 released in the “EV mode” is in a semi-engaged state, the engine Eng is cranked using the motor / generator MG as a starter motor, and the engine Eng is started by fuel supply or ignition. . Then, after the rotation synchronization is completed, the first clutch CL1 is engaged. During execution of the engine start control, the motor / generator MG is changed from torque control to rotation speed control, and a differential rotation is applied to sliply engage the second clutch CL2. That is, the torque fluctuation accompanying the engine start control is absorbed by the second clutch CL2, and the engine start shock due to the transmission of the fluctuation torque to the left and right rear wheels RL, RR is prevented.

  If the mode selection unit selects “EV mode” as the target mode while the “HEV mode” is selected, the engine stop control is passed and the mode shifts to “EV mode”. This engine stop control stops the disconnected engine Eng after releasing the first clutch CL1 engaged in the “HEV mode”. While the engine stop control is being executed, the motor / generator MG is changed from the torque control to the rotation speed control as in the case of the engine start control, and the second clutch CL2 is slip-engaged by applying a differential rotation. That is, the torque fluctuation accompanying the engine stop control is absorbed by the second clutch CL2, and the engine stop shock due to the transmission of the fluctuation torque to the left and right rear wheels RL, RR is prevented.

  FIG. 4 shows an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the configuration of the automatic transmission AT will be described with reference to FIG.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor / generator MG is input from a transmission input shaft Input. The rotation speed is changed by a transmission gear mechanism having one planetary gear and seven friction elements and output from the transmission output shaft Output.

  The transmission gear mechanism includes a first planetary gear set GS1 and a third planetary gear G3 on the shaft from the transmission input shaft Input side to the transmission output shaft Output side by the first planetary gear G1 and the second planetary gear G2. And the second planetary gear set GS2 by the fourth planetary gear G4 is arranged in order. Also, as friction elements for hydraulic operation, the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3, and the fourth brake B4 , Is arranged. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged as friction elements for machine operation.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both the gears S1, R1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 supporting a second pinion P2 meshing with both gears S2, R2.

  The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 supporting a third pinion P3 meshing with both the gears S3 and R3. The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both the gears S4 and R4.

  The transmission input shaft Input is connected to the second ring gear R2 and inputs rotational driving force from at least one of the engine Eng and the motor generator MG. The transmission output shaft Output is coupled to the third carrier PC3, and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 is configured to have four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 by the first connecting member M1 and the third connecting member M3. The Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input to the second ring gear R2 from the transmission input shaft Input, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connecting member M2 from the transmission input shaft Input, and is input to the fourth ring gear R4 via the first connecting member M1, and the input torque is the first torque. Output from 3 carrier PC3 to transmission output shaft Output.

  The first clutch C1 (= input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2. The second clutch C2 (= direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (= H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 (= 1 & 2 speed one-way clutch 1 & 2OWC) is disposed between the third sun gear S3 and the fourth sun gear S4. Thereby, the third clutch C3 is released, and when the rotational speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotational speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The first brake B1 (= front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 (= first-speed one-way clutch 1stOWC) is arranged in parallel with the first brake B1. The second brake B2 (= low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (= 2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (= reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC3 with respect to the transmission case Case.

  FIG. 5 is a fastening operation table showing a fastening state of each friction element for each gear stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied. In FIG. 5, ◯ indicates that the friction element is hydraulically engaged in the drive state, and (◯) indicates that the friction element is hydraulically engaged (one-way clutch operation in the drive state) in the coast state. No mark indicates that the friction element is in a released state.

Of the friction elements provided in the speed change gear mechanism configured as described above, one of the friction elements that have been fastened is released, and one of the friction elements that have been released is fastened, thereby performing a changeover speed change. Thus, as described below, it is possible to realize a first reverse speed with seven forward speeds.
That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  FIG. 6 shows a configuration of parallel processing of engine start control and down shift control executed by the integrated controller 10 of the first embodiment (start / shift parallel processing means). Hereinafter, each step of FIG. 6 will be described.

