JP2016196222A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that can obtain appropriate timing for engaging a clutch which disconnects an engine and a motor.SOLUTION: The control device of a hybrid vehicle comprises a first clutch which can connect/disconnect an engine and a motor, and a second clutch which can connect/disconnect the motor and driving wheels. During travelling in a motor travel mode in which the first clutch is released, the engine is stopped, the second clutch is engaged and the vehicle travels by motor torque, when the second clutch is slip-controlled, the first clutch is engaged at a predetermined time after the engine is completely exploded and the mode is transferred to an engine travel mode in which the vehicle travels by engine torque, a predetermined time as timing for engaging the first clutch is decided based on derivative values of differential rotation determined by applying filters including a derivative element and a high-frequency component reducing element to differential rotation of the first clutch.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a hybrid vehicle control device capable of smoothly connecting a clutch between an engine and a motor.

  Patent Document 1 discloses a technique for controlling the engagement timing using a differential value of differential rotation of the clutch when the clutch is engaged.

JP 2006-335197 A

Here, in a hybrid vehicle having a first clutch that connects and disconnects the engine and the motor and a second clutch that connects and disconnects the motor and the drive wheel, the first clutch is released and the vehicle is running using the motor torque. When shifting to a state of traveling using engine torque, the second clutch is slip-controlled, the first clutch is engaged after starting the engine, and the state of traveling using engine torque is transitioned to. At this time, if the engagement timing of the first clutch is early, the motor rotational speed is decreased, so that the second clutch cannot maintain the slip state and a shock may occur. On the other hand, if the engagement timing of the first clutch is late, the engine speed increases and the driver feels uncomfortable, and excessive fuel is injected, which may result in deterioration of fuel consumption. Therefore, as in the prior art, a technique for determining the engagement timing of the first clutch based on the differential value of the rotational speed difference between the input side (engine side) and the output side (motor side) of the first clutch is adopted. Can be considered. However, since the differential value of the rotational speed difference is affected by the compression reaction force during engine cranking and the engine rotational speed fluctuation due to the start of fuel injection, it is difficult to determine an appropriate first clutch engagement timing.
The objective of this invention is providing the control apparatus of the hybrid vehicle which can obtain the appropriate fastening timing of the clutch which connects / disconnects an engine and a motor.

  In order to achieve the above object, there is provided a control apparatus for a hybrid vehicle, comprising: a first clutch capable of connecting / disconnecting an engine and a motor; and a second clutch capable of connecting / disconnecting the motor and a driving wheel. 1 clutch is released, the engine is stopped, the second clutch is engaged, the second clutch is slip controlled during traveling in the motor traveling mode in which the vehicle travels by motor torque, and the first clutch is operated at a predetermined time after the engine complete explosion. When a transition is made to the engine running mode in which the engine runs with engine torque, a filter including a differential element and a high-frequency component reducing element is applied to the differential rotation of the first clutch at a predetermined time that is the timing for fastening the first clutch. The determination was made based on the differential rotational differential value.

  Therefore, the fluctuation | variation by the rotation fluctuation | variation and signal noise which arise when a differential rotation is differentiated can be reduced, and a 1st clutch can be fastened with a suitable timing. Accordingly, it is possible to avoid deterioration in fuel consumption due to a fastening shock or a rise in engine speed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the driver request torque map used for a driver request torque calculation in the driver request torque calculation part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. 6 is a flowchart illustrating a first clutch engagement control process at the time of mode transition according to the first embodiment. 6 is a time chart illustrating a first clutch engagement control process at the time of mode transition of the first embodiment. FIG. 3 is a control block diagram illustrating an estimated differential rotation angular velocity calculation process using the filter according to the first embodiment. It is a time chart showing the 1st clutch differential rotation and an estimation error at the time of the 1st clutch conclusion of a comparative example and Example 1. FIG. FIG. 10 is a control block diagram illustrating an estimated differential rotation angular velocity calculation process using a filter of Example 2. 6 is a time chart showing a first clutch engagement control process at the time of mode transition of the second embodiment. 7 is a time chart showing first clutch differential rotation and estimated error when the first clutch of Example 1 and Example 2 is engaged.

