JP2018176934A - Drive control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device for a hybrid vehicle capable of inhibiting torque shock from occurring in the vehicle in a transition process from an EV mode to an HV mode.SOLUTION: A drive control device 70 controls driving of a hybrid vehicle 10 that includes an engine 20, a motor 40, a driving wheel 54 and a clutch 34 for connecting/disconnecting a driving force transmission path between the engine 20 and the driving wheel 54 and that executes an EV mode and an HV mode. The drive control device for the hybrid vehicle includes: a transmission gradual increase section for gradually increasing transmission torque of the clutch in a transition process from the EV mode to the HV mode; a torque gradual increase section for gradually increasing driving torque of the engine in the transition process; a target setting section for setting target rotating speed of the motor in the transition process; and a torque control section for controlling the driving torque of the motor so as to cause the rotating speed of the motor to come close to the target rotating speed in the transition process.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive control device that controls the drive of a hybrid vehicle including an engine and a motor as power sources.

  Conventionally, in this type of control device, there is one that switches between an EV mode in which the vehicle travels with the power of a motor and an HV mode in which the vehicle travels with at least the power of the engine of the engine and the motor (see Patent Document 1). According to Patent Document 1, when switching from the EV mode to the HV mode, the drive torque of the motor is gradually decreased, and the transfer torque of the clutch for disconnecting and connecting the engine and the transmission is gradually increased, and the engine is driven The torque is gradually increased.

JP 2001-112118 A

  By the way, the driving torque actually generated by the engine and the transmission torque of the actual clutch may deviate from the command value due to the characteristic variation, the environment and the like. In this case, in the case described in Patent Document 1, when switching from the EV mode to the HV mode, the drive torque of the motor, the transmission torque of the clutch, and the drive torque of the engine are uniformly changed, and the torque shock is applied to the vehicle. May occur.

  The present invention has been made to solve the above problems, and its main object is to drive a hybrid vehicle that can suppress the occurrence of torque shock in the vehicle during the transition from EV mode to HV mode. It is in providing a control device.

The first means for solving the above problems is
An engine (20) and a motor (40) as power sources; a driving wheel (54); and a clutch (34) for disconnecting and connecting a driving force transmission path between the engine and the driving wheel. A hybrid vehicle (10) that executes an EV mode in which the clutch is disconnected and travels by power of the motor, and an HV mode in which the clutch is connected and travels by power of the engine and at least the engine and the motor. A drive control device (70) for controlling the drive,
A transmission gradual increase portion that gradually increases the transmission torque of the clutch in the transition process from the EV mode to the HV mode;
A torque gradual increase portion for gradually increasing a drive torque of the engine in the transition process;
A target setting unit configured to set a target rotational speed of the motor in the transition process;
A torque control unit that controls a driving torque of the motor so that the rotational speed of the motor approaches the target rotational speed set by the target setting unit in the transition process;
Equipped with

  According to the above configuration, the drive power transmission path between the engine and the drive wheel is disconnected and connected by the clutch. Then, in the hybrid vehicle, an EV mode in which the clutch is disconnected and traveled by the power of the motor and an HV mode in which the clutch is connected and traveled by at least the power of the engine of the engine and the motor are executed. During the transition from the EV mode to the HV mode, the transmission gradual increase causes the transmission torque of the clutch to be gradually increased. Further, in the transition process, the driving torque of the engine is gradually increased by the torque increasing portion. Thereby, it is possible to gradually increase the torque transmitted from the engine to the drive wheels in the transition process.

  Here, the target setting unit sets the target rotational speed of the motor in the transition process. Then, in the transition process, the torque control unit controls the drive torque of the motor so that the rotational speed of the motor approaches the target rotational speed set by the target setting unit. Therefore, even if the transmission torque of the clutch or the drive torque of the engine deviates from the command value due to the dispersion of the characteristics of the clutch or the engine, the environment, etc., the rotational speed of the motor can approach the target rotational speed. Therefore, it is possible to suppress a sudden change in the rotational speed of the motor and, in turn, a sudden change in the rotational speed of the drive wheels, and it is possible to suppress the occurrence of a torque shock on the vehicle.

  In the second means, the target setting unit brings the inclination of the rotational speed of the motor in the transition process closer to the inclination of the rotational speed of the motor in the execution period of the EV mode before the transition to the HV mode. To set the target rotational speed.

  According to the above configuration, the target rotational speed is set such that the inclination of the rotational speed of the motor in the transition process approaches the inclination of the rotational speed of the motor in the execution period of the EV mode before transition to the HV mode. For this reason, it is possible to suppress a change in the inclination of the rotation speed of the motor in the transition process from the inclination of the rotation speed of the motor in the execution period of the EV mode. Therefore, it is possible to suppress a sudden change in the rotational speed of the motor from the execution period of the EV mode to the transition process, and it is possible to suppress the occurrence of a torque shock on the vehicle.

  In the third means, the target setting unit calculates the base inclination of the rotational speed of the motor based on the required driving torque of the driver, and the motor of the motor in the execution period of the EV mode before shifting to the HV mode. The target rotational speed is set so as to be the inclination of the rotational speed of the motor calculated by adding the difference between the inclination of the rotational speed and the base inclination to the base inclination in the transition process.

  According to the above configuration, the base inclination of the rotational speed of the motor is calculated based on the required driving torque of the driver. For this reason, the base inclination of the rotational speed of the motor is a value reflecting the required driving torque of the driver. The difference between the inclination of the rotational speed of the motor and the base inclination during the execution period of the EV mode before the transition to the HV mode is the actual rotational speed of the motor due to the weight of the vehicle and the slope of the road on which the vehicle travels. It indicates how much the slope of is deviated from the base slope. Then, the target rotational speed of the motor in the transition process is set so as to be the inclination of the rotational speed of the motor calculated by adding the above difference to the base inclination of the rotational speed of the motor in the transition process. Therefore, it is possible to appropriately set the target rotational speed of the motor in the transition process by correcting the base inclination of the rotational speed of the motor reflecting the driving torque required by the driver. As a result, by causing the rotational speed of the motor to approach the target rotational speed in the transition process, it is possible to further suppress the occurrence of a torque shock on the vehicle.

  The higher the speed of the vehicle, the greater the air resistance (traveling resistance), and the higher the speed of the vehicle and hence the rotational speed of the motor become difficult to increase. In this respect, in the fourth means, the target setting unit adopts a configuration in which the base inclination decreases as the speed of the vehicle increases. According to such a configuration, it is possible to appropriately set the target rotational speed of the motor in consideration of the influence of the speed of the vehicle.

  Specifically, as in the fifth means, the vehicle includes a detection unit (76) that detects the rotational speed of the motor, and the torque control unit is detected by the detection unit in the transition process. The drive torque of the motor may be controlled such that the rotational speed of the motor becomes the target rotational speed set by the target setting unit.

  In a sixth means, the ratio between the rotational speed of the motor and the rotational speed of the drive wheel is constant.

  According to the above configuration, since the ratio of the rotational speed of the motor to the rotational speed of the drive wheel is constant, the change of the rotational speed of the drive wheel is proportional to the change of the rotational speed of the motor. Therefore, by suppressing the sudden change of the rotational speed of the motor, it is possible to suppress the occurrence of the torque shock in the vehicle.

The schematic diagram which shows a hybrid vehicle. The flowchart which shows the outline of the shift control from EV mode to HEV mode. The flowchart which shows the outline of starting control. The time chart which shows the outline of starting control. The flowchart which shows the procedure of ENG torque control during starting. The flowchart which shows the procedure of clutch hydraulic control during starting. The flowchart which shows the procedure of MG torque control during starting. The flowchart which shows the procedure of standby control. The graph which shows the relation between a change gear ratio and a filling start threshold. The time chart which shows the start aspect of filling control of a prior art and this embodiment. The flowchart which shows the procedure of fixed pressure control in the command value of clutch oil pressure. The flowchart which shows the procedure of termination decision of fixed pressure control. The graph which shows the relation between the amount operation of accelerators and predetermined number of rotations. The graph which shows the relationship between a gear ratio and predetermined rotation speed difference. The time chart which shows the end mode of constant pressure control. The flowchart which shows the procedure of control at the time of starting start. The graph which shows the relationship between driver demand torque and a predetermined change rate. The time chart which shows the start mode of torque substitution control of prior art. The time chart which shows the start mode of torque gradual reduction control of this embodiment. The flowchart which shows the procedure of oil pressure gradual increase control. The graph which shows the relation between the amount operation of accelerators and the 1st threshold. The flowchart which shows the procedure of torque gradual increase control. The flowchart which shows the procedure of torque gradual reduction control. The flowchart which shows the procedure of reference | standard rotation speed setting. FIG. 8 is a block diagram showing a calculation procedure of a base MG rotational speed change amount. The flowchart which shows the procedure of MG command torque revision. The time chart which shows the aspect of torque gradual reduction control. The other time chart which shows the aspect of torque gradual reduction control. The time chart which shows the mode at the time of ending torque gradual reduction control, oil pressure gradual increase control, and torque gradual increase control, and the mode of termination control. The graph which shows the relationship between driver demand torque and predetermined amount of fluctuation.

  Hereinafter, one embodiment embodied as a hybrid vehicle provided with an engine and a motor as a motive power source will be described with reference to the drawings. As shown in FIG. 1, the hybrid vehicle 10 includes an engine 20, a starter 22, a torque converter 32, a clutch 34, a transmission 36, an MG (Motor Generator) 40, a differential 52, a driving wheel 54, a low voltage battery 60, and a DCDC converter 62, a high voltage battery 64, an inverter 68, a control device 70 and the like.

  The engine 20 (corresponding to a power source) is a gasoline engine, a diesel engine or the like, and generates power by combustion of fuel. The engine 20 is provided with a starter 22. The starter 22 (corresponding to a starting mechanism) is driven by the power supplied from the low voltage battery 60 to provide an initial rotation to the crankshaft of the engine 20. That is, the starter 22 cranks the engine 20 at the start. The low voltage battery 60 is a Pb battery or the like that supplies a voltage of approximately 12V. The driving states of the engine 20 and the starter 22 are controlled by the control device 70.

  The torque converter 32 transmits the power of the engine 20 and amplifies the torque. The pump impeller of the torque converter 32 is connected to the crankshaft of the engine 20. The turbine runner of the torque converter 32 is connected to the input shaft 34 a of the clutch 34.

  The clutch 34 is a hydraulic drive wet clutch or the like. The output shaft 34 b of the clutch 34 is connected to the input shaft of the transmission 36. The clutch 34 disconnects and connects between the torque converter 32 and the transmission 36. That is, the clutch 34 disconnects and connects the drive power transmission path between the engine 20 and the drive wheel 54 by the hydraulic pressure of the hydraulic fluid, and an actuator that controls the hydraulic pressure of the hydraulic fluid based on the hydraulic pressure command value. Prepare. In other words, the transmission torque increasing portion gradually increases the transmission torque of the clutch 34 by connecting the driving force transmission path, and the transmission torque control portion disconnects the driving force transmission path to stop the transmission of torque by the clutch 34. The operating state of the clutch 34 is controlled by the control device 70 outputting to the actuator of the clutch 34 a command value (hereinafter referred to as a “command value of the clutch oil pressure”) of the hydraulic pressure of hydraulic fluid supplied to the clutch 34 . The actuator adjusts the hydraulic pressure of the hydraulic oil so as to be the command value input from the control device 70.

  The transmission 36 is a CVT (continuously variable transmission), a stepped AT, or the like. The output shaft of the transmission 36 is connected to the input shaft of the MG 40. The transmission 36 changes a primary transmission ratio (corresponding to a transmission ratio) as a ratio between the number of rotations of the input shaft of the transmission 36 and the number of rotations of the output shaft between the clutch 34 and the MG 40. That is, the transmission 36 changes the transmission gear ratio as the ratio between the rotation speed of the engine 20 and the rotation speed of the drive wheel 54. The primary transmission gear ratio of the transmission 36 is controlled by the controller 70.

  The MG 40 (motor, corresponding to a power source) has a function as a motor and a function as a generator. The output shaft of the MG 40 is connected to the drive wheel 54 via the differential 52. The ratio between the rotation speed (rotational speed) of the MG 40 and the rotation speed (rotational speed) of the drive wheel 54 is constant. MG 40 is driven by AC power supplied from inverter 68. Further, the MG 40 generates electric power by rotation of the input shaft or the output shaft of the MG 40. The driving state of MG 40 is controlled by control device 70 controlling the operating state of inverter 68.

