JP2023146278A - Control device of hybrid vehicle - Google Patents

Abstract

To shorten the time required for shifting to the second travel mode requiring driving of an engine from the first travel mode not requiring driving of the engine.SOLUTION: A processing circuit of a control device of a hybrid vehicle according to one embodiment, in a case of shifting to the second travel mode of driving driving wheels with at least the power generated by an engine from the first travel mode of driving the driving wheels with the power generated by an electric motor, executes rotation frequency synchronization control of controlling the engine such that the rotation frequency of a transmission shaft following rotation of the engine matches the rotation frequency of the transmission shaft following rotation of the electric motor, and controls a clutch such that an engagement degree of the clutch corresponding to the degree of power transmission between the engine and the transmission shaft is increased during execution of the rotation frequency synchronization control.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a control device for a hybrid vehicle equipped with an engine and an electric motor as a traveling drive source.

Patent Document 1 discloses a hybrid vehicle that includes an engine and an electric motor as a traveling drive source. This hybrid vehicle includes a transmission shaft for transmitting the driving force of the electric motor to the driving wheels, and a clutch that switches whether or not to transmit the driving force of the engine to the transmission shaft. By switching this clutch from a disengaged state to an engaged state, a driving mode (first driving mode) in which the electric motor is driven to travel, and a driving mode (second driving mode) in which driving is performed by transmitting at least the driving force of the engine to the transmission shaft. (driving mode), etc., depending on the remaining battery level and the like. In the first travel mode, the electric motor is driven to travel, so the engine does not need to be driven.

In order to shift from the first driving mode to the second driving mode, engine speed synchronization control is performed to control the engine and match the transmission shaft rotation speed caused by the rotation of the engine to the transmission shaft rotation speed caused by the rotation of the electric motor. need to be executed.

JP 2021-95015 Publication

It is desired to shorten the time required to shift from a first drive mode that does not require engine drive to a second drive mode that requires engine drive.

Therefore, an object of the present disclosure is to provide a control device for a hybrid vehicle that can shorten the time required to shift from a first driving mode that does not require engine driving to a second driving mode that requires engine driving. shall be.

A control device for a hybrid vehicle according to an aspect of the present disclosure includes an electric motor and an engine as a traveling drive source, a transmission shaft for transmitting the driving force of the electric motor to drive wheels, and a transmission shaft for transmitting the driving force of the engine to the driving wheels. A control device for a hybrid vehicle, comprising: a clutch that switches between transmitting power to a transmission shaft; When transitioning from a first driving mode in which the electric motor drives the electric motor to a second driving mode in which the driving wheels are driven by at least the power generated by the engine, the rotation speed of the transmission shaft due to the rotation of the engine is changed to executing rotational speed tuning control for controlling the engine to match the rotational speed of the transmission shaft with the rotation of the engine, and controlling the degree of power transmission between the engine and the transmission shaft while executing the rotational speed tuning control; The clutch is controlled so that the degree of engagement of the clutch increases in response to.

A control device for a hybrid vehicle according to another aspect of the present disclosure includes an electric motor and an engine as a traveling drive source, a transmission shaft for transmitting the driving force of the electric motor to drive wheels, and a transmission shaft for transmitting the driving force of the engine to the driving wheels. A control device for a hybrid vehicle, including a clutch that switches whether or not to transmit power to the transmission shaft, the control device including a processing circuit, and the processing circuit controlling the driving force using power generated by the electric motor. When transitioning from a first driving mode in which the wheels are driven to a second driving mode in which the drive wheels are driven by at least the power generated by the engine, the rotation speed of the transmission shaft accompanying the rotation of the engine is changed to executing rotation speed synchronization control for controlling the engine to match the rotation speed of the transmission shaft with the rotation of the motor, and controlling the power transmission state between the engine and the transmission shaft while executing the rotation speed synchronization control; The clutch is controlled so that the amount increases with time, and the time from the disengaged state to the engaged state of the clutch or the initial target value of the engine output in the rotation synchronization control is determined based on the driving state or driving operation state. It may be different.

According to the present disclosure, it is possible to shorten the time required to shift from the first driving mode that does not require engine driving to the second driving mode that requires engine driving.

1 is a schematic diagram of a hybrid vehicle according to an embodiment. FIG. 2 is a block diagram showing a control device and its input/output. 7 is a flowchart showing the flow of processing for switching control from EV mode to HEV mode in the present embodiment. 4 is a graph showing temporal changes in each value in the switching control shown in FIG. 3. FIG. FIG. 3 is a block diagram showing a function of setting a second throttle target opening degree in the engine speed control section. It is a figure which shows the 1st shock tolerance map. FIG. 2 is a block diagram showing a function of determining a final target throttle opening in a throttle opening determining section. FIG. 3 is a block diagram showing a function of determining a clutch pressure command value in a clutch control section. It is a figure which shows the 2nd shock tolerance map. It is a figure which shows a clutch pressure map.

Embodiments will be described below with reference to the drawings.

<Hybrid vehicle configuration>
FIG. 1 is a schematic diagram of a hybrid vehicle 1 according to an embodiment. In this embodiment, the hybrid vehicle 1 is a motorcycle that includes a rear wheel that is a driving wheel 8 and a front wheel (not shown) that is a driven wheel. A motorcycle is a suitable example of a vehicle that can turn from an upright state by banking the vehicle body to one side in the vehicle width direction. Note that the hybrid vehicle 1 may be a tricycle or a four-wheel vehicle.

The hybrid vehicle 1 includes an electric motor 3, an engine 2, a transmission shaft for transmitting the driving force of the electric motor 3 to the drive wheels 8 (an input shaft 4a of a transmission 4, which will be described later), and a transmission shaft for transmitting the driving force of the engine 2. A clutch 5 that switches whether or not to transmit data to the shaft is provided.

More specifically, as shown in FIG. 1, the hybrid vehicle 1 includes an engine 2, an electric motor 3, a transmission 4, a clutch 5, a clutch actuator 6, an output transmission member 7, drive wheels 8, a starter motor 10, and a control device. It is equipped with 20.

Engine 2 is an internal combustion engine. Engine 2 is a traveling drive source for driving drive wheels 8 . The electric motor 3 is a traveling drive source for driving the drive wheels 8 together with the engine 2 or instead of the engine 2. The transmission 4 changes the speed of the rotational power output from the engine 2. The transmission 4 is, for example, a manual transmission having an input shaft 4a, an output shaft 4b, and a speed change gear. In this embodiment, the transmission shaft is configured as an input shaft 4a of the transmission 4.

The clutch 5 connects and disconnects the engine 2 and the transmission 4. The clutch 5 is, for example, a friction clutch. The clutch actuator 6 drives the clutch 5 so as to switch the clutch 5 between an engaged state and a disengaged state. In this embodiment, the clutch actuator 6 is a hydraulic actuator. The clutch actuator 6 may also be another type of actuator, such as an electric actuator.