  In step S1, it is determined whether or not there is an engine start request that is output based on the selection of the “HEV mode” for switching the mode to the “HEV mode” during traveling with the “EV mode” selected. If YES (engine start request is present), the process proceeds to step S2. If NO (engine start request is not present), the determination in step S1 is repeated.

In step S2, following the determination that there is an engine start request in step S1, engine start control is started and a friction element to be the second clutch CL2 is determined, and the process proceeds to step S3.
Here, as the second clutch CL2, which is slip-controlled in the engine start control range, one of the friction elements engaged at each gear can be selected, but at least at the gear after the downshift is engaged. Defined by the element to be used. More specifically, a friction element that maintains engagement without being engaged / released even when engine start control and shift control are processed in parallel is selected, and this is used as the second clutch CL2.

  In step S3, following the start of engine start control in step S2 and the operation of the CL1 and CL2 elements, or the engine start control in step S6, it is determined whether or not a downshift is being performed in the automatic transmission AT. If YES (downshifting), the process proceeds to step S4, and if NO (not downshifting), the process proceeds to step S5.

  In step S4, following the determination that the downshift is being performed in step S3, it is determined whether or not the progress of the downshift is in the preprocessing (stroke phase) to inertia phase. If YES (during downshifting to the inertia phase), the process proceeds to step S8, and if NO (downshifting progresses after the finish phase), the process proceeds to step S6.

  In step S5, following the determination in step S3 that the downshift is not being performed, it is determined whether or not there is a downshift request that is output when the operating point (APO, VSP) crosses the downshift line during traveling. If YES (down shift requested), the process proceeds to step S7. If NO (no down shift requested), the process proceeds to step S6.

  In step S6, following the determination that the downshift is in progress until the finish phase in step S4 or the determination that there is no downshift request in step S5, the slip engagement state of the second clutch CL2 is maintained. The engine start control for starting the engine Eng is executed while returning to step S3.

In step S7, following the determination that there is a downshift request in step S5 or the determination that the preprocessing is not completed in step S8, the operation of the engagement side friction element and the release side friction element for downshifting (previous Process operation), and the process proceeds to step S9.
Here, the pretreatment of the engagement side friction element is a state immediately before the torque capacity by clutch engagement is obtained by slightly stroke the piston so as to fill the plate gap against the return spring force by applying the initial pressure. Refers to processing. The pretreatment of the disengagement side friction element refers to a process of reducing the torque capacity of the fastening element fastened by the line pressure to the start area of the inertia phase. For example, in the case of 4 → 3 downshift, the engagement side friction element is the second brake B2 (= low brake LOW / B), and the release side friction element is the third clutch C3 (= H & LR clutch H & LR / C). Note that when the preprocessing is completed, the control of the motor / generator MG is switched from torque control to rotation speed control.

  In step S8, following the determination that the downshift in step S4 is in the preprocessing to inertia phase, it is determined whether or not the downshift preprocessing has been completed. If YES (end of preprocessing), the process proceeds to step S9, and if NO (not completed), the process proceeds to step S7.

  In step S9, following the execution of the preprocessing in step S7, the determination that the preprocessing is completed in step S8, or the determination that the next gear speed has not been reached in step S10, The hydraulic pressure of the engagement clutch (engagement side friction element) at the downshift is maintained, and the process proceeds to step S10.

  In step S10, following the engagement clutch hydraulic pressure holding in step S9, it is determined whether or not the next gear speed has been reached (= target speed at the next speed). If YES (reach the next shift speed), the process proceeds to step S11. If NO (not reach the next shift speed), the process returns to step S9.

In step S11, following the determination in step S10 that the next gear speed has been reached, the angular acceleration is calculated by time differentiation of the input shaft speed (= motor speed) of the automatic transmission AT. It is determined whether or not the acceleration is equal to or greater than a threshold value. If YES (angular acceleration ≧ threshold), the process proceeds to step S11. If NO (angular acceleration <threshold), the process proceeds to step S14.
Here, the “threshold value” is a value for determining whether or not the rising gradient of the input shaft rotation speed of the automatic transmission AT is a gradient indicating an engine blowing state that may cause a push-up shock. Decide by.