  The inverter 68 converts DC power supplied from the high voltage battery 64 into AC power. The high voltage battery 64 is, for example, a NiH battery or a Li ion battery that supplies a voltage of approximately 300 V. The inverter 68 also converts AC power supplied from the MG 40 into DC power.

  The DCDC converter 62 boosts the voltage supplied from the low voltage battery 60 and supplies it to the high voltage battery 64 and the inverter 68. Further, the DCDC converter 62 steps down the voltage supplied from the high voltage battery 64 and the inverter 68 and supplies the voltage to the low voltage battery 60 and the starter 22. The operating state of the DCDC converter 62 is controlled by the controller 70.

  The control device 70 (corresponding to a drive control device) is a microcomputer including a CPU, a ROM, a RAM, an input / output interface, drive circuits for driving the respective devices, and the like. Control device 70 controls the state of each of the above-described devices based on the state of hybrid vehicle 10 detected by various sensors. The control device 70 is configured of an engine ECU that controls the engine 20, an MGECU that controls the MG 40, an HVECU that centrally controls the engine ECU and the MGECU, and the like.

  The various sensors include an engine speed sensor 71, a clutch input shaft speed sensor 72, a clutch output shaft speed sensor 73, a gear ratio sensor 74, an accelerator sensor 75, an MG speed sensor 76 and the like. The engine rotation number sensor 71 detects the rotation number per unit time of the engine 20 (that is, the rotation speed). The clutch input shaft rotational speed sensor 72 detects the rotational speed per unit time of the input shaft 34 a of the clutch 34. The clutch output shaft rotational speed sensor 73 (corresponding to a rotational speed detection unit) detects the rotational speed per unit time of an output shaft 34 b (corresponding to a rotating member) of the clutch 34. The MG rotation speed sensor 76 (corresponding to a detection unit) detects the rotation speed per unit time of the output shaft 40 a of the MG 40. These rotation speed sensors 71 to 73 are composed of resolvers, Hall elements, etc., and have detection accuracy higher than predetermined detection accuracy. The gear ratio sensor 74 detects the gear ratio of the CVT and the shift position of the stepped AT, that is, the primary gear ratio of the transmission 36. The accelerator sensor 75 detects the depression amount of the accelerator pedal (acceleration operation amount). Detection signals from these sensors 71 to 76 are sent to the control device 70. Hereinafter, the number of revolutions per unit time may be simply referred to as the number of revolutions.

  Control device 70 (corresponding to a damping control unit) sets the drive torque of MG 40 so as to suppress a sudden change of the drive torque transmitted to drive wheel 54 when the command value of the drive torque of engine 20 or MG 40 changes suddenly. Control (vibration control). Control device 70 suppresses the occurrence of a large torque shock in hybrid vehicle 10 by executing damping control.

  Then, control device 70 disconnects clutch 34 to drive hybrid vehicle 10 with power of MG 40, and connects clutch 34 to travel hybrid vehicle 10 with power of at least engine 20 among engine 20 and MG 40. Execute the HEV mode (corresponding to the HV mode).

  FIG. 2 is a flowchart showing an outline of transition control from the EV mode to the HEV mode. This series of processing is repeatedly executed by the control device 70 at a predetermined cycle.

  First, it is determined whether the driver request power is larger than the engine start threshold (S11). Specifically, the driver request power is calculated based on the accelerator operation amount detected by the accelerator sensor 75 and the rotational speed of the engine 20 detected by the engine rotational speed sensor 71. Then, it is determined whether the calculated driver request power is larger than the engine start threshold. The engine start threshold is set to a value that can determine that the power of the MG 40 alone is insufficient to satisfy the driver's required power.

  When it is determined in S11 that the driver request power is not larger than the engine start threshold (S11: NO), this series of processing is temporarily ended (END).

  On the other hand, when it is determined in S11 that the driver request power is larger than the engine start threshold (S11: YES), start control of the engine 20 described later is executed (S12). In addition, when it determines with driver request | requirement power being larger than an engine starting threshold value, this determination result is maintained until starting control of the engine 20 is complete | finished. Thereafter, this series of processing is temporarily ended (END).

  FIG. 3 is a flowchart showing an outline of the start control. This series of processing is called as its subroutine each time the processing of S12 of FIG. 2 is executed, and is executed by the control device 70.

  First, torque control (ENG torque control during start-up) of the engine 20 during start-up of the engine 20 is executed (S20). Subsequently, hydraulic control (clutch hydraulic control during start-up) of the clutch 34 during start-up of the engine 20 is executed (S50). Subsequently, torque control (MG torque control during start-up) of the MG 40 during start-up of the engine 20 is executed (S80). Details of these controls will be described later. Thereafter, the processing returns to the processing after S12 in FIG. 2 (RETURN). The order of the processes of S20, S50, and S80 is not limited to the order described above, and can be arbitrarily changed.

  Next, the outline of the start control will be described with reference to the time chart of FIG.

  Before time t1, hybrid vehicle 10 executes the EV mode in which it travels by the power of MG40. The command value of the clutch hydraulic pressure for controlling the operating state of the clutch 34 is instructed to be the minimum pressure (minimum pressure instruction). Thus, the clutch 34 disconnects between the torque converter 32 and the transmission 36. The rotational speed of the engine 20 and the rotational speed of the input shaft 34a of the clutch 34 are zero. Further, the MG command torque which is the command torque of the MG 40 is the command torque in the control in the EV mode (EV time control). The ENG command torque which is the command torque of the engine 20 is the command torque in the control in the EV mode, that is, the zero torque (EV-time control).

  At time t1, when the driver request power becomes larger than the engine start threshold value, the values of the start request flag and the start control flag change from "0" to "1". Thereby, the cranking of the engine 20 by the starter 22 is started, and the rotation speed of the engine 20 starts to rise. The MG command torque is the command torque in the control at the start of start. The command value of the clutch hydraulic pressure is set to the hydraulic pressure in the standby control. The ENG command torque is a constant command torque in constant torque control.

  At time t2, the ENG rotational speed reaches the ignition start rotational speed, and fuel injection by the fuel injection valve and ignition by the spark plug are started. At time t3, the engine 20 is completely detonated, and the ENG rotational speed starts to rise sharply, and cranking is completed when reaching a predetermined cranking completion rotational speed. Further, at time t3, the rotational speed of the input shaft 34a of the clutch 34 connected to the engine 20 via the torque converter 32 starts to rapidly increase.

  At time t4, the difference between the clutch output rotational speed, which is the rotational speed of the output shaft 34b of the clutch 34, minus the clutch input rotational speed, which is the rotational speed of the input shaft 34a of the clutch 34, is the filling start threshold (corresponding to a predetermined threshold) It becomes smaller than. Thereby, the filling control for filling the clutch 34 with the hydraulic oil is started. In the filling control (so-called first fill), the command value of the clutch oil pressure is set to the filling oil pressure for rapidly filling the clutch 34 with the operating oil. The execution period of the filling control is preset to a period in which the filling of the clutch 34 can be completed.

  At the time t5, when the execution period of the filling control ends, constant pressure control for maintaining the hydraulic pressure of the hydraulic oil of the clutch 34 at a constant pressure is started. In the constant pressure control, the command value of the clutch hydraulic pressure is maintained at a predetermined hydraulic pressure higher than 0 without generating a transfer torque by the clutch 34. The predetermined hydraulic pressure is set lower than the filling hydraulic pressure.

  At time t6, the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed becomes larger than the predetermined rotational speed difference. Thus, hydraulic gradual increase control for gradually increasing the command value of the clutch hydraulic pressure and torque gradual increase control for gradually increasing the ENG command torque are started.

  At time t7, the transmission torque is generated in the clutch 34, and the clutch output rotational speed, that is, the rotational speed of the MG 40 changes more than a predetermined value. Thereby, torque gradual reduction control to gradually reduce the MG command torque is started.

  At time t8, the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed is smaller than the first threshold. Thus, the torque gradual reduction control that gradually reduces the MG command torque, the hydraulic pressure gradual increase control that gradually increases the command value of the clutch hydraulic pressure, and the torque gradual increase control that gradually increases the ENG command torque are stopped.

  At time t9, the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed becomes smaller than the second threshold (<first threshold). Thereby, the command value of the clutch oil pressure is increased (end control). On the other hand, the torque gradual reduction control for gradually reducing the MG command torque and the torque gradual increase control for gradually increasing the ENG command torque are maintained while being stopped (termination control).

  When the command value of the clutch hydraulic pressure reaches the maximum pressure at time t10, the start control in-progress flag changes from "1" to "0". Thereby, the MG command torque and the ENG command torque become command torques in the control in the HEV mode (HEV control). That is, the MG command torque is decreased, and the ENG command torque is increased correspondingly. The command value of the clutch hydraulic pressure is instructed to be the maximum pressure (maximum pressure instruction). Thus, the HEV mode is executed in which the clutch 34 is connected and the hybrid vehicle 10 is driven by the power of the engine 20 and the MG 40.

  FIG. 5 is a flowchart showing the procedure of ENG torque control during start-up in S20 of FIG. This series of processing is called as its subroutine each time the processing of S20 of FIG. 3 is executed, and is executed by the control device 70.

  First, in accordance with the value of FlagEng, the process to be executed is determined (S21). The initial value of FlagEng is "0".

  If the value of FlagEng is "0", the torque constant control is executed (started) (S22). The command torque in the constant torque control is set to a command torque that can suppress the engine speed of the engine 20 from being blown up when the combustion of fuel by the engine 20 is started. Subsequently, the value of FlagEng is set to "1" (S23). Thereafter, the processing returns to the processing after S20 of FIG. 3 (RETURN).

  On the other hand, when the value of FlagEng is "1", it is determined whether the termination condition of constant torque control is satisfied (S24). The termination condition of constant torque control will be described later. When it is determined that the termination condition of the constant torque control is not satisfied (S24: NO), the constant torque control is executed (continue). Thereafter, the processing returns to the processing after S20 of FIG. 3 (RETURN).

  When it is determined in S24 that the termination condition of the constant torque control is satisfied (S24: YES), the torque gradual increase control is executed (started) (S26). Subsequently, the value of FlagEng is set to "2" (S27). Thereafter, the processing returns to the processing after S20 of FIG. 3 (RETURN).

  On the other hand, when the value of FlagEng is "2", it is determined whether the termination condition of the torque gradual increase control is satisfied (S28). The termination condition of the torque gradual increase control will be described later. When it is determined that the termination condition of the torque gradual increase control is not established (S28: NO), the torque gradual increase control is executed (continue) (S29). Details of the torque gradual increase control will be described later. Thereafter, the processing returns to the processing after S20 of FIG. 3 (RETURN).

  If it is determined in S28 that the termination condition of the torque gradual increase control is satisfied (S28: YES), the above termination control is executed (S30). Subsequently, ENG torque control during start-up is ended, and the value of FlagEng is set to "0" (S31). Thereafter, the processing returns to the processing after S20 of FIG. 3 (RETURN). The process of S29 corresponds to the process as the torque gradual increase unit.

  FIG. 6 is a flowchart showing a procedure of clutch hydraulic pressure control during start-up in S50 of FIG. This series of processing is called as its subroutine each time the processing of S50 of FIG. 3 is executed, and is executed by the control device 70.

  First, in accordance with the value of FlagCL, the process to be executed is determined (S51). The initial value of FlagCL is "0".