The disengaged state of the clutch 5 is a state in which power is not transmitted between the engine 2 and the input shaft 4a, which is a transmission shaft. The engaged state of the clutch 5 is a state in which power is completely transmitted between the engine 2 and the input shaft 4a, which is a transmission shaft. When the clutch 5 transitions from the disengaged state to the engaged state, the clutch 5 goes through a half-clutch state. The half-clutch state of the clutch 5 is a state in which power is partially transmitted between the engine 2 and the input shaft 4a, which is a transmission shaft.

In other words, the clutch actuator 6 is an actuator that changes the degree of engagement of the clutch 5, that is, the degree of power transmission between the engine 2 and the transmission 4. The degree of engagement of the clutch 5 is a value that increases as the frictional force generated in the clutch 5 increases. The disengaged state of the clutch 5 is a state in which the degree of engagement of the clutch 5 is 0%. The engaged state of the clutch 5 is a state in which the degree of engagement of the clutch 5 is 100%. The half-clutch state of the clutch 5 is a state in which the degree of engagement of the clutch 5 is greater than 0% and less than 100%.

To explain it in another way, the clutch 5 includes a driving side member and a driven side member that can come into contact with each other or separate from each other, and the frictional force between the driving side member and the driven side member If the configuration is such that rotational power is transmitted from the driving side member to the driven side member, the engaged state of the clutch 5 is such that the rotational power is transmitted without causing slippage between the driving side member and the driven side member. It is a state of Further, the half-clutch state of the clutch 5 is a state in which rotational power is transmitted while causing slippage between the driving side member and the driven side member.

The output transmission member 7 is a member that transmits the rotational power output from the output shaft 4b of the transmission 4 to the drive wheels 8. The output transmission member 7 is, for example, a drive chain, a drive belt, a drive shaft, or the like.

The starter motor 10 drives the engine 2 by applying rotational power to the crankshaft of the engine 2 when the engine 2 is started. The starter motor 10 is attached to one end of the crankshaft of the engine 2. In this embodiment, the starter motor 10 is, for example, an integrated starter generator (ISG). That is, the starter motor 10 can drive the engine 2 when the engine 2 is started, and can also be driven by the engine 2 to generate electricity. However, the starter motor 10 does not need to be an ISG, and may be any motor that has a function of driving the engine 2 when the engine 2 is started.

Control device 20 controls engine 2, electric motor 3, clutch actuator 6, and starter motor 10 based on information from various sensors. The control device 20 may be one controller or may be distributed among multiple controllers. In terms of hardware, the control device 20 includes a processor, volatile memory, nonvolatile memory, I/O interface, and the like. Functional details of the control device 20 will be described later.

Hybrid vehicle 1 has a plurality of driving modes in which at least one state of engine 2, electric motor 3, and clutch 5 is different from each other. The driving mode of the hybrid vehicle 1 is switched by the control device 20. Specifically, the driving modes include a first driving mode, a second driving mode, and a transient mode.

The first driving mode is a driving mode that does not require the engine 2 to be driven. In other words, the first driving mode is a driving mode in which the vehicle travels with the clutch 5 in a disengaged state. For example, the first driving mode is an EV mode in which the drive wheels 8 are driven by the power generated by the electric motor 3. In the EV mode, the clutch 5 is in a disengaged state so that the engine 2 does not provide resistance when the electric motor 3 is driven. In the EV mode, the electric motor 3 is in a driving state when the vehicle is accelerating, and the electric motor 3 is in a regenerative state when the vehicle is decelerating. Basically, the engine 2 is stopped during the EV mode. However, during the EV mode, the engine 2 may be operated at a low load in order to warm up or the like. This is because even if the engine 2 is operating, the power generated by the engine 2 will not be transmitted to the drive wheels 8 if the clutch 5 is in the disengaged state.

The second driving mode is a mode in which the drive wheels 8 are driven by at least the power generated by the engine 2. In other words, the second driving mode is a driving mode in which the vehicle travels with the clutch 5 in the engaged state. For example, the second driving mode is an HEV mode in which the drive wheels 8 are driven by power generated by both the electric motor 3 and the engine 2. Furthermore, for example, in the HEV mode, the engine 2 may be driven without driving the electric motor 3, and the drive wheels 8 may be driven by the rotational power of the engine 2 alone. In the HEV mode, the clutch 5 is engaged so that the rotational power of the engine 2 is transmitted to the drive wheels 8 via the transmission 4. In the HEV mode, the electric motor 3 is in a driving state during accelerated driving, and supports the rotational drive of the transmission shaft by the engine 2. Furthermore, in the HEV mode, the electric motor 3 is in a regenerative state during deceleration driving.

The transient mode is a switching control mode that intervenes during transition from EV mode to HEV mode. In this embodiment, the transient mode includes a plurality of different control states, such as a rotational speed tuning control state and a torque change control state. When transitioning from the EV mode to the HEV mode with the engine 2 stopped, the transient mode also includes an engine starting state, which is a state in which control is performed to start the engine 2. The switching of the driving mode by the control device 20 will be described in detail later.

<Control system>
FIG. 2 is a block diagram showing the control device 20 and its input/output. As shown in FIG. 2, the control device 20 includes a required torque calculation section 21, a mode switching section 22, a motor torque control section 23, an engine torque control section 24, an engine speed control section 25, a throttle opening degree determination section 26, and It includes a clutch control section 27. Each section 21 to 27 of the control device 20 is configured as a functional block realized by a processor performing arithmetic processing using volatile memory based on a program stored in nonvolatile memory. A processor is an example of a processing circuit.

The required torque calculation unit 21 calculates the required torque from the vehicle body posture, SOC (State of Charge), vehicle speed, accelerator opening, engine rotation speed, motor rotation speed, and the like.

The vehicle body posture includes, for example, at least one of a roll angle (that is, a bank angle), a pitch angle, a slip ratio, a steering angle, turn signal information, vehicle position information, and front camera information. The roll angle and pitch angle are calculated, for example, from the detection values of a gyro sensor mounted on the vehicle, but may also be calculated from the detection values of a roll angle sensor and a pitch angle sensor. The pitch angle may be calculated from the stroke amounts of the front suspension and the rear suspension.

The slip rate is calculated, for example, by the formula (drive wheel rotation speed - driven wheel rotation speed)/driven wheel rotation speed, but may also be an increase rate of the drive wheel rotation speed. The steering angle is calculated, for example, from a detected value of a steering angle sensor. The direction indicator information is acquired as indicator operation information for left turn or right turn based on a signal when the user operates the direction indicator. The vehicle position information is information indicating where on the map the hybrid vehicle 1 is traveling based on the detected value of the GPS sensor and the map information. The front camera information is image information obtained from an on-vehicle camera that photographs the front of the hybrid vehicle 1.

SOC indicates the charging state of a battery that stores electric power to be supplied to the electric motor 3. For example, the SOC is detected by a battery management unit that is provided in a battery and performs battery control.

