JP3384328B2 - Control device for hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an internal combustion engine and / or
Alternatively, the present invention relates to a control device for a hybrid vehicle that uses an electric motor as a propulsion source for the vehicle.

[0002]

2. Description of the Related Art A hybrid vehicle is known in which a mechanical output of an engine and / or a mechanical output of a motor is used as a propulsion source of the vehicle.

In this type of hybrid vehicle, when the mechanical output of the engine and the mechanical output of the motor are switched by a clutch, a shock occurs at the time of switching depending on the number of revolutions and the output of the engine and the motor, resulting in poor riding comfort. There's a problem. For example, when switching from the driving force of the motor to the driving force of the engine when the vehicle is accelerated, if there is a difference between the rotation speed of the motor and the rotation speed of the engine, a shock occurs at the time of switching.

An object of the present invention is to eliminate a shock when switching mechanical outputs of an engine and a motor with a clutch.

[0005]

[Means for Solving the Problems] (1) According to the invention of claim 1, a motor A mechanically connected to an engine and a motor B mechanically connected to the engine via a clutch.
And is applied to a control device for a hybrid vehicle that transmits power from the motor B to the drive wheels via the transmission.
Then, the motor torque detecting means for detecting the torque of the motor A when the motor A absorbs the torque of the engine when the clutch is released, and the engine torque when the torque of the engine is absorbed by the motor A when the clutch is released are estimated. And a target torque of the motor B based on the difference between the estimated engine torque value and the detected torque value of the motor A when the clutch B is engaged and the traveling mode of the motor B is changed to the traveling mode of the engine. And a correcting means for correcting. (2) The control device for a hybrid vehicle according to a second aspect is such that the torque detection of the motor A by the motor torque detection means and the engine torque estimation by the engine torque estimation means are performed before the engagement of the clutch. (3) In the control device for a hybrid vehicle according to the third aspect, the correction means gradually reduces the correction amount of the motor B to 0 after the clutch is engaged. (4) In the hybrid vehicle control device according to the fourth aspect, the correction unit sets the reduction rate of the correction amount of the motor B to the drive shaft of the vehicle. (5) The control device for a hybrid vehicle according to claim 5 is an engine torque that estimates the engine torque and detects the rate of change when the clutch B is engaged and the running mode by the motor B is changed to the running mode by the engine. When the change rate detecting means and the clutch are engaged to shift from the drive mode of the motor B to the drive mode of the engine, the motor A is controlled so that the change rate of the target torque of the motor A matches the change rate of the estimated engine torque value. And a control means for controlling the torque.

[0006]

According to the invention of claim 1, when the torque of the engine is absorbed by the motor A when the clutch is released, the torque of the motor A is detected, the torque of the engine is estimated, and the clutch is engaged. Then motor B
Since the target torque of the motor B is corrected based on the difference between the estimated value of the engine torque and the detected value of the torque of the motor A at the time of shifting from the traveling mode by the engine to the traveling mode by the engine, there is an error in the estimated value of the engine torque. Even in some cases, it is possible to suppress a step difference in driving force after clutch engagement. In addition, it is possible to reduce the estimation accuracy of the engine torque, reduce the number of sensors for detecting the engine torque, and use a sensor with low detection accuracy, which can reduce the cost of the device. (2) According to the invention of claim 2, the torque detection of the motor A and the estimation of the engine torque are performed before the clutch is engaged. Therefore, the correction performed when the engine and the motor B are low in rotational speed immediately after the clutch is engaged. , Can be performed based on the motor torque and the engine torque detected when the engine and the motor B are low in rotational speed before the clutch is engaged,
It is possible to accurately detect the estimation error of the engine torque. (3) According to the invention of claim 3, the correction amount of the motor B is gradually reduced to 0 after the clutch is engaged. , It is possible to avoid correction when the engine and motor speeds are high. Further, by continuously changing the correction amount, it is possible to suppress the driving force step of the vehicle. (4) According to the invention of claim 4, since the reduction rate of the correction amount of the motor B is converted and set for the drive shaft of the vehicle, the drive force of the vehicle is changed regardless of the gear ratio of the transmission. Steps can be eliminated. (5) According to the fifth aspect of the present invention, even if there is an engine torque estimation error, it is possible to stabilize the engine speed during the clutch engagement process and improve the drivability during clutch engagement. Further, since the difference in the rotational speed of the clutch input / output shaft can be suppressed, the clutch wear due to the engagement shock can be suppressed.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a diagram showing a configuration of an embodiment. In the figure, a thick solid line indicates a mechanical force transmission path, and a thick broken line indicates a power line. Also, a thin solid line indicates a control line, and a double line indicates a hydraulic system. The power train of this vehicle includes a motor 1, an engine 2, a clutch 3, a motor 4, a continuously variable transmission 5, a speed reducer 6, a differential device 7, and drive wheels 8. The output shaft of the motor 1, the output shaft of the engine 2 and the input shaft of the clutch 3 are connected to each other, and the output shaft of the clutch 3, the output shaft of the motor 4 and the input shaft of the continuously variable transmission 5 are connected to each other. ing.