[Example 1]
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the engine start control device of the first embodiment is applied. The drive system of the hybrid vehicle in the first embodiment includes an engine E that is an internal combustion engine, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, and a differential DF. The left drive shaft DSL, the right drive shaft DSR, the left rear wheel RL (drive wheel), and the right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

The engine E is a gasoline engine, and the valve opening degree of the throttle valve 512 (see FIG. 6) is controlled based on a control command from the engine controller 1 described later. A flywheel FW is provided on the engine output shaft. The engine E has a motor SSG. The motor SSG is connected to the crankshaft of the engine E using a belt, functions as a starter motor, and operates as an alternator that generates electric power as necessary.
The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Engagement / release is controlled by hydraulic pressure, including slip engagement that transmits torque while slipping.

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 the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. 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 state is referred to as “powering”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).
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 created by the AT hydraulic control unit 8 based on a control command from the AT controller 7 described later. The control hydraulic pressure controls the fastening / release including slip fastening for transmitting torque while slipping.

  The automatic transmission AT is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to vehicle speed VSP, accelerator pedal opening APO, and the like. The second clutch CL2 is not newly added as a dedicated clutch, but uses some frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts. The first clutch CL1 and the second clutch CL2 are, for example, multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. The second travel mode is an engine use travel mode (hereinafter, abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. In the third travel mode, the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged, and the engine travel slip travel mode (hereinafter referred to as “WSC travel mode”) is performed while the engine E is included in the power source. ). This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low. When transitioning from the EV travel mode to the HEV travel mode, the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG. The engine start process will be described later.

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”. In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor-assisted travel mode”, the drive wheels are moved using the engine E and the motor generator MG as power sources. In the “traveling power generation mode”, the motor generator MG is caused to function as a power generator while the drive wheels RR and RL are moved using the engine E as a power source. During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, braking energy is regenerated and electric power is generated by the motor generator MG and used for charging the battery 4. Further, when the vehicle is stopped, a power generation mode is employed in which the motor generator MG is operated as a generator using the power of the engine E.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the control system of the 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. , An AT controller 7, an AT hydraulic control unit 8, a brake controller 9, an integrated controller 10, and an SSG controller SSGCU. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, the integrated controller 10, and the SSG controller SSGCU have a CAN communication line 11 that can exchange information with each other. Connected through.

The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, is output to the throttle actuator 511 (see FIG. 6). Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.
The SSG controller SSGCU operates the motor SSG as a starter motor function and an alternator function based on a command signal from the integrated controller 10.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotation position of the motor generator MG, and according to the target motor torque command from the integrated controller 10, the motor operating point (Nmg: motor generator rotation) of the motor generator MG. Number, Tmg: Motor generator torque) is output to inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The monitored battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic sensor 14 and the first clutch stroke sensor 15 and the first clutch control command from the integrated controller 10, and the first clutch hydraulic unit 6 receives the first clutch. Outputs CL1 engagement / release control command. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 includes an accelerator pedal opening sensor 16, a vehicle speed sensor 17, a second clutch hydraulic pressure sensor 18, various sensor signals of the inhibitor switch 28 that outputs a range signal corresponding to the operation position of the select lever 27, and the integrated controller 10 And the control command is output to the AT hydraulic control unit 8. The accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch signal are supplied to the integrated controller 10 via the CAN communication line 11. Further, the inhibitor switch signal is sent to an in-meter display 29 provided in a combination meter (not shown) to display the current range position.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. When the brake is depressed, the mechanical braking force (braking force by the friction brake) compensates for the regenerative braking force deficiency with respect to the required braking force required from the brake stroke BS based on the regenerative cooperative control command from the integrated controller 10. Regenerative cooperative brake control is performed.

