JP2014151841A - Hybrid vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle controller which suppresses shock during starting up of an engine and improves fuel economy.SOLUTION: When starting up of an engine in a state that an electric motor MG is rotated, a clutch K0 is engaged and released by changing engagement pressure of the clutch K0 to one or more-pulse state. Therefore until starting up of the engine is completed, control for rubbing engine rotation speed Nusing compensation torque of the electric motor MG is not necessarily required. Namely, shock during starting up of the engine is suppressed and at the same time, fuel economy is improved.

Description

  The present invention relates to a control apparatus for a hybrid vehicle provided with a clutch in a power transmission path between an engine and an electric motor, and more particularly to an improvement for suppressing a shock at the time of starting the engine and improving fuel consumption.

  There is known a hybrid vehicle including an engine, an electric motor, and a clutch provided in a power transmission path between the engine and the electric motor. In such a hybrid vehicle, when starting the engine, a technique has been proposed in which the engine is started by slip-engaging the clutch to increase the rotational speed of the engine. For example, the engine starting method of the hybrid drive apparatus described in Patent Document 1 is that.

JP 2006-306207 A

  In the engine start control according to the conventional technique, torque compensation is performed in which the electric motor generates a torque of approximately the same amount as the torque capacity of the clutch to be slip-engaged. However, when the timing of torque compensation by the electric motor is deviated, there is a possibility that a vehicle shock may occur. Further, by performing the torque compensation by the electric motor, the EV traveling area, that is, the area where the electric motor is exclusively driven by the electric motor is narrowed by the compensation torque, which is disadvantageous in terms of fuel consumption. Such a problem has been newly found in the process in which the present inventors have intensively studied in order to improve the performance of a hybrid vehicle.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a hybrid vehicle that suppresses a shock at the start of the engine and improves fuel efficiency.

  In order to achieve such an object, the gist of the first invention is that a hybrid vehicle including an engine, an electric motor, and a clutch provided in a power transmission path between the engine and the electric motor. A control device that engages and disengages the clutch by changing the engagement pressure of the clutch into one or more pulses when starting the engine with the electric motor rotated. It is characterized by.

  Thus, according to the first aspect of the present invention, when the engine is started with the electric motor rotated, the clutch engagement pressure is changed to one or more pulses to engage the clutch. Therefore, it is not always necessary to perform control to increase the engine speed by using the compensation torque of the electric motor until the start of the engine is completed. That is, it is possible to provide a control device for a hybrid vehicle that suppresses a shock at the start of the engine and improves the fuel efficiency.

  The gist of the second invention, which is dependent on the first invention, is that if the engine is not started normally even if the engagement pressure of the clutch is changed in pulses, the clutch The control in which the engagement pressure is changed in pulses is repeated. In this way, it is possible to suitably start the engine in a practical manner.

  The gist of the third invention subordinate to the first invention or the second invention is that when the vehicle responsiveness is required, the pulsed engagement pressure is larger than the case where the vehicle response is not required. is there. In this way, by increasing the engagement torque of the clutch, it becomes easy to raise the rotation speed from the engine stop state, and the responsiveness can be ensured.

  The gist of the fourth invention according to the first invention or the second invention is that when the reduction of the vehicle shock is required, the pulsed engagement pressure is smaller than the case where the reduction is not required and The number is large. If it does in this way, the shock at the time of each engagement can be suitably suppressed by making the engagement torque of the said clutch small, and performing multiple times of engagement control.

  The gist of the fifth aspect of the present invention dependent on any one of the first to fourth aspects of the present invention is that the clutch is a wet clutch. In this way, since the wet clutch generally has a characteristic that the torque rises relatively abruptly with respect to the piston thrust, it is easy to control the engagement torque of the clutch in a pulse shape, and the engagement pressure of the clutch is pulsed. The engine can be preferably started by changing the shape.

It is a figure which shows notionally the structure of the drive system which concerns on the hybrid vehicle to which this invention is applied suitably. FIG. 2 is a partial cross-sectional view showing a part of the hybrid vehicle of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the hybrid vehicle of FIG. 1 was equipped. It is a time chart explaining an example of the engine starting control of a present Example by the electronic controller of FIG. FIG. 5 is a diagram for explaining that the EV traveling area can be expanded in the hybrid vehicle of FIG. 1 by the control shown in FIG. 4. It is a figure which illustrates the torque characteristic of a common wet friction material. It is a figure explaining an example of control of the pulse-shaped engagement pressure according to the priority conditions in the hybrid vehicle of FIG. It is a flowchart explaining the principal part of an example of the engine starting control by the electronic controller of FIG.