  In step S12, following the determination in step S11 that the angular acceleration is equal to or greater than the threshold value, or in the determination in step S13 that the rotational speed has not yet converged, the engagement clutch (engagement side friction) in the downshift is determined. The hydraulic pressure of the element) is raised with a gentle second gradient, and the process proceeds to step S13.

In step S13, it is determined whether or not the input shaft rotational speed (= motor rotational speed) of the automatic transmission AT has converged to the next gear speed following the rise of the hydraulic pressure at the second gradient in step S12. . If YES (converged to the next gear speed), the process proceeds to step S14, and if NO (not converged to the next gear speed), the process returns to step S12.
Here, the convergence of the rotational speed is such that the direction of change of the rotational speed is the convergence direction with respect to the next shift speed, and the input shaft rotational speed of the automatic transmission AT is the next shift speed + α (α: Judgment is made when the threshold value is reached. That is, it can be determined before the input shaft rotation speed of the automatic transmission AT is synchronized with the rotation speed of the next gear speed.

  In step S14, following the determination that angular acceleration <threshold in step S11 or the convergence to the next gear speed in step S13, the engagement clutch (engagement side friction element) in the downshift is determined. The hydraulic pressure is raised by the first gradient (> second gradient) due to the steep gradient that locks up, and the control is terminated.

Next, the operation will be described.
The operation of the control device for the FR hybrid vehicle of the first embodiment is divided into “engine start single control operation”, “engine start control and down shift control parallel processing operation”, and “down shock raising action prevention”. To do.

[Engine start independent control action]
Parallel processing is required when the engine start request and the downshift request are issued at the same timing. However, when a downshift request is issued at a timing away from the engine start request, only engine start control processing that responds to the engine start request is performed. Hereinafter, based on FIG. 6, the engine start single control operation reflecting this will be described.

  When the engine start request is issued when the “HEV mode” is selected as the target mode while the “EV mode” is selected, it is assumed that the downshift is not being performed and there is no downshift request. In this case, in the flowchart of FIG. 6, the process proceeds from step S1, step S2, step S3, step S5, step S6, and engine start control is started in step S2. Thereafter, when the state where the downshift is not being performed and the downshift request is not continued continues, the flow of going from step S3 to step S5 to step S6 is repeated, and the engine start single control is performed.

  In addition, when the engine start request is made when the “HEV mode” is selected as the target mode while the “EV mode” is selected, the gear shift is in progress and the gear shift is in progress until the finish phase. To do. In this case, in the flowchart of FIG. 6, the process proceeds from step S1, step S2, step S3, step S4, and step S6. In step S2, engine start control is started. Thereafter, normal downshift control in which the downshift is advanced as it is and independent engine start control by repeating the flow from step S3 to step S4 to step S6 are performed.

  In this independent engine start control, the first clutch CL1 released in the “EV mode” is in a semi-engaged state, the engine Eng is cranked with the motor / generator MG as the starter motor, and the engine Eng is supplied by fuel supply and ignition. First, the first clutch CL1 is engaged.

[Simultaneous processing of engine start control and downshift control]
In the parallel processing of the engine start control and the down shift control, after the down shift pre-processing, only the start control by engine cranking is advanced while the down shift control is stopped. Then, after the synchronization of the first clutch is determined, the downshift control is advanced by the switching hydraulic pressure control between the engagement clutch and the release clutch.

  For example, when coasting by selecting “EV mode” at the 4th gear, when the driver depresses the accelerator, the driving point (APO, VSP) is H point on the shift map shown in FIG. To H 'point. At this time, the engine start request is issued first by crossing the EV⇒HEV switching line at point h while the operating point is moving, and then 4 → 3 by crossing the 4 → 3 downshift line at point h ′ thereafter. A 3-down shift request is issued.