When the clutch 3 is engaged, the engine 2 and the motor 4 are propulsion sources for the vehicle, and when the clutch 3 is disengaged, only the motor 4 is a propulsion source for the vehicle. The driving force of the engine 2 and / or the motor 4 is transmitted to the drive wheels 8 via the continuously variable transmission 5, the reduction gear 6 and the differential gear 7. Pressure oil is supplied from the hydraulic device 9 to the continuously variable transmission 5, and the belt is clamped and lubricated. An oil pump (not shown) of the hydraulic device 9 is driven by a motor 10.

The motors 1, 4 and 10 are AC machines such as three-phase synchronous motors or three-phase induction motors, the motor 1 is mainly used for engine starting and power generation, and the motor 4 is mainly used for vehicle propulsion and braking. . The motor 10 is for driving an oil pump of the hydraulic device 9. In addition,
The motors 1, 4 and 10 are not limited to AC machines, but DC motors can be used. Further, when the clutch 3 is engaged, the motor 1 can be used for propulsion and braking of the vehicle, and the motor 4 can be used for engine starting and power generation.

The clutch 3 is a powder clutch, and since the transmission torque is almost proportional to the exciting current, the transmission torque can be adjusted. The continuously variable transmission 5 is a continuously variable transmission such as a belt type or toroidal type, and can continuously adjust the gear ratio.

The motors 1, 4, 10 are driven by inverters 11, 12, 13 respectively. When a DC motor is used for the motors 1, 4 and 10, a DC / DC converter is used instead of the inverter.
The inverters 11 to 13 are connected to the main battery 15 via the common DC link 14, and convert the DC charging power of the main battery 15 into AC power and supply the AC power to the motors 1, 4, 10 and the motors 1, 1. Main battery 1 by converting AC generated power of 4 into DC power
Charge 5 Since the inverters 11 to 13 are connected to each other via the DC link 14, the electric power generated by the motor during the regenerative operation can be directly supplied to the motor during the power running operation without passing through the main battery 15. it can. The main battery 15 contains lithium
Various batteries such as ion batteries, nickel-hydrogen batteries and lead batteries, and electric double layer capacitors, so-called power capacitors, can be used.

The controller 16 is provided with a microcomputer and its peripheral parts, various actuators, etc., and is provided with the rotational speed and output torque of the engine 2, the transmission torque of the clutch 3, the rotational speed and output torque of the motors 1, 4, 10 and the stepless. The gear ratio of the transmission 5 is controlled.

As shown in FIG. 2, the controller 16 includes a key switch 20, a select lever switch 21,
An accelerator sensor 22, a brake switch 23, a vehicle speed sensor 24, a battery temperature sensor 25, a battery SOC detection device 26, an engine rotation sensor 27, and a throttle opening sensor 28 are connected. Key switch 2
0 closes when the vehicle key is set to the ON position or the START position (hereinafter, switch closing is ON or ON,
Called open or off). Select lever switch 21 is for parking P, neutral N, reverse R
Depending on the set position of a select lever (not shown) for switching the drive D, any one of P, N, R, and D switches is turned on.

The accelerator sensor 22 detects the depression amount (accelerator opening) θ of the accelerator pedal, and the brake switch 23 detects the depression state of the brake pedal (at this time, the switch is turned on). The vehicle speed sensor 24 detects the traveling speed V of the vehicle, and the battery temperature sensor 25 detects the temperature Tb of the main battery 15. Further, the battery SOC detection device 26 detects the state of charge of the main battery 15 (hereinafter referred to as SOC (State Of Charge)). Further, the engine rotation sensor 27 detects the rotation speed Ne of the engine 2, and the throttle opening sensor 28 detects the throttle valve opening θth of the engine 2.