  The present invention provides a hybrid vehicle in which a crankshaft of the engine is connected to a rotor of the electric motor via the clutch, and a torque converter and an automatic transmission are provided in a power transmission path between the rotor and driving wheels. It is preferably applied. The present invention may be applied to a hybrid vehicle provided with an automatic transmission in the power transmission path between the electric motor and the drive wheels without using a torque converter.

  In the present invention, the fact that the clutch engagement pressure is changed in a pulse shape preferably means that the waveform corresponding to the clutch engagement pressure has a very short time, such as a pulse in a voltage waveform. Only say that changes that continue. In the present invention, preferably, when the engine is started in a state where the electric motor is rotated, the clutch engagement torque is temporarily increased and then the clutch is released immediately after reaching a predetermined pressure. Control is performed at least once. Preferably, the command value for the linear solenoid valve for controlling the engagement pressure of the clutch is instantaneously increased from zero to a value corresponding to a predetermined hydraulic pressure, and after maintaining the command value for a very short predetermined time, The control to reduce to zero is executed at least once.

  In the present invention, preferably, the vehicle responsiveness is given priority in the hybrid vehicle when the vehicle is in the travel range, the accelerator depression amount is a predetermined value or more, the power mode is set, and the like. Is determined. Preferably, when the vehicle is in the non-traveling range, the engine is started by a system request, the accelerator depression amount is less than a predetermined value, etc., it is determined that priority is given to reducing vehicle shock in the hybrid vehicle. To do.

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

  FIG. 1 is a diagram conceptually showing the configuration of a drive system and a control system according to a hybrid vehicle 10 to which the present invention is preferably applied. As shown in FIG. 1, the hybrid vehicle 10 of the present embodiment includes an engine 12 and an electric motor MG that function as a drive source, and the driving force generated by the engine 12 and the electric motor MG is transmitted to the torque converter 16, It is configured to be transmitted to a pair of left and right drive wheels 24 through a transmission 18, a differential gear device 20, and a pair of left and right axles 22, respectively. The electric motor MG, the torque converter 16 and the transmission 18 are all housed in a transmission case 36 (hereinafter referred to as the case 36). The case 36 is a split case made of, for example, aluminum die cast, and is fixed to a non-rotating member such as a vehicle body. With this configuration, the hybrid vehicle 10 is driven using at least one of the engine 12 and the electric motor MG as a driving source for traveling. That is, in the hybrid vehicle 10, an engine travel mode exclusively using the engine 12 as a drive source for travel, an EV travel (motor travel) mode exclusively using the electric motor MG as a drive source for travel, and the engine 12 and A plurality of travel modes, such as an EHV travel (hybrid travel) mode using the electric motor MG as a drive source for travel, are selectively established.

  The engine 12 is, for example, an internal combustion engine such as a direct injection gasoline engine or a diesel engine in which fuel is directly injected into a combustion chamber. In order to control the drive (output torque) of the engine 12, an output control device 14 including a throttle actuator that controls opening and closing of an electronic throttle valve, a fuel injection device that performs fuel injection control, an ignition device that performs ignition timing control, and the like. Is provided. The output control device 14 controls opening and closing of the electronic throttle valve by the throttle actuator for throttle control in accordance with a command supplied from an electronic control device 52 to be described later, and also performs fuel injection by the fuel injection device for fuel injection control. Control of the output of the engine 12 is performed by controlling injection and controlling the ignition timing by the ignition device for controlling the ignition timing.

  The electric motor MG is a so-called motor generator having a function as a motor (engine) for generating a driving force and a generator (generator) for generating a reaction force. The power transmission path between the engine 12 and the electric motor MG is provided with a clutch K0 that controls power transmission in the power transmission path in accordance with the engaged state. That is, the crankshaft 26 that is an output member of the engine 12 is selectively connected to the rotor 30 of the electric motor MG through the clutch K0. The rotor 30 of the electric motor MG is connected to a front cover 32 that is an input member of the torque converter 16.