  As described above, when two requests are issued at the timing when the engine start request is first and the downshift request is later, in the flowchart of FIG. 6, the process proceeds from step S1, step S2, step S3, step S5, and step S6. . In step S5, the flow from step S3 to step S5 to step S6 is repeated until there is a downshift request. Thereafter, when there is a downshift request, the process proceeds from step S5 to step S7. In step S7, the downshift engagement element and the release element are preprocessed. After the preprocess is completed, the process proceeds to step S9 and subsequent steps. Processing is performed.

  For example, when coasting by selecting “EV mode” at the 4th gear, when the driver depresses the accelerator, the driving point (APO, VSP) is point I on the shift map shown in FIG. To I '. At this time, crossing the 4 → 3 down shift line at the point i ′ during the movement of the driving point causes the 4 → 3 down shift request to be issued first, and then crossing the EV → HEV switching line at the subsequent i point. An engine start request is issued.

  As described above, when two requests are issued at the timing when the downshift request is first and the engine start request is later, the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. If it is determined in step S4 that pre-processing or torque phase is in progress, the process proceeds to step S8. If it is determined in step S8 that the preprocessing has not been completed, the process proceeds to step S7, where the downshift engagement element and the release element are preprocessed. After the preprocess is completed, the process proceeds to step 9 and thereafter. Parallel processing is performed. On the other hand, if it is determined in step S8 that the preprocessing has been completed, the process proceeds to step S9 and subsequent steps, and parallel processing is performed.

  As described above, for example, when a 4 → 3 downshift request is issued, the second brake B2 (LOW / B) is used as the engagement-side friction element in the 4 → 3 downshift, and the third clutch C3 ( H & LR / C) is the disengagement side friction element in 4 → 3 downshift. The second clutch C2 (D / C) is the second clutch CL2 that performs slip control during engine start control.

Next, parallel processing (steps S9 to S14) of engine start control and downshift control in the first embodiment will be described.
First, when the rotational speed of the next shift stage is reached and the angular acceleration of the transmission input shaft of the automatic transmission AT is less than the threshold value, step S9 → step S10 → step S11 → step S14 → shift in the flowchart of FIG. Proceed to the end. That is, in step S14, based on the determination that angular acceleration <threshold value in step S11, the hydraulic pressure of the engagement clutch (engagement side friction element) in the downshift is the first gradient (> 2nd gradient).

  On the other hand, when the next shift speed is reached and the angular acceleration of the transmission input shaft of the automatic transmission AT is less than the threshold, step S9 → step S10 → step S11 → step S12 → step in the flowchart of FIG. Proceed to S13. While it is determined in step S13 that the speed has not yet converged to the next gear speed, the flow from step S12 to step S13 is repeated, and in step S12, the engagement clutch (engagement side in downshift) is repeated. The hydraulic pressure of the friction element is raised by a gentle second gradient. Thereafter, when it is determined in step S13 that the speed has converged to the next gear speed, the process proceeds to step S14. In step S14, the hydraulic pressure of the engagement clutch (engagement side friction element) at the downshift is locked up. It is started by the first gradient (> second gradient) due to the steep gradient.

  The parallel processing operation of the engine start control and the downshift control in the first embodiment will be described based on the time chart shown in FIG.

  In FIG. 7, time t1 indicates the engine start request timing. Time t2 indicates the downshift request timing. Time t3 represents the end of preprocessing by torque control and the start of cranking by rotation speed control. Time t4 indicates the CL1 synchronization point. Time t5 indicates the start point of the downshift by the switching hydraulic pressure control. Time t6 indicates the time when the input rotational speed of the automatic transmission AT converges to the next gear speed. Time t7 indicates the end of parallel processing of engine start control and downshift control.

  In the time chart of FIG. 7, when there is an engine start request at time t1, slip control of the second clutch CL2 is started due to a decrease in clutch pressure, as shown in the characteristics of the second clutch pressure (CL2_PRS). After that, when there is a downshift request at time t2, as shown in the characteristics of the engagement pressure (Apply_PRS) and the release pressure (Release_PRS), pre-processing for the downside engagement and release side friction elements (standby phase) Is started. After that, when the preprocessing is completed at time t3, the motor / generator MG is switched from torque control to rotational speed control, and the control of the region A from time t1 to time t2 for reducing the torque capacity of the second clutch CL2 is completed. To do.

