JP2023023213A - vehicle - Google Patents

Abstract

To prevent a rotational speed of an internal combustion engine from largely changing during slip control of a start clutch when an input/output torque of a rotary electric machine is restricted in a vehicle including the internal combustion engine and the rotary electric machine as the power source.SOLUTION: In a vehicle 1 having a power source including an internal combustion engine 10 and a MG 30, an HV-ECU 100 performs control such that the change rate of an output torque of the power source and the change rate of a transmission torque capacity of the start clutch 40 become small when the input/output torque of the MG 30 is restricted during the slip control of the start clutch 40.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present disclosure relates to a vehicle, and more particularly to a vehicle provided with an internal combustion engine and a rotating electrical machine as power sources.

2. Description of the Related Art A vehicle is known that includes a starting clutch capable of switching between transmission and cutoff of power in a power transmission path that transmits power from a power source to drive wheels. For example, in Japanese Patent Laying-Open No. 2011-94756 (Patent Document 1), in order to achieve good responsiveness and reduction of shock, the input shaft rotation speed of the starting clutch is adjusted to the target input shaft rotation speed. Controlling torque capacity (transmitted torque capacity) and input torque is disclosed.

JP 2011-94756 A

In Patent Document 1, the torque capacity and input torque of the starting clutch are controlled so that the input shaft rotational speed of the starting clutch reaches a target input shaft rotational speed. When the starting clutch is in a slip state (half-engaged state), the driving force of the vehicle depends on the torque capacity of the starting clutch, so there is a concern that the driving force will change due to the change in the torque capacity, and the drivability will deteriorate. be. Therefore, when the starting clutch is in a slipping state, it is desirable to control the output torque of the power source in order to maintain the rotational speed of the input shaft of the starting clutch at a predetermined value.

Patent Document 1 describes that a power source provided with a motor in addition to the internal combustion engine may be used as the power source. In a so-called hybrid vehicle having an internal combustion engine and a motor as power sources, the output torque (engine torque) of the internal combustion engine and the input/output torque (motor torque) of the motor are input to a starting clutch. In a hybrid vehicle, motor torque may be limited depending on the state of a battery that supplies electric power to the motor. When the motor torque is limited, the engine torque primarily controls the output torque of the power source.

The responsiveness of the output torque of the power source and the transmission torque capacity of the starting clutch are different. For example, when the starting clutch is a hydraulic clutch (hydraulic friction engagement device), the responsiveness of the transmission torque capacity changes depending on the hydraulic fluid temperature of the hydraulic clutch, and the responsiveness decreases as the hydraulic fluid temperature decreases. When the starting clutch is in a slipping state, it is desirable to control the output torque of the power source and the transfer torque capacity of the starting clutch to match in order to maintain the rotational speed of the input shaft of the starting clutch at a predetermined value. To control a motor torque with relatively high responsiveness when a discrepancy occurs between the output torque of a power source and the transmission torque capacity of a starting clutch due to the difference in responsiveness between the output torque of the power source and the transmission torque capacity of the starting clutch. Thus, the output torque of the power source and the transmission torque capacity of the starting clutch can be matched. However, when the motor torque is limited, it becomes difficult to match the output torque of the power source and the transmission torque capacity of the starting clutch using the motor torque. As a result, the divergence between the output torque of the power source and the transmission torque capacity of the starting clutch becomes large, and the rotation speed of the internal combustion engine (rotational speed of the input shaft of the starting clutch) decreases, causing engine stalls and the rotation of the internal combustion engine. There is a concern that the speed will increase and the slip amount will become excessive and the durability of the starting clutch will deteriorate.

An object of the present disclosure is to prevent the rotation speed of the internal combustion engine from significantly changing during slip control of the starting clutch when the input and output torque of the rotating electric machine is limited in a vehicle that includes an internal combustion engine and a rotating electric machine as power sources. is to deter

A vehicle of the present disclosure includes a power source including an internal combustion engine and a rotating electric machine, a starting clutch provided in a power transmission path between the power source and drive wheels, and a control device that controls the power source and the starting clutch. It is a vehicle equipped with When the input/output torque of the rotary electric machine is limited during slip control for controlling the starting clutch to be in a half-engaged state, the control device controls the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch. is controlled to be smaller than when the input/output torque of the rotary electric machine is not limited.