  If the value of FlagCL is "0", the above standby control is executed (started) (S52). Details of the standby control will be described later. Subsequently, the value of FlagCL is set to "1" (S53). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagCL is "1", it is determined whether the termination condition of the standby control is satisfied (S54). The termination condition of the standby control will be described later. If it is determined that the termination condition of the standby control is not satisfied (S54: NO), the standby control is executed (continue) (S55). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  When it is determined in S54 that the termination condition of the standby control is satisfied (S54: YES), the filling control is executed (started) (S56). Subsequently, the value of FlagCL is set to "2" (S57). Subsequently, the elapsed time t is set to 0, that is, measurement of the elapsed time t is started. Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagCL is “2”, the control period Δt is added to the elapsed time t to set it as the elapsed time t (S59). Subsequently, it is determined whether the elapsed time t is the completion time QT or more (S60). The completion time QT is preset to the time from the start of the filling of the hydraulic oil to the clutch 34 to the completion of the filling, and corresponds to the execution period of the filling control. When it is determined that the elapsed time t is not longer than the completion time QT (S60: NO), the filling control is executed (continue). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  When it is determined in S60 that the elapsed time t is equal to or longer than the completion time QT (S60: YES), the constant pressure control is executed (started) (S62). Details of the constant pressure control will be described later. Subsequently, the value of FlagCL is set to "3" (S63). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagCL is "3", it is determined whether the termination condition of constant pressure control is satisfied (S64). The termination condition of constant pressure control will be described later. When it is determined that the termination condition of the constant pressure control is not satisfied (S64: NO), the constant pressure control is executed (continue) (S65). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  When it is determined in S64 that the termination condition of the constant pressure control is satisfied (S64: YES), the above-mentioned hydraulic gradual increase control is executed (started) (S66). The details of the hydraulic gradual increase control will be described later. Subsequently, the value of FlagCL is set to "4" (S67). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagCL is "4", it is determined whether the termination condition of the hydraulic pressure gradual increase control is satisfied (S68). The termination condition of the hydraulic gradual increase control will be described later. When it is determined that the termination condition of the hydraulic gradual increase control is not established (S68: NO), the hydraulic gradual increase control is executed (continue) (S69). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN).

  If it is determined in S68 that the termination condition of the hydraulic pressure gradual increase control is satisfied (S68: YES), the above termination control is executed (S70). Subsequently, the clutch hydraulic pressure control during starting is ended, and the value of FlagCL is set to "0" (S71). Thereafter, the process returns to the process after S50 in FIG. 3 (RETURN). The process of S69 corresponds to the process of the transmission incrementing unit.

  FIG. 7 is a flowchart showing the procedure of MG torque control during start-up in S80 of FIG. This series of processing is called as its subroutine each time the processing of S80 of FIG. 3 is executed, and is executed by the control device 70.

  First, a reference rotational speed (corresponding to a target rotational speed) which is a reference rotational speed of the MG 40 in the transition process from the EV mode to the HEV mode is set (S81a). Details of the reference rotation number will be described later. Subsequently, a process to be executed is determined according to the value of FlagMG (S81). The initial value of FlagMG is "0".

  When the value of FlagMG is "0", the control at the start of starting is executed (started) (S82). Details of the start-up control will be described later. Subsequently, the value of FlagMG is set to "1" (S83). Thereafter, the processing returns to the processing after S80 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagMG is "1", it is determined whether the start condition start control termination condition is satisfied (S84). The termination condition of the start-up control will be described later. When it is determined that the termination condition of the start-up start control is not satisfied (S84: NO), the start-up start control is executed (continue). Thereafter, the processing returns to the processing after S80 in FIG. 3 (RETURN).

  When it is determined in S84 that the termination condition of start-up start control is satisfied (S84: YES), the above-mentioned torque gradual reduction control is executed (started) (S86). Details of the torque gradual reduction control will be described later. Subsequently, the value of FlagMG is set to "2" (S87). Thereafter, the processing returns to the processing after S80 in FIG. 3 (RETURN).

  On the other hand, when the value of FlagMG is "2", it is determined whether the termination condition of the gradual torque reduction control is satisfied (S88). The termination condition of the torque gradual reduction control will be described later. When it is determined that the termination condition of the gradual torque reduction control is not established (S88: NO), the gradual torque reduction control is executed (continue). Thereafter, the processing returns to the processing after S80 in FIG. 3 (RETURN).

  When it is determined in S88 that the termination condition of the gradual torque reduction control is satisfied (S88: YES), the above termination control is executed (S90). Subsequently, the MG torque control during start-up is ended, and the value of FlagMG is set to "0" (S91). Thereafter, the processing returns to the processing after S80 in FIG. 3 (RETURN). The process of S81a corresponds to the process of the target setting unit.

  FIG. 8 is a flow chart showing the procedure of standby control in the command value of the clutch hydraulic pressure. This series of processing is executed by the control device 70.

  First, it is determined whether the value of Flag cranking is "1" (S551). The initial value of Flag cranking is "0".

  If it is determined that the value of the Flag cranking is not "1" (S551: NO), it is determined whether cranking of the engine 20 has ended (S552). Specifically, after the cranking of the engine 20 is started, it is determined whether the ENG rotational speed detected by the engine rotational speed sensor 71 has reached the cranking end rotational speed. The cranking end rotational speed (corresponding to a predetermined rotational speed) is a rotational speed at which the engine 20 can operate independently due to the combustion of fuel.

  If it is determined in step S552 that the cranking of the engine 20 has not ended (S552: NO), the process proceeds to step S554. On the other hand, when it is determined that the cranking of the engine 20 is finished (S 552: YES), the value of the Flag cranking is set to “1” (S 553).

  Subsequently, it is determined whether the difference obtained by subtracting the clutch input rotational speed from the clutch output rotational speed is smaller than the filling start threshold (S554). Even if the hydraulic pressure of the hydraulic fluid of the clutch 34 overshoots the command value of the clutch hydraulic pressure and the transmission torque is generated by the clutch 34, the torque shock is generated in the hybrid vehicle 10. It is set to a value that can be suppressed. In addition, that the said difference is smaller than a filling start threshold value corresponds to the rotation speed of the input shaft 34a of the clutch 34 being in a predetermined range.

  Here, as the transmission gear ratio of the transmission 36 is larger (as the shift gear of the transmission 36 is lower), the torque transmitted between the engine 20 and the drive wheels 54 is larger, and the torque shock of the hybrid vehicle 10 is It is easy to occur. In other words, the smaller the transmission gear ratio of the transmission 36 (the higher the shift gear of the transmission 36 is, the smaller the torque transmitted between the engine 20 and the drive wheels 54 becomes), and the torque shock of the hybrid vehicle 10 Is less likely to occur. Based on these, as shown in FIG. 9, the filling start threshold value is set to a smaller value as the primary transmission gear ratio (transmission gear ratio) of the transmission 36 is larger, in other words, the charging starts as the primary transmission gear ratio of the transmission 36 is smaller. Set the threshold to a large value. The primary transmission ratio of the transmission 36 is detected by a transmission ratio sensor 74.

  When it is determined in S 554 that the difference is not smaller than the filling start threshold (S 554: NO), the process proceeds to S 556. On the other hand, when it is determined that the difference is smaller than the filling start threshold (S554: YES), the value of the FlagCL rotational difference is set to "1" (S555). The initial value of the FlagCL rotational difference is “0”.

  Subsequently, the command value of the clutch hydraulic pressure is set to a predetermined value or less (S556). The predetermined value is a value lower than the command value of the clutch hydraulic pressure in the constant pressure control, and is, for example, the minimum pressure. Thereafter, the process returns to the process after the standby control (RETURN).

  When it is determined that the value of the Flag cranking is “1” (S551: YES), it is determined whether the value of the FlagCL rotational difference is “1” (S557). If it is determined that the value of the FlagCL rotational difference is not "1" (S557: NO), the process proceeds to the process of S554.

  On the other hand, when it is determined in S557 that the value of the FlagCL rotational difference is “1” (S557: YES), the standby control is ended, and the Flag cranking value is set to “0”. Set the difference value to "0". That is, it is determined that cranking of the engine 20 has ended and that the difference between the clutch output rotational speed and the clutch input rotational speed is determined to be smaller than the filling start threshold value (standby control end condition). End the standby control (start the filling control). Thereafter, the process returns to the process after the standby control (RETURN).

  The process of S552 corresponds to the process of the first determination unit, the process of S554 corresponds to the process of the second determination unit, and the process of S551 and the process of S557 correspond to the process of the hydraulic control unit.

  Fig.10 (a) is a time chart which shows the start aspect of the filling control of a prior art, FIG.10 (b) is a time chart which shows the start aspect of the filling control of this embodiment.

  As shown in FIG. 10A, in the prior art, the filling control is started by raising the command value of the clutch hydraulic pressure to the filling hydraulic pressure simultaneously with the start of the cranking. For this reason, at the start of the filling control or during the filling control, the transmission torque is generated in the clutch 34, and there is a possibility that a torque shock may be generated. In that case, the load on the starter 22 may increase, and the engine 20 may not be appropriately cranked. In particular, when the temperature or humidity rises, the viscosity of the hydraulic oil decreases, and the hydraulic pressure of the hydraulic oil supplied to the clutch 34 tends to overshoot the command value of the clutch hydraulic pressure during the filling control. When hydraulic oil pressure overshoot occurs during cranking, the starter load increases and proper cranking can not be performed. Moreover, if the clutch input / output rotational speed difference is large at the timing at which the hydraulic oil overshoot of the hydraulic oil occurs, the starter load further increases when the input shaft 34a of the clutch 34 and the output shaft 34b are connected.

  On the other hand, as shown in FIG. 10 (b), in the present embodiment, even if cranking is started, the command value of the clutch hydraulic pressure is set to the hydraulic pressure (for example, minimum pressure) at the time of standby control. Will not start. Therefore, the transmission torque is not generated in the clutch 34 during cranking, and the engine 20 can be appropriately cranked. During cranking, the engine is ignited at a certain timing up to time t4, and when the engine speed detection value reaches a predetermined cranking end speed, it is determined by the first determination unit that cranking has ended, and the starter 22 The pinion is disengaged from the engine 20. Then, at time t4, when the filling control start condition is satisfied, the filling control is started. That is, under the condition that it is determined that the cranking of engine 20 has ended and that the difference between the clutch output rotational speed and the clutch input rotational speed at time t4 is determined to be smaller than the filling start threshold, the filling control Is started. For this reason, even if the transfer torque is generated by the clutch 34 due to the hydraulic pressure overshoot of the hydraulic oil at the start of the filling control or during the filling control, the cranking is completed and the clutch input / output rotational speed difference is small Therefore, it is possible to suppress the occurrence of the torque shock in the hybrid vehicle 10.

  FIG. 11 is a flowchart showing the procedure of constant pressure control in the command value of the clutch hydraulic pressure. This series of processing is executed by the control device 70.

  First, a command value of clutch hydraulic pressure in constant pressure control is calculated (S641). In the constant pressure control, the command value of the clutch hydraulic pressure is calculated so that the hydraulic pressure at which the transfer torque starts to be generated by the clutch 34 or the hydraulic pressure slightly lower than the hydraulic pressure is obtained.

  Subsequently, an end determination of constant pressure control described later is executed (S642). Thereafter, the process returns to the process after the constant pressure control (RETURN).

  FIG. 12 is a flowchart showing the procedure for determining the end of the constant pressure control. This series of processing is executed by the control device 70.

  First, it is determined whether the ENG rotation speed detected by the engine rotation speed sensor 71 is higher than a predetermined rotation speed (S643). The predetermined rotational speed is set to a rotational speed that can suppress the ENG rotational speed from becoming excessively low even if the transmission torque is generated by the clutch 34.

  Here, the transmission torque of the clutch 34 is increased as the required value of the drive torque (driver request torque) for causing the hybrid vehicle 10 to travel is larger. For this reason, when connecting the clutch 34, the ENG rotational speed is easily reduced. For this reason, as shown in FIG. 13, as the accelerator operation amount detected by the accelerator sensor 75 is larger, the predetermined rotational speed is set to a higher value.

  If it is determined in S643 that the ENG rotational speed is not higher than the predetermined rotational speed (S643: NO), the process returns to the processing after the determination of the end of the constant pressure control (RETURN). On the other hand, when it is determined that the ENG rotational speed is higher than the predetermined rotational speed (S643: YES), it is determined whether the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed is larger than the predetermined rotational speed difference. (S644). Even if the hydraulic pressure of the hydraulic fluid of the clutch 34 overshoots the command value of the clutch hydraulic pressure and the transmission torque is generated by the clutch 34, there is a difference between the clutch input rotational speed and the clutch output rotational speed The rotation speed difference is easy to maintain.

  As described above, as the transmission gear ratio of the transmission 36 is larger, torque shock is more likely to occur in the hybrid vehicle 10. In other words, the torque shock is less likely to occur in the hybrid vehicle 10 as the transmission gear ratio of the transmission 36 is smaller. Based on these, as shown in FIG. 14, the larger the primary transmission gear ratio (transmission gear ratio) of the transmission 36, the larger the predetermined rotational speed difference is set. In other words, the smaller the primary transmission gear ratio of the transmission 36, the predetermined Set the rotational speed difference to a small value.