  The integrated controller 10 is a controller for managing the energy consumption of the entire vehicle and running the vehicle with the highest efficiency, and detects the motor rotation speed sensor 21 that detects the motor rotation speed Nm and the second clutch output rotation speed N2out. A second clutch output rotational speed sensor 22, a second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, a temperature sensor 25 for detecting the temperature of the second clutch CL2, and front and rear The G sensor 26 that detects acceleration and information obtained through the CAN communication line 11 are input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG according to the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of clutch CL1, engagement / release control of second clutch CL2 by control command to AT controller 7, and motor control to exert starter motor function or alternator function by control command to SSG controller SSGCU Do.

  FIG. 2 is a control block diagram illustrating a control configuration in the integrated controller 10 according to the first embodiment. The integrated controller 10 executes various calculations with a control period of 10 msec, for example. The integrated controller 10 includes a driver request torque calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The driver request torque calculation unit 100 calculates the driver request torque Tdd from the accelerator pedal opening APO and the vehicle speed VSP using the driver request torque map shown in FIG.

  Next, the mode map will be described. FIG. 4 is a normal mode map of the first embodiment. The normal mode map has an EV travel mode, a WSC travel mode, and an HEV travel mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. This mode map outputs, as a target mode, a mode corresponding to the position of the operating point determined by the accelerator pedal opening APO and the vehicle speed VSP. However, even if the EV travel mode is selected, if the battery SOC is equal to or lower than the predetermined value or there is another idling stop prohibition request, the “HEV travel mode” is forcibly set as the target mode.

  In the normal mode map of FIG. 4, the WSC → EV switching line and the HEV → EV switching line are set to a predetermined opening APO2 when viewed from the accelerator pedal opening APO axis. Further, the HEV → EV switching line is set to a predetermined vehicle speed VSP2 when viewed from the vehicle speed VSP axis. The HEV → WSC switching line indicates a vehicle speed that is less than the lower limit vehicle speed VSP1 that matches the idle speed of the engine E when the automatic transmission AT is in the first speed in the region below the predetermined accelerator pedal opening APO1. It is set in the area. Further, since a large driving force is required in a region where the accelerator pedal opening APO1 is equal to or larger than the predetermined accelerator pedal opening APO1, the WSC travel mode is set up to a vehicle speed VSP1 ′ region higher than the lower limit vehicle speed VSP1. Note that, when the battery SOC is low and the EV travel mode cannot be achieved, the WSC travel mode is set to be selected even when starting.

  When the accelerator pedal opening APO is large, it may be difficult to achieve the request with the engine torque Te and the motor generator torque Tmg corresponding to the engine speed near the idle speed. Here, as the engine torque Te, more torque can be output if the engine speed Ne increases. For this reason, the engine speed Ne is increased to output a larger torque. Therefore, even if the WSC travel mode is executed up to a vehicle speed higher than the lower limit vehicle speed VSP1, it is possible to make a transition from the WSC travel mode to the HEV travel mode in a short time. This case corresponds to the WSC region extended to the lower limit vehicle speed VSP1 ′ shown in FIG.

The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.
The operating point command unit 400 uses the accelerator pedal opening APO, the driver required torque Tdd, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And a target motor torque, a target second clutch transmission torque capacity, a target gear position of the automatic transmission AT, and a first clutch solenoid current command are calculated.

In addition, the operating point command unit 400 includes an engine start control unit that starts the engine E when transitioning from the EV travel mode to the HEV travel mode. The engine start control unit sets the second clutch CL2 to the second clutch transmission torque capacity corresponding to the driver request torque Tdd and sets the slip control state. Further, the motor generator MG is set to rotation speed control, and the target motor generator rotation speed is set to a value obtained by adding a predetermined slip amount to a value corresponding to the drive wheel rotation speed. In this state, the engine start control unit outputs a command to function as a starter motor to the SSG controller SSGCU. Then, after the engine complete explosion, when the differential rotation of the first clutch CL1 satisfies a predetermined condition, an engagement command is output to the first clutch CL1. Thus, the engine is started while the output shaft torque is stabilized by the clutch transmission torque capacity of the second clutch CL2.
The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity and the target shift speed according to the shift schedule shown in the shift map. In the shift map, a target gear position is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.

