JP5029561B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technology for a vehicle control device.

As this type of technology, the technology described in Patent Document 1 is disclosed. In this publication, in a hybrid vehicle having a start clutch between a motor and a drive shaft, a control for slipping the start clutch by increasing the number of revolutions of the motor while keeping the start clutch at a constant transmission torque is disclosed. Has been.
JP 2000-255285 A

  However, in the above prior art, since the transmission torque of the starting clutch is set by feedforward in accordance with the accelerator pedal opening and the vehicle body speed, there is a characteristic variation in the hydraulic pressure or friction material that controls the transmission torque of the starting clutch. In this case, there is a possibility that a deviation occurs between the command value and the actual value of the transmission torque, and the driver's desired acceleration performance cannot be obtained.

  The present invention has been made paying attention to the above-mentioned problem, and its object is to reduce the deviation between the command value of the transmission torque of the starting clutch and the actual value, and to obtain the driver's desired acceleration performance. An object of the present invention is to provide a clutch control device for a hybrid vehicle.

  In order to achieve the above object, the present invention calculates the basic torque capacity target value of the starting clutch according to the drive torque target value, and controls the motor so that the input shaft speed matches the input shaft speed target value. The motor torque equivalent value corresponding to the output torque of the motor when performing the rotational speed control is calculated, and when the motor is under rotational speed control, when the motor torque equivalent value is smaller than the torque capacity basic target value, the torque capacity basic target A value larger than the value is set as the torque capacity target value of the starting clutch, and when the motor torque equivalent value is larger than the basic torque capacity target value, a value smaller than the basic torque capacity target value is set as the torque capacity target value of the starting clutch.

  Therefore, the torque capacity can be matched with the torque capacity target value. At this time, since the load on the motor is appropriate, the motor torque has a magnitude corresponding to the drive torque target value, and the acceleration desired by the driver can be obtained.

  Hereinafter, the best mode for realizing the clutch control device for a hybrid vehicle of the present invention will be described based on the first embodiment.

[Configuration of hybrid vehicle]
1 is a diagram illustrating a configuration of a drive system and a control system of a hybrid vehicle according to a first embodiment.

(Configuration of drive system)
First, the configuration of the drive system will be described.
The hybrid vehicle according to the first embodiment includes a motor 1 as a first drive source, an engine 2 as a second drive source, a drive torque transmitted to the drive wheels 19, a transmission 5 that changes the rotation speed, and an engine as a drive system configuration. The first clutch 3 interposed between the motor 1 and the motor 1 and the second clutch 4 serving as a starting clutch interposed between the motor 1 and the transmission 5 are provided.

Motor 1 is an alternating current synchronous motor, electric power discharged from the battery 9 is supplied via the inverter 8 to generate a motor torque T _M with respect to the rotation axis. Further, the vehicle kinetic energy is recovered as the charging power of the battery 9 by the regenerative brake. The inverter 8 controls the motor torque T _M by supplying the electric power input from the battery 9 to the motor 1 by performing current control.
The engine 2 is a lean burnable engine, and controls the engine torque to match the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

  The first clutch 3 is a dry clutch, and performs fastening and releasing of a rotating shaft between the engine 2 and the motor 1. The first clutch 3 transmits the torque generated by the motor 1 and the engine 2 when engaged to the input shaft 4 i of the second clutch 4, and transmits the torque generated by the motor 1 when released to the input shaft 4 i of the second clutch 4. .

  The second clutch 4 is a wet clutch, and a pressing force between friction materials is generated by hydraulic pressure (clutch hydraulic pressure), and torque capacity is generated according to the clutch hydraulic pressure. Torque is transmitted from the input shaft 4i to the output shaft 4o by engaging the second clutch 4, and transmission of torque from the input shaft 4i to the output shaft 4o is interrupted by releasing. Further, by controlling the slip of the second clutch 4, a desired torque can be transmitted from the input shaft 4 i to the output shaft 4 o regardless of the torque variation generated by the motor 1 and the engine 2.

The transmission 5 is a stepped transmission and has a plurality of planetary gears. Shifting is performed by changing the torque transmission path by engaging and releasing a brake provided between the rotating element of the planetary gear and the transmission case and a clutch provided between the rotating elements.
Torque output from the transmission 5 is transmitted to the drive wheels 19 via the final gear 20.