  If it is determined in S644 that the rotational speed difference is not larger than the predetermined rotational speed difference (S644: NO), the process returns to the processing after the termination determination of the constant pressure control (RETURN). On the other hand, when it is determined that the rotation speed difference is larger than the predetermined rotation speed difference (S644: YES), the constant pressure control is ended (S645), and the process returns to the processing after the determination of the constant pressure control end (RETURN). That is, it is determined that the ENG speed is determined to be higher than the predetermined speed, and the speed difference obtained by subtracting the clutch output speed from the clutch input speed is determined to be larger than the predetermined speed difference (constant pressure control As a termination condition, constant pressure control is terminated (hydraulic pressure increase control and torque gradual increase control are started).

  The process of S643 corresponds to the process of the engine rotational speed determination unit, the process of S644 corresponds to the process of the rotational speed difference determination unit, and the process of S643 to S645 corresponds to the hydraulic control unit (transmission torque control unit). Corresponds to the processing of

  FIG. 15 is a time chart showing an end aspect of constant pressure control (start aspect of hydraulic gradual increase control) in a command value of clutch hydraulic pressure.

  At time t5, the filling control is ended and the constant pressure control is started. After that, even if the clutch input rotational speed exceeds the clutch output rotational speed, if the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed is not larger than the predetermined rotational speed difference, the oil pressure gradual increase control is not started. For this reason, at the time of the start of the gradual hydraulic pressure increase control, it is possible to suppress the sudden connection of the clutch 34 due to the generation of the transmission torque by the clutch 34 due to the hydraulic pressure overshoot or the like in the state where the rotational speed difference is small. As a result, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10 at the start of the hydraulic pressure gradual increase control.

  Further, even if the clutch input rotational speed exceeds the clutch output rotational speed, if the ENG rotational speed is not higher than the predetermined rotational speed, the hydraulic gradual increase control is not started. For this reason, it is possible to suppress the occurrence of a torque shock in the hybrid vehicle 10 because the transmission torque is generated in the clutch 34 at the start of the hydraulic pressure gradual increase control and the ENG rotation speed becomes excessively low.

  Then, at time t6, when the start condition of the hydraulic pressure gradual increase control is satisfied, the hydraulic pressure gradual increase control is started. That is, when the ENG rotational speed becomes higher than the predetermined rotational speed and the rotational speed difference obtained by subtracting the clutch output rotational speed from the clutch input rotational speed becomes larger than the predetermined rotational speed difference, the transfer torque gradual increase portion starts the hydraulic pressure gradual increase control. Be done. Therefore, even if the transfer torque is generated by the clutch 34 at the start of the hydraulic gradual increase control or during the hydraulic gradual increase control, it is possible to suppress the occurrence of the torque shock in the hybrid vehicle 10.

  By the way, when the command value of the drive torque of engine 20 or MG 40 suddenly changes, resonance may occur in the drive system of hybrid vehicle 10 and a large torque shock may occur in hybrid vehicle 10. If transition to estimation of the transmission start timing of the clutch 34 is made in that state, there is a possibility that the transmission start timing can not be appropriately estimated. In this respect, the control device 70 basically always performs damping control.

  FIG. 16 is a flow chart showing a procedure of the control at start-up of the MG command torque. This series of processing is executed by the control device 70.

  First, it is determined whether the termination condition of the filling control is satisfied (S841). This process is the same process as the process of S60 of FIG. 6, and is a process of determining whether the elapsed time t is the completion time QT or more. When it is determined that the termination condition of the filling control is not satisfied (S841: NO), the driver request torque is set as the MG command torque (S842). After that, the process returns to the process after start control (RETURN). On the other hand, when it is determined that the termination condition of the filling control is satisfied (S841: YES), the damping control is ended (S843). The damping control is ended (prohibited) before the estimation of the transmission start timing is started. That is, during the estimation of the transmission start timing of the clutch 34, the damping control is prohibited.

  Subsequently, it is determined whether the value of FlagMgRpm is "1" (S844). The initial value of FlagMgRpm is "0". In this determination, when it is determined that the value of FlagMgRpm is not "1" (S844: NO), the change rate of the average value in a predetermined period of MG rotational speed (corresponding to clutch output rotational speed) is larger than the predetermined change rate. It is determined whether or not (S845).

  Here, when the transmission torque is generated when connecting the clutch 34, a change occurs in the number of revolutions per unit time (clutch output number of revolutions) of the output shaft 34b of the clutch 34. However, the clutch output rotational speed detected by the clutch output shaft rotational speed sensor 73 includes a component due to noise. Therefore, assuming that the timing at which the change rate of the clutch output rotational speed detected by the clutch output shaft rotational speed sensor 73 becomes larger than the predetermined change rate is the transmission start timing of the clutch 34, the change rate of the rotational speed due to noise The change may be mispredicted as the transmission start timing of the clutch 34. Therefore, as described above, the average value of the clutch output rotational speed in a predetermined period is used.

  Further, the change of the clutch output rotational speed at the transmission start timing of the clutch 34 fluctuates depending on the traveling state of the hybrid vehicle 10. Specifically, the change in the clutch output rotational speed becomes larger as the required value of the drive torque (driver request torque) for causing the hybrid vehicle 10 to travel is larger. Therefore, as shown in FIG. 17, the predetermined change rate is set to a larger value as the driver request torque is larger.

  When it is determined in S845 that the change rate of the average value of the MG rotational speed in the predetermined period is not larger than the predetermined change rate (S845: NO), the process proceeds to S842. On the other hand, when it is determined that the change rate of the average value in the predetermined period of the MG rotational speed is larger than the predetermined change rate (S845: YES), the value of FlagMgRpm is set to “1”. That is, the timing at which the change rate of the average value in the predetermined period of the MG rotational speed becomes larger than the predetermined change rate is estimated as the transmission start timing. The fact that the rate of change of the average value of the MG rotational speed in a predetermined period has become greater than the predetermined rate of change corresponds to that the rotational speed of the clutch output shaft has changed larger than a predetermined value. Thereafter, the process proceeds to the process of S842.

  Then, if it is determined in S844 that the value of FlagMgRpm is "1" (S844: YES), start-start control is ended (torque gradual reduction control is started), and damping control is started, and FlagMgRpm is started. Set the value of to "0". Specifically, the estimated transmission start timing of the clutch 34 is set as the gradual reduction start timing of the drive torque of the MG 40. That is, based on the transmission start timing of the clutch 34 estimated, the gradual reduction start timing of the drive torque of the MG 40 is controlled. Thereafter, the process proceeds to the process of S842.

  The process of S845 corresponds to the process of the transmission estimation unit, and the process of S844 to 847 corresponds to the process of the timing control unit.

  FIG. 18 is a time chart showing a start mode of torque replacement control of MG command torque in the prior art.

  At time t11, filling control (so-called fast fill) for filling the clutch 34 with the hydraulic oil is started. At time t12, control for maintaining the command value of the clutch hydraulic pressure at a constant pressure at which the transfer torque is not generated by the clutch 34 is started.

  At time t13, when the clutch input rotational speed exceeds the clutch output rotational speed, torque replacement control is started. In the torque replacement control, the command value of the clutch hydraulic pressure is gradually increased, and the ENG command torque (not shown) is gradually increased. Correspondingly, by gradually reducing the MG command torque, the drive shaft torque which is the torque transmitted to the drive wheel 54 is prevented from changing from the driver request torque.

  However, the oil pressure of the hydraulic fluid of the clutch 34 may vary as the characteristics of the clutch 34 vary from one individual to another or the viscosity of the hydraulic fluid changes due to the effects of air temperature and humidity. As a result, as indicated by the region A1, the timing at which the transmission torque is generated by the clutch 34 is later than time t13 at which the command value of the clutch oil pressure is gradually increased, ie, time t13 at which the drive torque of MG 40 is gradually reduced. . In addition, when a deviation occurs between the command value of the clutch and the actual transmission amount due to the variation of the characteristics such as μ of the clutch, a deviation occurs between the reference rotational speed and the actual rotational speed. As a result, as indicated by the region A2, the drive shaft torque decreases from time t13 to time t15, and a torque shock occurs in the vehicle.

  FIG. 19 is a time chart showing the start mode of the torque gradual reduction control of the MG command torque in which the timing shift in the present embodiment is prevented. Here, a case where control similar to that at time t11 to t13 in FIG. 18 is executed at time t21 to t23 will be described as an example.

  In the filling control performed at time t21 to t22, the clutch oil pressure may increase as indicated by a broken line, and transmission torque may be temporarily generated in the clutch 34. Further, the clutch output rotational speed detected by the clutch output shaft rotational speed sensor 73 includes a component due to noise. Specifically, in the detected clutch output rotational speed, the fluctuation of the rotational speed due to unevenness of the road on which the hybrid vehicle 10 travels, the hydraulic pressure of the hydraulic oil of the clutch 34 overshoots the command value, and the clutch 34 temporarily Fluctuation due to the generation of the transmission torque. So, in this embodiment, the transmission start timing of the clutch 34 is estimated on the condition that the filling of the hydraulic oil with respect to the clutch 34 was complete | finished.

  Here, when damping control is performed to control the drive torque of MG 40 so as to suppress a sudden change of the drive torque transmitted to drive wheel 54, the clutch output rotation speed (when the transfer torque is generated by clutch 34) Variations in the MG rotational speed are also suppressed, and there is a possibility that the transmission start timing of the clutch 34 can not be estimated appropriately. In this respect, in the present embodiment, the damping control is prohibited during the estimation of the transmission start timing of the clutch 34.

  At time t23, when the clutch input rotational speed exceeds the clutch output rotational speed, an oil pressure gradual increase control to gradually increase the command value of the clutch hydraulic pressure is started (this timing is called the gradual start timing of the hydraulic pressure) and ENG command torque ( The torque gradual increase control to gradually increase (not shown) is started. However, at this time point, the torque gradual reduction control for gradually reducing the MG command torque is not started.

  At time t24, the change rate of the average value of the MG rotational speed in the predetermined period becomes larger than the predetermined change rate, and it is estimated to be the transmission start timing of the clutch 34. Then, torque gradual reduction control to gradually reduce the MG command torque is started. That is, in accordance with the transmission start timing of the clutch 34, the gradual reduction of the drive torque of the MG 40 is started. As a result, the reduction of the drive shaft torque is suppressed, and the drive shaft torque is maintained at a value close to the driver request torque.

  FIG. 20 is a flow chart showing a procedure of the above-mentioned oil pressure gradual increase control in the command value of the clutch oil pressure. This series of processing is executed by the control device 70.

  First, it is determined whether the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 is smaller than a first threshold (S681). The rotational speed of the input shaft 34 a (clutch input rotational speed) is detected by a clutch input shaft rotational speed sensor 72. The rotational speed (clutch output rotational speed) of the output shaft 34 b is detected by a clutch output shaft rotational speed sensor 73.

  If it is determined in S681 that the rotational speed difference is not smaller than the first threshold (S681: NO), the command value of the clutch hydraulic pressure is gradually increased (S682). For example, the command value of the clutch hydraulic pressure is gradually raised at a constant speed. Thereafter, the process returns to the processing after the hydraulic pressure incremental control (RETURN).

  Here, when the transmission torque of the clutch 34 is gradually increased, the difference between the number of rotations of the input shaft 34 a and the number of rotations of the output shaft 34 b per unit time gradually decreases. Then, when the rotational speed of the input shaft 34a of the clutch 34 matches the rotational speed of the output shaft 34b, the friction plate on the input shaft 34a side (ie, the friction member) and the friction plate on the output shaft 34b are in close contact The clutch 34 is connected. Just before the friction plate on the input shaft 34a side and the friction plate on the output shaft 34b close contact, the coefficient of friction of these friction plates tends to change. Therefore, when the difference between the rotational speed of the input shaft 34a of the clutch 34 and the rotational speed of the output shaft 34b approaches 0, the clutch 34 is likely to be suddenly engaged. The first threshold is set to a value capable of determining that a sudden connection of the clutch 34 may occur.

  Further, as the required value of the driving torque for causing hybrid vehicle 10 to travel is larger, the acceleration of hybrid vehicle 10 is larger, and the torque shock at the time of connection of clutch 34 is relatively smaller. Therefore, as shown in FIG. 21, the first threshold is set to a smaller value as the accelerator operation amount detected by the accelerator sensor 75 is larger (as the driver request torque is larger). That is, the timing of stopping the gradual increase of the hydraulic pressure of the clutch 34 is delayed.

  On the other hand, if it is determined in S681 that the rotational speed difference is smaller than the first threshold (S681: YES), it is determined whether the rotational speed difference is smaller than the second threshold (S683). The second threshold is set to a value smaller than the first threshold.