Next, the engagement control process of the first clutch CL1 calculated in the integrated controller 10 when the mode transition from the EV travel mode to the HEV travel mode will be described.
FIG. 6 is a flowchart showing a first clutch engagement control process at the time of mode transition of the first embodiment. When the integrated controller 10 determines that the engine is started, the motor SSG functions as a starter motor, the engine E starts to rotate, and the following control process is executed.
In step S1, the rotational angular speed ωNe of the engine E and the rotational angular speed ωNmg of the motor generator MG are read. The engine rotational angular velocity may be calculated from the engine rotational speed sensor 12, and the motor generator rotational angular velocity may be calculated from the resolver 13. However, it may be detected from another sensor and is not particularly limited.

In step S2, a differential rotational angular speed ω (t) of the first clutch CL1, which is an angular speed obtained by subtracting the rotational angular speed ωNmg of the motor generator MG from the rotational angular speed ωNe of the engine E, is calculated, and the differential rotational angular speed (hereinafter referred to as the differential rotational angular speed of the first clutch CL1). , Written as the estimated differential rotational angular velocity ω (t + TM)). Here, TM is a response delay time of the first clutch CL1.
In step S3, it is determined whether or not the estimated differential rotational angular velocity ω (t + TM) is 0 rad / s or more. When it is 0 rad / s or more, the routine proceeds to step S4 and outputs the engagement command of the first clutch CL1, and when it is less than 0 rad / s, the routine returns to step S1 and the calculation of the estimated differential rotational angular velocity ω (t) is continued.

FIG. 7 is a time chart showing the first clutch engagement control process at the time of mode transition of the first embodiment.
At time t1, a mode transition command from the EV travel mode to the HEV travel mode is output, the second clutch CL2 is switched to the slip control, and a command for causing the SSG controller SSGCU to function the motor SSG as a starter motor is output. As a result, the engine speed Ne increases with the speed of the motor SSG.
At time t2, the engine rotational speed Ne becomes equal to or higher than a predetermined rotational speed indicating complete explosion, and it is determined that the engine is completely exhausted. At time t3, the estimated differential rotational angular velocity ω (t + TM) reaches 0 rad / s. An engagement command is output to the clutch CL1. Actually, since the first clutch CL1 is engaged by hydraulic pressure, the first clutch CL1 is engaged at time t4 when the response delay time TM has elapsed. At this time, since the actual difference rotational speed is just 0 rad / s, it can be engaged when the engine rotational angular speed ωNe and the motor generator rotational angular speed ωNmg coincide. Therefore, the first clutch CL1 can be engaged at an appropriate timing.

Here, if the estimated accuracy of the estimated differential rotational angular velocity ω (t + TM) is poor, the first clutch CL1 cannot be engaged at an appropriate timing, resulting in an engagement shock and a deterioration in fuel consumption. . For example, as a comparative example, using the differential rotation differential value ω (t) _dot between the engine rotation angular velocity ωNe and the motor generator rotation angular velocity ωNmg and calculating using the first order approximation of Taylor expansion, the following equation (1) is obtained.
[Formula (1)]
ω (t + TM) = ω (t) + ω (t) _dot × TM
In this case, since the rotation fluctuation accompanying the compression reaction force of the engine E occurs like at the time of starting the engine, components unrelated to the increase in the engine rotation angular velocity are also differentiated, and the estimation accuracy may vary due to signal noise. Therefore, in the first embodiment, the estimated differential rotation angular velocity ω (t + TM) with high accuracy is obtained by using the filter F1 having the function of removing the differential element and the high frequency component.

As the types of filters, a high-pass filter, a band-pass filter, a filter combining a band-pass filter and a low-pass filter, and the like can be considered. The differential rotation differential value ω (t) _dot calculated by each filter is expressed as follows.
[Expression (2)] In the case of a high-pass filter: ω (s) _dot = (s / (τs + 1)) · ω (s)
[Expression (3)] In the case of a bandpass filter, ω (s) _dot = (s / (τ ² s ² + 2ζτs + 1)) · ω (s)
[Expression (4)] In the case of a combination of a band pass filter and a low pass filter, ω (s) _dot = (s / (τ ² s ² + 2ζτs + 1) · (τs + 1) ⁿ ) · ω (s)
Here, s is a Laplace operator, and the frequencies of the differential region and the high frequency elimination region can be designed by τ, ζ, and n. Hereinafter, the filter F1 that is a combination of a bandpass filter and a lowpass filter will be described in detail.