The controller 16 also includes the engine 2
The fuel injection device 30, the ignition device 31, the valve timing adjustment device 32, etc. are connected. Controller 16
Controls the fuel injection device 30 to supply and stop the fuel to the engine 2 and adjust the fuel injection amount, and controls the ignition device 31 to ignite the engine 2. The controller 16 also controls the valve timing adjusting device 32 to adjust the closing timing of the intake valve of the engine 2. The controller 16 has a low-voltage auxiliary battery 33.
Power is supplied from.

3 to 7 are flowcharts showing the clutch engagement control according to the embodiment. The operation of one embodiment will be described with reference to these flowcharts. The vehicle controller 16 executes this clutch engagement control program at predetermined time intervals. In step 1, the accelerator sensor 22 detects the accelerator opening aps,
The vehicle speed sensor 24 detects the vehicle speed Vsp. In step 2, it is determined whether or not to engage the clutch 3 by referring to a clutch engagement determination map that is set in advance based on the accelerator opening aps and the vehicle speed Vsp.

FIG. 8 shows an example of a clutch engagement determination map based on the accelerator opening aps and the vehicle speed Vsp. In this embodiment, the accelerator opening aps is set as the required driving force of the occupant, that is, the target driving torque tTd of the vehicle at the output shafts of the engine 2 and the motor 4, and corresponds to the vehicle speed Vsp and the target driving torque tTd on the determination map. When the point moves from the non-engagement area to the engagement area, the engagement of the clutch 3 is determined.

When it is determined that the clutch is to be engaged, the clutch engagement process from step 3 onward is performed. If the clutch 3 is not engaged, the process ends. In steps 3-5,
The target drive torque tTd (accelerator opening aps) is set to a predetermined value T1,
The maximum torque maxTa of the motor 4 and the maximum engine torque maxTe are compared, and clutch engagement control is performed according to each case. The maximum torque maxTa of the motor 4
Is calculated from the specifications of the motor 4, the outputtable power of the main battery 15, the temperatures of the motor 4 and the inverter 12, and the like.

Here, the vehicle is traveling by the driving force of the motor 4 until the clutch 3 is engaged. When the engine 2 is started and the clutch 3 is simply engaged, the torque of the engine 2 is added to the torque of the motor 4. As a result, the driving torque of the vehicle suddenly changes and a shock occurs. Also, when the input and output shaft speeds of the clutch 3 do not match when the clutch is engaged, similarly, the driving torque of the vehicle suddenly changes and a shock occurs. In order to suppress such a shock at the time of clutch engagement, at the time of clutch engagement, the rotation speed of the clutch input shaft (engine speed) is absorbed by the motor 1 while the engine torque is absorbed by the motor 1. And the clutch 3 is engaged.

When the engine torque is absorbed by the motor 1 when the clutch is engaged, the maximum absorption torque of the motor 1
If the engine torque is absorbed up to maxTb, the torque margin of the motor 1 is lost, and the torque for performing the engine speed control of the engine 2 (rotation speed control of the clutch input shaft) cannot be provided. Therefore, in the present embodiment, when the clutch is engaged, the engine torque is not absorbed up to the maximum absorption torque maxTb of the motor 1, but the engine torque is absorbed up to a predetermined value T1 that leaves the torque required for the rotation speed control of the engine 2. To do. That is, the maximum absorption torque of the motor 1
A value obtained by subtracting the torque required to control the rotation speed of the engine 2 by the motor 1 from a value maxTb × Gb obtained by multiplying maxTb by the pulley ratio Gb is set as a predetermined value T1. The maximum absorption torque maxTb of the motor 1 is calculated from the specifications of the motor 1, the outputtable power of the main battery 15, the temperatures of the motor 1 and the inverter 11, and the like.

In step 3, when the target drive torque tTd is less than or equal to the predetermined value T1, the clutch engagement control shown in FIG. 4 is executed. In step 4, the target drive torque tTd is the predetermined value T1.
When the torque exceeds the maximum torque maxTa of the motor 4, the clutch engagement control shown in FIG. 5 is executed. In step 5, the target drive torque tTd is the maximum torque max of the motor 4
When Ta is exceeded and the maximum torque of the engine 2 is maxTe or less, the clutch engagement control shown in FIG. 6 is executed. When the target drive torque tTd exceeds the maximum torque maxTe of the engine 2, the clutch engagement control shown in FIG. 7 is executed.