  When it is determined in S683 that the rotational speed difference is not smaller than the second threshold (S683: NO), the gradual increase of the command value of the clutch hydraulic pressure is stopped (S684). Specifically, when it is determined that the rotational speed difference is smaller than the first threshold value, the gradual increase of the command value of the clutch hydraulic pressure (that is, the transmission torque) is stopped to maintain the command value of the clutch hydraulic pressure constant. Thereafter, the process returns to the processing after the hydraulic pressure incremental control (RETURN).

  On the other hand, if it is determined in S683 that the rotational speed difference is smaller than the second threshold (S683: YES), the hydraulic gradual increase control is ended (end control is started) (S685). That is, the transmission torque of the clutch 34 is increased on the condition that the rotation speed difference is determined to be smaller than the second threshold. Thereafter, the process returns to the processing after the hydraulic pressure incremental control (RETURN).

  The process of S682 corresponds to the process of the hydraulic pressure increasing portion (transmission gradually increasing portion), the process of S681 corresponds to the process of the first rotational speed difference determining portion, and the processes of S681 to S685 as the transmission torque control portion. The process of S683 corresponds to the process of the second rotational speed difference determination unit.

  FIG. 22 is a flow chart showing the procedure of the torque gradual increase control of ENG command torque. This series of processing is executed by the control device 70.

  First, it is determined whether the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 is smaller than the first threshold (S281). The process of S281 is the same as the process of S681.

  If it is determined in S281 that the rotational speed difference is not smaller than the first threshold (S281: NO), the ENG command torque is gradually increased. For example, the ENG command torque is gradually increased at a constant speed. That is, during the gradual increase of the transmission torque of the clutch 34, the ENG command torque is gradually increased based on the transmission torque. Thereafter, the process returns to the processing after the torque gradual increase control (RETURN).

  On the other hand, when it is determined in S281 that the rotational speed difference is smaller than the first threshold (S281: YES), it is determined whether the rotational speed difference is smaller than the second threshold (S283). The second threshold is set to a value smaller than the first threshold. The process of S283 is the same as the process of S683.

  If it is determined in S283 that the rotation speed difference is not smaller than the second threshold (S283: NO), the gradual increase of the ENG command torque is stopped (S284). Specifically, when it is determined that the rotation speed difference is smaller than the first threshold value, the gradual increase of the ENG command torque is stopped to maintain the ENG command torque constant. Thereafter, the process returns to the processing after the torque gradual increase control (RETURN).

  On the other hand, when it is determined in S283 that the rotational speed difference is smaller than the second threshold (S283: YES), the torque gradual increase control is ended (end control is started) (S285). Thereafter, the process returns to the processing after the torque gradual increase control (RETURN). In the end control of the ENG command torque, the gradual increase of the ENG command torque is stopped to maintain the ENG command torque constant.

  The process of S282 corresponds to the process as the engine torque gradually increasing unit (torque gradually increasing unit), the process of S281 corresponds to the process as the first rotational speed difference determining unit, and the processes of S281 to S285 as the driving torque control unit. The processing of S283 corresponds to the processing as the second rotational speed difference determination unit.

  FIG. 23 is a flow chart showing a procedure of the torque gradual reduction control of the MG command torque. This series of processing is executed by the control device 70.

  First, it is determined whether the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 is smaller than the first threshold (S881). The process of S881 is the same as the process of S681.

  If it is determined in S881 that the rotational speed difference is not smaller than the first threshold (S881: NO), the MG command torque is gradually decreased (S882). For example, the MG command torque is gradually decreased at a constant speed. That is, during the gradual increase of the transfer torque of the clutch 34, the MG command torque is gradually reduced based on the transfer torque. Thereafter, the process proceeds to the process of S886.

  On the other hand, when it is determined in S881 that the rotational speed difference is smaller than the first threshold (S881: YES), it is determined whether the rotational speed difference is smaller than the second threshold (S883). The second threshold is set to a value smaller than the first threshold. The process of S883 is the same as the process of S683.

  If it is determined in S883 that the rotational speed difference is not smaller than the second threshold (S883: NO), the gradual decrease of the MG command torque is stopped (S884). Specifically, when it is determined that the rotational speed difference is smaller than the first threshold, the gradual decrease of the MG command torque is stopped to maintain the MG command torque constant. Thereafter, the process proceeds to the process of S886.

  On the other hand, when it is determined in S883 that the rotational speed difference is smaller than the second threshold (S883: YES), the torque gradual reduction control is ended (end control is started) (S885). Thereafter, the process proceeds to the process of S886. In the termination control of the MG command torque, the gradual decrease of the MG command torque is stopped to maintain the MG command torque constant.

  In S886, MG command torque (drive torque) is corrected (controlled) so that the rotation speed of MG 40 approaches the set reference rotation speed in the transition process from EV mode to HEV mode (MG command torque correction) . Details of the MG command torque correction will be described later. Thereafter, the process returns to the processing after the torque gradual reduction control (RETURN).

  The process of S 882 corresponds to the process as the motor torque gradually reducing part, the process of S 881 corresponds to the process as the first rotational speed difference judging part, and the processes of S 881 to S 885 correspond to the process as the driving torque control part. The process of S883 corresponds to the process of the second rotational speed difference determination unit, and the process of S886 corresponds to the process of the torque control unit.

  FIG. 24 is a flow chart showing the procedure of setting the standard rotational speed. This series of processing is executed by the control device 70.

  First, it is determined whether or not torque gradual reduction control is being performed (S901). In this determination, when it is determined that the torque gradual reduction control is not being executed (S901: NO), the base vehicle acceleration is calculated (S902). As shown in FIG. 25, base vehicle acceleration is calculated based on the required driving torque and the vehicle speed. Specifically, although illustration is omitted, the base vehicle acceleration is calculated by applying the currently required drive torque and the vehicle speed to a map in which the relationship between the required drive torque, the vehicle speed, and the base vehicle acceleration is preset. . This map can be set in advance based on experiments or the like or calculations from vehicle specifications. In this map, as the required driving torque is larger, the base vehicle acceleration is larger, and as the vehicle speed is higher, the traveling resistance is increased, so the base vehicle acceleration is smaller. The base vehicle acceleration can be said to be a standard acceleration of the hybrid vehicle 10 determined from the required driving torque and the vehicle speed. The required driving torque can be calculated based on the amount of operation of the driver operating the accelerator pedal (accelerator operating member) of the vehicle. Therefore, instead of the required driving torque, the operation amount of the accelerator pedal may be used. Further, when calculating the base vehicle acceleration, it can also be calculated based on the required driving torque without using the vehicle speed.

  Subsequently, based on the calculated base vehicle acceleration, a base MG rotation speed change amount is calculated (S903). Specifically, since the ratio between the rotation speed (rotational speed) of MG 40 and the rotation speed (rotational speed) of drive wheel 54 is constant, the change of the acceleration of the vehicle and the rotation speed per control cycle of MG 40 The ratio to the amount (slope of rotational speed) is also constant. Therefore, the base MG rotational speed change amount (corresponding to the base inclination) is calculated by multiplying the calculated base vehicle acceleration by a predetermined ratio. That is, as the speed of the vehicle is higher, the base vehicle acceleration and hence the base MG rotational speed change amount is made smaller.

  Subsequently, the MG rotational speed change amount is calculated (S904). The MG rotational speed change amount (corresponding to the inclination of the rotational speed of the MG 40) is an amount of change of the rotational speed per unit time of the MG 40 (that is, the rotational speed) from the previous control cycle to the current control cycle. Therefore, based on the detection signal of the MG rotation speed sensor 76, the previous value is subtracted from the current value of the MG rotation speed to calculate the MG rotation speed change amount. In order to remove noise, the MG rotational speed change amount may be filtered, or an average value of a plurality of MG rotational speed change amounts may be used.

  Subsequently, a load correction value is calculated (S905). Specifically, a load correction value is calculated by subtracting the calculated base MG rotational speed change amount from the calculated MG rotational speed change amount. The load correction value indicates how much the MG rotational speed change amount deviates from the base MG rotational speed change amount due to the weight of the hybrid vehicle 10, the gradient of the road on which the hybrid vehicle 10 travels, or the like.

  Subsequently, the current rotation speed of the MG 40 is set as the reference rotation speed (S906). That is, when it is determined that the torque gradual reduction control is not being performed, the current rotation speed of MG 40 is set as the reference rotation speed. After that, this series of processing ends (END).

  On the other hand, when it is determined in step S901 that gradual torque reduction control is not being executed (S901: NO), base vehicle acceleration is calculated (S907). The process of S907 is the same as the process of S902.

  Subsequently, the base MG rotational speed change amount is calculated based on the calculated base vehicle acceleration (S908). The process of S908 is the same as the process of S903.

  Subsequently, the reference change amount is calculated (S909). Specifically, the calculated load correction value is added to the calculated base MG rotational speed change amount to calculate the reference change amount. The reference change amount is one of the rotation speeds of the MG 40, which is corrected based on the weight of the hybrid vehicle 10, the gradient of the road on which the hybrid vehicle 10 travels, etc. It is the amount of change per control cycle. The load correction value is calculated in the start start control (included in the EV mode) or the EV control (EV mode) before the gradual torque reduction control is started. That is, the reference rotational speed (corresponding to the target rotational speed) is set so that the inclination of the rotational speed of MG 40 in the transition process approaches the inclination of the rotational speed of MG 40 in the execution period of EV mode before transition to HEV mode. .

  Subsequently, the reference rotation number is set (S910). Specifically, a value obtained by adding the reference change amount to the previous value of the reference rotation number is set as the reference rotation number. After that, this series of processing ends (END). The processing of S901 to S910 corresponds to the processing as the target setting unit.

  FIG. 26 is a flowchart showing the procedure of the MG command torque correction. This series of processing is executed by the control device 70.

  First, it is determined whether the deviation between the MG rotational speed and the reference rotational speed is larger than a predetermined value (S921). Specifically, the MG rotational speed is detected by an MG rotational speed sensor 76. The reference rotation number is calculated by a series of processing in FIG.

  If it is determined in S921 that the deviation between the MG rotational speed and the reference rotational speed is not greater than the predetermined value (S921: NO), the process returns to the processing after MG command torque correction (RETURN).

  On the other hand, if it is determined in S921 that the deviation between the MG rotational speed and the reference rotational speed is larger than the predetermined value (S921: YES), it is determined whether the reference rotational speed is higher than the MG rotational speed (S922) ). In this determination, when it is determined that the reference rotation speed is not higher than the MG rotation speed (S922: NO), the MG command torque gradual decrease is increased (S923). For example, in the process of S882 in FIG. 23, when the MG command torque is gradually decreased at a constant speed, the speed at which the MG command torque is decreased is increased. Alternatively, the amount of decrease for reducing the MG command torque per control cycle is made larger than the amount of decrease so far. Thereafter, the process returns to the process after the MG command torque correction (RETURN).

  When it is determined in S922 that the reference rotational speed is higher than the MG rotational speed (S922: YES), the MG command torque gradual decrease is decreased (S924). For example, in the process of S 882 in FIG. 23, when the MG command torque is gradually decreased at a constant speed, the speed at which the MG command torque is decreased is decreased. Alternatively, the amount of reduction for reducing the MG command torque per control cycle is smaller than the amount of reduction so far. Thereafter, the process returns to the process after the MG command torque correction (RETURN). The processing of S921 to S924 corresponds to the processing of the torque control unit.

  FIG. 27 is a time chart showing an aspect of the torque gradual reduction control of the MG command torque, which is implemented when the characteristics of the clutch in the present embodiment are shifted low. Here, the end condition of the start start control (start condition of the torque gradual increase control) is not the process of S84 of FIG. 7 but the clutch input rotational speed exceeds the clutch output rotational speed as in the conventional control. Will be described by way of example. The termination condition of the start-up start control may be the process of S84 of FIG. Further, a case where the transmission torque of the clutch 34 is deviated lower than the command value of the clutch hydraulic pressure will be described as an example.

  At time t31, when the clutch input rotational speed exceeds the clutch output rotational speed, the hydraulic gradual increase control to gradually increase the command value of the clutch hydraulic pressure is started and the torque gradual increase control to gradually increase the ENG command torque (not shown) is started. Ru. Correspondingly, by gradually reducing the MG command torque, the drive shaft torque which is the torque transmitted to the drive wheel 54 is prevented from changing from the driver request torque.

