JP2014125128A - Hybrid-vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress occurrence of discomfort to a driver due to an increase in drive force after an event of a delayed transition to an engine travel mode resulting from a forced disengagement of a clutch caused by an increase in a clutch temperature.SOLUTION: In a case where a clutch temperature TK0 of a K0 clutch exceeds an engagement inhibit temperature TK01 to forcibly disengage the K0 clutch when switching to an engine travel mode (step S3), a travel is continued with actual drive force DFr limited (steps S8, S12) if a driver requests for driving force with an accelerator On even if the clutch temperature reduces to an engagement inhibit-release temperature TK02 or lower in association with a temperature falling. This suppressed occurrence of discomfort to the driver due to a substantial increase in the actual drive force DFr in the state of an accelerator operation amount Acc being little changed.

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to control when switching to an engine running mode by slipping engagement of a clutch and cranking and starting an engine.

  (a) an engine connected to a power transmission path via a clutch, and a rotating machine that functions as at least an electric motor, and (b) engaging the clutch and using at least the engine as a driving force source. 2. Description of the Related Art There is known a hybrid vehicle capable of an engine traveling mode for traveling and a motor traveling mode for traveling using the rotating machine as a driving force source by releasing the clutch (see Patent Document 1). In such a hybrid vehicle, when switching to the engine running mode when the engine with the clutch released is stopped, the clutch is generally slip-engaged and the engine is cranked to start.

JP 11-285107 A

  By the way, when the engine is cranked by slipping the clutch in this way, the clutch temperature rises due to heat generated by friction, and therefore, there is a possibility of damaging the friction material or the like due to overheating. On the other hand, although not yet known, when the clutch temperature exceeds a predetermined temperature (such as a thermal limit), the clutch is forcibly released, and when the temperature drops, the clutch is engaged again to shift to the engine running mode. Can be considered. In that case, after the temperature drops, the clutch is engaged to shift to the engine travel mode, and the driving force is increased in accordance with the transition to the engine travel mode. Therefore, the engine travel mode is determined based on the driver's accelerator operation. After the determination to switch to is made, a time lag occurs until the driving force increases after actually shifting to the engine running mode. Therefore, there is a possibility that the driving force suddenly increases in a state where the accelerator operation amount has hardly changed, causing the driver to feel uncomfortable.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to drive the clutch when the clutch temperature is forcibly released due to an increase in the clutch temperature and the transition to the engine running mode is delayed. This is to prevent the driver from feeling uncomfortable due to increased power.

  In order to achieve this object, the first invention comprises (a) an engine connected to a power transmission path via a clutch, and a rotating machine that functions as at least an electric motor, and (b) includes the clutch. An engine running mode that engages and runs using at least the engine as a driving force source, and a motor running mode that runs using the rotating machine as a driving force source by releasing the clutch and (c (D) In the hybrid vehicle control device that switches to the engine travel mode by slipping the clutch and starting the engine by cranking the clutch when the engine with the clutch released is stopped, (d) the engine When the clutch reaches a predetermined temperature when switching to the running mode, the clutch is released. On the other hand, (e) when the driver is requesting a driving force when slip engagement of the clutch becomes possible while the clutch is disengaged, a normal driving force corresponding to the required driving force It is characterized in that the vehicle travels with a driving force limited as compared with the control.

  According to a second aspect of the present invention, in the hybrid vehicle control device according to the first aspect, the limitation of the driving force is released when the driver's required driving force becomes zero, and the normal driving force control is restored. .

  According to a third aspect of the invention, in the hybrid vehicle control device of the first aspect or the second aspect of the invention, (a) the limitation of the driving force restricts the driving force to a predetermined limit value or less, and (b) The limit value is determined according to the upward gradient of the road surface, and when the upward gradient is large, the limit value is set higher than that when the upward gradient is small.

  In such a hybrid vehicle control device, when the clutch reaches the predetermined temperature and is released when switching to the engine travel mode, the driver can be engaged even if slip engagement is possible due to a temperature drop. When the vehicle is demanding driving force, the vehicle travels with the driving force limited. For this reason, in a state where the accelerator operation amount is hardly changed, it is possible to suppress the driving force from greatly increasing and causing the driver to feel uncomfortable.