  FIG. 8 is a control block diagram illustrating an estimated differential rotation angular velocity calculation process using the filter of the first embodiment. The filter F1 is a control block diagram showing each term of the above equation (4). ζ and τ are parameters of the bandpass filter, and are designed as ζ = 1 and τ = 0.02 (sec), for example.

  FIG. 9 is a time chart showing the first clutch differential rotation and the estimation error when the first clutch is engaged in the comparative example and the first embodiment. FIG. 9A shows a comparative example, and FIG. 9B shows Example 1. As shown in FIG. 9 (a), in the case of the comparative example, the differential value largely fluctuates due to engine rotation fluctuation. Therefore, the estimated differential rotation angular velocity fluctuates greatly, and hunting occurs in the estimation error for the actual differential rotation. On the other hand, as shown in FIG. 9B, in the case of the first embodiment, the estimated differential rotation angular velocity ω ′ is calculated by the filter F1 in which the bandpass filter and the lowpass filter are combined. Signal noise can be effectively removed, and hunting does not occur in the estimation error for the actual differential rotation. Therefore, it is possible to calculate the estimated differential rotational angular velocity with high accuracy and to engage the first clutch CL1 at an appropriate timing.

As described above, in the first embodiment, the following operational effects can be obtained.
(1) A control device for a hybrid vehicle including a first clutch CL1 capable of connecting / disconnecting an engine E and a motor generator MG (motor) and a second clutch capable of connecting / disconnecting the motor generator MG and a drive wheel. There,
EV driving mode (motor driving mode) in which the first clutch CL1 is released, the engine E is stopped, the second clutch CL2 is engaged, and the motor torque is used.
HEV driving mode (engine driving mode) in which the first clutch CL1 is engaged, the second clutch CL2 is engaged, and the vehicle is driven by engine torque;
During traveling in the EV traveling mode, the second clutch CL2 is slip-controlled, and the first clutch CL1 is engaged at a predetermined time after the complete explosion of the engine, and the operating point command unit 400 (mode transition control means) for transitioning to the HEV traveling mode When,
Have
The operating point command unit 400 determines a predetermined time based on a differential rotation differential value obtained by applying a filter F1 including a differential element and a high frequency component reduction element to the differential rotation of the first clutch CL1.
Therefore, it is possible to reduce the rotational fluctuation due to the compression reaction force of the engine E and the variation of the differential rotational differential value due to the signal noise, and the first clutch CL1 can be engaged at an appropriate timing. Therefore, it is possible to prevent a deterioration in fuel consumption due to a shock caused by fastening and a surging of the engine speed.

(2) As the filter, any one of a high-pass filter, a band-pass filter, and a filter in which a low-pass filter is connected to the band-pass filter is used.
Therefore, since the rotational fluctuation caused by the compression reaction force of the engine E and the influence of signal noise can be effectively excluded, the accuracy of the estimated differential rotational angular velocity can be improved and the first clutch CL1 can be engaged at an appropriate timing.

[Example 2]
Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. Considering the delay time from the command to the first clutch CL1 until the actual engagement force is generated, a certain degree of deviation is required between the actual differential rotation and the estimated differential rotation. However, in the filter F1 of Example 1, the actual differential rotational angular velocity and the estimated differential rotational angular velocity coincide with each other for a predetermined time immediately after the complete explosion in FIG. 9B, and the estimation accuracy is deteriorated. This is because the engine torque varies greatly from the first explosion to the complete explosion. Therefore, in the second embodiment, the estimated differential rotational angular velocity is calculated with high accuracy immediately after the engine complete explosion by performing feedforward compensation when the engine complete explosion.