  Here, the transmission torque of the clutch 34 is shifted lower than the command value of the clutch hydraulic pressure. However, in the present embodiment, in the gradual torque reduction control, the MG command torque is corrected so that the rotation speed of the MG 40 approaches the reference rotation speed. For this reason, the MG rotational speed is transitioning along the reference rotational speed. As a result, there is no reduction in drive shaft torque, and the drive shaft torque is maintained at the driver request torque.

  At time t32, termination conditions of the hydraulic pressure gradual increase control, the torque gradual decrease control, and the torque gradual increase control are satisfied.

  FIG. 28 is another time chart showing an aspect of the torque gradual reduction control of the MG command torque, which is implemented when the clutch characteristic in the present embodiment is shifted high. Here, a case where the transmission torque of the clutch 34 deviates higher than the command value of the clutch hydraulic pressure will be described as an example.

  At time t33, when the clutch input rotational speed exceeds the clutch output rotational speed, the hydraulic gradual increase control to gradually increase the command value of the clutch hydraulic pressure is started, and the torque gradual increase control to gradually increase the ENG command torque (not shown) is started. Ru. Correspondingly, by gradually reducing the MG command torque, the drive shaft torque which is the torque transmitted to the drive wheel 54 is prevented from changing from the driver request torque.

  Here, the transmission torque of the clutch 34 is higher than the command value of the clutch hydraulic pressure. However, in the present embodiment, in the gradual torque reduction control, the MG command torque is corrected so that the rotation speed of the MG 40 approaches the reference rotation speed. For this reason, the MG rotational speed is transitioning along the reference rotational speed. As a result, no increase in drive shaft torque occurs, and the drive shaft torque is maintained at the driver request torque.

  At time t34, termination conditions of the hydraulic pressure incremental increase control, the torque gradual decrease control, and the torque gradual increase control are satisfied.

  FIG. 29 is a time chart showing an aspect when the torque gradual reduction control, the hydraulic pressure gradual increase control, and the torque gradual increase control are ended, and an aspect of the termination control.

  At time t6, the hydraulic pressure incremental control and the torque gradual control are started as described above. Then, at time t7, the gradual torque reduction control is started as described above. That is, according to the transmission torque of the clutch 34 being gradually increased, the distribution of the drive torque of the MG 40 in the drive torque of the hybrid vehicle 10 is decreased, and the distribution of the drive torque of the engine 20 is increased.

  At time t8, when the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed becomes smaller than the first threshold, the gradual torque reduction control, the gradual hydraulic pressure increase control, and the gradual torque increase control are stopped. Then, the MG command torque, the command value of the clutch hydraulic pressure, and the ENG command torque are maintained constant. For this reason, the reduction speed of the rotation speed difference after time t8 is lower than the reduction speed of the rotation speed difference before time t8.

  If the drive torque of the engine 20 is increased earlier than the transfer torque of the clutch 34 is increased, the rotational speed of the engine 20 may be blown up. In addition, if the drive torque of MG 40 is reduced earlier than the transfer torque of clutch 34 is increased, the drive torque of hybrid vehicle 10 may be reduced. Then, at the moment when the clutch 34 shifts from the half clutch state to the fully connected state, it is difficult to decrease the drive torque of the MG 40 and increase the drive torque of the engine 20 according to the increase of the transmission torque of the clutch 34 It is.

  Therefore, when the rotational speed difference becomes smaller than the second threshold at time t9, the state in which the gradual torque reduction control and the gradual torque increase control are stopped is maintained, and the command value of the clutch hydraulic pressure is increased. Therefore, the rotational speed of engine 20 does not blow up, and the drive torque of hybrid vehicle 10 does not decrease. Since the rotational speed difference is sufficiently reduced until the second rotational speed difference becomes smaller than the second threshold, the increase in the transmission torque when the clutch 34 is engaged is sufficiently reduced.

  At time t10, the command value of the clutch hydraulic pressure is instructed to be the maximum pressure (maximum pressure instruction), and the clutch 34 is completely connected. Thereafter, the ENG command torque is increased as the MG command torque is decreased.

  The embodiment described above has the following advantages.

  If it is not determined that the cranking has ended, the filling of the hydraulic oil to the clutch 34 is not started. Therefore, during the cranking of the engine 20, the transmission torque is not generated by the clutch 34, and the engine 20 can be appropriately cranked.

  If it is not determined that the rotation speed of the input shaft 34a is within the predetermined range, the filling of the hydraulic oil to the clutch 34 is not started. Specifically, the difference between the number of revolutions of the output shaft 34b of the clutch 34 per unit time minus the number of revolutions of the input shaft 34a of the clutch 34 becomes smaller than the filling start threshold. Is started. Therefore, even if the hydraulic pressure of the hydraulic oil overshoots the command value and the transmission torque is generated by the clutch 34, it is possible to suppress the occurrence of the torque shock in the hybrid vehicle 10.

  The filling start threshold value is set to a smaller value as the primary transmission gear ratio (gear ratio) of the transmission 36 is larger. Therefore, the difference between the number of revolutions of the input shaft 34a of the clutch 34 per unit time minus the number of revolutions of the output shaft 34b of the clutch 34 is smaller as the gear ratio of the hybrid vehicle 10 tends to cause torque shock. Filling of the hydraulic oil to the clutch 34 is started. Therefore, even when the transmission gear ratio of transmission 36 is large and torque shock is likely to occur, generation of torque shock in hybrid vehicle 10 can be suppressed.

  The filling start threshold value is set to a larger value as the transmission gear ratio of the transmission 36 decreases. Therefore, the difference between the number of rotations of the input shaft 34a of the clutch 34 per unit time minus the number of rotations of the output shaft 34b of the clutch 34 is larger as the gear ratio of the hybrid vehicle 10 is less likely to cause torque shock. Filling of the hydraulic oil to the clutch 34 is started. Therefore, when the gear ratio of the transmission 36 is small and torque shock is not easily generated, the filling of the hydraulic oil to the clutch 34 can be started quickly, and the EV mode can be quickly shifted to the HEV mode.

  · If it is not determined that the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 per unit time is not larger than the predetermined rotational speed difference Not started. For this reason, the gradual increase of the hydraulic pressure is started in the state where the rotational speed difference is larger than the predetermined rotational speed difference, and even if the hydraulic pressure of the hydraulic oil overshoots the command value, the rotational speed and output shaft of the input shaft 34a of the clutch 34 It becomes easy to maintain the state where there is a difference in the rotational speed of 34 b (half clutch state). Therefore, sudden engagement of clutch 34 can be suppressed, and generation of torque shock in hybrid vehicle 10 can be suppressed.

  If it is not determined that the number of revolutions of the engine 20 per unit time is higher than the predetermined number of revolutions, the hydraulic gradual increase control is not started. For this reason, the gradual increase of the hydraulic pressure is started when the number of revolutions of the engine 20 per unit time is higher than the predetermined number of revolutions, and the number of revolutions of the engine 20 is excessive even if the hydraulic pressure of the hydraulic oil overshoots the command value. It can suppress that it becomes low. Therefore, it is possible to suppress the shock due to the decrease in the rotational speed of engine 20 and to suppress the generation of the torque shock in hybrid vehicle 10.

  The predetermined rotation speed is set to a higher value as the required value of the driving torque for causing the hybrid vehicle 10 to travel is larger. Therefore, the gradual increase of the transmission torque of the clutch 34 is started in a state where the difference in rotational speed between the input shaft 34a and the output shaft 34b of the clutch 34 is larger as the transmission torque of the clutch 34 is more easily increased. For this reason, even when the required value of the driving torque for causing the hybrid vehicle 10 to travel is large, it is possible to suppress the decrease in the rotational speed of the engine 20 and, consequently, to suppress the occurrence of the torque shock in the hybrid vehicle 10 it can.

  The predetermined rotational speed difference is set to a larger value as the transmission gear ratio of the transmission 36 is larger. For this reason, the state in which the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 per unit time increases Then, the gradual increase of the transmission torque of the clutch 34 is started. Therefore, when the transmission gear ratio of transmission 36 is large and torque shock is easily generated, it is possible to suppress rapid connection of clutch 34 and to suppress generation of torque shock in hybrid vehicle 10.

  The predetermined rotational speed difference is set to a smaller value as the transmission gear ratio of the transmission 36 is smaller. Therefore, the difference between the rotational speed of input shaft 34a of clutch 34 per unit time minus the rotational speed of output shaft 34b of clutch 34 is smaller as the gear ratio of the hybrid vehicle 10 is less likely to cause a torque shock. Then, the gradual increase of the transmission torque of the clutch 34 is started. For this reason, when the gear ratio of the transmission 36 is small and torque shock is hard to occur even if the clutch 34 is suddenly connected, it is possible to start the gradual increase of the transmission torque of the clutch 34 early and shift from EV mode to HEV mode quickly can do.

  At the time of transition from the EV mode to the HEV mode, the hydraulic pressure of the hydraulic oil is maintained at a predetermined hydraulic pressure higher than 0 without generating a transfer torque by the clutch 34 before starting the hydraulic gradual increase control. For this reason, when starting the hydraulic gradual increase control, it is possible to quickly start the gradual increase of the hydraulic pressure. The hydraulic pressure tends to overshoot the command value when starting the gradual increase of the hydraulic pressure from the state where the hydraulic pressure of the hydraulic fluid is maintained at the predetermined hydraulic pressure. In this respect, even if the hydraulic pressure of the hydraulic oil overshoots the command value, it is possible to suppress the sudden connection of the clutch 34 and the excessively low rotational speed of the engine 20, and thus the torque shock to the hybrid vehicle 10 Can be suppressed.

  At the transition from the EV mode to the HEV mode, the hydraulic pressure of the hydraulic oil is gradually increased so as to gradually increase the transmission torque of the clutch 34. Further, at the time of transition from the EV mode to the HEV mode, the drive torque of the MG 40 is gradually reduced. Thereby, it is possible to suppress the fluctuation of the torque transmitted to the drive wheel 54 at the time of transition from the EV mode to the HEV mode.

  -The transmission start timing which transmission torque generate | occur | produces, when connecting the clutch 34 is estimated. For this reason, even if the hydraulic pressure of the hydraulic fluid of the clutch 34 varies due to, for example, the viscosity of the hydraulic fluid changing due to the influence of air temperature or humidity, it is possible to estimate the transmission start timing at which the transmission torque is generated by the clutch 34 . Then, based on the estimated transmission start timing, the gradual reduction start timing of the drive torque in the torque gradual reduction control of the MG command torque is controlled. Therefore, it is possible to suppress a shift between the timing at which the transmission torque is generated by the clutch 34 and the timing at which the drive torque of the MG 40 starts to be gradually reduced, and to suppress the occurrence of torque shock in the hybrid vehicle 10.

  The rotational speed per unit time of the output shaft 34 b of the clutch 34 is detected by the clutch output shaft rotational speed sensor 73. Then, the timing at which the rotational speed detected by the clutch output shaft rotational speed sensor 73 has changed larger than a predetermined value is estimated to be the transmission start timing at which the transmission torque is generated by the clutch 34. Therefore, the transmission start timing of the clutch 34 can be accurately estimated. Then, at the time of transition from the EV mode to the HEV mode, the estimated transmission start timing is used as the gradual reduction start timing of the drive torque in the gradual torque reduction control. Therefore, the gradual reduction of the drive torque of MG 40 can be started according to the transmission start timing of clutch 34, and the occurrence of torque shock in hybrid vehicle 10 can be further suppressed.

  The timing at which the rate of change of the average value of the rotational speed detected by the clutch output shaft speed sensor 73 in a predetermined period becomes larger than the predetermined rate of change is estimated as the transmission start timing. Therefore, the transmission start timing of the clutch 34 can be accurately estimated while suppressing the influence of noise.

  The predetermined change rate is set to a larger value as the required value of the driving torque for causing the hybrid vehicle 10 to travel is larger. Therefore, even if the magnitude of the change in the rotational speed of the output shaft 34b at the transmission start timing of the clutch 34 fluctuates according to the required value of the drive torque, the transmission start timing of the clutch 34 can be accurately estimated.

  At the time of transition from the EV mode to the HEV mode, the transmission start timing is estimated on the condition that the filling of the hydraulic oil to the clutch 34 is completed. For this reason, when the filling of the hydraulic oil to the clutch 34 is not completed and the control for gradually increasing the transmission torque of the clutch 34 is not started, the transmission start timing is not estimated. Therefore, the influence of the unevenness of the road on which the hybrid vehicle 10 travels and the influence of the hydraulic pressure of the hydraulic oil of the clutch 34 overshooting the command value can be suppressed, and the transmission start timing of the clutch 34 is erroneously estimated. Can be suppressed.