In FIG. 4, the target drive torque tTd is a predetermined value T1.
It is a flow chart which shows clutch engagement control in the following cases. Further, in FIG. 9, the target drive torque tTd is the predetermined value T1.
Behavior of the engine 2, the motors 1 and 4 and the clutch 3 at the time of clutch engagement in the following cases, that is, the target drive torque tTd, the torque Te of the engine 2, the estimated torque value estTe of the engine 2, the target torque tTa of the motor 4, The target torque tTb of the motor 1 and the rotation speed Na [rp of the motor 4
m], the rotation speed Ne [rpm] of the engine 2, the excitation current command value tIcl of the clutch 3, and the transmission torque capacity Tcl of the clutch 3.
4 is a time chart showing changes in Here, the transmission torque capacity Tcl of the clutch 3 is a torque that can be transmitted by the clutch 3 and is different from the actual transmission torque.

The clutch engagement operation when tTd≤T1 will be described with reference to FIGS. 4 and 9. Until the engagement of the clutch 3 is completed, the target drive torque tTd is set to the target torque tTa of the motor 4, and the motor 4 is torque controlled. When the engagement of the clutch 3 is determined at time t1 in FIG.
In step 11 of, the rotation speed Ne of the engine 2 is set to the motor 4
The rotation speed of the motor 1 is controlled so as to be equal to the rotation speed Na. In the following step 12, it is confirmed whether or not the engine 2 is in the ignition operation. If it is not in the ignition operation, the process proceeds to step 13, and if it is in the ignition operation, the process proceeds to step 15.

In step 13, the fuel injection device 30
Then, the ignition device 31 injects fuel into the engine 2 to start the ignition operation. In the following step 14, it is confirmed whether or not the engine 2 is completely detonated, and when it is completely detonated, the process proceeds to step 15. Even after the ignition operation of the engine 2 is started, the motor 1
The above rotation speed control is continued. In step 15, the target drive torque tTd is set to the target torque tTe of the engine 2,
The torque of the engine 2 is controlled. At this time, since the rotation speed control by the motor 1 is continued, the generated torque Te of the engine 2 is absorbed by the motor 1. Note that the engine torque control is performed by, for example, calculating a target throttle opening corresponding to the current engine speed and the target engine torque from a map of the engine torque with respect to the engine speed and the throttle opening and calculating the target throttle opening. The throttle valve is drive-controlled so that the rotation speed is set to 0.

In step 16, it is confirmed whether the engine speed Ne has reached the target speed (the speed Na of the motor 4), that is, whether the input / output shaft speeds of the clutch 3 match. When the input and output shaft speeds of the clutch 3 match, the exciting current command value tIcl of the clutch 3 is raised to the maximum value at step 17 (time t2 in FIG. 9), and the clutch 3 is engaged. There is a delay in the excitation circuit of the clutch 3 and the clutch 3
The actual transmission torque capacity Tcl gradually increases as shown in FIG.

At step 18 after the start of clutch engagement (time t2 in FIG. 9), the target torque tTb × G of the motor 1 is reached.
b is a value obtained by inverting the sign of the estimated engine torque value (-est
The torque of the motor 1 is controlled so that Te). The method of estimating the engine torque includes a method of estimating from the map of the engine torque with respect to the engine speed and the throttle opening, a method of detecting the in-cylinder pressure (combustion pressure) of the engine and estimating the engine torque in real time, There is a method of estimating the engine torque based on the intake air amount and the engine speed.

In step 19, clutch transmission torque capacity
When Tcl reaches the target drive torque tTd (time t in FIG. 9)
3), it is determined that the engagement of the clutch 3 is completed, and the process proceeds to step 20. In step 20, the target torque tTb × Gb of the motor 1 and the target torque tTa of the motor 4 are gradually reduced to zero so as to cancel each other out. That is,

[Equation 1] The target torques of the motors 1 and 4 are gradually set to 0 so that the relationship of estTe + tTa + tTb × Gb = tTd is satisfied. The torque reduction rate at this time is determined by the clutch 3
Set in consideration of the resonance frequency and damping coefficient. After that, the torque control of the engine 2 is continued so that the engine torque Te becomes the target drive torque tTd.