  In the region B from the time t3 when the preprocessing is completed to the time t4 when the CL1 synchronization is determined, as shown in the characteristics of the engagement pressure (Apply_PRS), the torque capacity of the engagement side friction element is maintained at the standby capacity, and the release pressure As indicated by the characteristics of (Release_PRS), the shift control of the downshift is not advanced by keeping the torque capacity of the release side friction element equal to or greater than the torque capacity of the second clutch CL2. Then, as shown in the characteristics of the second clutch pressure (CL2_PRS), the torque capacity of the second clutch CL2 is set to be less than the release clutch torque capacity and equal to or less than the target drive torque. The driving force is managed by the capacity. In other words, in the region B, without performing the downshift control (maintaining the torque phase), only the engine start control by engine cranking is performed as shown in the characteristics of the engine speed (ENGREV) and the first clutch torque (CL1_TRQ). Make it progress. Then, control for causing the engine to detonate first by fuel supply and ignition is performed.

  In region C from time t4 at which CL1 synchronization is determined to time t7 at which CL2 synchronization is determined, the torque phase is maintained until time t5, and when the time t5 that is angular acceleration ≧ threshold is reached, the engagement pressure (Apply_PRS) As shown in the characteristics, the fastening pressure is raised at the second gradient and waits. Then, when reaching time t6 when it converges to the next gear speed, as shown in the characteristic of the engagement pressure (Apply_PRS), the engagement pressure is raised at the first gradient. As a result, the torque capacity of the engagement side friction element is set to the torque capacity of the second clutch CL2 or more, and the torque capacity of the release side friction element is set to the standby capacity or less as shown in the characteristics of the release pressure (Release_PRS). Advance the shift. Then, as shown in the characteristics of the second clutch pressure (CL2_PRS), the torque capacity of the second clutch CL2 is set to be equivalent to the target drive torque, thereby managing the driving force with the torque capacity of the second clutch CL2. In other words, in the region C, the vehicle driving force that rises in response to the acceleration request is obtained as shown in the driving force characteristic by advancing the downshift and setting the engine after the start to the torque control corresponding to the accelerator opening. Control to ensure is performed.

  Then, at time t7 when the CL2 synchronization is determined, the motor / generator MG is returned from the rotation speed control to the torque control, and the engagement side friction element is changed as shown in the characteristics of the engagement pressure (Apply_PRS) and the release pressure (Release_PRS). As shown in the characteristics of the second clutch pressure (CL2_PRS), re-engagement control of the second clutch CL2 is performed with the release side friction element being completely released.

  As described above, in the first embodiment, as a parallel processing concept of engine start + down shift, the second clutch CL2, which is the slip control element, is the clutch that has the highest torque cutoff effect and is independent of the down shift, and the down shift is performed in the second shift. It was made to finish during the torque capacity control of the clutch CL2. The “concept of region B” from time t3 to time t4 and the “concept of region C” from time t4 to time t5 are as follows.

(Concept of Area B)
Of the three clutches engaged in the in-gear state (C2, C3, B3 at the fourth speed), the second clutch CL2 (second clutch C2) as the slip control element and the release side friction element (third Torque capacity control of two elements of the clutch C3).
Here, the basic idea is
By setting CL2 torque capacity <release clutch torque capacity, the second clutch CL2 is slipped and the driving force is controlled.
Further, the shift control is not shifted to the synchronization determination phase in the region B for the following reason.
-Do not replace the engagement side friction element ⇔ release side friction element during engine Eng cranking.
As a result, it is possible to prohibit changes in the sharing ratio and the cutoff effect of the second clutch CL2 due to a change in the internal state of the automatic transmission AT.
・ Do not move the disengagement friction element during cranking of engine Eng.
Thereby, the slip engagement state of the second clutch CL2 can be continued during cranking of the engine Eng.