  In the second aspect of the invention, when the driver's required driving force becomes zero, the driving force is returned to the normal driving force control. Therefore, it is possible to easily avoid a sense of incongruity due to a sudden increase in driving force without requiring complicated control. It is possible to return to normal driving force control.

  In the third aspect of the invention, the driving force is restricted to a predetermined limit value or less, and the limit value is increased when the ascending slope is large as compared with the case where it is small. It is possible to travel while appropriately preventing the vehicle from descending on an ascending slope.

It is the schematic block diagram which showed the principal part of the control system | strain in addition to the main point figure of the hybrid vehicle to which this invention is applied suitably. It is a figure explaining the engine driving mode and motor driving mode which are performed by the hybrid control means of FIG. FIG. 2 is a flowchart specifically illustrating switching control to an engine traveling mode executed by an engine traveling switching unit in FIG. 1. FIG. It is a figure explaining an example of the data map used when setting the driving force limiting value DFs in step S8 of FIG. FIG. 4 is an example of a time chart showing changes in each part when the driving force is limited even after switching to the engine travel mode after the K0 thermal failure when switching to the engine travel mode according to the flowchart of FIG. 3. FIG. 4 is an example of a time chart showing changes in each part when the driving force is restricted by prohibiting the engagement of the K0 clutch even after the K0 thermal failure when switching to the engine running mode according to the flowchart of FIG. 3.

  As the clutch, a dry or wet single-plate or multi-plate friction clutch is preferably used. However, other clutch capable of slip engagement (engagement that transmits torque while allowing relative rotation) such as a magnetic powder type electromagnetic clutch. A clutch can also be employed. The engine is an internal combustion engine that generates power by burning fuel, and is directly connected to a rotating machine via a clutch, for example. The position of the rotating machine is within a range in which driving force can be generated even when the clutch is released. As appropriate. An electric motor can be used as the rotating machine, but a motor generator having a function as a generator can also be employed.

  In the engine travel mode, the vehicle travels using at least the engine as a driving force source and may travel using only the engine as the driving power source. However, the vehicle travels using both the engine and the rotating machine as the driving power source. You can also The switching to the engine travel mode is, for example, a case where the motor travel mode is switched to the engine travel mode as the driver's required driving force increases. At least from the engine stop state where the clutch is released, the clutch slip engagement is performed. The engine may be cranked and started by the torque of the rotating machine or the kinetic energy of the vehicle and switched to the engine running mode.

  The clutch is controlled so that slip engagement is prohibited and forcibly released when a predetermined engagement prohibition temperature due to a thermal limit is exceeded, for example, and slip engagement is allowed when the temperature is below the engagement prohibition release temperature. Is done. The clutch temperature may be detected by a temperature sensor, but can also be calculated by calculating the amount of heat generation or heat release from the clutch engagement torque, slip engagement time, or the like.

  For example, (a) when the slip engagement prohibition due to the thermal limit is canceled, the clutch is engaged and switched to the engine running mode, and the normal driving force according to the driver's requested driving force is set. It is configured to travel with the driving force limited as compared with the driving force control. In addition, (b) by stopping the switching to the engine travel mode and traveling in the motor travel mode with the clutch released, the driving force is reduced compared to the normal driving force control according to the driver's required driving force. It may be limited. Either one of the above (a) and (b) may be executed, but both may be executed separately. For example, when the road slope Φ is determined in advance, the case determination value Φ1 is used. Is larger, the engine running mode (a) is executed, and when the case determination value Φ1 or less, the motor running mode (b) is executed. In this case, it is possible to improve the fuel efficiency by executing the step (b) on a flat road while preventing the vehicle from slipping down by executing the step (a) in which a relatively large driving force is obtained on the uphill.