In FIG. 5, the target drive torque tTd is a predetermined value T1.
6 is a flowchart showing clutch engagement control when the torque exceeds a maximum torque maxTa of the motor 4 or less. Note that FIG.
The same steps as those in the flowchart shown in FIG. FIG. 10 is a time chart showing the behavior of the engine 2, the motors 1, 4 and the clutch 3 when the clutch is engaged when the target drive torque tTd exceeds the predetermined value T1 and is equal to or less than the maximum torque maxTa of the motor 4. The reference numerals in the figure are the same as those in FIG.

From FIG. 5 and FIG. 10, T1 <tTd ≦ max
The clutch engagement operation for Ta will be described. Step 15A
At, the target engine torque tTe is set to a predetermined value T1 to control the torque of the engine 2. At this time, since the rotation speed control of the motor 1 is continued, the generated torque Te (= T1) of the engine 2 is absorbed by the motor 1. As described above, the predetermined value T1 is the value obtained by subtracting the torque required for controlling the rotation speed of the engine 2 by the motor 1 from the value maxTb × Gb obtained by multiplying the maximum absorption torque maxTb of the motor 1 by the pulley ratio Gb. Therefore, even if the motor 1 absorbs the engine torque Te (= T1), the motor 1 still has a torque margin enough to control the rotation speed of the engine 2.

In step 20A after the completion of the clutch engagement, the target drive torque tTd is set to the target engine torque tTe to control the torque of the engine 2. Then, in step 20B, the engine torque Te (actually, the estimated value estT
The target torque tTb × Gb of the motor 1 and the target torque tTa of the motor 4 are gradually set to 0 according to the increase of e). That is,
The torques of the motors 1 and 4 are reduced so as to satisfy the relationship of Expression 1 above.

In FIG. 6, the target drive torque tTd is the motor 4
Maximum torque maxTa of the engine 2 maximum torque maxTe
It is a flow chart which shows clutch engagement control in the following cases. FIG. 11 is a time chart showing the behavior of the engine 2, the motors 1, 4 and the clutch 3 when the clutch is engaged when the target drive torque tTd exceeds the maximum torque maxTa of the motor 4. The reference numerals in the figure are the same as those in FIG.

According to FIGS. 6 and 11, maxTa <tTd ≦ ma
The clutch engagement operation in the case of xTe will be described. Since the target drive torque tTd exceeds the maximum torque maxTa of the motor 4, the motor 4 is operated from the time when the clutch engagement is determined at time t1 in FIG. 11 until the transmission torque capacity Tcl of the clutch 3 rises at time t2 ′. Torque is controlled with the maximum torque maxTa.

When the target drive torque tTd exceeds the maximum torque maxTa of the motor 4, the engine 2 is immediately started without controlling the rotation speed of the motor 1 after the clutch engagement is determined. That is, in step 21, it is confirmed whether or not the engine 2 is in the ignition operation, and if the ignition operation is not performed, the process proceeds to step 22, and the maximum absorption torque ma of the motor 1 is
Start the engine 2 by driving xTb x Gb. Step two
In step 3, when the engine 2 has completely exploded, the routine proceeds to step 24, where the target torque tTb × Gb of the motor 1 is set to 0 (time t2 in FIG. 11).

In step 25, the target engine torque tTe
The target drive torque tTd is set to and the torque control of the engine 2 is performed. At step 26, the engine speed Ne and the motor speed Na are compared. When the engine speed Ne exceeds the motor speed Na, the routine proceeds to step 27, where the exciting current command value tIcl of the clutch 3 is raised and the clutch speed is increased. The fastening of No. 3 is started (time t2 ′ in FIG. 11). At this time, the rotation speed of the engine 2 is not controlled by the motor 1, so the engine rotation speed Ne rises. Therefore, in step 28, the clutch exciting current command value tIcl is controlled so as to suppress the engine speed Ne from rising and converge to the motor speed Na.

When the target drive torque tTd is equal to or less than the maximum torque maxTa of the motor 4, as described above, the exciting current command value tIcl is instantly raised to the maximum value and the clutch 3 is released.
Signed "immediately". However, when the target drive torque tTd exceeds the maximum torque maxTa of the motor 4, the engine transmission speed Ne is suppressed from rising up to the motor rotation speed Na until the clutch transmission torque capacity Tcl reaches the target drive torque tTd. The exciting current command value tIcl is adjusted so that it converges, and the "half" engagement state is set.