The vehicle speed is calculated, for example, from a detected value of a rotation speed sensor of a driven wheel (for example, a front wheel), but may also be calculated from GPS information or the like. The motor rotation speed is calculated, for example, from a detected value of a rotation speed sensor provided on the rotation shaft of the electric motor 3, but may also be calculated from a control signal of the electric motor 3. The accelerator opening degree means the user's accelerator operation amount, and can be obtained from the output of the accelerator opening sensor. The engine rotation speed can be calculated from the output of a crank angle sensor that detects the crank angle of the crankshaft of the engine 2.

The required torque calculation unit 21 calculates the required torque, specifically, the torque that the entire travel drive source (engine 2 and electric motor 3) should output as the total required torque based on the various information described above.

The mode switching unit 22 determines the optimal driving mode from among the plurality of driving modes after determining the current driving state based on the total required torque and the like. In addition to the total required torque, the driving mode may be determined based on the vehicle body posture, SOC (State of Charge), vehicle speed, accelerator opening, engine rotation speed, motor rotation speed, or other parameters. .

When the current driving mode and the determined optimal driving mode are different, the mode switching unit 22 determines to switch the current driving mode to the optimal driving mode. For example, when it is determined to switch from EV mode to HEV mode, mode switching unit 22 changes the current control state from the control state for EV mode to engine starting state, rotation speed synchronization control state, and torque change control state. The state is changed in order, and finally the control state is changed to the HEV mode. Furthermore, the mode switching unit 22 generates (outputs) switching state information indicating the current control state.

Furthermore, when the current control state is changed from the control state for the EV mode to the engine starting state, the mode switching unit 22 sends an engine starting command value to the starter motor 10 to start the engine 2.

Furthermore, the mode switching unit 22 distributes the total required torque to the electric motor 3 and the engine 2 according to the current control state. That is, the mode switching unit 22 selects a target torque that the engine 2 should output (hereinafter referred to as "engine target torque") and a target torque that the electric motor 3 should output, according to the determined driving mode and total required torque. (hereinafter referred to as "motor target torque").

The motor torque control unit 23 transmits an inverter command value to (the inverter of) the electric motor 3 according to the motor target torque output from the mode switching unit 22, so that the output torque of the electric motor 3 becomes the motor target torque. The electric motor 3 is driven.

The engine torque control unit 24 determines a target value of the throttle opening (hereinafter referred to as “first throttle target opening”) based on the engine target torque and engine rotation speed output from the mode switching unit 22.

The engine speed control unit 25 controls a target value of the throttle opening (hereinafter referred to as "second throttle target opening") such that the engine speed is synchronized with the motor speed based on the engine speed and the motor speed. Determine.

The throttle opening determination unit 26 determines the final throttle opening command value to be output to the engine 2, and outputs it to the throttle device 2a. Further, the control device 20 outputs a fuel injection signal to the fuel injection device 2b of the engine 2 according to the actual measured value of the throttle opening, and outputs an engine ignition signal to the ignition device 2c of the engine 2.

Clutch control unit 27 outputs a clutch pressure command value for changing the degree of engagement of clutch 5 to clutch actuator 6 .

<Switching from EV mode to HEV mode>
The flow of processing when switching the driving mode from EV mode to HEV mode will be described below. FIG. 3 is a flowchart showing the flow of processing for switching control from EV mode to HEV mode in this embodiment. Moreover, FIG. 4 is a graph showing the time change of each value in the switching control shown in FIG. In addition, in the following description, the process of switching control in the case of switching from EV mode to HEV mode when the engine 2 is in a stopped state will be explained.

FIG. 4 shows a graph showing each target torque of the engine 2 and the electric motor 3, a graph showing each rotation speed of the engine 2 and the electric motor 3, a graph showing the clutch pressure which is the pressure for operating the clutch actuator 6, Graphs showing throttle opening degrees are shown in order from the top. In addition, in the graph of FIG. 4, each target torque and each rotation speed are the conversion values of each target torque and each rotation speed at the transmission shaft (input shaft 4a of the transmission 4).

Furthermore, in the graph of FIG. 4, the clutch pressure in this embodiment is the control oil pressure. The clutch pressure is a parameter corresponding to the degree of engagement of the clutch 5, in other words, the degree of power transmission between the engine 2 and the transmission 4. When the clutch pressure is a preset minimum pressure, the degree of engagement of the clutch 5 is 0%, and the clutch 5 is in a disengaged state. As the clutch pressure increases, the degree of engagement also increases. When the clutch pressure is the preset maximum pressure, the degree of engagement of the clutch 5 is 100%, and the clutch 5 is in a connected state.

As described above, in the EV mode, the clutch 5 is in a disengaged state, and the drive wheels 8 are driven by the power generated by the electric motor 3. While the hybrid vehicle 1 is running in the EV mode, if the mode switching unit 22 determines that the HEV mode is the optimal drive mode after grasping the current running state based on the total required torque, etc., the mode switching unit 22 switches from the EV mode to the HEV mode. It is determined to switch to HEV mode (step S1). Note that the decision to switch from EV mode to HEV mode may be made manually by the driver.

(engine start)
When switching from the EV mode to the HEV mode is determined, the mode switching unit 22 changes the current control state from the control state for the EV mode to the engine starting state. Then, the mode switching unit 22 starts the engine 2 so that the engine 2 shifts from the stopped state to the self-rotating state in which the engine 2 rotates on its own (step S2).

Specifically, the mode switching unit 22 outputs an engine starting command value to the starter motor 10, and causes the starter motor 10 to start the engine 2. Furthermore, the mode switching section 22 sends switching state information indicating the engine starting state to the throttle opening determining section 26 . The throttle opening determination unit 26 outputs a throttle opening command value indicating a preset opening for engine starting to the throttle device 2a based on the switching state information indicating the engine starting state (see also FIG. 7 described later). ).

The mode switching unit 22 determines whether the engine 2 is in a self-rotating state (step S3). Specifically, the mode switching unit 22 determines whether a predetermined period of time has elapsed since the engine speed became equal to or greater than the starting reference value and became equal to or greater than the starting reference value. The mode switching unit 22 determines that the engine 2 has entered the self-rotating state when a predetermined period of time has elapsed since the engine speed became equal to or higher than the starting reference value (see also FIG. 4). Note that the mode switching unit 22 may determine that the engine 2 has entered the self-rotating state when the engine speed becomes equal to or higher than the starting reference value.

While the engine 2 is not in the self-rotating state (step S3: No), the mode switching unit 22 continues to monitor the engine speed until the engine speed becomes equal to or higher than the starting reference value. If the mode switching unit 22 determines that the engine 2 has entered the self-rotating state (step S3: Yes), the mode switching unit 22 changes the current control state from the engine starting state to the rotation speed synchronization control state. As a result, a rotational speed synchronization control state and clutch control are started (step S4).

The rotational speed synchronization control is a control in which the rotational speed of the input shaft (ie, transmission shaft) 4 a accompanying the rotation of the engine 2 is matched to the rotational speed of the input shaft 4 a accompanying the rotation of the electric motor 3 . Further, the clutch control is a control for switching the state of the clutch 5 from a disconnected state to a connected state. Each of the rotational speed synchronization control and clutch control will be explained in more detail below.