  In the second aspect of the invention, when the driver's required driving force becomes zero, the limitation on the driving force is released and the normal driving force control is resumed. It is also possible to gradually return to normal driving force control by gradually releasing the limitation of the driving force stepwise or continuously. The driving force limit value of the third aspect of the invention is variably set in accordance with the upward gradient Φ. However, a constant value may be set in advance in implementing the other inventions, and other than the upward gradient Φ such as the required driving force. It is also possible to variably set based on the parameters. The driving force limit value of the third aspect of the invention may be changed continuously according to the upward gradient Φ, but may be changed stepwise in two or more steps.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied. The hybrid vehicle 10 includes an engine 12 that is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by combustion of fuel, and a motor generator MG that functions as an electric motor and a generator as driving power sources. The outputs of the engine 12 and the motor generator MG are transmitted from the torque converter 14 which is a fluid transmission device to the automatic transmission 20 via the turbine shaft 16 and the C1 clutch 18, and further to the output shaft 22 and the differential gear. It is transmitted to the left and right drive wheels 26 via the device 24. The torque converter 14 includes a lock-up clutch (L / U clutch) 30 that directly connects the pump impeller and the turbine impeller, and an oil pump 32 is integrally connected to the pump impeller, and the engine. 12 and the motor generator MG are mechanically driven to rotate to generate hydraulic pressure and supply it to the hydraulic control device 28. The lockup clutch 30 is disengaged by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28. The motor generator MG corresponds to a rotating machine.

  A K0 clutch 34 is provided between the engine 12 and the motor generator MG to directly connect them. The K0 clutch 34 is a dry or wet friction clutch that is frictionally engaged by a hydraulic cylinder. The K0 clutch 34 is a hydraulic friction engagement device, and functions as a connection / disconnection device that connects or disconnects the engine 12 to / from the power transmission path. The K0 clutch 34 is also engaged and released by a hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28, and can be engaged in a predetermined slip state by hydraulic control. Motor generator MG is connected to battery 44 via inverter 42. The automatic transmission 20 has a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established depending on the disengagement state of a plurality of hydraulic friction engagement devices (clutch and brake). The shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28. The C1 clutch 18 functions as an input clutch of the automatic transmission 20 and is similarly controlled to be disengaged by the hydraulic control device 28.

  The hybrid vehicle 10 includes an electronic control device 70. The electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Do. The electronic control unit 70 includes an engine speed sensor 50, an MG speed sensor 52, an accelerator operation amount sensor 54, a vehicle speed sensor 56, a clutch temperature sensor 58, and a road surface gradient sensor 60. Speed) NE, motor generator MG rotation speed (MG rotation speed) NMG, accelerator pedal operation amount (accelerator operation amount) Acc, output shaft 22 rotation speed (output shaft rotation speed corresponds to vehicle speed V) NOUT, K0 clutch A signal indicating the temperature (clutch temperature) TK0 of 34 and the road slope Φ is supplied. In addition, various types of information necessary for various types of control are supplied. The clutch temperature sensor 58 detects, for example, the temperature of the K0 clutch 34 itself, but can also be obtained by calculation from the engagement torque (hydraulic pressure), the engagement time, or the like. The temperature may be detected. The road surface gradient sensor 60 is composed of a G (acceleration) sensor or the like, but it is also possible to obtain the upward gradient Φ by calculation from the vehicle driving force (actual driving force) DFr and vehicle acceleration. The accelerator operation amount Acc corresponds to the driver's required driving force DFd.

  The electronic control unit 70 functionally includes hybrid control means 72, shift control means 74, and engine travel switching means 80. The hybrid control means 72 controls the operation of the engine 12 and the motor generator MG, for example, an engine travel mode in which the engine 12 travels using the engine 12 as a drive power source, or a motor that travels using the motor generator MG as the drive power source. A plurality of predetermined driving modes such as a driving mode are switched in accordance with the driving state such as the accelerator operation amount Acc and the vehicle speed V. FIG. 2 is a diagram for explaining the engine travel mode and the motor travel mode. In the engine travel mode, the K0 clutch 34 is engaged (O), the engine 12 is connected to the power transmission path, and the engine 12 is operated (O ) Motor generator MG is power running controlled in an assisting manner as necessary during acceleration and the like. In the motor travel mode, the K0 clutch 34 is released (x) to disconnect the engine 12 from the power transmission path, the operation of the engine 12 is stopped (x), and the motor generator MG is powered according to the accelerator operation amount Acc. Drive under control (O). In the motor travel mode, the motor generator MG is regeneratively controlled to charge the battery 44 under certain conditions during inertial travel where the accelerator operation amount Acc is zero (accelerator OFF).

  The shift control means 74 controls an electromagnetic hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28 to switch the disengagement state of the plurality of hydraulic friction engagement devices. These gear stages are switched according to a predetermined shift map with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters.