In step 28, the target torque tTa of the motor 4 is controlled as follows.

## EQU00002 ## When Ne> Na, tTa = tTd-Tcl, Ne <Na, tTa = tTd + Tcl, Ne = Na, tTa = tTd-estTe. Thus, as shown in FIG. The target torque t of the motor 4 according to the rising of the capacity Tcl
Ta decreases.

In step 29, when the clutch transmission torque capacity Tcl reaches the target drive torque tTd (time t3 in FIG. 11), it is determined that the clutch engagement is completed, and the process proceeds to step 30 to maximize the clutch exciting current command tIcl. The target torque tTa of the motor 4 (tTd-estTe)
And

In FIG. 7, the target drive torque tTd is the engine 2
4 is a flowchart showing clutch engagement control when the maximum torque maxTe of is exceeded. It should be noted that the same step numbers are assigned to the steps that perform the same processing as the processing shown in FIG. 6, and the differences will be mainly described. The behaviors of the engine 2, the motors 1, 4 and the clutch 3 at the time of clutch engagement in this case are the same as those shown in FIG. In step 25A after the complete explosion of the engine,
Maximum engine torque maxTe to target engine torque tTe
Is set to control the torque of the engine 2. When the clutch transmission torque capacity Tcl reaches the engine maximum torque maxTe in step 29A after the start of clutch engagement, the routine proceeds to step 30, where the clutch exciting current command tIcl is maximized. Further, since the target drive torque tTd exceeds the maximum torque maxTe of the engine 2, the target torque tTa of the motor 4 is obtained by the above mathematical formula 2, and the motor 4 is torque-controlled to compensate for the torque shortage of the engine 2.

In the above embodiment, the target drive torque is set.
When tTd is less than or equal to the maximum torque maxTa of the motor 4, the target torque tTb × Gb of the motor 1 is a value obtained by inverting the sign of the engine torque estimated value after the clutch engagement is started (time t2 in FIGS. 9 and 10) ( -EstTe), the torque control of the motor 1 is performed (step 18 in FIGS. 4 and 5). Then, after completion of the clutch engagement, the above-mentioned formula 1
The target torques of the motors 1 and 4 are gradually reduced to 0 so as to satisfy the relationship (step 20 in FIG. 4, step 2 in FIG. 5).
0A, 20B).

12 and 13 show the engine 2, the motor 1 and the motor 1 when the estimated value estTe of the engine torque has an error.
4 is a time chart showing the behavior of the clutch 3 and FIG. 12 shows the case where the target drive torque tTd is less than or equal to the predetermined value T1, and FIG. 13 is the target drive torque tTd exceeding the predetermined value T1 and the maximum torque tTa of the motor 4. The following cases are shown. If there is an error in the estimated engine torque value estTe, at the time t3 after completion of clutch engagement, the target torque of the motor 4 is
tTa instantly increases or decreases by the amount of error. As a result, the actual torque Ta of the motor 4 suddenly increases or decreases, and the actual drive torque rTd has a step, which causes a shock when the clutch is engaged. Therefore, in order to eliminate the step of the driving torque rTd due to such an error of the estimated engine torque value estTe, the following clutch engagement control is performed.

In FIG. 14, the target drive torque tTd is the predetermined value T
6 is a flowchart showing clutch engagement control in consideration of an error in engine torque estimated value estTe in the case of 1 or less. It should be noted that the same step numbers are given to the steps that perform the same processing as the processing shown in FIG. 4, and the differences will be mainly described. Further, FIG. 16 is a time chart showing the behavior of the engine 2, the motors 1, 4 and the clutch 3 when the clutch is engaged when the target drive torque tTd is equal to or less than the predetermined value T1. Note that the reference numerals shown in FIG. 16 are the same as the reference numerals shown in FIG. 9, and a description thereof will be omitted. Steps 11-
In 15, as described above, after the clutch engagement is determined, the rotation speed of the motor 2 is controlled so that the rotation speed Ne of the engine 2 matches the rotation speed Na of the motor 4, and the target torque tTe of the engine 2 is changed to the target drive torque. The torque of the engine 2 is controlled by setting tTd.