According to this configuration, the input/output torque of the rotary electric machine is limited, and when the output torque of the power source cannot be controlled using the input/output torque of the rotary electric machine with relatively high responsiveness, the starting clutch is placed in the half-engaged state. During the slip control, the rate of change in the output torque of the power source and the rate of change in the transmission torque capacity of the starting clutch are controlled to be smaller than when the input/output torque of the rotary electric machine is not limited. . Since the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch are reduced, the difference between the output torque of the power source and the transmission torque capacity of the starting clutch can be reduced, and the rotational speed of the internal combustion engine can be reduced. can be prevented from changing significantly.

Preferably, when the input/output torque of the rotary electric machine is limited and the responsiveness of the starting clutch is low, the control device reduces the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch. You may control so that it may become small.

For example, when the responsiveness of the starting clutch is low, such as when the operating oil pressure of the starting clutch is lowered to the extent that the stroke of the starting clutch is required before the starting clutch starts to engage, the output torque of the power source There is a high possibility that the difference between the output torque of the power source and the transmission torque capacity of the starting clutch will increase. According to this configuration, when the input/output torque of the rotary electric machine is limited and the responsiveness of the starting clutch is low, the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch are controlled to be small. Therefore, when there is a large difference in responsiveness between the output torque of the power source and the transmission torque capacity of the starting clutch, and there is a possibility that the divergence between the output torque of the power source and the transmission torque capacity of the starting clutch becomes large, the output torque of the power source and the change rate of the transmission torque capacity of the starting clutch are reduced, the difference between the output torque of the power source and the transmission torque capacity of the starting clutch can be reduced, and the rotation speed of the internal combustion engine can be greatly changed. can be deterred. If the responsiveness of the starting clutch is not low, control is not performed so that the rate of change in the output torque of the power source and the rate of change in the transmission torque capacity of the starting clutch are not reduced, so deterioration of drivability can be suppressed.

According to the present disclosure, in a vehicle that includes an internal combustion engine and a rotating electrical machine as power sources, when the input and output torque of the rotating electrical machine is limited, the rotational speed of the internal combustion engine changes significantly during slip control of the starting clutch. can be deterred.

It is a figure showing the whole composition of vehicles 1 concerning this embodiment. It is a time chart at the time of starting. 3 is a flow chart showing an outline of processing executed by HV-ECU 100 in the present embodiment. 4 is a time chart at the time of starting in the present embodiment; 4 is a flowchart showing an outline of processing executed by HV-ECU 100 in a modified example; FIG. 5 is a diagram showing an example of a map for calculating a target torque upper limit change rate ΔTtu; FIG. 9 is a diagram showing another example of a map for calculating the target torque upper limit change rate ΔTtu;

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated.

FIG. 1 is a diagram showing the overall configuration of a vehicle 1 according to this embodiment. Vehicle 1 is a hybrid vehicle that includes an internal combustion engine 10 and a motor generator (hereinafter referred to as "MG") 30 as power sources.

Internal combustion engine 10 is, for example, a spark ignition internal combustion engine (gasoline engine). The internal combustion engine 10 may be a compression ignition internal combustion engine (diesel engine). The MG 30 is a rotating electrical machine, for example, an IPM (Interior Permanent Magnet) synchronous motor in which permanent magnets are embedded in the rotor. A rotor shaft of MG 30 is connected to a crankshaft (output shaft) of internal combustion engine 10 via K0 clutch 20 . A rotor shaft of MG 30 is also connected to an input shaft of automatic transmission 50 via starting clutch 40 . The MG 30 operates as an electric motor (motor) and as a generator (generator).

The K0 clutch 20 is a hydraulic friction engagement device (hydraulic clutch) that cuts off or transmits power between the crankshaft of the internal combustion engine 10 and the rotor shaft of the MG 30 . Engagement of K0 clutch 20 enables power transmission between the crankshaft of internal combustion engine 10 and the rotor shaft of MG 30 . By disengaging the K0 clutch 20, power transmission between the crankshaft of the internal combustion engine 10 and the rotor shaft of the MG 30 is interrupted.

When the K0 clutch 20 is engaged and the MG 30 operates as an electric motor, the output torque of the MG 30 is input to the input shaft of the starting clutch 40 in addition to the output torque of the internal combustion engine 10, and the output torque of the internal combustion engine 10 is increased. The output torque of MG 30 is added, and drive wheels 70 can be driven. MG 30 operates as a generator by driving MG 30 via the crankshaft of internal combustion engine 10 when K0 clutch 20 is engaged. The MG 30 can also perform regenerative power generation using the driven force (braking force) input from the driving wheels 70 . Note that when the internal combustion engine 10 is stopped, the internal combustion engine 10 can be cranked by the output torque of the MG 30 via the K0 clutch 20 to start the internal combustion engine 10 . With the K0 clutch 20 released, it is also possible to run the vehicle 1 only with the output torque of the MG 30 .