As an example of feedforward compensation, an example is shown in which feedforward compensation is performed using the engine complete explosion state obtained from the engine speed Ne and fuel injection and the target engine torque Te. In this case, the engine rotational angular speed ωNe and the motor generator rotational angular speed ωNmg after the response delay time of the first clutch CL1 are individually estimated, and the estimated differential rotational angular speed is calculated from the difference between the individually estimated values. At this time, feedforward compensation is performed in estimating the engine rotational angular velocity ωNe. The feedforward compensation value ωTe (s) _dot of the engine rotation angular acceleration is expressed by the following equation (5) using the target engine torque Te, the engine response delay time d, the primary response time constant τ ′ of the engine, and the engine inertia J. Is done.
[Formula (5)]
ωTe (s) _dot = exp (-ds) ・ (1 / (τ's + 1) ・ (1 / J ・ Te)

  FIG. 10 is a control block diagram illustrating an estimated differential rotation angular velocity calculation process using the filter of the second embodiment. The filter F1 is the same as that in the first embodiment. In the second embodiment, there is provided a feedforward compensation unit F2 in which each term of the above formula (5) is shown in a control block diagram. The ωTe (s) _dot output from the feedforward compensation unit F2 is added to the differential rotation angular acceleration ω (s) _dot calculated in the filter F1 in the addition unit F101 provided in the filter F1, and this addition Based on the obtained value, the estimated differential rotational angular velocity ω (t + TM) is calculated.

FIG. 11 is a time chart showing the first clutch engagement control process at the time of mode transition of the second embodiment.
In step S11, the rotational angular velocity ωNe of the engine E and the rotational angular velocity ωNmg of the motor generator MG are read.
In step S12, it is determined whether or not the engine E has completed a complete explosion. If the explosion has been completed, the process proceeds to step S14. If the explosion has not occurred, the process proceeds to step S13. The complete explosion of the engine E is determined based on whether or not the engine speed Ne is equal to or higher than a predetermined speed. Thereby, complete explosion determination with high accuracy can be performed.
In step S13, the feedforward output by the feedforward compensation unit F2 shown in FIG. 10 is turned OFF, and the process proceeds to step S16. That is, the same calculation as in the first embodiment is performed until the engine E is completely detonated.

In step S14, it is determined whether or not there has been a change from a non-complete explosion to a complete explosion. If the change point has changed from a non-complete explosion to a complete explosion, the procedure proceeds to step S15. Proceed to step S16.
In step S15, initialization processing of the integrator F102 and the buffer F103 shown in FIG. 10 is performed, and the feedforward output by the feedforward compensation unit F2 shown in FIG. 10 is turned ON, and the process proceeds to step S16. Initialization processing is performed in the feedforward compensation unit F2 when the input of the engine initial explosion torque Te0 has elapsed from time t → ∞, and F102 of the filter F1 is set to 0 rad / s ² and F103 is set to ω (t ) To initialize. By this operation, the output from the feedforward compensation unit F2 is set to the initial value, and the configuration is switched to the configuration in which feedback correction is performed by the filter F1.

In step S16, the estimated differential rotational angular velocity ω (t) of the first clutch CL1 is calculated. Prior to the engine explosion, only the filter F1 functions and calculates the differential rotational angular speed ω (t) of the first clutch CL1, which is an angular speed obtained by subtracting the rotational angular speed ωNmg of the motor generator MG from the rotational angular speed ωNe of the engine E. The differential rotational angular velocity of the first clutch CL1 (hereinafter referred to as the estimated differential rotational angular velocity ω (t + TM)) is estimated. On the other hand, after the change point from the non-complete explosion to the complete explosion, the estimated differential rotational angular velocity ω (t + TM) is estimated with both the filter F1 and the feedforward compensation unit F2 functioning.
In step S17, it is determined whether the estimated differential rotational angular velocity ω (t + TM) is 0 rad / s or more. When it is 0 rad / s or more, the process proceeds to step S18 to output the engagement command for the first clutch CL1, and when it is less than 0 rad / s, the process returns to step S11 and the calculation of the estimated differential rotational angular velocity ω (t) is continued.