  The drive torque of the MG 40 is controlled so as to suppress the sudden change of the drive torque transmitted to the drive wheel 54 when the command value of the drive torque of the engine 20 or the MG 40 changes suddenly (vibration control). Therefore, it is possible to suppress the occurrence of a large torque shock in hybrid vehicle 10. Furthermore, it is possible to suppress transition to estimation of the transmission start timing in a state where resonance occurs in the drive system of hybrid vehicle 10, and transmission start timing can be appropriately estimated.

  · Vibration damping control is prohibited during estimation of transmission start timing. For this reason, when connecting the clutch 34, the fluctuation of the rotational speed of the output shaft 34b can be prevented from being suppressed, and the transmission start timing of the clutch 34 can be appropriately estimated. Specifically, damping control is prohibited before the estimation of the transmission start timing is started, that is, before the transmission start timing is reached. For this reason, before connecting the clutch 34, the fluctuation of the rotational speed of the output shaft 34b can be prevented from being suppressed, and the transmission start timing of the clutch 34 can be appropriately estimated.

  The reference rotation number of MG 40 in the transition process from HEV mode to HHEV mode is set. Then, in the transition process, the drive torque of the MG 40 is controlled so that the rotation speed of the MG 40 approaches the set reference rotation speed. For this reason, even if the transfer torque of the clutch 34 or the drive torque of the engine 20 deviates from the command value due to the dispersion of the characteristics of the clutch 34 or the engine 20 or the environment such as the air temperature, the rotation speed of the MG 40 as the reference rotation speed Can be approached. Therefore, it is possible to suppress a sudden change in the rotation speed of MG 40 and, in turn, a sudden change in the rotation speed of drive wheel 54, and it is possible to suppress the occurrence of a torque shock in hybrid vehicle 10.

  The reference rotation number is set such that the inclination of the rotation speed of MG 40 in the transition process approaches the inclination of the rotation speed of MG 40 in the execution period of the EV mode before transition to the HEV mode. Therefore, it is possible to suppress a change in the inclination of the rotation speed of MG 40 in the transition process from the inclination of the rotation speed of MG 40 in the execution period of the EV mode. Therefore, it is possible to suppress a sudden change in the rotational speed of MG 40 from the execution period of the EV mode to the transition process, and it is possible to suppress the occurrence of a torque shock in hybrid vehicle 10.

  The base inclination of the rotation speed of the MG 40 is calculated based on the required driving torque of the driver. Therefore, the base inclination of the rotation speed of the MG 40 is a value reflecting the required driving torque of the driver. The difference between the inclination of the rotation speed of MG 40 and the base inclination in the execution period of the EV mode before shifting to the HEV mode is an actual difference due to the weight of hybrid vehicle 10, the slope of the road on which hybrid vehicle 10 travels, etc. It indicates how much the inclination of the rotation speed of the MG 40 deviates from the base inclination. Then, the reference rotation speed of MG 40 in the transition process is set so that the inclination of the rotation speed of MG 40 calculated by adding the above difference to the base inclination of the rotation speed of MG 40 in the transition process. Therefore, it is possible to correct the base inclination of the rotation speed of the MG 40 reflecting the driving torque required by the driver, and appropriately set the reference rotation speed of the MG 40 in the transition process. As a result, by causing the rotation speed of the MG 40 to approach the reference rotation speed in the transition process, it is possible to further suppress the occurrence of the torque shock in the hybrid vehicle 10.

  The traveling resistance increases as the speed of the hybrid vehicle 10 increases, and the speed of the hybrid vehicle 10 and, in turn, the rotation speed of the MG 40 are less likely to increase. In this regard, in the present embodiment, the base inclination is reduced as the speed of the hybrid vehicle 10 is higher. According to such a configuration, the reference rotation speed of MG 40 can be appropriately set in consideration of the influence of the speed of hybrid vehicle 10.

Since the ratio between the rotation speed of MG 40 (rotational speed) and the rotation speed of drive wheel 54 (rotational speed) is constant, the change of the rotation speed of drive wheel 54 is proportional to the change of the rotation speed of MG 40. Therefore, suppressing a sudden change in the rotation speed of MG 40 can suppress generation of torque shock in hybrid vehicle 10. It is also possible to adopt a configuration in which the ratio between the rotation speed of MG 40 and the rotation speed of drive wheel 54 is variable. Also in this case, the control of the present embodiment may be executed while fixing the ratio between the rotation speed of the MG 40 and the rotation speed of the drive wheel 54.
When the detection accuracy of the clutch output shaft rotational speed sensor 73 for detecting the rotational speed per unit time of the output shaft 34b is low, the accuracy of estimating the transmission start timing of the clutch 34 is low, and thus the torque shock of the hybrid vehicle 10 Cause. In this respect, since the clutch output shaft rotational speed sensor 73 is a resolver or a Hall element having a detection accuracy higher than a predetermined detection accuracy, the accuracy of estimating the transmission start timing of the clutch 34 can be made high. It is possible to suppress the occurrence of torque shock at 10.

  It is determined that the rotational speed difference obtained by subtracting the rotational speed of the output shaft 34b of the clutch 34 from the rotational speed of the input shaft 34a of the clutch 34 per unit time is smaller than the first threshold Be done. Then, when it is determined that the rotational speed difference is smaller than the first threshold value, the gradual increase of the transmission torque is stopped. For this reason, the speed at which the rotational speed difference decreases can be reduced, as compared with the gradual increase of the transmission torque of the clutch 34. Thus, the difference between the rotational speeds is made smaller while the rotational speed of the input shaft 34a of the clutch 34 and the rotational speed of the output shaft 34b differ until the clutch 34 is completely connected (half clutch state). can do. Therefore, sudden engagement of clutch 34 can be suppressed, and generation of torque shock in hybrid vehicle 10 can be suppressed.

  While the transfer torque is gradually increasing, the drive torque of the MG 40 is gradually reduced based on the transfer torque, and the drive torque of the engine 20 is gradually increased based on the transfer torque. Therefore, the distribution of the drive torque of MG 40 among the drive torque of hybrid vehicle 10 can be reduced to increase the distribution of the drive torque of engine 20 in accordance with the transmission torque of clutch 34 being gradually increased.

  When it is determined that the rotation speed difference is smaller than the first threshold, the gradual decrease of the drive torque of the MG 40 is stopped, and the gradual increase of the drive torque of the engine 20 is stopped. Therefore, when the gradual increase of the transmission torque is stopped, the gradual decrease of the drive torque of the MG 40 is also stopped, and the decrease of the drive torque of the hybrid vehicle 10 can be suppressed. In addition, when the gradual increase of the transmission torque is stopped, the gradual increase of the drive torque of the engine 20 is also stopped, and it is possible to suppress the engine speed of the engine 20 from being blown up. That is, the balance between the drive torque of hybrid vehicle 10, the drive torque of MG 40, and the drive torque of engine 20 can be easily maintained.

  -It is determined that the rotation speed difference is smaller than the second threshold set to a value smaller than the first threshold during stopping of the gradual increase of the transmission torque. Then, on the condition that it is determined that the rotational speed difference is smaller than the second threshold value, the transfer torque of the clutch 34 is increased. That is, when it is not determined that the rotation speed difference is smaller than the second threshold, the gradual increase of the transmission torque is stopped, and the transmission torque of the clutch 34 is not increased. Therefore, the transmission torque of the clutch 34 is increased in a state where the rotation speed difference is smaller than the second threshold set to a value smaller than the first threshold, and the torque is transmitted to the hybrid vehicle 10 when the clutch 34 is connected. It is possible to suppress the occurrence of a shock. Furthermore, by increasing the transmission torque of the clutch 34, the clutch 34 can be reliably connected.

  When the transfer torque of the clutch 34 is increased, the gradual decrease of the drive torque of the MG 40 is stopped, and the gradual increase of the drive torque of the engine 20 is stopped. For this reason, it can suppress that the rotation speed of the engine 20 blows up and that the drive torque of the hybrid vehicle 10 reduces. In the state where the rotation speed difference is smaller than the second threshold, the increase in the transmission torque due to the connection of the clutch 34 is small, so the torque shock due to the increase in the drive torque of the hybrid vehicle 10 becomes small.

  The first threshold is set to a smaller value as the required value of the drive torque for causing the hybrid vehicle 10 to travel is larger. Therefore, as the torque shock of hybrid vehicle 10 becomes less noticeable, the timing of stopping the gradual increase of the hydraulic pressure of clutch 34 can be delayed, and the time until clutch 34 is connected can be shortened. .

  The above embodiment can be modified as follows.

  The clutch 34 is not limited to stopping the gradual increase of the transfer torque as a mode of decreasing the gradual increase speed of the transfer torque, and appropriately controls an actuator that controls the hydraulic pressure of the hydraulic fluid based on the hydraulic pressure command value. The speed at which the transfer torque is gradually increased, that is, the speed at which the transfer torque is increased, may be reduced while gradually increasing the transfer torque.

  A sensor other than a resolver or a Hall element such as an optical sensor may be employed as the clutch output shaft rotational speed sensor 73.

  Instead of the series of processes in FIG. 26, the MG command torque may be feedback-controlled so that the MG rotational speed matches the reference rotational speed.

  -Instead of the starter 22, imparting rotation to the crankshaft of the engine 20, generating electricity by rotation of the crankshaft, and generating electricity with a motor function capable of assisting the driving force of the engine 20 during operation of the engine 20 A machine (corresponding to a starting mechanism) can also be adopted.

  As a process of the first determination unit, a predetermined time has elapsed since the injection signal for causing the engine 20 to perform the fuel injection and the ignition signal for causing the engine 20 to execute the ignition is output. It is also possible to determine that cranking has ended when at least one has been established. Even with these configurations, it is possible to easily determine that cranking has ended based on the state of the engine 20.

  In the above embodiment, as the processing of the second determination unit, the filling start threshold (corresponding to the predetermined threshold) is set to a smaller value as the primary transmission gear ratio (gear ratio) of the transmission 36 is larger (lower gear side). However, the filling start threshold value can be set to a binary value of a small value on the low gear side and a large value on the high gear side, or can be set to a constant value.

  The processing of the rotational speed difference determination unit is not the method of determining the difference between the rotational speeds detected by the clutch input shaft rotational speed sensor 72 and the clutch output shaft rotational speed sensor 73 and determining that the difference is larger than the predetermined rotational speed difference The following method may be adopted. That is, a period from a predetermined timing (for example, time t3 when the clutch input rotational speed starts to sharply increase shown in FIG. 4) to a predetermined rotational speed difference set in advance is set, and the predetermined timing If the actual elapsed time exceeds the period, it may be determined by assuming that the rotational speed difference is larger than the predetermined rotational speed difference.

  The torque converter 32 can be omitted.

  The hybrid vehicle 10 in which the clutch 34 is provided between the transmission 36 and the MG 40 can also be employed. Alternatively, the hybrid vehicle 10 in which the MG 40 is provided between the clutch 34 and the transmission 36 can be employed.

  The transmission torque of the clutch 34 may overshoot the command value due to an error in the driving amount of the actuator that controls the transmission torque of the clutch 34. In that case, the clutch 34 is suddenly connected when the number of rotations of the input shaft 34a of the clutch 34 per unit time matches the number of rotations of the output shaft 34b, which may cause torque shock in the hybrid vehicle 10.

  Such problems also occur when the charge control for filling the clutch 34 with hydraulic fluid is not performed. Therefore, the charge control is omitted, and at the time of transition from the EV mode to the HEV mode, the control device 70 determines that the rotation speed difference is larger than the predetermined rotation speed difference, and the rotation speed of the engine 20 is the predetermined rotation. The hydraulic gradual increase control in the command value of the clutch hydraulic pressure may be started on condition that it is determined that the number is higher than the number.

  Further, the above problem occurs not only when the clutch 34 is a hydraulic drive type clutch but also when the clutch 34 is an electromagnetic drive type clutch. Therefore, the electromagnetic clutch 34 is adopted, and the control device 70 (corresponding to the transmission torque control unit) determines that the rotational speed difference is larger than the predetermined rotational speed difference at the transition from the EV mode to the HEV mode. Further, on the condition that it is determined that the rotation speed of the engine 20 is higher than a predetermined rotation speed, the gradual increase of the transmission torque of the clutch 34 may be started.