At step 151, the error ΔTe of the estimated engine torque value estTe is estimated. Since the torque of the engine 2 is being controlled while the rotational speed is being controlled by the motor 1, the actual torque rTe of the engine 2 is absorbed by the motor 1, and the torque Ta of the motor 1 is the actual torque rTe of the engine 2. Is almost equal to. The torque of the motor 1 is proportional to the product of the torque component current ia supplied from the inverter 11 and the field component current if.
Torque Ta can be calculated and used as the actual torque rTe of the engine 2. In addition, the estimated value estTe can be obtained by estimating the engine torque by the method described above. Then, the difference between the actual engine torque rTe obtained from the torque Ta of the motor 1 and the estimated value estTe is set as the estimated error ΔTe of the engine torque.

In steps 16 to 18, the clutch 3 is engaged when the engine speed Ne substantially matches the engine speed Na of the motor 4, and the change rate of the target torque tTb × Gb of the motor 1 during the engagement control of the clutch 3 is −. The motor 1 is torque-controlled so as to match the rate of change of estTe.

In step 19, the clutch transmission torque Tcl
When exceeds the target drive torque tTd, it is determined that the engagement of the clutch 3 is completed, and the routine proceeds to step 201. Step 20
In 1, the target torque tTa of the motor 4 is calculated by the following formula based on the previously obtained estimation error ΔTe of the engine torque, and the target torque tTb × Gb of the motor 1 is gradually reduced to 0.
Then, the motors 1 and 4 are torque-controlled.

[Equation 3] tTa = tTd− (estTe + tTb × Gb) + ΔTe As a result, as shown in FIG. 16, the step difference of the actual drive torque rTd at the time of completion of clutch engagement at time t3 is eliminated.

At this time, the estimation error ΔTe is also gradually set to zero.
Since the estimation error ΔTe of the engine torque changes according to the engine speed, the estimation error ΔTe obtained at the low rotation speed when the clutch is engaged cannot be applied when the rotation speed is high. Therefore, after correcting the target torque tTa of the motor 4 at the time of completion of clutch engagement (time t3) using the estimation error ΔTe, the estimation error ΔTe is gradually set to zero. As a result, as shown in FIG. 16, the target torque tTa of the motor 4 is
Is reduced once clutch engagement is completed, and finally converges to the engine torque estimation error level.

In FIG. 15, the target drive torque tTd is the predetermined value T.
6 is a flowchart showing clutch engagement control in consideration of an error in an estimated engine torque value estTe when the torque exceeds 1 and is equal to or less than the maximum torque maxTa of the motor 4. Note that FIG.
The same step numbers are given to the steps that perform the same processing as the processing shown in FIG. FIG. 17 is a time chart showing the behavior of the engine 2, the motors 1, 4 and the clutch 3 at the time of clutch engagement when the target drive torque tTd exceeds the predetermined value T1 and is equal to or less than the maximum torque maxTa of the motor 4. . In addition,
The reference numerals shown in FIG. 17 are similar to the reference numerals shown in FIG. In steps 11 to 15A, as described above, the rotation speed Ne of the engine 2 is determined after the clutch engagement is determined.
The motor 1 is controlled so that the speed of the motor 1 becomes equal to the speed Na of the motor 4, and the target torque tTe of the engine 2 is
Is set to a predetermined value T1 to control the torque of the engine 2.

In step 151, the error ΔTe of the estimated engine torque value estTe is estimated as described above. In steps 16 to 20A, when the engine speed Ne substantially matches the motor speed Na of the motor 4, the clutch 3 is engaged,
Target torque tTb of the motor 1 during engagement control of the clutch 3
The torque of the motor 1 is controlled so that the change rate of × Gb matches the change rate of −estTe. Then, when the engagement of the clutch 3 is completed, the target engine torque tTe is changed to the target drive torque t
The torque of the engine 2 is controlled by setting Td.

In step 201, the target torque tTa of the motor 4 is calculated by the above equation 3 based on the previously estimated engine torque estimation error ΔTe, and the motor 1 is also calculated.
Gradually reduce the target torque tTb × Gb of 0 to
Torque control. At this time, the estimation error ΔTe is also gradually set to zero. As a result, as shown in FIG. 17, the step of the actual drive torque rTd at the time of completion of the clutch engagement at time t3 is eliminated. Further, the target torque tTa of the motor 4 decreases after the completion of the clutch engagement, and finally converges to the level of the engine torque estimation error.