  The engine travel switching means 80 is used when the hybrid control means 72 determines to switch to the engine travel mode because the accelerator operation amount Acc or the vehicle speed V increases when traveling in the motor travel mode. The engine 12 is switched to the engine running mode by slip-engaging the K0 clutch 34 and cranking and starting the engine 12. When the K0 clutch 34 reaches the thermal limit, the K0 clutch 34 is forcibly released to prevent damage to the friction material and the like, and after the temperature drops, the K0 clutch 34 is engaged to enter the engine running mode. It also has a function of suppressing a large change in driving force when shifting. That is, the engine travel switching means 80 functionally includes a clutch engagement control means 82, an engine start control means 84, and a driving force limiting means 86, and executes engine travel switching control according to the flowchart of FIG. Steps S2 to S4, S6 and S15 in FIG. 3 correspond to the clutch engagement control means 82, steps S7 and S16 correspond to the engine start control means 84, and steps S8 to S10 and S12 to S14 denote drive force limiting means. This corresponds to 86.

  In step S1 of FIG. 3, it is determined whether or not the hybrid control means 72 has determined whether to switch to the engine running mode. If the switching determination is made, step S2 and subsequent steps are executed. In step S2, it is determined whether or not the clutch temperature TK0 is equal to or lower than a predetermined engagement prohibition temperature TK01. If TK0 ≦ TK01, step S15 and subsequent steps are executed to control switching to the engine travel mode. In step S15, the K0 clutch 34 is slip-engaged to crank the engine 12, and in step S16, fuel supply control and ignition timing control are performed, and the engine 12 is started. Then, after the engine 12 is started, the transition to the engine travel mode is completed by completely engaging the K0 clutch 34. In step S17, it is determined whether or not the K0 clutch 34 is completely engaged and the transition to the engine travel mode is completed, and the execution of steps S2, S15, and S16 is repeated until the transition is completed. When the transition is completed and the determination in step S17 becomes YES (positive), step S11 is executed, and normal driving force control for generating a driving force corresponding to the driver's required driving force DFd, that is, the accelerator operation amount Acc is performed. .

  On the other hand, when the engine 12 is cranked with the K0 clutch 34 slip-engaged in this way, the clutch temperature TK0 rises due to heat generated by friction, and the friction material or the like may be damaged by overheating. The engagement prohibition temperature TK01 in step S2 corresponds to a thermal limit for avoiding damage to the friction material of the K0 clutch 34 due to overheating, and when the clutch temperature TK0 exceeds the engagement prohibition temperature TK01 (K0 thermal failure). ), The determination in step S2 is NO (negative), and step S3 is executed. In step S3, slip engagement of the K0 clutch 34 is prohibited and the K0 clutch 34 is forcibly released. As a result, further increase in temperature of the K0 clutch 34 is prevented, and the clutch temperature TK0 gradually decreases due to heat dissipation. In the next step S4, it is determined whether or not the clutch temperature TK0 has fallen to a predetermined engagement prohibition release temperature TK02 or less. If TK0 ≦ TK02, step S5 and subsequent steps are executed. The engagement prohibition release temperature TK02 is a temperature at which the transition can be terminated before the clutch temperature TK0 reaches the engagement prohibition temperature TK01 when the K0 clutch 34 is slip-engaged and the transition to the engine travel mode is resumed. A temperature sufficiently lower than the engagement prohibition temperature TK01 is set.

  In step S5, it is determined whether or not the upward gradient Φ of the road surface is larger than a predetermined determination value Φ1, and if Φ> Φ1, the engine traveling mode in which the driving force in step S6 and subsequent steps is limited is executed. In the case of Φ ≦ Φ1, the motor travel mode in step S12 and subsequent steps is executed. In any case, the actual driving force (actual driving force) DFr is limited as compared with the driving force control according to the driver's required driving force DFd. The case determination value Φ1 is set on the basis of whether or not traveling is possible even in a motor traveling mode in which traveling is performed using only the motor generator MG as a driving force source. An upper limit value is determined.