The starting clutch 40 is a hydraulic friction engagement device (hydraulic clutch) that cuts off or transmits power between the rotor shaft of the MG 30 and the input shaft of the automatic transmission 50 . Engagement of start clutch 40 enables power transmission between the rotor shaft of MG 30 and the input shaft of automatic transmission 50 . By disengaging start clutch 40, power transmission between the rotor shaft of MG 30 and the input shaft of automatic transmission 50 is interrupted. By controlling the working oil pressure of the starting clutch 40, the starting clutch 40 can be brought into a semi-engaged state and put into a slipping state. Also, by controlling the operating oil pressure of the starting clutch 40, the transfer torque capacity of the starting clutch 40 can be controlled.

The automatic transmission 50 is a planetary gear type multi-speed automatic transmission, and achieves each gear stage by controlling a combination of engagement and disengagement of a plurality of frictional engagement elements. An output shaft of automatic transmission 50 is connected to differential gear 60 via a propeller shaft. Differential gear 60 is connected to driving wheels 70 via a drive shaft.

PCU (Power Control Unit) 80 converts DC power received from power storage device 90 into AC power for driving MG 30 . PCU 80 also converts AC power generated (regenerated) by MG 30 into DC power for charging power storage device 90 . PCU 80 includes, for example, an inverter and a converter that boosts the DC voltage supplied to the inverter to the voltage of power storage device 90 or higher.

Power storage device 90 is a rechargeable DC power supply, and includes, for example, a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Power storage device 90 is charged by receiving the power generated by MG 30 . Then, power storage device 90 supplies the stored electric power to PCU 80 to drive MG 30 .

A monitoring unit 91 is provided in the power storage device 90 . Monitoring unit 91 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown) that detect the voltage, input/output current, and temperature of power storage device 90, respectively. Monitoring unit 91 outputs the detected values of each sensor (voltage, input/output current and temperature of power storage device 90 ) to BAT-ECU (Electronic Control Unit) 110 .

Vehicle 1 includes HV-ECU 100 , BAT-ECU 110 , and E/G-ECU 120 . Each ECU includes a CPU (Central Processing Unit), a memory, and an input/output buffer (not shown), inputs signals from various sensors, outputs control signals to each device, and controls each device.

HV-ECU 100 outputs a command for controlling internal combustion engine 10 to E/G-ECU 120 and outputs a command for controlling MG 30 to PCU 80 . HV-ECU 100 also controls K0 clutch 20 , starting clutch 40 and automatic transmission 50 .

BAT-ECU 110 calculates the SOC (State Of Charge) of power storage device 90 based on the detection value of each sensor output from monitoring unit 91 and outputs the SOC to HV-ECU 100 .

E/G-ECU 120 controls the output of internal combustion engine 10 based on commands from HV-ECU 100 . Note that the E/G-ECU 120 may control the K0 clutch 20, the starting clutch 40, and the automatic transmission 50 based on commands from the HV-ECU 100. A new ECU (drive ECU) may be provided to control the . Each of these ECUs corresponds to the "control device" of the present disclosure.

An accelerator opening sensor 101 detects an accelerator opening AP, which is the depression amount of an accelerator pedal. A throttle opening sensor that detects the throttle opening of the internal combustion engine 10 may be used instead of the accelerator opening sensor 101 . An engine rotation speed sensor 102 detects the rotation speed NE of the internal combustion engine. The oil temperature sensor 103 detects a working oil temperature To, which is the temperature of the working oil of the starting clutch 40 .

In the vehicle 1, for example, when the K0 clutch 20 is engaged and starting is performed using the output torque (engine torque) of the internal combustion engine 10 and the input/output torque (motor torque) of the MG 30, the slip control of the starting clutch 40 is performed. . FIG. 2 is a time chart at the time of starting. When the K0 clutch 20 is engaged and the vehicle 1 is stopped with the internal combustion engine 10 idling, the starting clutch 40 is released. In this state, when the accelerator pedal is depressed at time t1, the required driving force Fdt is set according to the magnitude of the accelerator opening AP. When the required driving force Fdt is set, the required driving force Fdt is divided (divided) by the gear ratio of the automatic transmission 50 and the reduction ratio of the differential gear 60, and multiplied by the radius of the driving wheels 70. , to calculate the target torque Tt. Target engine torque Tet is calculated by subtracting target motor torque Tmt (positive value when power storage device 90 is discharged) based on the SOC of power storage device 90 from target torque Tt. Target output torque Tdt (=Tet+Tmt) of internal combustion engine 10 and MG 30 as power sources is target torque Tt. Further, during the slip control of the starting clutch 40, the target transmission torque capacity Tct of the starting clutch 40 is set to the target torque Tt.