When the engine torque estimation error ΔTe is set to 0 after completion of clutch engagement, the change rate is
A limit may be set so that the change does not become too rapid when converted into the change rate of the drive torque of the drive shaft of the vehicle. As a result, it is possible to suppress the G level difference that occurs in the vehicle regardless of the transmission gear ratio.

When the target drive torque tTd exceeds the maximum torque maxTa of the motor 4, the clutch is once put in the "half" engagement state without being "immediately" engaged as described above. In such a case, the motor 1 cannot accurately learn the estimation error of the engine torque.
When the target drive torque tTd exceeds the maximum torque maxTa of the motor 4, the engine torque estimated value error is not detected and corrected.

In the configuration of the above embodiment, the motor 1 is the motor A, the motor 4 is the motor B, the engine 2 is the engine, the clutch 3 is the clutch, the continuously variable transmission 5 is the transmission, and the controller is the controller. Reference numeral 16 constitutes a motor torque detecting means, an engine torque estimating means and a correcting means, respectively.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of an embodiment.

FIG. 2 is a diagram showing a configuration of one embodiment following FIG.

[Figure 3]

FIG. 7 is a flowchart showing clutch engagement control.

FIG. 8 is a diagram showing an example of a clutch engagement determination map.

FIG. 9

FIG. 11 is a diagram showing the behavior of the engine, the motor, and the clutch when the clutch is engaged.

FIG. 12

FIG. 13 is a time chart showing the behavior of the engine, the motor, and the clutch when the clutch is engaged, when the estimated engine torque value has an error.

FIG. 14

FIG. 15 is a flowchart showing clutch engagement control in consideration of an error in an estimated engine torque value.

16]

FIG. 17 is a time chart showing the behavior of the engine, the motor, and the clutch when the clutch is engaged, when the clutch engagement control considering the error of the estimated engine torque value is performed.

[Explanation of symbols]

1 motor 2 engine 3 clutch 4 motor 5 continuously variable transmission 11-13 Inverter 15 Main battery 16 controller 22 Accelerator sensor 24 vehicle speed sensor 27 Engine rotation sensor 28 Throttle opening sensor 30 Fuel injection device 31 Ignition device

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI B60K 41/02 B60K 41/02 F02D 29/02 F02D 29/02 D (56) Reference JP-A-8-98322 (JP, A ) JP-A-9-284911 (JP, A) JP-A-11-178110 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/02-11/14 B60K 6 / 02-6/04 B60K 41/02 F02D 29/02

Claims (5)

(57) [Claims] 1. A motor A mechanically connected to an engine.
And a motor B mechanically coupled to the engine via a clutch, and transmitting power from the motor B to the drive wheels via a transmission, the control device of the hybrid vehicle comprising: Motor torque detection means for detecting the torque of the motor A when the torque of the engine is absorbed by the motor A; and torque of the engine when the torque of the engine is absorbed by the motor A when the clutch is released. And an engine torque estimating means for estimating, when the clutch is engaged to shift from the traveling mode by the motor B to the traveling mode by the engine,
A control device for a hybrid vehicle, comprising: a correction unit that corrects a target torque of the motor B based on a difference between the estimated engine torque value and a detected torque value of the motor A. 2. The hybrid vehicle control device according to claim 1, wherein the torque detection of the motor A by the motor torque detection means and the torque estimation of the engine by the engine torque estimation means are performed before engagement of the clutch. A control device for a hybrid vehicle, characterized in that: 3. The control device for a hybrid vehicle according to claim 1 or 2, wherein the correction means gradually reduces the correction amount of the motor B to 0 after engaging the clutch. Control device for hybrid vehicle. 4. The hybrid vehicle control device according to claim 3, wherein the correction unit sets a reduction rate of a correction amount of the motor B by converting it into a drive shaft of the vehicle. Control device. 5. The control device for a hybrid vehicle according to claim 1, wherein when the clutch is engaged to shift from a traveling mode by the motor B to a traveling mode by the engine,
Engine torque change rate detection means for estimating the torque of the engine and detecting the change rate thereof; and engaging the clutch to shift from the drive mode by the motor B to the drive mode by the engine,
A control device for a hybrid vehicle, comprising: a control unit that controls the torque of the motor A so that the rate of change of the target torque of the motor A matches the rate of change of the estimated engine torque value.