(Concept of Area C)
Replacement of the down-side engagement engagement friction element ⇔ release-side friction element and torque capacity control of the second clutch CL2 are performed simultaneously.
here,
・ CL2 torque capacity <engaged clutch torque capacity ・ By reducing the release factor to below the standby pressure, the downshift can be reliably advanced.
Furthermore, in order to confirm that the engagement side friction element after the downshift is locked up (completely engaged state),
・ Synchronous judgment by differential rotation convergence for the second clutch CL2 (calculated from rotation sensor information)
-The shift control ends this control when both synchronization determinations based on the gear ratio are established.

[Prevention of push-up shock at downshift]
In the parallel processing of the engine start control and the down shift control, as shown in FIG. 8, when the time t5 which is the start time of the down shift by the switching hydraulic pressure control is reached, a case where the engagement pressure is raised at a steep slope is compared with To do.

  At time t4, which is the CL1 synchronization time point, excessive engine torque may be generated due to engine torque variation or the like, resulting in excessive engine rotation as shown by the rotational speed dotted line characteristic of FIG. At this time, in the case of the comparative example, at the time t5 when the engine rotation is blown up, as shown in the engagement clutch hydraulic characteristic (command value) in FIG. 8, the down-shift engagement side clutch is completely engaged (lock-up engagement). Control is performed. When this comparative example control is performed, as shown in the driving force dotted line characteristic of FIG. 8, a push-up shock (inertial shock) in which the driving force protrudes from time t5 occurs.

  On the other hand, in the first embodiment, when the time t5 at which the downshift by the change hydraulic pressure control is started is reached, if the angular acceleration is equal to or greater than the threshold value, as shown in the engagement clutch hydraulic pressure characteristic of FIG. Start up on a slope and wait for a waiting time Δt. Then, when reaching time t6 when it converges to the next gear speed, control is performed to raise the engagement pressure at the first gradient as shown in the engagement clutch hydraulic pressure characteristic of FIG.

  That is, it can be predicted that the engine Eng is in a state of being blown up when the angular acceleration of the transmission input shaft IN exceeds a threshold value. For this reason, when the angular acceleration of the transmission input shaft IN exceeds the threshold value at the start time t5 of the downshift, the actual rotational speed of the transmission input shaft IN is delayed by delaying the timing for completely engaging the engagement-side friction element. The differential rotation from the target rotation speed (= the next shift speed) of the transmission input shaft IN in the down shift is reduced. Therefore, in downshifting, it is avoided that the engagement-side friction element is completely engaged at the timing when the differential rotation is greatly increased by blowing up the engine rotation, and is completely engaged after waiting until the differential rotation is reduced.

  As a result, as shown in the driving force characteristic of FIG. 9, the driving force gradually rises from time t5 to time t6 and further rises with a steep slope from time t6. That is, it can be seen that, during traveling, during the simultaneous processing of engine start and downshift, the occurrence of a push-up shock due to the downshift is prevented.

In the first embodiment, in the start / shift parallel processing, when the angular acceleration of the transmission input shaft IN exceeds the threshold value, the engagement command value to the engagement side friction element is given a gentle gradient (second gradient) and waits. Then, the structure which outputs the fastening command value which fully fastens the fastening side friction element was employ | adopted.
With this configuration, by engaging the engagement-side friction element with the second gradient, a load for suppressing the rotational speed is applied to the transmission input shaft IN.
Therefore, the actual rotation speed of the transmission input shaft IN is converged to the next gear speed compared to the case where the engagement command value to the engagement side friction element is maintained by setting the standby with the second gradient. The time it takes to make it faster.

In the first embodiment, in the start / shift parallel processing, when the angular acceleration of the transmission input shaft IN exceeds a threshold value, the convergence determination that the rotational speed of the transmission input shaft IN converges to the rotational speed of the next gear stage from that point. A configuration is adopted in which the system waits until a point in time and outputs a fastening command value for completely fastening the fastening side friction element.
With this configuration, for example, when the set convergence condition is satisfied without waiting until time t6 in FIG. 9, it is possible to send a lockup command (first gradient command) even at an earlier timing than time t6.
Therefore, by completely engaging the engagement-side friction element by the convergence determination, the downshift can be terminated early while preventing the push-up shock.