When the K0 clutch 20 is engaged, the vehicle 1 is stopped with the internal combustion engine 10 idling, and the starting clutch 40 is released, the accelerator pedal is depressed at time t1, as shown in the middle part of FIG. , the target torque Tt rises. Then, the engine torque Te is controlled to the target engine torque Tet and the motor torque Tm is controlled to the target motor torque Tmt so that the output torque Td of the power source becomes the target torque Tt (=target output torque Tdt). Further, the transmission torque capacity Tc of the starting clutch 40 is controlled so as to match the target torque Tt. As a result, the starting clutch 40 is half-engaged and slips, and as shown in the lower part of FIG. 2, the input shaft rotation speed Ni of the automatic transmission 50 (the output shaft rotation speed of the starting clutch 40) increases.

The responsiveness of the output torque Td (the sum of the engine torque Te and the motor torque Tm) of the power source and the responsiveness of the transmission torque capacity Tc of the starting clutch 40 are different. In the example shown in FIG. 2, the responsiveness of the transmission torque capacity Tc is lower than the responsiveness of the output torque Td. Therefore, the transmission torque capacity Tc rises later than the output torque Td (=Te+Tm) indicated by the dashed line. In FIG. 2, the transmission torque capacity Tc indicates changes in the transmission torque capacity Tc in cold regions. The transmission torque capacity Tc indicated by the two-dot chain line indicates the case where the working oil temperature of the starting clutch 40 is low, and the one-dot chain line indicates the transmission torque capacity Tc when the working oil temperature rises after the completion of warm-up. ing.

The output torque Td of the power source and the transmission torque capacity Tc of the starting clutch 40 are controlled to match the target torque Tt. However, since the responsiveness of the output torque Td and the transmission torque capacity Tc are different, a difference indicated by the shaded area shown in FIG. 2 occurs between the output torque Td and the transmission torque capacity Tc. In the present embodiment, the motor torque Tm is controlled (increased or decreased) so that the output torque Td and the transmission torque capacity Tc match in order to eliminate the difference indicated by the shaded area in FIG. In the example shown in FIG. 2, the output torque Td is matched with the transmission torque capacity Tc by correcting the target motor torque Tmt in the negative direction by the amount of torque indicated by hatching. For example, the output torque Td is controlled to match the transmission torque capacity Tc by feedback-controlling the motor torque Tm so that the amount of change ΔNE in the engine rotation speed NE becomes zero. (In the case of FIG. 2, the MG 30 is controlled so as to generate a negative torque corresponding to the shaded area.) As a result, the engine speed NE is maintained at a predetermined value as indicated by the solid line in the lower part of FIG. (The amount of change .DELTA.NE of the engine speed NE is maintained at approximately zero). The input shaft rotation speed Ni of the automatic transmission 50 (the output shaft rotation speed of the starting clutch 40) increases (the vehicle speed of the vehicle 1 increases), and the slip amount of the starting clutch 40 (the engine rotation speed NE and the input shaft rotation speed Ni ) decreases, and at time t2, when the engine rotation speed NE and the input shaft rotation speed Ni match, the slip control of the starting clutch 40 ends, and the starting clutch 40 is completely engaged.

For example, when the temperature of power storage device 90 is high, the charge/discharge power (charge/discharge current) of power storage device 90 may be limited in order to protect power storage device 90 from deterioration. When the charging/discharging power of the power storage device 90 is limited, the motor torque Tm is also limited. Therefore, feedback control of the motor torque Tm can be used to control the output torque Td to match the transmission torque capacity Tc. becomes difficult, and the engine rotation speed NE changes. In particular, when the difference between the output torque Td and the transmission torque capacity Tc is large, the change amount ΔNE of the engine rotation speed NE becomes large. For example, as indicated by the one-dot chain line in the middle of FIG. , the increase amount (change amount ΔNE) of the engine rotation speed NE is small, as indicated by the dashed line in the lower part. However, when the hydraulic oil temperature is low, as indicated by the two-dot chain line in the middle part of FIG. As indicated by the dashed line, the amount of increase (change amount ΔNE) of the engine rotation speed NE increases.