(Rotation speed synchronization control)
First, rotation speed synchronization control will be explained with reference to FIGS. 5 to 7. FIG. 5 is a block diagram showing a function of setting the second throttle target opening degree in the engine speed control section 25. As shown in FIG. In the rotational speed synchronization control, the control device 20 controls the engine 2 so that the rotational speed of the input shaft (i.e., transmission shaft) 4a as the engine 2 rotates matches the rotational speed of the input shaft 4a as the electric motor 3 rotates. do. Specifically, the engine rotation speed control unit 25 determines the second throttle target opening degree such that the engine rotation speed is synchronized with the motor rotation speed based on the engine rotation speed and the motor rotation speed. Then, the throttle opening determining section 26 determines the second throttle target opening as the final throttle opening command value to be output to the engine 2, and outputs it to the throttle device 2a.

The engine speed control section 25 includes a feedforward control section (hereinafter referred to as FF control section) 31, a feedback control section (hereinafter referred to as FB control section) 32, and an addition section 33.

The FF control section 31 includes a differential calculation section 31a, a shock tolerance setting section 31b, a switching section 31c, a subtraction section 31d, and a multiplication section 31e.

The differential calculation section 31a performs a differential calculation on the accelerator opening degree and outputs an accelerator opening degree differential value. The shock tolerance setting unit 31b refers to a first shock tolerance map set in advance and calculates a first shock tolerance value, which is an adjustment gain, from the accelerator opening degree and the differential value of the accelerator opening degree output by the differential calculation unit 31a. 1 Set the shock tolerance.

The switching unit 31c switches whether or not to output the adjustment gain set by the shock tolerance setting unit 31b to the multiplication unit 31e, based on the switching state information acquired from the mode switching unit 22. When the switching state information acquired from the mode switching unit 22 indicates the rotation speed synchronization control state, the switching unit 31c sets the gain output to the multiplication unit 31e as an adjustment gain, and the switching state information acquired from the mode switching unit 22 When indicating a state other than the rotational speed tuning control state, the gain output to the multiplier 31e is set to "1".

The subtraction unit 31d calculates the difference between the initial target rotation speed and the initial engine rotation speed. The initial target rotation speed is the target rotation speed of the engine 2 at the time of starting the rotation speed synchronization control. For example, when the target rotation speed of the engine 2 in the rotation speed synchronization control is the rotation speed of the electric motor 3, the initial target rotation speed is the rotation speed of the electric motor 3 at the time of starting the rotation speed synchronization control. The initial engine rotation speed is the rotation speed of the engine 2 at the start of rotation speed synchronization control.

The multiplication section 31e multiplies the gain determined by the switching section 31c, the preset FF gain, and the difference between the initial target rotation speed and the initial engine rotation speed calculated by the subtraction section 31d to perform FF control. Output the value.

The FB control section 32 includes a subtraction section 32a and a PID control section 32b. The subtraction unit 32a calculates the difference between the target rotation speed of the engine 2 and the engine rotation speed. The PID control section 32b determines the FB control value by PID control using preset proportional gain, integral gain, and differential gain for the difference calculated by the subtraction section 32a.

The adding unit 33 adds the output value (FF control value) of the FF control unit 31 and the output value (FB control value) of the FB control unit 32 to set the second throttle target opening degree.

The difference between the rotation speed tuning control by the engine rotation speed control section 25 and the conventional rotation speed tuning control will be explained. In the conventional rotational speed synchronization control as in Patent Document 1, feedback control is performed to match the engine rotational speed to the motor rotational speed, but in the rotational speed tuning control in this embodiment, the feedforward control is performed in the feedback control. Combined controls. That is, the subtraction unit 31d adds the FF control value according to the difference between the initial target rotation speed and the initial engine rotation speed to the output value of the FB control unit 32, thereby adjusting the second throttle when the rotation speed synchronization control is executed. By increasing the target opening degree (see Figure 4), immediate synchronization is possible.

However, if the throttle opening is opened too much, the engine speed will rise rapidly. It is conceivable that a shock may occur in the vehicle body due to the sudden increase in engine speed. Further, such a shock may give a sense of discomfort to the driver. Therefore, in the present embodiment, the shock tolerance setting unit 31b determines to what extent the current situation (e.g., driving condition, driving operation condition, etc.) is a situation in which the occupant can tolerate the shock, and makes adjustments according to the result. Outputs gain for use.

In this embodiment, the accelerator opening and The differential value of the accelerator opening is used.

FIG. 6 is a diagram showing the first shock tolerance map. The horizontal axis is the accelerator opening, and the vertical axis is the differential value of the accelerator opening. The first shock tolerance map shows the correspondence between the combination of the accelerator opening and the differential value of the accelerator opening and the first shock tolerance. The first shock tolerance corresponds to the adjustment gain set by the shock tolerance setting section 31b. The first shock tolerance is a parameter indicating the tolerance to a shock generated in the body of the hybrid vehicle 1 due to a sudden change in the throttle opening. The first shock tolerance is a value that is variably set based on the acceleration state or the acceleration operation state.

A large accelerator opening indicates that the driver is performing an acceleration operation. Furthermore, a large accelerator opening indicates that the vehicle body is accelerating. Such a state is considered to be a state in which the occupants (including the driver) can tolerate some shock. Therefore, in the first shock tolerance map, the first shock tolerance is set to increase as the accelerator opening degree increases.

In addition, a large accelerator opening differential value indicates that the driver is currently performing an acceleration operation, and a large accelerator opening differential value indicates that the vehicle body has begun to accelerate. . This state is also considered to be a state in which the occupants (including the driver) can tolerate some shock. Therefore, in the first shock tolerance map, the first shock tolerance is set to increase as the accelerator opening differential value increases.

In this first shock tolerance map, when the total value of the accelerator opening degree and the accelerator differential value (or the value obtained by multiplying the accelerator differential value by a predetermined value) is in the first region M1 where the sum is less than a predetermined first reference value, The first shock tolerance becomes a preset first setting value. If the total value is equal to or greater than the first reference value and is in the second region M2 where the total value is less than a predetermined second reference value that is larger than the first reference value, the first shock tolerance is set to the first setting. The second set value is set in advance and is larger than the second set value. If the total value is in the third region M3, which is less than or equal to a predetermined third reference value that is larger than the second reference value, the first shock tolerance is set to a preset third set value that is larger than the second set value. Become.

That is, the first region M1 on the lower left side of the first shock tolerance map has a relatively small first shock tolerance, and the third region M3 on the upper right side of the first shock tolerance map has a relatively small first shock tolerance. is relatively large.

Note that the first shock tolerance map shown in FIG. 6 shows that the combination of the accelerator opening and the differential value of the accelerator opening corresponds to one of three set values; The 1-shock tolerance map is just one example. For example, the first shock tolerance map may indicate that the combination of the accelerator opening degree and the accelerator opening differential value corresponds to one of two, four or more set values. .

FIG. 7 is a block diagram showing a function of determining the final target throttle opening in the throttle opening determining section 26. As shown in FIG.