  The clutch K0 is, for example, a multi-plate hydraulic friction engagement device that is controlled to be engaged by a hydraulic actuator, and its engagement state is engaged (completely engaged) according to the hydraulic pressure supplied from the hydraulic control circuit 34. ), Slip engagement, or release (fully open). When the clutch K0 is engaged, power is transmitted (connected) in the power transmission path between the crankshaft 26 and the front cover 32, while the clutch K0 is released, thereby The power transmission in the power transmission path between the crankshaft 26 and the front cover 32 is interrupted. Further, when the clutch K0 is slip-engaged, power transmission according to the torque capacity (transmission torque) of the clutch K0 is performed in the power transmission path between the crankshaft 26 and the front cover 32.

  Between the pump impeller 16p and the turbine impeller 16t of the torque converter 16, there is provided a lockup clutch LU that is directly connected so that the pump impeller 16p and the turbine impeller 16t are rotated together. . The lock-up clutch LU is controlled to be engaged (completely engaged), slip-engaged, or released (completely released) according to the hydraulic pressure supplied from the hydraulic control circuit 34. It has become. A mechanical hydraulic pump 28 is connected to the pump impeller 16 p of the torque converter 16, and the hydraulic pressure generated by the hydraulic pump 28 with the rotation of the pump impeller 16 is supplied to the hydraulic control circuit 34. It is supplied as pressure.

  The transmission 18 is, for example, a stepped automatic transmission mechanism in which any one of a plurality of predetermined shift speeds (transmission ratios) is selectively established. It is configured with joint elements. For example, a plurality of hydraulic friction engagement devices, such as multi-plate clutches and brakes, that are engaged and controlled by hydraulic actuators, are provided, and the plurality of hydraulic friction devices according to the hydraulic pressure supplied from the hydraulic control circuit 34. By selectively engaging or releasing the engagement device, a plurality of (for example, first to sixth speeds) forward shift stages (forward gears) according to the combination of the coupling states of the hydraulic friction engagement devices. Stage, forward travel gear stage) or reverse shift stage (reverse gear stage, reverse travel gear stage) is selectively established.

  FIG. 2 is a partial cross-sectional view showing a part of the hybrid vehicle 10 of FIG. Each configuration shown in FIG. 2 is substantially symmetrical with respect to the common axis C, and the lower half of the axis C is omitted. The clutch K0 has spline teeth 40 on the outer peripheral side, is formed on the inner peripheral side of the rotor 30 in the electric motor MG, and a clutch hub 38 that is provided concentrically and integrally with the crankshaft 26 and is rotated integrally. Friction engagement provided in an annular gap between the spline teeth 42, the spline teeth 40 provided on the outer peripheral side of the clutch hub 38, and the spline teeth 42 formed on the inner peripheral side of the rotor 30. A member 44 and a clutch piston 46 that presses the friction engagement member 44 in the direction of the axis C are provided. The friction engagement member 44 is provided between a plurality of annular plate-shaped separators engaged with the spline teeth 42 formed on the inner peripheral side of the rotor 30 so as not to be relatively rotatable, and between the plurality of separators. And a plurality of annular plate-like friction plates engaged non-rotatably with spline teeth 40 provided on the outer peripheral side of the clutch hub 38.

  The clutch K0 is configured to supply lubricating oil to the separator and the friction plate in the friction engagement member 44 with the rotation of each part around the axis C. That is, the clutch K0 is preferably a wet clutch (wet multi-plate clutch) that includes the separator and the friction plate as a plurality of friction plates, and is used in a state where the separator and the friction plate are wet with the lubricating oil. .

  In the clutch K0 configured as described above, hydraulic pressure is supplied from the hydraulic control circuit 34, and the friction engagement member 44 is pressed in the direction of the axis C by the clutch piston 46, so that the separator, the friction plate, Are frictionally engaged with each other, so that relative rotation between the clutch hub 38 and the rotor 30 is suppressed. In other words, the clutch hub 38, that is, the crankshaft 26 and the rotor 30 can transmit power to each other by friction engagement between the separator of the friction engagement member 44 and the friction plate. On the other hand, in a state where no hydraulic pressure is supplied from the hydraulic control circuit 34, the clutch piston 46 is pushed back by a spring or the like (not shown) to release the frictional engagement between the separator and the friction plate. Relative rotation between the hub 38 and the rotor 30 is allowed. That is, the clutch hub 38, that is, the crankshaft 26 and the rotor 30 are in a state in which power cannot be transmitted to each other. That is, the clutch K0 is preferably a normally open clutch that is engaged when the hydraulic pressure is supplied from the hydraulic control circuit 34 and is released when no hydraulic pressure is supplied. . In the slip engagement state of the clutch K0, the torque capacity (transmission torque capacity) of the clutch K0 is caused by the friction engagement force between the separator of the friction engagement member 44 and the friction plate according to the pressing force of the clutch piston 46. Determined. That is, the torque capacity of the clutch K0 is determined according to the hydraulic pressure supplied from the hydraulic control circuit 34 to the clutch piston 46.