If the amount of increase in the engine rotation speed NE is large, the slip amount of the starting clutch 40 becomes excessive, and there is a concern that the durability of the starting clutch 40 is deteriorated. Note that when the responsiveness of the transmission torque capacity Tc is higher (faster) than the responsiveness of the output torque Td, the amount of decrease in the engine speed NE increases, and there is a possibility that the engine stalls.

In the present embodiment, the motor torque Tm is limited, and when the input/output torque of the MG 30 is limited, by reducing the rate of change of the output torque Td and the transmission torque capacity Tc, the engine rotation speed NE is increased. deter change.

FIG. 3 is a flow chart showing an outline of the processing executed by HV-ECU 100 in the present embodiment. This flowchart is repeatedly processed at predetermined intervals while the vehicle 1 is running (from the system ON (ignition ON) of the vehicle 1 to the system OFF (ignition OFF)). In step (hereinafter step is abbreviated as "S") 10, it is determined whether slip control of the starting clutch 40 is being performed. For example, when the K0 clutch 20 is engaged and the vehicle speed is equal to or less than a predetermined value, it is determined that the slip control is being performed. If the slip control of the starting clutch 40 is not in progress and the determination in S10 is negative, the current routine ends. If an affirmative determination is made in S10, the process proceeds to S11.

In S11, it is determined whether charging power Win or discharging power Wout of power storage device 90 is restricted. For example, when the temperature of power storage device 90 detected by monitoring unit 91 is higher than a first predetermined temperature and charge power Win and discharge power Wout are limited from the viewpoint of protection of power storage device 90, the temperature of power storage device 90 increases. When the discharge power Wout from the power storage device 90 is restricted to a temperature lower than the second predetermined temperature, it is determined that the charge power Win or the discharge power Wout is restricted. If an affirmative determination is made in S11, the process proceeds to S12. If a negative determination is made in S11, the current routine is terminated.

When charging power Win is restricted, the generated power of MG 30 is restricted, so the negative torque (input torque) of MG 30 is restricted. When discharge power Wout is restricted, the power supplied to MG 30 is restricted, so the positive torque (output torque) of MG 30 is restricted. Therefore, when the input/output torque (motor torque Tm) of the MG 30 is limited, an affirmative determination is made in S11.

In S12, it is determined whether or not the working oil temperature To, which is the temperature of the working oil of the starting clutch 40 detected by the oil temperature sensor 103, is equal to or lower than a predetermined value α. The predetermined value α is set in advance by experiments or the like. When the motor torque Tm is limited, the predetermined value α decreases the responsiveness of the starting clutch 40 due to the high viscosity of the hydraulic oil, and the difference in the responsiveness between the output torque Td and the transmission torque capacity Tc is large. This is the temperature of the hydraulic oil at which the amount of change ΔNE in the engine rotation speed NE becomes unacceptable even if feedback control of the torque Tm is used. If the hydraulic oil temperature To exceeds the predetermined value α, a negative determination is made in S12, and the current routine ends. If the hydraulic oil temperature To is equal to or lower than the predetermined value α, an affirmative determination is made in S12, and the process proceeds to S13.

In S13, a driving force upper limit rate of change ΔFdL, which is the upper limit of the rate of change of the driving force Fd of the vehicle 1, is calculated based on the operating oil temperature To. A map for calculating the driving force upper limit change rate ΔFdL using the hydraulic oil temperature To as a parameter is stored in the memory, and by searching the map, the driving force upper limit change rate ΔFdL is calculated based on the hydraulic oil temperature To. . The driving force upper limit rate of change ΔFdL is a value at which the amount of change ΔNE of the engine rotation speed NE is equal to or less than a predetermined value even if feedback control of the motor torque Tm is not performed. A lower value is set to a smaller value.

In the following S14, based on the accelerator opening AP detected by the accelerator opening sensor 101, the allowable amount of change .DELTA.NEa of the engine rotation speed NE is calculated. When the driver intends to accelerate, if the slip amount is within a range in which the durability of the starting clutch 40 is not deteriorated, the amount of change ΔNE increases, and even if the engine speed NE increases, the driver feels uncomfortable. and improve drivability. Therefore, when the accelerator opening AP is large, the allowable amount of change ΔNEa is calculated based on the accelerator opening AP in order to allow an increase in the engine rotation speed NE and improve drivability. The allowable amount of change ΔNEa is obtained in advance by experiments or the like, and is set to a larger value as the accelerator opening AP increases.