The throttle opening determining unit 26 selects the final throttle opening to be output to the engine 2 from among the starting opening, the first throttle opening, and the second throttle opening based on the switching state information acquired from the mode switching unit 22. The opening degree is determined and output to the throttle device 2a. The first throttle opening is the target throttle opening output by the engine torque control section 24. The second throttle opening is the target throttle opening output by the engine speed control section 25.

For example, when the switching state information indicates an engine starting state, the throttle opening determination unit 26 determines the final target throttle opening as the starting opening and outputs it. Further, for example, when the switching state information indicates a torque change control state, the throttle opening determination unit 26 determines the final target throttle opening to be the first throttle opening and outputs it.

Further, for example, when the switching state information indicates a rotation speed synchronization control state, the throttle opening determination unit 26 determines the final target throttle opening to be the second throttle opening corresponding to the first shock tolerance. ,Output. Therefore, during the rotational speed synchronization control, the control device 20 increases the throttle opening degree of the engine 2 as the first shock tolerance increases. As described above, in the present embodiment, the control device 20 determines the initial target value of the engine output in the rotation synchronization control based on the running state or driving operation state of the hybrid vehicle 1, specifically, the throttle control at the start of the rotation synchronization control. Different target opening degrees.

(clutch control)
First, rotation speed synchronization control will be explained with reference to FIGS. 8 to 10. FIG. 8 is a block diagram showing the function of determining the clutch pressure command value in the clutch control section 27. As shown in FIG.

The clutch control section 27 includes a differential calculation section 27a, a shock tolerance setting section 27b, an integrating section 27c, a clutch pressure setting section 27d, and a clutch pressure determining section 27e.

The differential calculation unit 27a performs a differential calculation on the accelerator opening degree and outputs an accelerator opening degree differential value. The shock tolerance setting section 27b refers to a preset second shock tolerance map and determines a clutch pressure parameter based on the accelerator opening degree and the differential value of the accelerator opening degree outputted by the differential calculation section 27a. Set the second shock tolerance.

The integrating unit 27c integrates the clutch pressure parameters output by the shock tolerance setting unit 27b.

The clutch pressure setting section 27d refers to a preset clutch pressure map and determines a clutch pressure command value from the integrated value of shock tolerance output by the integration section 27c.

The clutch pressure determination unit 27e outputs to the clutch actuator 6 from among the opening equivalent pressure, the engagement equivalent pressure, and the clutch pressure set by the clutch pressure setting unit 27d, based on the switching state information acquired from the mode switching unit 22. A final clutch pressure command value is determined and output to the clutch actuator 6.

For example, when the switching state information indicates the EV mode or the engine starting state, the clutch pressure determining unit 27e determines the final clutch pressure command value to be output to the clutch actuator 6 as the release equivalent pressure and outputs it. Further, for example, when the switching state information indicates the torque change control state or the HEV mode, the clutch pressure determining unit 27e determines the final clutch pressure command value to be output to the clutch actuator 6 as the engagement equivalent pressure and outputs it. Further, for example, when the switching state information indicates the rotation speed synchronization control state, the clutch pressure determining unit 27e sets the final clutch pressure command value to be output to the clutch actuator 6 to the clutch pressure set by the clutch pressure setting unit 27d. Decide and output.

The clutch control by the clutch pressure determining section 27e will be explained in more detail. Clutch control in this embodiment starts simultaneously with rotation speed synchronization control. Then, the clutch control unit 27 controls the clutch 5 to be in a half-clutch state while executing the rotation speed synchronization control. More specifically, the clutch control unit 27 controls the clutch 5 (more specifically, the clutch actuator 6) so that the degree of engagement of the clutch 5 increases during execution of rotational speed synchronization control. The clutch control unit 27 may gradually increase the degree of engagement of the clutch 5 over time while executing the rotational speed synchronization control, or may increase the degree of engagement of the clutch 5 in stages. By setting the clutch in a half-clutch state during execution of rotational speed synchronization control, the frictional force of the clutch 5 is transmitted to the engine 2 so as to increase the engine rotational speed, and as a result, when the clutch 5 is in the disengaged state, the engine rotational speed is lowered. Compared to the case where the signal is raised, synchronization can be achieved more quickly.

However, it is conceivable that a shock may occur in the vehicle body due to increasing the degree of engagement of the clutch 5. Further, such a shock may give a sense of discomfort to the driver. Therefore, in the present embodiment, the shock tolerance setting unit 27b determines to what extent the current situation (e.g., driving condition, driving operation condition, etc.) is a situation in which the occupant can tolerate shock, and depending on the result, The clutch pressure setting section 27d adjusts the speed at which the degree of engagement of the clutch 5 is increased.

In this embodiment, the accelerator opening and The differential value of the accelerator opening is used.

FIG. 9 is a diagram showing a second shock tolerance map. The horizontal axis is the accelerator opening, and the vertical axis is the differential value of the accelerator opening. The second shock tolerance map shows the correspondence between the combination of the accelerator opening and the differential value of the accelerator opening and the second shock tolerance. Since the second shock tolerance is a parameter used by the clutch pressure setting section 27d, it can also be referred to as a clutch pressure parameter. The second shock tolerance is a parameter indicating the tolerance to a shock generated in the body of the hybrid vehicle 1 by changing the state of the clutch 5. The second shock tolerance is a value that is variably set based on the acceleration state or acceleration operation state.

A large accelerator opening indicates that the driver is performing an acceleration operation. Furthermore, a large accelerator opening indicates that the vehicle body is accelerating. Such a state is considered to be a state in which the occupants (including the driver) can tolerate some shock. Therefore, in the second shock tolerance map, the second shock tolerance is set to increase as the accelerator opening increases.

Furthermore, a large accelerator opening differential value indicates that the driver is currently performing an acceleration operation. Furthermore, a large accelerator opening differential value indicates that the vehicle body has begun to accelerate. This state is also considered to be a state in which the occupants (including the driver) can tolerate some shock. Therefore, in the second shock tolerance map, the second shock tolerance is set to increase as the accelerator opening differential value increases.

In this second shock tolerance map, if the total value of the accelerator opening degree and the accelerator differential value (or the value obtained by multiplying the accelerator differential value by a predetermined value) is in the first region N1, where the sum is less than a predetermined first reference value, The second shock tolerance becomes the preset first parameter value. If the total value is greater than or equal to the first reference value and is in the second region N2 where the total value is less than a predetermined second reference value that is greater than the first reference value, the second shock tolerance is equal to or greater than the first parameter. The second parameter value is set in advance and is larger than the second parameter value. If the total value is in the third region N3, which is less than or equal to a predetermined third reference value that is larger than the second reference value, the second shock tolerance is set to a preset third parameter value that is larger than the second parameter value. Become.

That is, the first shock tolerance corresponding to the first region N1 on the lower left side in the second shock tolerance map is relatively small, and the second shock tolerance corresponding to the third region N3 on the upper right side in the second shock tolerance map is relatively small. Tolerance is relatively large. In this example, the first shock tolerance (first parameter value) corresponding to the first region N1 is 1%, and the first shock tolerance (second parameter value) corresponding to the second region N2 is 5%. %, and the first shock tolerance (third parameter value) corresponding to the third region N3 is 10%.