  As shown in FIG. 2, the electric motor MG is integrated with the case 36 on the outer side of the rotor 30 that is supported so as to be able to rotate (spin) around the axis C with respect to the case 36. And a stator 50 fixed to the head. The rotor 30 is configured to be rotated integrally with the front cover 32 via a transmission member 48 provided on the inner peripheral side thereof. The stator 50 is annularly wound around a core in which a plurality of annular steel plates are laminated in the axial center C direction, and a part of the inner peripheral portion of the core in the circumferential direction. The coil is provided, and is integrally fixed to the case 36 with a bolt or the like (not shown).

  The electric motor MG configured as described above is connected to a power storage device 58 such as a battery or a capacitor via an inverter 56 shown in FIG. 1, and the inverter 56 is controlled by an electronic control device 52 described later. Thus, the drive of the electric motor MG is controlled by adjusting the drive current supplied to the coil of the stator 50. In other words, the output torque of the electric motor MG is increased or decreased by controlling the inverter 56 by the electronic control unit 52. The output torque from the electric motor MG is output only to the torque converter 16 when the clutch K0 is disengaged (not engaged), but a part of the output torque is output when the clutch K0 is engaged. The torque is output to the torque converter 16 and the other part is output to the engine 12.

  The hybrid vehicle 10 includes a control system as illustrated in FIG. The electronic control device 52 shown in FIG. 1 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM in advance in the ROM. By performing signal processing according to the stored program, the drive control of the engine 12, the drive control of the electric motor MG, the shift control of the transmission 18, the engagement force control of the clutch K0, and the engagement of the lockup clutch LU. Various controls such as joint control are executed. The electronic control unit 52 is divided into a plurality of control units as necessary, for controlling the engine 12, controlling the electric motor MG, controlling the transmission 18, and controlling the clutch K0. It may be configured to execute various controls by mutual information communication. In the present embodiment, the electronic control device 52 corresponds to the control device of the hybrid vehicle 10.

As shown in FIG. 1, the electronic control device 52 is supplied with various input signals detected by the sensors provided in the hybrid vehicle 10. For example, a signal indicating the accelerator opening degree A _CC detected by the accelerator opening degree sensor 62 corresponding to the depression amount of an accelerator pedal (not shown), the rotation speed of the engine 12 (engine speed) detected by the engine speed sensor 64 ) signal representing the N _E, a turbine rotational speed of the turbine impeller 16t of the rotational speed sensor 66 the torque converter 16 detected by the (signal representative of the turbine speed) N _T, the electric motor detected by the motor rotation speed sensor 68 signal representative of the rotational speed (motor rotation speed) N _MG of MG, a signal representing the temperature T _MG of the motor MG detected by the motor temperature sensor 70, a signal representing the vehicle speed V detected by the vehicle speed sensor 72, water temperature sensor 74 signal representing the cooling water temperature T _W of the engine 12 detected by the by the intake air amount sensor 76 Signal representing the intake air quantity Q _A of the engine 12 is issued, and the power storage quantity of the power storage device 58 detected by the SOC sensor 78 (remaining capacity, charge amount) signal or the like representing the SOC is input to the electronic control unit 52 The

  Various output signals are supplied from the electronic control device 52 to each device provided in the hybrid vehicle 10. For example, a signal supplied to the output control device 14 of the engine 12 for drive control of the engine 12, a signal supplied to the inverter 56 for drive control of the electric motor MG, and a shift control of the transmission 18 A signal supplied to a plurality of electromagnetic control valves in the hydraulic control circuit 34 for the purpose, a signal supplied to a linear solenoid valve in the hydraulic control circuit 34 for controlling the engagement of the clutch K0, the lockup clutch LU A signal supplied to the linear solenoid valve in the hydraulic control circuit 34 for the engagement control of the hydraulic pressure, a signal supplied to the linear solenoid valve in the hydraulic control circuit 34 for the line pressure control, etc. 52 is supplied to each part.