In subsequent S15, the driving force upper limit change rate ΔFdL calculated in S13 is corrected using the allowable change amount ΔNEa calculated in S14 to calculate the target driving force upper limit change rate ΔFdT. For example, when the change amount ΔNE due to the driving force upper limit change rate ΔFdL is smaller than the allowable change amount ΔNEa, the driving force upper limit change rate ΔFdL is increased and corrected to obtain the target driving force upper limit change rate ΔFdT. When the change amount ΔNE due to the driving force upper limit change rate ΔFdL is larger than the allowable change amount ΔNEa, the driving force upper limit change rate ΔFdL is set as the target driving force upper limit change rate ΔFdT.

At S16, an upper limit value Ttu of the target torque Tt is set based on the target driving force upper limit change rate ΔFdT. The upper limit value Ttu is a value that guards the upper limit of the target torque Tt so that the change rate of the driving force Fd of the vehicle 1 does not exceed the target upper limit change rate ΔFdt. The target torque Tt is calculated based on the required driving force Fdt corresponding to the accelerator opening AP. A large change in the engine speed NE is suppressed by not exceeding the upper limit rate of change ΔFdt. For example, the upper limit value Ttu is set to a value obtained by adding the rate of change of the target torque Tt (target torque change rate ΔTt) corresponding to the target upper limit rate of change ΔFd to the target torque Tt (previous value) calculated in the previous routine. be able to. (Upper limit value Ttu = target torque Tt (previous value) + target torque change rate ΔTt)
At S17, the target torque Tt is guarded by the upper limit value Ttu set at S16. When the target torque Tt calculated based on the required driving force Fdt corresponding to the accelerator opening AP exceeds the upper limit value Ttu, the target torque Tt is rewritten to the upper limit value Ttu. (Tt=Ttu) When the target torque Tt is equal to or lower than the upper limit value Ttu, the target torque Tt is not rewritten. Also, after the target torque Tt calculated this time is stored in the memory as the target torque Tt (previous value), the current routine ends.

FIG. 4 is a time chart at the time of starting in this embodiment. When the K0 clutch 20 is engaged, the internal combustion engine 10 is in an idle state, the vehicle 1 is stopped, and the starting clutch 40 is released, the accelerator pedal is depressed at time t1, and the target torque Tt increases. . As the target torque Tt increases, the engine torque Te is controlled to the target engine torque Tet and the motor torque Tm is controlled to the target motor torque Tmt so that the output torque Td of the power source becomes the target torque Tt. Further, the transmission torque capacity Tc of the starting clutch 40 is controlled so as to match the target torque Tt. As a result, the starting clutch 40 is half-engaged and slips, and as shown in the lower part of FIG. 4, the input shaft rotational speed Ni of the automatic transmission 50 (the output shaft rotational speed of the starting clutch 40) increases.

When the input/output torque (motor torque Tm) of the MG 30 is limited (affirmative determination in S11) and the responsiveness of the starting clutch 40 is low (affirmative determination in S12), the upper limit value Ttu of the target torque Tt is set (S13 ˜S16), the target torque Tt is guarded by the upper limit value Ttu, and the rate of change of the target torque Tt is limited. Therefore, as shown in the middle part of FIG. 4, the increasing gradient of the target torque Tt becomes smaller. Therefore, the rate of change of output torque Td and transmission torque capacity Tc is reduced, and the increasing gradient of output torque Td and transmission torque capacity Tc is reduced. As a result, even when the responsiveness of the starting clutch 40 is low, the difference between the output torque Td and the transmission torque capacity Tc is reduced, and the increasing gradient of the output torque Td is reduced. In addition, the increase amount (variation amount ΔNE) of the engine speed NE can be reduced. In addition, the driving force upper limit change rate ΔFdL is corrected according to the driver's intention to accelerate using the allowable change amount ΔNEa, which is set to a larger value as the accelerator opening AP increases, and the upper limit value Ttu is set. A slip amount within a range in which the durability of the clutch 40 is not deteriorated is allowed, and an increase in the engine rotation speed NE is allowed, so that acceleration performance is improved and drivability can be improved.

In the present embodiment, in S12, it is determined based on the operating oil temperature To that the response of the starting clutch 40 is low. However, instead of or in addition to this determination, it is determined that the operating oil pressure of the starting clutch 40 has been lowered to such an extent that the stroke of the starting clutch 40 is required before engagement of the starting clutch 40 is started. You may make it determine from. Alternatively, S12 may be eliminated, and if the determination in S11 is affirmative, the process may proceed to S13.