  FIG. 12 is a time chart showing the first clutch differential rotation and the estimation error when the first clutch is engaged in the first and second embodiments. 12A shows the first embodiment, and FIG. 12B shows the second embodiment. As in Example 1, the design was made with ζ = 1 and τ = 0.02 (sec). As shown in FIG. 12A, in the case of Example 1, the actual differential rotational angular velocity and the estimated differential rotational angular velocity coincide with each other after a predetermined time from the complete explosion timing, and the estimation accuracy deteriorates. This is because the engine torque varies greatly from the first explosion to the complete explosion. On the other hand, as shown in FIG. 12B, in the case of the second embodiment, the integrator and the buffer are initialized at the engine explosion timing, the output of the feedforward compensation unit F2 is turned on, and the estimated differential rotational angular velocity ω (t Since + TM) is calculated, it is possible to effectively remove rotational fluctuations and signal noise caused by the compression reaction force, and to remove the influence of torque fluctuations caused by the complete explosion of the engine. Accordingly, even when the engine is completely exhausted, an appropriate deviation (delay time) can be provided between the actual differential rotational angular velocity and the estimated differential rotational angular velocity, and the first clutch CL1 can be engaged at an appropriate timing.

As described above, the effects listed below can be obtained in the second embodiment.
(3) In steps S14 and S15, the differential rotation differential value is corrected when the engine E is completely exploded. In other words, when the engine is completely detonated due to torque fluctuations associated with the first engine explosion, the differential rotation differential value is corrected by the feedforward compensator F2 at the time of the engine detonation. it can.

  (4) In step S12, the complete explosion of the engine is determined based on the engine speed Ne. Therefore, since the engine speed after the complete explosion can be estimated, the estimation accuracy after the complete explosion can be improved, and the first clutch CL1 can always be engaged at an appropriate timing.

[Other Examples]
Although the present invention has been described based on the embodiments, the specific configuration may be other configurations. For example, in the embodiment, the FR type hybrid vehicle has been described. However, an FF type hybrid vehicle may be used. In the embodiment, the engine complete explosion is determined based on the engine speed, but the engine complete explosion may be determined based on the fuel injection or the engine inflow air amount.
In the embodiment, the engine is started by the starter function of the motor SSG. However, the engine cranking may be performed by the slip control of the first clutch CL1. In this case, the output timing of the complete engagement command of the first clutch CL1 corresponds to the first clutch CL1 engagement command timing of the embodiment.

1 Engine controller
2 Motor controller
10 Integrated controller
CL1 1st clutch
CL2 2nd clutch
E engine
MG motor generator
RR, RL drive wheel

Claims (4)

A control apparatus for a hybrid vehicle, comprising: a first clutch capable of connecting / disconnecting an engine and a motor; and a second clutch capable of connecting / disconnecting the motor and a drive wheel,
A motor travel mode in which the first clutch is released, the engine is stopped, the second clutch is engaged, and the vehicle travels by motor torque;
An engine running mode in which the first clutch is engaged, the second clutch is engaged, and the vehicle is driven by engine torque;
Mode transition control means for slip-controlling the second clutch during traveling in the motor traveling mode, engaging the first clutch at a predetermined time after the complete explosion of the engine, and transitioning to the engine traveling mode;
Have
The mode transition control means determines the predetermined time based on a differential rotation differential value obtained by applying a filter including a differential element and a high frequency component reducing element to the differential rotation of the first clutch. Vehicle control device. In the hybrid vehicle control device according to claim 1,
The control device for a hybrid vehicle, wherein the mode transition control means corrects the differential rotation differential value when the engine is completely detonated. In the hybrid vehicle control device according to claim 2,
The control device for a hybrid vehicle, wherein the mode transition control means determines a complete explosion of the engine based on an engine speed. In the hybrid vehicle control device according to any one of claims 1 to 3,
The hybrid vehicle control device according to any one of claims 1 to 6, wherein the filter uses any one of a high-pass filter, a band-pass filter, and a filter in which a low-pass filter is connected to the band-pass filter.

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