FIG. 3 is a functional block diagram for explaining a main part of the control function provided in the electronic control unit 52. The engine drive control unit 80 shown in FIG. 3 controls the drive (output torque) of the engine 12 via the output control device 14. Specifically, the engine 12 controls the throttle valve opening θ _TH of the electronic throttle valve in the engine 12 by the output control device 14, the fuel supply amount by the fuel injection device, the ignition timing by the ignition device, and the like. The drive of the engine 12 is controlled so as to obtain a necessary engine output, that is, a target engine output.

The engine drive control unit 80 drives the engine 12 in the engine travel mode and the hybrid travel (EHV travel) mode. That is, engine start control for starting the engine 12 is performed when switching from the EV travel mode to the engine travel mode to the hybrid travel mode. Basically, the engine 12 is started by engaging the clutch K0. That is, by engaging the clutch K0 via a clutch engagement control unit 82, which will be described later, the engine 12 is driven to rotate by torque transmitted via the clutch K0. The engine speed _NE is increased by such rotational driving, and the engine 12 is started to autonomously operate by starting engine ignition and fuel supply via the output control device 14. In this embodiment, the engine drive control unit 80 performs control to change the engagement pressure of the clutch K0 in a pulse shape when the engine 12 is started in a state where the electric motor MG is rotated. This control will be described later.

  The engine drive control unit 80 stops the engine 12 in the EV traveling mode. That is, engine stop control is performed to stop the engine 12 when switching from the engine travel mode to the hybrid travel mode to the EV travel mode. For example, the clutch K0 is released and the autonomous operation of the engine 12 is stopped. That is, the clutch K0 is slip-engaged or completely released via a clutch engagement controller 82 described later, and engine ignition and fuel supply are stopped via the output controller 14. Preferably, when the clutch K0 is switched from the engaged state to the released state, the clutch K0 is slip-engaged for at least a predetermined time to suppress a shock.

  The clutch engagement control unit 82 performs engagement control of the clutch K0 via a linear solenoid valve provided in the hydraulic control circuit 34. That is, by controlling the command value (current supplied to the solenoid) for the linear solenoid valve, the hydraulic pressure supplied from the linear solenoid valve to the hydraulic actuator provided in the clutch K0 is controlled. By such hydraulic control, the engagement state of the clutch K0 is controlled between engagement (complete engagement), slip engagement, and release (complete release) as described above. Under the control of the clutch engagement control unit 82, the torque capacity (transmission torque) of the clutch K0 is controlled according to the hydraulic pressure supplied from the linear solenoid valve to the clutch K0. That is, in other words, the clutch engagement control unit 82 is a clutch torque capacity control unit that controls the torque capacity of the clutch K0 via a linear solenoid valve provided in the hydraulic control circuit 34.

  The electric motor operation control unit 84 controls the operation of the electric motor MG through the inverter 56. Specifically, by supplying electric energy from the power storage device 58 to the electric motor MG via the inverter 56, the electric motor MG is controlled to obtain a necessary output, that is, a target electric motor output, or by the electric motor. Control such as storing the generated electric energy in the power storage device 58 via the inverter 56 is performed.

The travel mode determination unit 86 determines a travel mode to be established in the hybrid vehicle 10 based on the target driving force or the like in the hybrid vehicle 10. For example, the vehicle speed V detected by the vehicle speed sensor 72, the accelerator opening degree A _CC detected by the accelerator opening sensor 62, and the power storage device 58 detected by the SOC sensor 78 are determined from a predetermined relationship. Based on the storage amount (remaining capacity, charge amount) SOC, etc., it is determined which of the engine travel mode, EV travel mode, and hybrid travel (EHV travel) mode is established in the hybrid vehicle 10. .

The engine start determination unit 88 determines whether or not the engine 12 has started normally when the engine 12 is started from the stopped state. For example, when the starting control of the engine 12, determines whether or not the engine rotational speed N _E detected by the engine rotational speed sensor 64 becomes a predetermined specified threshold value or more. Preferably, it determines the state engine rotational speed N _E is above the prescribed threshold whether continues for a predetermined time or longer.