  In the above embodiment, as the processing of the rotational speed difference determination unit, the predetermined rotational speed difference is set to a larger value as the primary transmission gear ratio (transmission gear ratio) of the transmission 36 is larger (closer to the low gear side). However, the predetermined rotation speed difference can be set to a binary value of a large value on the low gear side and a small value on the high gear side, or can be set to a constant value.

  In the above embodiment, as the processing of the engine rotation speed determination unit, the predetermined rotation speed is set to a higher value as the required value of the drive torque (driver request torque) for causing the hybrid vehicle 10 to travel increases. However, the predetermined rotation speed can be set to a binary value of a high value on the high drive torque side and a low value on the low drive torque side, or can be set to a constant value.

  When the transmission start timing of the clutch 34 is estimated, it may be omitted to prohibit the damping control. Moreover, damping control itself can also be omitted.

  The transmission start timing can also be estimated on the condition that the filling of the hydraulic oil (filling control) to the clutch 34 is not finished.

  · When estimating the transmission start timing, instead of the number of rotations of the output shaft 34b (corresponding to the rotating member) of the clutch 34, the number of rotations of the output shaft 36a (corresponding to the rotating member) of the transmission 36, the output of the MG 40 The number of rotations of the shaft 40a (corresponding to the rotation member), the number of rotations of the drive wheel 54 (corresponding to the rotation member), or the like may be employed.

  In the above embodiment, as the processing of the transmission estimation unit, the predetermined change rate is set to a larger value as the required value of the drive torque for causing the hybrid vehicle 10 to travel increases. However, as the process of the transmission estimation unit, the predetermined change rate is set to a larger value as the change rate of the number of revolutions per unit time of the output shaft 34 b (rotation member) of the clutch 34 at the time of transition from EV mode to HEV mode increases. The predetermined change rate may be set to a larger value as the change rate of the hydraulic pressure of the hydraulic fluid at the time of transition from the EV mode to the HEV mode is larger.

  In the above embodiment, as the processing of the transmission estimation unit, the change rate of the average value of the rotational speed detected by the clutch output shaft rotational speed sensor 73 (corresponding to the rotational speed detection unit) in a predetermined period is larger than the predetermined change rate. The timing when it became is estimated as the transmission start timing. Instead of this, it is conceivable to estimate the transmission start timing based on the amount of fluctuation of the rotational speed detected by the clutch output shaft rotational speed sensor 73.

  However, when the speed of hybrid vehicle 10 changes due to acceleration, the number of revolutions per unit time of the rotating member included in the driving force transmission path between output shaft 34 b of clutch 34 and driving wheel 54 also changes. Therefore, assuming that the timing when the fluctuation amount of the rotation speed detected by the rotation speed detection unit becomes larger than the predetermined fluctuation amount is the transmission start timing, the fluctuation amount of the rotation speed of the rotating member due to the acceleration of the hybrid vehicle 10 is There is a possibility that the transmission start timing of the clutch 34 may be mispredicted.

  In this respect, as described in FIG. 19 as the MG rotation speed and the MG rotation fluctuation amount, as the processing of the transmission estimation unit, the fluctuation amount due to acceleration of the hybrid vehicle 10 from the fluctuation amount of the rotation speed detected by the rotation speed detection unit It is preferable to estimate, as the transmission start timing, the timing at which the fluctuation amount excluding becomes larger than the predetermined fluctuation amount (time t24). According to such a configuration, it is possible to accurately estimate the transmission start timing of the clutch 34 while suppressing the influence of the acceleration of the hybrid vehicle 10.

  The frequency of the variation of the rotational speed of the rotating member due to the acceleration of the hybrid vehicle 10 is lower than the frequency of the variation of the rotational speed of the rotating member caused by the start of transmission of the clutch 34. Therefore, as processing of the transmission estimation unit, the rotational speed detected by the rotational speed detection unit is passed through a filter that passes components of frequencies lower than the predetermined frequency and attenuates components of frequencies higher than the predetermined frequency. It is preferable to calculate the amount of variation due to the acceleration of the hybrid vehicle 10. According to such a configuration, it is possible to easily calculate the fluctuation amount due to the acceleration of the hybrid vehicle 10. In addition to the configuration using the above-described filter, an approximate expression of a straight line representing a change in the rotational speed (corresponding to the MG rotational speed) of the output shaft 34b of the clutch 34 is calculated, and acceleration of the hybrid vehicle 10 is calculated based on the approximate expression. The amount of fluctuation can also be calculated.

  -As the processing of the transmission estimation unit, the larger the change rate of the rotation speed per unit time of the rotating member at the time of transition from EV mode to HEV mode, the larger the predetermined fluctuation amount is set, transition from EV mode to HEV mode The predetermined fluctuation amount is set larger as the change rate of the hydraulic pressure of the hydraulic oil at the time is larger, and as the required value of the drive torque (driver request torque) for causing the hybrid vehicle 10 to travel as shown in FIG. At least one of setting the fluctuation amount large may be performed. According to this configuration, even if the magnitude of the change in the rotational speed of the rotating member at the transmission start timing of the clutch 34 fluctuates according to the state of the hybrid vehicle 10, the transmission start timing of the clutch 34 is accurately estimated. can do.

  When the hydraulic pressure of the hydraulic oil of the clutch 34 is gradually increased to gradually increase the transmission torque of the clutch 34, a delay occurs from the start of the gradual increase of the hydraulic pressure of the hydraulic oil to the transmission start timing of the clutch 34. In addition, the hydraulic pressure of the hydraulic fluid of the clutch 34 may vary due to the change in viscosity of the hydraulic fluid due to the influence of the temperature and humidity. However, the delay from the start of the gradual increase of the hydraulic pressure of the hydraulic oil to the transmission start timing of the clutch 34 can be calculated in advance based on experiments or the like, or can be detected at the previous engagement of the clutch 34.

  Therefore, as the processing of the timing control unit, at the time of transition from the EV mode to the HEV mode, a configuration is adopted in which the gradual increase start timing of the hydraulic pressure by the hydraulic gradual increase unit is controlled based on the gradual reduction start timing of the drive torque by the torque gradual reduction unit. It can also be done. According to such a configuration, it is possible to suppress the occurrence of torque shock in the hybrid vehicle 10.

  Specifically, the drive torque gradual decrease start timing of the MG 40 can be determined based on the ENG rotational speed and the clutch input rotational speed, and the hydraulic gradual increase start timing can be determined a predetermined time before the drive torque gradual start timing.

  In the above embodiment, when it is determined that the rotation speed difference obtained by subtracting the clutch output rotation speed from the clutch input rotation speed is smaller than the first threshold, the gradual increase of the transmission torque of the clutch 34 is stopped and maintained constant. Also, the gradual decrease of the drive torque of the MG 40 was stopped and kept constant, and the gradual increase of the drive torque of the engine 20 was stopped and kept constant. However, the transmission torque is gradually reduced as a mode to stop the gradual increase of the transmission torque, and the drive torque is gradually increased as a mode to stop the gradual reduction of the drive torque of the MG 40 and the drive torque as a mode to stop the gradual increase of the drive torque of the engine 20. Can also be reduced gradually.

  The torque transmitted between the engine 20 and the drive wheels 54 increases as the transmission gear ratio of the transmission 36 increases (as the shift gear of the transmission 36 decreases), and the hybrid vehicle 10 is more likely to generate a torque shock. . Therefore, as the process of the second rotational speed difference determination unit, the second threshold may be set to a smaller value as the primary transmission gear ratio (gear ratio) of the transmission 36 is larger. According to such a configuration, the difference between the rotational speed of the input shaft 34a of the clutch 34 and the rotational speed of the output shaft 34b of the clutch 34 per unit time becomes smaller as the gear ratio of the hybrid vehicle 10 tends to generate torque shock. Then, the transmission torque of the clutch 34 is increased. Therefore, even when the transmission gear ratio of transmission 36 is large and torque shock is likely to occur, generation of torque shock in hybrid vehicle 10 can be suppressed.

  The smaller the transmission gear ratio of the transmission 36 (the higher the shift gear of the transmission 36 is, the smaller the torque transmitted between the engine 20 and the drive wheels 54 is, and the hybrid vehicle 10 is less susceptible to torque shocks). . Therefore, as the process of the second rotational speed difference determination unit, the second threshold may be set to a larger value as the primary transmission gear ratio (gear ratio) of the transmission 36 is smaller. According to such a configuration, the difference between the rotational speed of the input shaft 34a of the clutch 34 and the rotational speed of the output shaft 34b of the clutch 34 per unit time is larger as the gear ratio of the hybrid vehicle 10 is less susceptible to torque shock. Then, the transmission torque of the clutch 34 is increased. Therefore, when the transmission gear ratio of the transmission 36 is small and it is difficult for torque shock to occur, the transmission torque of the clutch 34 can be quickly increased, and the EV mode can be quickly shifted to the HEV mode.

  In addition to the above control, at the time of transition from the EV mode to the HV mode, the gradual increase of the command value of the clutch hydraulic pressure is started (command of the gradual start of hydraulic pressure of the hydraulic oil by the hydraulic gradual increase portion is commanded) The timing at which the MG command torque is gradually reduced (the gradual reduction start timing of the drive torque by the torque gradual reduction unit) may be used. According to such a configuration, even if it is not possible to estimate the transmission start timing at which the transmission torque is generated, the MG command torque starts to gradually decrease if a predetermined time has elapsed after the start of the gradual increase of the command value of the clutch hydraulic pressure. can do.

  Control device 70 (target setting unit) sets the inclination of the rotational speed of MG 40 in the transition process to the inclination of the rotational speed (rotational speed) per unit time of MG 40 in the execution period of EV mode before transition to HEV mode. The following configuration can also be adopted as a configuration for setting the reference rotation speed (reference rotation speed) so as to be close to each other. That is, the inclination of the rotational speed of MG 40 in the execution period of the EV mode immediately before the transition to the HEV mode (before the predetermined period) is calculated, and the reference rotational speed in the transition process is set to maintain the inclination. Good.

  In the above embodiment, the EV mode is described as a mode in which the hybrid vehicle 10 is driven by the power of the MG 40. However, the motive power mode may be the EV mode by simply stopping the engine 20 and disconnecting the clutch 34 without using the power of the MG 40.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 20 ... Engine, 22 ... Starter, 34 ... Clutch, 36 ... Transmission, 40 ... MG, 54 ... Drive wheel, 70 ... Control apparatus.

Claims (6)

An engine (20) and a motor (40) as power sources; a driving wheel (54); and a clutch (34) for disconnecting and connecting a driving force transmission path between the engine and the driving wheel. A hybrid vehicle (10) that executes an EV mode in which the clutch is disconnected and travels by power of the motor, and an HV mode in which the clutch is connected and travels by power of the engine and at least the engine and the motor. A drive control device (70) for controlling the drive,
A transmission gradual increase portion that gradually increases the transmission torque of the clutch in the transition process from the EV mode to the HV mode;
A torque gradual increase portion for gradually increasing a drive torque of the engine in the transition process;
A target setting unit configured to set a target rotational speed of the motor in the transition process;
A torque control unit that controls a driving torque of the motor so that the rotational speed of the motor approaches the target rotational speed set by the target setting unit in the transition process;
And a drive control device for a hybrid vehicle.   The target setting unit sets the target rotational speed so that the inclination of the rotational speed of the motor in the transition process approaches the inclination of the rotational speed of the motor in the execution period of the EV mode before the transition to the HV mode. The drive control device for a hybrid vehicle according to claim 1, wherein   The target setting unit calculates a base inclination of the rotational speed of the motor based on a required driving torque of a driver, and the inclination of the rotational speed of the motor in the execution period of the EV mode before shifting to the HV mode The hybrid vehicle according to claim 1 or 2, wherein the target rotational speed is set so as to be the inclination of the rotational speed of the motor calculated by adding the difference with the base inclination to the base inclination in the transition process. Drive control device.   The drive control device for a hybrid vehicle according to claim 3, wherein the target setting unit reduces the base inclination as the speed of the vehicle is higher. The vehicle includes a detection unit (76) that detects a rotational speed of the motor,
The torque control unit controls the drive torque of the motor such that the rotation speed of the motor detected by the detection unit in the transition process becomes the target rotation speed set by the target setting unit. The drive control device of a hybrid vehicle according to any one of claims 1 to 4.   The drive control device for a hybrid vehicle according to any one of claims 1 to 5, wherein a ratio between a rotational speed of the motor and a rotational speed of the drive wheel is constant.

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