Note that the second shock tolerance map shown in FIG. 9 shows that the combination of accelerator opening degree and accelerator opening differential value corresponds to one of three parameter values; The 2-shock tolerance map is just one example. For example, the second shock tolerance map may indicate that the combination of accelerator opening degree and accelerator opening differential value corresponds to two or four or more parameter values. .

FIG. 10 is a diagram showing a clutch pressure map. The horizontal axis is the integrated value of the clutch pressure parameters outputted by the integration unit 27c, that is, the integrated value of the second shock tolerance. The vertical axis is clutch pressure (command value).

The clutch pressure map shows the correspondence between the integrated value of the second shock tolerance and the clutch pressure. When the integrated value of the second shock tolerance is 0%, the clutch pressure is the preset minimum pressure, and the clutch 5 is in a disengaged state. When the integrated value of the second shock tolerance is 100%, the clutch pressure is the preset maximum pressure, and the clutch 5 is in an engaged state.

Every time the second shock tolerance (clutch pressure parameter) is output from the shock tolerance setting section 27b, the integrated value of the second shock tolerance increases from 0% to 100%. Furthermore, as shown in FIG. 10, in the clutch pressure map, the clutch pressure increases as the integrated value of the second shock tolerance increases. Therefore, the larger the second shock tolerance (clutch pressure parameter) output from the shock tolerance setting section 27b, the faster the integrated value of the second shock tolerance increases, and as a result, the clutch pressure (in other words, the clutch pressure parameter) increases faster. 5) increases quickly.

In this way, the control device 20 changes the time it takes for the clutch 5 to change from the disengaged state to the engaged state based on the running state or driving operation state of the hybrid vehicle 1. In the clutch control of this embodiment, when the second shock tolerance is large, the degree of engagement of the clutch 5 is quickly increased, and when the second shock tolerance is small, the degree of engagement of the clutch 5 is gradually increased. . In other words, the control device 20 shortens the half-clutch time, which is the time from the time when the clutch 5 is brought into the half-clutch state to the time when the clutch is brought into the engaged state, as the second shock tolerance is larger.

In the example of FIG. 4, the half-clutch time, which is the time from when the clutch 5 is put in the half-clutch state to when the clutch is put in the engaged state, corresponds to the time from the start to the end of clutch control. The half-clutch time is not limited to this. For example, if the degree of engagement of the clutch 5 does not increase while the clutch pressure is near the minimum pressure, the starting point of the half-clutch time may be a little later than the start of clutch control.

Note that calculations of each part during clutch control are executed at predetermined time intervals. Further, the second shock tolerances (in this example, the first parameter value, the second parameter value, and the third parameter value) obtained from the second shock tolerance map are all positive values. Therefore, each time the clutch control section 27 performs calculation, the integrated value of the second shock tolerance integrated by the integration section 27c increases. Therefore, the control device 20 controls the clutch 5 (more specifically, the clutch actuator 6) so that the degree of engagement of the clutch 5 increases over time while executing the rotational speed synchronization control. However, the minimum value of the second shock tolerance obtained from the second shock tolerance map may be zero. For example, the first parameter value may be 0.

Returning to FIG. 3, during clutch control, the mode switching unit 22 corrects the motor target torque so as to suppress a decrease in the motor rotation speed due to an increase in the degree of engagement of the clutch 5 (step S5). During clutch control, the mode switching unit 22 corrects the motor target torque by adding the loss torque generated in the electric motor 3 according to the degree of engagement of the clutch 5 to the required torque of the electric motor 3.

The mode switching unit 22 determines whether the transmission shaft rotation speed associated with the rotation of the engine 2 is synchronized with the transmission shaft rotation speed associated with the rotation of the electric motor 3 (step S6). Specifically, the mode switching unit 22 determines whether the difference between the engine rotational speed converted to the transmission shaft and the motor rotational speed converted to the transmission shaft is within a predetermined tuning reference value.

Note that in this embodiment, when the rotation speed synchronization control and the clutch control proceed simultaneously, and when the clutch pressure reaches the maximum due to the clutch control, the transmission shaft rotation speed accompanying the rotation of the engine 2 is This means that the rotation speed of the transmission shaft is synchronized with the rotation of No. 3. Therefore, the mode switching unit 22 determines whether the clutch pressure has reached the maximum or not, so that the transmission shaft rotation speed accompanying the rotation of the engine 2 is synchronized with the transmission shaft rotation speed accompanying the rotation of the electric motor 3. It may be determined whether or not.

If it is not determined that the transmission shaft rotation speed accompanying the rotation of the engine 2 is synchronized with the transmission shaft rotation speed accompanying the rotation of the electric motor 3 (step S6: No), rotation speed synchronization control and clutch control are continued. When it is determined that the transmission shaft rotation speed accompanying the rotation of the engine 2 is synchronized with the transmission shaft rotation speed accompanying the rotation of the electric motor 3 (step S6: Yes), the mode switching unit 22 changes the current control state to the rotation speed. A transition is made from the number tuning control state to the torque change control state (step S7).

(Torque change control)
Torque change control is control that gradually shifts the target torque of the engine 2 and electric motor 3 from the torque distribution state in the EV mode to the torque distribution state in the HEV mode.

In this embodiment, in the EV mode, the clutch 5 is in a disengaged state, so the electric motor 3 bears 100% of the total required torque. On the other hand, in the HEV mode, the engine 2 bears 100% of the total required torque during steady state. When the torque generated by the engine 2 is insufficient for the total required torque, the electric motor 3 generates torque to compensate for the shortage. That is, in the torque change control of this embodiment, when switching from EV mode to HEV mode, the motor target torque is changed from 100% of the total required torque to approximately 0%, and the engine target torque is changed from 100% of the total required torque to almost 0% of the total required torque. It changes from 0% to almost 100%.

In the example of FIG. 4, a mode in which each target torque changes linearly is illustrated as torque change control, but it may change nonlinearly as long as the target torque changes gradually.

As described above, according to the control device 20 according to the present embodiment, the degree of engagement of the clutch 5 is increased during execution of rotational speed synchronization control, and the clutch 5 is brought into a half-clutch state. Therefore, the rotation of the transmission shaft is transmitted to the engine 2 so as to increase the rotation speed of the engine 2. Thereby, the time required for rotation speed synchronization control can be shortened compared to the case where the rotation speed of the engine 2 is increased by controlling only the engine 2 such as the throttle opening. As a result, the time required to shift from the first driving mode to the second driving mode can be shortened.

Further, according to the present embodiment, clutch control is executed during execution of rotation speed synchronization control. That is, the clutch 5 is also engaged when the engine speed is increasing to approach the motor speed. Therefore, compared to the case where the clutch 5 is engaged when the engine 2 is in a stopped state (for example, when the engine is forced to start), the shock caused by the engagement of the clutch 5 can be reduced.