In the present embodiment, in S14, the allowable amount of change ΔNEa of the engine rotation speed NE is calculated based on the accelerator opening AP. However, the allowable amount of change ΔNEa may be calculated based on the amount of change (rate of change) of the accelerator opening AP. In this case, the allowable change amount ΔNEa is set to a larger value as the change amount of the accelerator opening AP increases. Further, S14 and S15 may be eliminated, and the upper limit value Ttu may be obtained without calculating the target driving force upper limit change rate ΔFdT. In this case, the upper limit value Ttu may be calculated based on the driving force upper limit change rate ΔFdL.

(Modification)
In the above embodiment, in S13 to S17, the upper limit value Ttu of the target torque Tt is set based on the driving force upper limit rate of change ΔFdL, which is calculated using the hydraulic oil temperature To as a parameter. , and the rate of change of the transmission torque capacity Tc is controlled to be small. However, without calculating the driving force upper limit rate of change ΔFdL and the upper limit value Ttu, the rate of change of the target torque Tt is limited, and the rate of change of the output torque Td and the rate of change of the transmission torque capacity Tc are controlled to be small. You may

FIG. 5 is a flow chart showing an overview of the process executed by HV-ECU 100 in the modified example. In this flowchart, S13 to S17 in the flowchart of FIG. 3 are replaced with S30, and if an affirmative determination is made in S12, the process of S30 is executed.

In S30, the upper limit value of the change rate of the target torque Tt is calculated by searching a map using the hydraulic oil temperature To and the accelerator opening AP. FIG. 6 is a diagram showing an example of a map for calculating the target torque upper limit change rate ΔTtu. This map shows that when the motor torque Tm is limited and the slip control of the starting clutch 40 is performed, the amount of change ΔNE in the engine rotation speed NE falls within the allowable range and drivability (acceleration feeling) is satisfied. The rate of change of the target torque Tt is determined by experiments or the like using the hydraulic oil temperature To and the accelerator opening AP as parameters, and the determined rate of change of the target torque Tt is set as the target torque upper limit rate of change ΔTtu. . The lower the hydraulic oil temperature To, the lower the responsiveness of the transmission torque capacity Tc. The target torque upper limit change rate ΔTtu tends to be set smaller as it is smaller.

Subsequently, in S31, the target torque change rate ΔTt, which is the change amount (inclination) of the target torque Tt, is limited by the target torque upper limit change rate ΔTtu. The target torque change rate ΔTt is calculated from the difference between the previous target torque Tt and the current target torque Tt. When the target torque change rate ΔTu exceeds the target torque upper limit change rate ΔTtu, the target torque change rate ΔTu exceeds the target torque upper limit. The current target torque Tt is decreased and corrected so as to be within the rate of change ΔTtu.

Also in this modification, the input/output torque (motor torque Tm) of the MG 30 is limited, and when the responsiveness of the starting clutch 40 is low, the rate of change of the target torque Tt (target torque rate of change ΔTt) is limited, and the output Since the rate of change of torque Td and transmission torque capacity Tc is reduced, the amount of increase in engine speed NE can be reduced.

In the above embodiment, an example has been described in which the responsiveness of the transmission torque capacity Tc is slower (lower) than the responsiveness of the output torque Td. However, the present disclosure is applicable even when the responsiveness of the transmission torque capacity Tc is faster (higher) than the responsiveness of the output torque Td. For example, when the operating oil temperature To of the starting clutch 40 is low, the responsiveness of the transmission torque capacity Tc is lower than the responsiveness of the output torque Td. The responsiveness of the output torque Td becomes substantially equal, and when the hydraulic oil temperature To further increases and the viscosity decreases, the responsiveness of the transmission capacity Tc becomes higher than the responsiveness of the output torque Td. FIG. 7 is a diagram showing an example of a map for calculating the target torque upper limit change rate ΔTtu in such a vehicle in a modified example. Target upper limit rate of change ΔTtu is set to be the largest at predetermined temperature β at which responsiveness of transmission torque capacity Tc and output torque Td are substantially equal. As the hydraulic oil temperature To decreases from the predetermined temperature β and increases from the predetermined temperature β, the target upper limit rate of change ΔTtu decreases. In the region where the operating oil temperature To is higher than the predetermined temperature β, when the input/output torque of the MG 30 is limited during the slip control of the starting clutch 40, the rate of change of the output torque Td and the rate of change of the transmission torque capacity Tc is controlled to be smaller than when the input/output torque of the MG 30 is not limited, it is possible to suppress the occurrence of engine stall.