  The clutch engagement control unit 82 is configured to change the clutch K0 so that the engagement pressure of the clutch K0 is changed into one or more pulses when the engine 12 is started in a state where the electric motor MG is rotated. The control which engages is performed. In other words, after temporarily increasing the engagement torque of the clutch K0, the control for releasing the clutch K0 immediately after reaching the predetermined pressure is executed at least once. Here, the fact that the engagement pressure of the clutch K0 is changed in a pulse shape continues for a very short time, such as a pulse in a voltage waveform, for example, in a waveform corresponding to the engagement pressure of the clutch K0. Say that changes will occur. That is, when the engine 12 is started in a state where the electric motor MG is rotated, the clutch engagement control unit 82 preferably has an impulse, a periodic pulse train, and a waveform corresponding to the engagement pressure of the clutch K0. Alternatively, the engagement pressure of the clutch K0 is controlled so that an irregular pulse train or the like is generated. Specifically, the clutch engagement control unit 82 changes the command value for the linear solenoid valve that controls the engagement pressure of the clutch K0 from zero to a predetermined hydraulic pressure, for example, as shown in a time chart of FIG. The control is executed at least once to instantaneously increase to a corresponding value, maintain the command value for a very short predetermined time, and then instantaneously decrease to zero.

  FIG. 4 is a time chart for explaining an example of engine start control of the present embodiment by the electronic control unit 52. The control shown in FIG. 4 exemplifies the start control of the engine 12 in a state where the electric motor MG is rotated at a substantially constant predetermined rotational speed (indicated by a one-dot chain line in FIG. 4).

  In the control shown in FIG. 4, first, at a time point t <b> 1, a start request for the engine 12 is output, for example, it is determined to switch from the EV travel mode to the engine travel mode to the hybrid travel mode. That is, the engine start request is switched from off to on. Next, at time t2, the command value (K0 engagement pressure command value) for the linear solenoid valve that controls the engagement pressure of the clutch K0 is instantaneously increased from zero to a value corresponding to a predetermined hydraulic pressure. Between this time t2 and time t3, the torque of the clutch K0, that is, the torque capacity corresponding to the engagement pressure, is rapidly increased from zero according to the increase in the command value. Next, at time t3, the command value for the linear solenoid valve that controls the engagement pressure of the clutch K0 is instantaneously reduced to zero. After this time t3, the torque of the clutch K0 is suddenly reduced to zero according to the decrease of the command value. By such control, as shown in FIG. 4, the engagement pressure of the clutch K0 is changed in a pulse shape (impulse shape).

As shown in FIG. 4, the in a state where the electric motor MG is rotated, wherein at the rotational speed N _E of the engine 12 according to the torque increase of the clutch K0 is raised sliding engagement of the clutch K0 moment because it is ones, little effect does not occur in the rotational speed N _MG of the motor MG. That is, the rotation synchronization between the clutch K0 and the electric motor MG becomes unnecessary, and the occurrence of shock is suppressed. At time t4 when the rotational speed N _E of the engine 12 has reached a predetermined value, the ignition i.e. autonomous operation of the engine 12 via the output controller 14 and the like is started. Then, the rotational speed N _E of the engine 12 is raised to the point t5, the engagement pressure of the clutch K0 when match (synchronize) the the rotational speed N _MG of the motor MG is raised, its clutch K0 Fully engaged. In the engine start control shown in FIG. 4, the vehicle G of the hybrid vehicle 10 is within a specified allowable range. In other words, the magnitude and duration of the engagement pressure related to the pulse-like change in the engagement pressure of the clutch K0 are determined so that the vehicle G of the hybrid vehicle 10 is within a specified allowable range through the start control of the engine 12. It is controlled to fit in. As described above, according to the engine start control of the present embodiment shown in FIG. 4, the engine 12 can be started without generating a compensation torque by the electric motor MG. Therefore, as shown in FIG. 5, there is no need to secure the engine start guarantee (corresponding to the compensation torque) with respect to the electric energy stored in the power storage device 58, and the EV travel range can be expanded to the MG rating. Become. Furthermore, the consumption of electric energy can be suppressed by the amount that it is not necessary to generate compensation torque by the electric motor MG.