Further, according to the present embodiment, the higher the shock tolerance, the shorter the half-clutch time, which is the time from the time when the clutch is brought into the half-clutch state to the time when the clutch 5 is brought into the engaged state. Therefore, the higher the shock tolerance, the shorter the half-clutch time, so the half-clutch time can be changed appropriately depending on whether the occupant is in a situation where the shock can be tolerated.

Further, the shock tolerance may increase as the accelerator opening increases. When a passenger performs an operation to increase the accelerator pedal, the passenger is expected to receive a shock due to the operation of the clutch, and it is considered that the passenger can tolerate the shock. According to this embodiment, the half-clutch time can be appropriately changed by setting the shock tolerance to a value that increases as the accelerator opening increases.

According to this embodiment, the throttle opening degree of the engine 2 is increased as the shock tolerance increases. Thereby, the time for rotation speed synchronization control can be reduced, and as a result, it becomes possible to bring the clutch 5 into the engaged state more quickly.

The processing circuit controls the clutch so that the degree of engagement of the clutch 5 increases over time during execution of the rotational speed synchronization control, so that the clutch To reduce the shock generated on the vehicle body due to changing the state of 5.

<Other embodiments>
The present disclosure is not limited to the embodiments described above, and the configuration can be changed, added, or deleted.

For example, in the above embodiment, the first shock tolerance and the second shock tolerance are described as parameters that increase as the accelerator opening increases and as the accelerator opening differential value increases, The first shock tolerance and the second shock tolerance are not limited to this. Hereinafter, the first shock tolerance and the second shock tolerance will be collectively referred to as shock tolerance.

The shock tolerance may be a parameter that increases as at least one of the accelerator opening and the differential value of the accelerator opening increases. In addition to or instead of increasing with an increase in at least one of the accelerator opening degree and the accelerator opening differential value, the shock tolerance may be linked to another parameter. The shock tolerance may be a value that is variably set based on a driving state or a driving operation state other than an acceleration state. That is, the shock tolerance may be a value that is linked to a parameter indicating the driving state or driving operation state other than the accelerator opening degree or the differential value of the accelerator opening degree. The parameters indicating the driving state or the driving operation state may be, for example, the accelerator opening, the bank angle, the vehicle speed, the gear position, or the driving position of the vehicle.

For example, the fact that the hybrid vehicle is in an acceleration operation state may be detected by a parameter other than the accelerator opening, such as a change in vehicle speed, and the shock tolerance may be set to a value that increases as the change in vehicle speed increases.

For example, when a hybrid vehicle is traveling with its body tilted (for example, when traveling on a curved road), it is desirable to reduce the shock that occurs to the vehicle body. Therefore, the shock tolerance may be set to a value that decreases as the bank angle increases.

For example, as the vehicle speed of the hybrid vehicle increases, it is desirable that the shock generated in the vehicle body be reduced. Therefore, the shock tolerance may be set to a value that decreases as the vehicle speed increases.

For example, the shock tolerance may be a value linked to the gear position. For example, when the gear position of a hybrid vehicle is low (for example, 1st to 4th gear), the shock is greater than when it is at high gear (for example, 5th or 6th gear), so it is desirable to suppress the shock at low gears. For this reason, the shock tolerance for the low speed gear may be set to a value that is lower than the shock tolerance for the high speed gear. Further, the shock tolerance during continuous upshifts or continuous downshifts may be set to a value that is increased compared to the shock tolerance when not in continuous upshifts or continuous downshifts.

The shock tolerance may be a value that changes depending on the traveling position of the hybrid vehicle and the condition of the traveling road surface. For example, while driving on a highway, it is desirable to suppress shocks that occur in the body of a hybrid vehicle. Therefore, the shock tolerance during expressway driving may be lower than during normal road driving. Furthermore, when driving on a gravel road, for example, the body of a hybrid vehicle is in a state of vibration due to the influence of the gravel, so even if a shock is generated to the body due to an increase in the throttle opening or engagement of the clutch, the occupants can tolerate it. It is thought that it can be done. Therefore, the shock tolerance during driving on a gravel road may be increased compared to when driving on a normal road. The traveling position of the hybrid vehicle can be detected, for example, by a GPS device mounted on the vehicle body.

For example, a vibration sensor mounted on the vehicle body may detect the degree of vibration of the vehicle body while the vehicle is running, and the shock tolerance may be set to a value that increases as the detected degree of vibration increases. The degree of vibration may be calculated, for example, from the vertical or horizontal acceleration of the vehicle body, or may be calculated from the stroke amounts of the front suspension and rear suspension. That is, the vibration sensor may be an acceleration sensor or a stroke sensor.

In the above embodiment, the clutch control is started at the same time as the rotation speed synchronization control is started, but the start timing of the rotation speed synchronization control and the start timing of the clutch control may be different. For example, after the start of the engine is completed, in other words, after the engine is in a self-rotating state, the rotational speed tuning control may be started first, and the clutch control may be started during the execution of the rotational speed tuning control.

In the switching control process from EV mode to HEV mode shown in FIG. Switching to the mode may be started while the engine is operating at a low load to warm up. In this case, steps S2 and S3 in FIG. 3 may be omitted.

The functionality of the elements disclosed herein may be implemented by a general purpose processor, a special purpose processor, an integrated circuit, an ASIC (Application Specific Integrated Circuit), or any conventional circuit configured or programmed to perform the disclosed functions. can be implemented using circuitry or processing circuitry that includes a combination of . Processors are considered processing circuits or circuits because they include transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or is hardware that is programmed to perform the recited functions. The hardware may be the hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. If the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware or processor.

A control device for a hybrid vehicle according to an aspect of the present disclosure includes an electric motor and an engine as a traveling drive source, a transmission shaft for transmitting the driving force of the electric motor to drive wheels, and a transmission shaft for transmitting the driving force of the engine to the driving wheels. A control device for a hybrid vehicle, comprising: a clutch that switches between transmitting power to a transmission shaft; When transitioning from a first driving mode in which the electric motor drives the electric motor to a second driving mode in which the driving wheels are driven by at least the power generated by the engine, the rotation speed of the transmission shaft due to the rotation of the engine is changed to executing rotational speed tuning control for controlling the engine to match the rotational speed of the transmission shaft with the rotation of the engine, and controlling the degree of power transmission between the engine and the transmission shaft while executing the rotational speed tuning control; The clutch is controlled so that the degree of engagement of the clutch increases in response to.

According to the above configuration, the degree of engagement of the clutch increases during execution of rotational speed synchronization control, so that the rotation of the transmission shaft is transmitted to the engine so as to increase the rotational speed of the engine. This makes it possible to reduce the time required for rotational speed synchronization control compared to the case where the engine rotational speed is increased by controlling only the engine, such as the throttle opening. As a result, the time required to shift from the first driving mode to the second driving mode can be shortened.