Exemplifying embodiments in the present disclosure, the following aspects can be exemplified.
1) A power source (10, 30) including an internal combustion engine (10) and a rotating electrical machine (30), a disconnecting clutch (20) for cutting off power transmission between the internal combustion engine (10) and the rotating electrical machine (30), and power A starting clutch (40) provided in a power transmission path between a power source (10, 30) and a drive wheel (70), a power source (10, 30), a disconnecting clutch (20) and a starting clutch (40) a control device (100) for controlling slip control, wherein the control device (100) connects the disconnecting clutch (20) and controls the starting clutch (40) to a semi-engaged state; When the input and output torque of the rotary electric machine (30) is limited, the rate of change of the output torque of the power source (20, 30) and the rate of change of the transmission torque capacity of the starting clutch (40) 30) is controlled to be smaller than when the input/output torque of 30) is not limited.

2) In 1, a power storage device (90) that exchanges electric power with the rotating electric machine (30) is further provided, and the control device (100) controls rotation when the input power and output power of the power storage device (90) are limited. It is determined that the input/output torque of the electric machine (30) is limited.

3) In 1 or 2, the control device (100) calculates the target torque based on the accelerator opening, and the output torque of the power source (20, 30) and the transmission torque capacity of the starting clutch (40) reach the target torque. In addition, the input electric power and output electric power of the power storage device (90) are limited, and the difference between the output torque of the power source (20, 30) and the transmission torque capacity of the starting clutch (30) is equal to or greater than a predetermined value, control is performed so that the rate of change in the output torque of the power sources (20, 30) and the rate of change in the transmission torque capacity of the starting clutch (30) are reduced.

4) In 3, the starting clutch (40) is a hydraulic clutch, and the control device (100) controls the output torque of the power source (20, 30) when the operating oil temperature of the starting clutch (40) is below a predetermined value. It is determined that the deviation of the transmission torque capacity of the starting clutch (30) is equal to or greater than a predetermined value.

The embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present invention is indicated by the scope of the claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1 vehicle, 10 internal combustion engine, 20 K0 clutch, 30 motor generator (MG), 40 starting clutch, 50 automatic transmission, 60 differential gear, 70 driving wheel, 80 PCU, 90 power storage device, 91 monitoring unit, 100 HV-ECU , 101 accelerator opening sensor, 102 engine speed sensor, 103 oil temperature sensor, 110 BAT-ECU, 120 E/G-ECU.

Claims (6)

a power source including an internal combustion engine and a rotating electrical machine;
a starting clutch provided in a power transmission path between the power source and the drive wheels;
A vehicle comprising the power source and a control device that controls the starting clutch,
During slip control for controlling the starting clutch to be in a half-engaged state, the control device controls the rate of change of the output torque of the power source and the transmission of the starting clutch when the input/output torque of the rotating electrical machine is limited. A vehicle that controls a rate of change in torque capacity to be smaller than when the input/output torque of the rotating electric machine is not limited. When the input/output torque of the rotating electric machine is limited and the responsiveness of the starting clutch is low, the control device changes the rate of change of the output torque of the power source and the transmission torque capacity of the starting clutch. 2. The vehicle according to claim 1, wherein the rate is controlled to be small. The control device sets an upper limit value of the rate of change of the driving force of the vehicle according to the responsiveness of the starting clutch, and the rate of change of the output torque of the power source based on the upper limit value of the rate of change of the driving force. 3. The vehicle according to claim 1, wherein a rate of change of transmission torque capacity of said starting clutch is controlled. The control device calculates a target torque based on the accelerator operation amount, controls the output torque of the power source and the transfer torque capacity of the starting clutch so that they become the target torque, and controls the upper limit of the rate of change of the driving force. 4. The vehicle according to claim 3, wherein the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch are controlled by setting the upper limit value of the target torque based on the values. The control device calculates a corrected upper limit value by correcting the upper limit value of the rate of change of the driving force based on the accelerator operation amount, and sets the upper limit value of the target torque based on the corrected upper limit value. 5. The vehicle of claim 4, wherein: The starting clutch is a hydraulic friction engagement device,
The control device calculates a target torque based on the accelerator operation amount, controls the output torque of the power source and the transmission torque capacity of the starting clutch so that they become the target torque, and controls the temperature of the operating oil of the starting clutch. By setting the upper limit value of the rate of change of the target torque based on the hydraulic oil temperature and the accelerator operation amount, the rate of change of the output torque of the power source and the rate of change of the transmission torque capacity of the starting clutch are 3. The vehicle of claim 2, which controls the

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