  If Φ> Φ1 and the determination in step S5 is YES, in order to shift to the engine running mode, the engagement control of the K0 clutch 34 is resumed in step S6, and the start control of the engine 12 is executed in step S7. These steps are performed according to the state of the engine 12. If the engine 12 is already capable of rotating by itself when the determination in step S2 is NO, the engine 12 is in a predetermined state such as an idle state. Therefore, it is only necessary to completely engage the K0 clutch 34 without performing the start control again. When the transition to the engine travel mode is thus completed, the engine travel mode in the driving force limited state is executed in step S8. That is, the driving force limit value DFs is set according to the map of FIG. 4 according to the uphill gradient Φ, and the driving force is limited to the driving force limit value DFs or less to travel in the engine travel mode. The driving force limit value DFs is a necessary minimum driving force that can practically travel on an uphill road with an upward gradient Φ, and is continuously set to a large value as the upward gradient Φ increases.

  In the next step 9, it is determined whether or not the accelerator operation amount Acc is zero, and step S <b> 8 is repeated until the accelerator is turned off, and the driving force limit value DFs is sequentially updated according to the upward gradient Φ, The engine running mode is executed in a driving force limit state based on the driving force limit value DFs. If the accelerator is turned off and the determination in step S9 is YES, the driving force restriction is canceled in step S10, and the normal driving force control in step S11 is resumed.

  FIG. 5 is an example of a time chart in the case where the K0 clutch 34 is released due to a thermal failure at the time of switching to the engine running mode and then the mode is shifted to the engine running mode in the driving force limited state. At time t1, the clutch temperature TK0 falls to the engagement prohibition release temperature TK02 or lower and the determination in step S4 becomes YES, and the upward gradient Φ of the road surface is larger than the case-by-case determination value Φ1, and the driving force after step S6 This is the time when the shift control to the engine running mode in the restricted state is started. The actual driving force DFr in this state is a driving force only by the motor generator MG, and is significantly lower than the required driving force DFd. The “K0 hydraulic pressure command value” in the second stage from the bottom of FIG. 5 is a hydraulic pressure command value for engaging the K0 clutch 34, and the actual hydraulic pressure corresponding to the transmission torque rises after piston packing, and the transmission torque The cranking of the engine 12 is started based on (slip engagement). The K0 hydraulic pressure command value = 0 means that the K0 clutch 34 is in the released state.

  Time t2 is the time when the engine 12 is started by cranking due to slip engagement of the K0 clutch 34 and the engine running mode is established when the K0 clutch 34 is completely engaged. Thereafter, in this embodiment, the vehicle travels in a state where the actual driving force DFr is limited by the driving force limit value DFs, but when there is no driving force limitation, the driving force corresponding to the required driving force DFd as indicated by a two-dot chain line. The actual driving force DFr is increased until. That is, although the accelerator operation amount Acc does not change in a constant state, the actual driving force DFr is greatly increased with the shift to the engine running mode, which may cause the driver to feel uncomfortable. is there.

  The time t3 is a time when the accelerator operation amount Acc is zero, that is, the required driving force DFd becomes zero. Thus, the determination in step S9 becomes YES, the driving force restriction is released, and the normal driving force control is restored. . The time t4 is the time when the accelerator pedal is depressed and the switching determination to the engine driving mode is performed again, and the time t5 is the time when the engine driving mode is established without causing a thermal failure according to the switching determination. is there. Here, with the establishment of the engine travel mode, the actual driving force DFr is rapidly increased to the driving force corresponding to the driver's required driving force DFd.

  Returning to FIG. 3, if the determination in step S5 is NO, that is, if the road surface is traveling on a flat road where the upward gradient Φ is equal to or less than the case determination value Φ1, step S12 and subsequent steps are executed to continue the motor travel mode. To do. That is, in step S12, the engagement of the K0 clutch 34 is prohibited and held in the released state, and in step 13, it is determined whether or not the accelerator is OFF, and step S12 is repeated until the accelerator is OFF to maintain the motor travel mode. . When the determination in step S2 is NO, the engine 12 can already be rotated by itself, and when the engine 12 is maintained in a predetermined operating state such as an idle state, the engine 12 is stopped. Thereafter, when the accelerator is turned off, the engagement of the K0 clutch 34 is permitted in step S14, and the normal driving force control in step S11 is resumed.

  FIG. 6 shows that the K0 clutch 34 is released due to a thermal failure when switching to the engine travel mode, and even after the clutch temperature TK0 drops below the engagement prohibition release temperature TK02, the steps S12 and after are executed and the motor travel mode continues. It is an example of the time chart at the time of being carried out. The time t1 is the time when the clutch temperature TK0 drops to the engagement prohibition release temperature TK02 or lower and the determination in step S4 becomes YES. The road slope Φ is equal to or less than the case determination value Φ1, and step S12 and subsequent steps are executed. Thus, the motor travel mode is continued. The actual driving force DFr in this state is a driving force only by the motor generator MG, and is significantly lower than the required driving force DFd.