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

(1) Engine Eng,
A motor (motor / generator MG) provided in the drive system from the engine Eng to the drive wheels (left and right rear wheels RL, RR) and having an engine start motor function in addition to the drive motor function;
A first clutch CL1 interposed between the engine Eng and the motor (motor / generator MG) and switching between a hybrid vehicle mode (HEV mode) by engagement and an electric vehicle mode (EV mode) by release;
Automatic that is interposed between the motor (motor / generator MG) and the driving wheels (left and right rear wheels RL, RR), and that automatically changes the gear position by switching the disengagement side friction element and the engagement side friction element. Transmission AT,
A second clutch CL2 that is interposed at any position from the motor (motor / generator MG) to the drive wheels (left and right rear wheels RL, RR) and maintains a slip engagement state during engine start control;
An engine speed increase control for increasing the engine speed by the motor (motor / generator MG) for starting the engine during traveling in the electric vehicle mode (EV mode); and a downshift control for the automatic transmission AT; , When the angular acceleration of the transmission input shaft IN exceeds a threshold, the complete engagement timing of the engagement-side friction element is greater than when the angular acceleration of the transmission input shaft IN does not exceed the threshold. Start / shift parallel processing means (FIG. 6) for delaying,
Is provided.

  For this reason, it is possible to prevent the occurrence of a push-up shock due to the downshift during the parallel processing of the engine start and the downshift during traveling.

  (2) When the angular acceleration of the transmission input shaft IN exceeds a threshold value (YES in step S11), the start / shift parallel processing means (FIG. 6) loosens the engagement command value to the engagement side friction element. After waiting with a gradient (step S12), a fastening command value for completely fastening the fastening side friction element is output (step S14).

  For this reason, in addition to the effect of (1), the time required for the actual rotational speed of the transmission input shaft IN to converge to the next gear speed is compared with the case where the engagement command value to the engagement side friction element is maintained. Can be accelerated.

  (3) When the angular acceleration of the transmission input shaft IN exceeds a threshold value, the start / shift parallel processing means (FIG. 6) determines that the rotational speed of the transmission input shaft IN is the rotational speed of the next gear stage from that point. The process waits until a convergence determination time point (YES in step S13), and outputs an engagement command value for completely engaging the engagement side friction element (step S14).

  For this reason, in addition to the effect of (1) or (2), the downshift can be terminated early while preventing the push-up shock.

  The second embodiment is an example in which, when the angular acceleration of the transmission input shaft IN exceeds a threshold, the convergence to the next shift speed is waited while the engagement-side friction element is kept engaged.

First, the configuration will be described.
FIG. 10 is a flowchart showing the configuration and flow of parallel processing of engine start control and downshift control executed by the integrated controller 10 of the second embodiment. The difference from the flowchart of the first embodiment shown in FIG. 6 is that the step S12 is omitted, and when the angular acceleration of the transmission input shaft IN exceeds a threshold value, the engagement of the engagement side friction element is maintained and the next speed rotation is performed. It waits for convergence to a number.
Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

Next, the operation will be described.
In the second embodiment, when the angular acceleration of the transmission input shaft IN exceeds the threshold in the start / shift parallel processing, the process proceeds from step S11 to step S13, and the engagement command value to the engagement side friction element is kept constant. stand by. Then, when it converges to the next gear speed, the process proceeds from step S13 to step S14, and an engagement command value (first gradient) for completely engaging the engagement side friction element is output.

Therefore, in the second embodiment, when the time t5 at which the downshift by the changeover hydraulic pressure control is reached, if the angular acceleration is equal to or greater than the threshold, the process waits while holding the engagement pressure as shown in the engagement clutch hydraulic pressure characteristic of FIG. Wait for time Δt ′. Then, when reaching time t6 when it converges to the next gear speed, control is performed to raise the engagement pressure at the first gradient as shown in the engagement clutch hydraulic pressure characteristic of FIG.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the second embodiment, the following effects can be obtained in addition to the effects (1) and (3) of the first embodiment.