The first driving mode is a driving mode in which the engine is stopped and the drive wheels are driven by power generated by the electric motor, and the processing circuit is configured to shift from the first driving mode to the second driving mode. when the engine is in the self-rotating state, the engine is started so that the engine moves from a stopped state to a self-rotating state in which the engine rotates on its own, it is determined whether the engine has entered the self-rotating state, and the engine is in the self-rotating state. The rotational speed tuning control may be executed after determining that the rotational speed has become the same.

The processing circuit acquires a shock tolerance indicating a tolerance to a shock occurring in the vehicle body of the hybrid vehicle, and the larger the acquired shock tolerance, the more the clutch is engaged from the time when the degree of engagement of the clutch starts to increase. The half-clutch time, which is the time until the engaged state is reached, may be shortened.

The shorter the half-clutch time from the time when the clutch is in the half-clutch state to the time when it is in the engaged state, the shorter the time required to switch from the first driving mode to the second driving mode, but it is difficult to change the state of the clutch. As a result, a shock may occur in the body of the hybrid vehicle. This shock can lead to a feeling of discomfort to the occupants of the hybrid vehicle. According to the above configuration, the higher the acquired shock tolerance, the shorter the half-clutch time is, so the half-clutch time can be appropriately changed depending on whether or not the occupant is in a situation where the occupant can tolerate a shock.

The shock tolerance may be variably set based on driving conditions or driving operation conditions.

The shock tolerance may increase as the accelerator opening increases. When a passenger performs an operation to increase the accelerator pedal, the passenger is expected to receive a shock due to the operation of the clutch, and it is considered that the passenger can tolerate the shock. Therefore, by setting the shock tolerance to a value that increases as the accelerator opening increases, the half-clutch time can be appropriately changed.

The hybrid vehicle is a vehicle that can turn from an upright state by banking the vehicle body to one side in the vehicle width direction, and the shock tolerance may be reduced as the bank angle increases.

When the car body is banked, a smaller shock is preferable. As described above, by setting the shock tolerance to a value that decreases as the bank angle increases, the half-clutch time can be appropriately changed.

The processing circuit may increase the throttle opening of the engine as the shock tolerance increases.

As described above, by increasing the throttle opening as the shock tolerance increases, the time for rotational speed synchronization control can be reduced, and as a result, it is possible to bring the clutch into the engaged state more quickly.

The processing circuit controls the clutch so that the degree of engagement of the clutch increases over time during execution of the rotational speed synchronization control, which corresponds to the degree of power transmission between the engine and the transmission shaft. You may.

As described above, by increasing the degree of engagement of the clutch over time during execution of rotational speed synchronization control, the shock generated in the vehicle body due to changing the state of the clutch is reduced.

A control device for a hybrid vehicle according to another aspect of the present disclosure includes an electric motor and an engine as a traveling drive source, a transmission shaft for transmitting the driving force of the electric motor to drive wheels, and a transmission shaft for transmitting the driving force of the engine to the driving wheels. A control device for a hybrid vehicle, including a clutch that switches whether or not to transmit power to the transmission shaft, the control device including a processing circuit, and the processing circuit controlling the driving force using power generated by the electric motor. When transitioning from a first driving mode in which the wheels are driven to a second driving mode in which the driving wheels are driven by at least the power generated by the engine, the rotation speed of the transmission shaft due to the rotation of the engine is controlled by the electric motor. A rotation speed synchronization control is executed to control the engine to match the rotation speed of the transmission shaft accompanying the rotation of the engine, and while the rotation speed synchronization control is executed, the power transmission state between the engine and the transmission shaft is changed. The clutch is controlled so as to increase over time, and the time from the disengaged state to the engaged state of the clutch, or the initial target value of the engine output in the rotation synchronization control, is varied based on the driving state or driving operation state. You can also let

1: Hybrid vehicle 2: Engine 2a: Throttle device 3: Electric motor 4a: Input shaft 5: Clutch 6: Clutch actuator 8: Drive wheel 10: Starter motor 20: Control device

Claims (8)

An electric motor and an engine that are driving sources for traveling, a transmission shaft for transmitting the driving force of the electric motor to the driving wheels, and a clutch that switches whether or not to transmit the driving force of the engine to the transmission shaft. A control device for a hybrid vehicle comprising:
The control device includes a processing circuit,
The processing circuit includes:
When transitioning from a first driving mode in which the driving wheels are driven by the power generated by the electric motor to a second driving mode in which the driving wheels are driven by at least the power generated by the engine, Executing rotational speed synchronization control to control the engine so that the rotational speed of the transmission shaft matches the rotational speed of the transmission shaft accompanying rotation of the electric motor;
A control device for a hybrid vehicle that controls the clutch so that a degree of engagement of the clutch increases in accordance with a degree of power transmission between the engine and the transmission shaft during execution of the rotational speed synchronization control. The first driving mode is a driving mode in which the engine is stopped and the drive wheels are driven by the power generated by the electric motor,
The processing circuit, when transitioning from the first driving mode to the second driving mode,
starting the engine so that the engine transitions from a stopped state to a self-rotating state in which it rotates on its own;
determining whether the engine is in the self-rotating state;
The control device for a hybrid vehicle according to claim 1, wherein the rotation speed synchronization control is executed after determining that the engine is in the self-rotation state. The processing circuit includes:
Obtaining a shock tolerance indicating a tolerance to a shock occurring in the vehicle body of the hybrid vehicle,
The hybrid vehicle according to claim 1, wherein the larger the acquired shock tolerance, the shorter the half-clutch time, which is the time from the time when the degree of engagement of the clutch starts to increase until the time when the clutch is brought into the engaged state. control device. The control device for a hybrid vehicle according to claim 3, wherein the shock tolerance is variably set based on a driving state or a driving operation state. The control device for a hybrid vehicle according to claim 3, wherein the shock tolerance increases as the accelerator opening increases. The hybrid vehicle is a vehicle that can turn from an upright state by banking the vehicle body to one side in the vehicle width direction,
The control device for a hybrid vehicle according to claim 3, wherein the shock tolerance decreases as the bank angle increases. The control device for a hybrid vehicle according to claim 3, wherein the processing circuit increases the throttle opening of the engine as the shock tolerance increases. An electric motor and an engine that are driving sources for traveling, a transmission shaft for transmitting the driving force of the electric motor to the driving wheels, and a clutch that switches whether or not to transmit the driving force of the engine to the transmission shaft. A control device for a hybrid vehicle comprising:
The control device includes a processing circuit,
The processing circuit includes:
When transitioning from a first driving mode in which the driving wheels are driven by the power generated by the electric motor to a second driving mode in which the driving wheels are driven by at least the power generated by the engine, Executing rotational speed synchronization control to control the engine so that the rotational speed of the transmission shaft matches the rotational speed of the transmission shaft accompanying rotation of the electric motor;
Controlling the clutch so that the degree of engagement of the clutch, which is the degree of power transmission between the engine and the transmission shaft, increases over time during the execution of the rotational speed synchronization control,
A control device for a hybrid vehicle that varies a time from a disengaged state to an engaged state of the clutch or an initial target value of an engine output in the rotation synchronization control based on a running state or a driving operation state.

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