  FIG. 6 is a diagram illustrating torque characteristics of a general wet friction material, in which characteristics as design values are indicated by broken lines and actual measured values are indicated by solid lines. As shown in FIG. 6, when the engagement speed is relatively fast, the wet friction material exhibits a characteristic that the torque rapidly increases from the piston thrust at which the oil film starts to break. Therefore, in the wet friction material, as described above, it is easy to cause a pulse-like change in the engagement pressure. Since the clutch K0 provided in the hybrid vehicle 10 of the present embodiment is preferably a wet multi-plate clutch, its engagement pressure can be easily changed in pulses, and the engine start control as described above is preferably realized. can do.

  Preferably, the clutch engagement control unit 82 preferably applies the engagement pressure of the clutch K0 when the engine 12 is not normally started even when the engagement pressure of the clutch K0 is changed in pulses. Repeat the control to change to a pulse. Specifically, after performing a control to reduce the command value for the linear solenoid valve that controls the engagement pressure of the clutch K0 immediately after the command value is instantaneously increased from zero to a value corresponding to a predetermined hydraulic pressure, the engine When the determination of the start determination unit 88 is negative, the command value for the linear solenoid valve that controls the engagement pressure of the clutch K0 is decreased immediately after the value is instantaneously increased from zero to a value corresponding to a predetermined hydraulic pressure. The control is executed again. The timing at which the engine start determination unit 88 performs the determination may be after a single pulse-like change is generated in the engagement pressure of the clutch K0, or after a plurality of pulse-like changes are generated. There may be.

The priority condition determination unit 90 illustrated in FIG. 3 determines a condition that is prioritized in the hybrid vehicle 10. Preferably, it is determined whether or not vehicle response is prioritized in the hybrid vehicle 10. For example, when the vehicle is in a travel range (for example, D range, etc.), the accelerator depression amount is greater than or equal to a predetermined value (accelerator opening A _CC is greater than or equal to a predetermined value), or when the power mode is set. In the hybrid vehicle 10, it is determined that the vehicle responsiveness is prioritized. The priority condition determination unit 90 preferably determines whether or not vehicle hybrid reduction is prioritized in the hybrid vehicle 10. For example, when the vehicle is in a non-traveling range (for example, N range, etc.), or when the engine is started by a system request (for example, engine starting for warm-up), the accelerator depression amount is less than a predetermined value (accelerator opening A _{When CC} is less than a predetermined value), it is determined that reduction of vehicle shock is given priority in the hybrid vehicle 10. Preferably, the priority condition determination unit 90 preferably determines that reduction of vehicle shock is prioritized in the hybrid vehicle 10 when it is determined that priority is not given to vehicle responsiveness in the hybrid vehicle 10. Good. That is, in the hybrid vehicle 10, it may be determined that priority is given to either vehicle responsiveness or vehicle shock reduction.

  FIG. 7 is a diagram for explaining an example of the control of the pulsed engagement pressure according to the determination result by the priority condition determination unit 90. As shown in FIG. 7, when the priority condition determination unit 90 determines that vehicle responsiveness is given priority in the hybrid vehicle 10, the clutch engagement control unit 82 preferably In other cases, that is, the engagement pressure of the clutch K0 is controlled so that the pulsed engagement pressure becomes larger than in the case where it is determined that the vehicle responsiveness is not prioritized. Specifically, the command value for the linear solenoid valve corresponding to the pulsed engagement pressure is set to a larger value than when it is determined that the vehicle responsiveness is not prioritized. When the priority condition determination unit 90 determines that vehicle shock reduction is prioritized in the hybrid vehicle 10, the clutch engagement control unit 82 is preferably used in other cases, that is, vehicle shock reduction. The engagement pressure of the clutch K0 is controlled so that the pulse-like engagement pressure is smaller and the number is larger than when it is determined that reduction is not prioritized. Specifically, the command value for the linear solenoid valve corresponding to the pulsed engagement pressure is set to a smaller value than when it is determined that reduction of vehicle shock is not prioritized, and the number of times the command value is output is Do more.

  FIG. 8 is a flowchart for explaining a main part of an example of engine start control by the electronic control unit 52, and is repeatedly executed at a predetermined cycle.