  (4) When the angular acceleration of the transmission input shaft IN exceeds a threshold value (YES in step S11), the start / shift parallel processing means (FIG. 10) keeps the engagement command value to the engagement side friction element constant. After waiting while maintaining, an engagement command value for completely engaging the engagement side friction element is output (step S14).

  For this reason, it is possible to prevent the occurrence of a thrusting shock due to the down shift while performing a simple process during the parallel processing of the engine start and the down shift.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first and second embodiments, as the start / shift parallel processing means, when the angular acceleration of the transmission input shaft IN exceeds a threshold value, it is determined that the rotational speed of the transmission input shaft IN has converged to the rotational speed of the next shift stage. Then, the example which completely fastens a fastening side friction element was shown. However, the start / shift parallel processing means may be an example in which, when the angular acceleration of the transmission input shaft IN exceeds a threshold, the engagement side friction element is completely engaged after a predetermined delay time has elapsed. good.

  In the first and second embodiments, an example in which the friction element (second clutch CL2) to be slip-controlled in the engine start control region is selected from a plurality of friction elements built in the stepped automatic transmission AT is shown. . However, the present invention is also established when a friction element provided separately from the automatic transmission AT is selected as the second clutch CL2. For this reason, a friction element that is provided separately from the automatic transmission AT between the motor / generator MG and the transmission input shaft and that maintains the engagement during traveling may be selected as the second clutch CL2. In addition, a friction element that is provided separately from the automatic transmission AT between the transmission output shaft and the drive wheels and that maintains the engagement during traveling may be selected as the second clutch CL2.

  In the first and second embodiments, an example in which a stepped automatic transmission with 7 forward speeds and 1 reverse speed is used as the automatic transmission. However, the number of gears is not limited to this, and any automatic transmission having a plurality of gears as gears may be used.

  In the first and second embodiments, the application example to the FR hybrid vehicle provided with the drive system of one motor and two clutches is shown. However, the present invention can also be applied to an FF hybrid vehicle having a 1-motor 2-clutch drive system.

Eng engine
CL1 1st clutch
MG motor / generator (motor)
CL2 2nd clutch
AT automatic transmission
IN Transmission input shaft
MO / P mechanical oil pump
SO / P sub oil pump
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller

Claims (4)

Engine,
A motor having an engine starter motor function in addition to the drive motor function, provided in the drive system from the engine to the drive wheels;
A first clutch that is interposed between the engine and the motor and switches between a hybrid vehicle mode by engagement and an electric vehicle mode by release;
An automatic transmission that is interposed between the motor and the drive wheel, and that automatically changes a gear position by a change-over shift between the release-side friction element and the engagement-side friction element;
A second clutch that is interposed at any position from the motor to the drive wheel and maintains a slip engagement state during engine start control;
When processing in the electric vehicle mode, the engine speed increasing control for increasing the engine speed by the motor to start the engine and the downshift control of the automatic transmission are processed in parallel. When the angular acceleration of the input shaft exceeds a threshold value, the start / shift parallel processing means for delaying the complete engagement timing of the engagement side friction element from the case where the angular acceleration of the transmission input shaft does not exceed the threshold value;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
When the angular acceleration of the transmission input shaft exceeds a threshold value, the start / shift parallel processing means waits with a gentle gradient in the engagement command value to the engagement side friction element, and then the engagement side friction element A control device for a hybrid vehicle, characterized in that a fastening command value for completely fastening is output. In the hybrid vehicle control device according to claim 1,
When the angular acceleration of the transmission input shaft exceeds a threshold value, the start / shift parallel processing means waits while keeping the engagement command value to the engagement side friction element constant, and then completely disengages the engagement side friction element. A control apparatus for a hybrid vehicle, characterized by outputting a fastening command value for fastening. In the hybrid vehicle control device according to claim 2 or 3,
When the angular acceleration of the transmission input shaft exceeds a threshold value, the start / shift parallel processing means waits from that time until a convergence determination time at which the rotational speed of the transmission input shaft converges to the rotational speed of the next shift stage, A hybrid vehicle control device that outputs a fastening command value for completely fastening the fastening side friction element.