  The time t2 is the time when the accelerator operation amount Acc is zero, that is, the required driving force DFd becomes zero. As a result, the determination in step S13 becomes YES and the engagement of the K0 clutch 34 is permitted and normal driving force control is performed. Return to. Time t3 is the time when the accelerator pedal is depressed and the determination of switching to the engine travel mode is performed again, and time t4 is the time when the engine travel mode is established without causing a thermal failure according to the switch determination. Yes, the actual driving force DFr is rapidly increased to the driving force corresponding to the driver's required driving force DFd.

  As described above, in the hybrid vehicle 10 of this embodiment, when switching to the engine running mode, the K0 clutch 34 is forcibly released when the clutch temperature TK0 of the K0 clutch 34 exceeds the engagement prohibition temperature TK01 which is the thermal limit. In the case (step S3), even when the temperature is lowered and the temperature is lower than the engagement prohibition release temperature TK02, when the driver requests driving force with the accelerator ON, the vehicle travels with the actual driving force DFr limited ( Steps S8 and S12). As a result, it is suppressed that the actual driving force DFr greatly increases and causes the driver to feel uncomfortable while the accelerator operation amount Acc is hardly changed.

  In addition, when the driver's required driving force DFd, that is, the accelerator operation amount Acc becomes zero, the normal driving force control (step S11) is resumed. Therefore, a complex feeling is suppressed while suppressing a sense of discomfort due to a sudden increase in the actual driving force DFr. It is possible to easily return to normal driving force control without requiring control.

  Further, in the engine running mode in the driving force limiting state after step S6, the actual driving force DFr is restricted to a predetermined driving force limit value DFs or less, and the driving force limit value DFs has a large upward gradient Φ. Therefore, it is possible to travel while appropriately preventing the vehicle from descending on an ascending slope while suppressing a sense of incongruity due to a sudden increase in the actual driving force DFr.

  Further, in this embodiment, when the ascending slope Φ is larger than the predetermined determination value Φ1, step S6 and subsequent steps are executed, and the engine in the driving force limit state in which a relatively large actual driving force DFr is obtained. Since the vehicle travels in the travel mode, the vehicle can be prevented from slipping down on an ascending slope. On the flat road with the case determination value Φ1 or less, step S12 and subsequent steps are executed, and the vehicle travels in the motor travel mode. Can be improved.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  DESCRIPTION OF SYMBOLS 10: Hybrid vehicle 12: Engine 34: K0 clutch (clutch) 58: Clutch temperature sensor 60: Road surface gradient sensor 70: Electronic controller 80: Engine travel switching means 82: Clutch engagement control means 86: Driving force restriction means MG: Motor generator (rotating machine) TK0: Clutch temperature TK01: Engagement prohibition temperature (predetermined temperature) Φ: Ascending slope DFr: Actual driving force (driving force) DFd: Required driving force DFs: Driving force limit value

Claims (3)

An engine connected to the power transmission path via the clutch, and at least a rotating machine that functions as an electric motor;
An engine traveling mode in which the clutch is engaged and traveling using at least the engine as a driving force source and a motor traveling mode in which the clutch is opened and traveling using the rotating machine as a driving force source are possible. ,
In the hybrid vehicle control device that switches to the engine running mode by slipping the clutch and starting the engine by cranking the clutch when the engine is released when the clutch is released,
When switching to the engine travel mode, if the clutch reaches a predetermined temperature, the clutch is released,
If the driver requests driving force when slip engagement of the clutch becomes possible while the clutch is disengaged, driving is performed in comparison with normal driving force control corresponding to the requested driving force. A control device for a hybrid vehicle, characterized by traveling with limited force. The control device for a hybrid vehicle according to claim 1, wherein the limitation on the driving force is canceled when the driver's required driving force becomes zero, and the normal driving force control is restored. The limitation of the driving force is to restrict the driving force to a predetermined limit value or less,
The control of the hybrid vehicle according to claim 1 or 2, wherein the limit value is determined according to an ascending slope of the road surface, and the limiting value is made higher when the ascending slope is large than when it is small. apparatus.

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