First, in step S1 (hereinafter, step is omitted), it is determined whether or not the engine 12 has been requested to start, for example, by switching from the EV travel mode to the engine travel mode to the hybrid travel mode. Is done. If the determination in S1 is negative, the routine is terminated accordingly. If the determination in S1 is affirmative, in S2, whether or not the electric motor MG is rotating, for example, the whether or not the rotational speed N _MG of the motor MG is equal to or greater than a prescribed threshold value or not. If the determination at S2 is negative, the routine is terminated accordingly. If the determination at S2 is affirmative, whether or not vehicle response is prioritized in the hybrid vehicle 10 at S3. Is judged. If the determination in S3 is affirmative, in S4, the command value (engagement torque request value) for the linear solenoid valve corresponding to the pulsed engagement pressure is set to be increased, and then the processes in and after S6 However, if the determination in S3 is negative, it is determined that the vehicle shock reduction is given priority in the hybrid vehicle 10, and in S5, the linear solenoid valve corresponding to the pulsed engagement pressure is determined. In step S6, the rotational pressure N _{E of the} engine 12 is changed by changing the engagement pressure of the clutch K0 in a pulsed manner in steps S4 to S5. The control for dragging up is executed. Next, in S7, it is determined whether or not the engine 12 has started normally. If the determination in S7 is negative, the processing from S6 is executed again. If the determination in S7 is affirmative, the routine is terminated.

  In the above control, S1 and S6 are operations of the engine drive control unit 80, S4 to S6 are operations of the clutch engagement control unit 82, S2 is operations of the motor operation control unit 84, and S1 is the travel. The operation of the mode determination unit 86 corresponds to the operation of the engine start determination unit 88, and S3 corresponds to the operation of the priority condition determination unit 90. In the control shown in FIG. 8, the processes of S3 to S5 and S7 are not necessarily executed.

Thus, according to the present embodiment, when the engine 12 is started in a state where the electric motor MG is rotated, the engagement pressure of the clutch K0 is changed into one or more pulses to change the clutch K0. from doing the engagement between the open and until starting of the engine 12 is completed, the well even without necessarily controlled to increase sliding the engine rotational speed N _E by using a compensation torque of the electric motor MG. That is, it is possible to provide the electronic control device 52 of the hybrid vehicle 10 that suppresses a shock at the start of the engine 12 and improves the fuel efficiency.

  Even if the engagement pressure of the clutch K0 is changed in a pulse shape, if the engine 12 is not started normally, the control for changing the engagement pressure of the clutch K0 in a pulse shape is repeated. Therefore, the engine 12 can be preferably started in a practical manner.

When vehicle responsiveness is required, the pulsed engagement pressure is greater than when it is not required. Therefore, by increasing the engagement torque of the clutch K0, the rotation from the engine stop state is performed. easily launched speed N _E, it is possible to ensure the responsiveness.

  When a reduction in vehicle shock is required, the pulse-like engagement pressure is smaller and more than in the case where the reduction is not required. By performing the engagement control, the shock at the time of each engagement can be suitably suppressed.

  The clutch K0 is a wet clutch. Generally, a wet clutch has a characteristic that a torque rises relatively abruptly with respect to a piston thrust. Therefore, the engagement torque of the clutch K0 can be easily controlled in a pulse shape, and the clutch K0 The engine 12 can be preferably started by changing the engagement pressure in a pulse shape.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

  10: Hybrid vehicle, 12: Engine, 52: Electronic control device, K0: Clutch, MG: Electric motor

Claims (5)

A hybrid vehicle control device comprising an engine, an electric motor, and a clutch provided in a power transmission path between the engine and the electric motor,
A hybrid vehicle characterized in that when the engine is started in a state where the electric motor is rotated, the clutch engagement pressure is changed to one or more pulses to engage and release the clutch. Control device. The control for changing the engagement pressure of the clutch in a pulse shape is repeated if the engine is not started normally even if the engagement pressure of the clutch is changed in a pulse shape. The control apparatus of the hybrid vehicle described in 2. The control device for a hybrid vehicle according to claim 1 or 2, wherein when the vehicle responsiveness is required, the pulsed engagement pressure is larger than when the vehicle responsiveness is not required. The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein when the reduction of the vehicle shock is required, the pulse-like engagement pressure is smaller and the number is larger than when the reduction is not required. The hybrid vehicle control device according to any one of claims 1 to 4, wherein the clutch is a wet clutch.

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