(Control system configuration)
Next, the configuration of the control system will be described.
The hybrid vehicle according to the first embodiment includes, as a drive train, an accelerator sensor 10 that detects an accelerator pedal opening APO, an engine speed sensor 11 that detects an engine speed ω _E, and an input shaft speed ω _{CL2i of} the second clutch 4. The input shaft speed sensor 6 for detecting the output shaft, the output shaft speed sensor 7 for detecting the output shaft speed ω _o of the second clutch 4, the clutch oil temperature sensor 12 for detecting the clutch oil temperature Temp _CL2 , and the battery charge state SOC. battery controller 18 to manage the engine controller for controlling the motor 1 by controlling the in-bar motor 8 motor controllers 17 for controlling in response to the motor torque command value T _M ^*, the engine 2 in accordance with the engine torque command value T _E ^* 16, a clutch controller 15 for controlling the first clutch 3 and the second clutch 4 according to clutch current command values I _CL1 ^* , I _CL2 ^*; A transmission controller 14 that controls the transmission 5 according to the command value and an integrated controller 13 that calculates the command value according to information from each sensor are provided.

The battery controller 18 outputs the state of charge SOC of the battery 9 to the integrated controller 13.
The motor controller 17 outputs a current value command value to the inverter 8 so as to control the current supplied to the motor 1 so that the motor torque T _M of the motor 1 becomes the motor torque command value T _M ^* from the integrated controller 13. To do.

The engine controller 16, the engine torque T _E of the engine 2 such that the engine torque command value T _E ^* from the integrated controller 13 controls the throttle actuator of the engine 2, an injector, a spark plug. The type of the engine rotational speed omega _E information from engine speed sensor 11, and outputs the engine speed omega _E information to the integrated controller 13.

The clutch controller 15 is configured so that the control currents of solenoid valves provided in the hydraulic circuits of the first clutch 3 and the second clutch 4 become the clutch current command values I _CL1 ^* and I _CL2 ^* from the integrated controller 13. Control the valve. Also, input shaft rotational speed ω _CL2i information is input from the input shaft rotational speed sensor 6, output shaft rotational speed ω _o information is input from the output shaft rotational speed sensor 7, and clutch oil temperature Temp _CL2 information is input from the clutch oil temperature sensor 12. The input shaft speed ω _CL2i information, the output shaft speed ω _o information, and the clutch oil temperature Temp _CL2 information are output to the integrated controller 13.

The transmission controller 14 controls the engagement and disengagement of the brake and clutch in the transmission 5 in accordance with the shift command value from the integrated controller 13.
The integrated controller 13 receives the accelerator pedal opening APO information from the accelerator sensor 10, the engine speed ω _E information from the engine controller 16, the input shaft speed ω _CL2i information, the output shaft speed ω _o information, and the clutch oil temperature from the clutch controller 15. Input Temp _CL2 information and calculate the command value to be output to each controller.

[Configuration of integrated controller]
FIG. 2 is a control block diagram of the integrated controller 13.
The integrated controller 13 includes a drive torque target value calculation unit 21, a drive torque distribution calculation unit 22, a second clutch torque capacity basic target value calculation unit 23, a slip amount target value calculation unit 24, an input shaft speed target value calculation unit 25, Rotation speed control motor torque target value calculation section 26, rotation speed control second clutch torque capacity target value calculation section 27, engagement / release second clutch torque capacity target value calculation section 28, second clutch torque capacity command value calculation section 29 , A second clutch current command value calculation unit 30, a first clutch torque capacity command value calculation unit 31, a first clutch current command value calculation unit 32, and a motor torque command value calculation unit 33.

(Drive torque target value calculator)
The drive torque target value calculation unit 21 inputs the accelerator pedal opening APO information and the vehicle body speed Vsp information, and calculates a drive torque target value T _d ^* for the output shaft 4 o of the second clutch 4. FIG. 3 is a map of the drive torque target value T _d ^* . Drive torque target value T _d ^* is set large enough vehicle speed Vsp is large drive torque target value T _d ^* Decrease or as the drive torque target value the accelerator pedal opening APO is large T _d ^* 3 To do.
The vehicle body speed Vsp can be obtained from the output shaft rotational speed ωo input from the clutch controller 15 and the gear ratio input from the transmission controller 14.

(Drive torque distribution calculation unit)
The drive torque distribution calculation unit 22 receives the drive torque target value T _d ^* and calculates the motor torque basic target value T _{M_base} ^* and the engine torque basic target value T _{E_base} ^* . The motor torque basic target value T _{M_base} ^* and the engine torque basic target value T _{E_base} ^* are set according to the engagement state of the first clutch 3 and the second clutch 4 and the vehicle state.

(Second clutch torque capacity basic target value calculation unit)
The second clutch torque capacity basic target value calculating section 23 inputs the drive torque target value T _d ^*, and calculates a second clutch torque capacity basic target value T _{CL2_base} ^*. The second clutch torque capacity basic target value _{TCL2_base} ^* is obtained by the following equation (1), for example.

(Slip amount target value calculator)
The slip amount target value calculation unit 24 inputs the first clutch control mode flag fCL1, the second clutch torque capacity basic target value T _{CL2_base} ^* , the clutch oil temperature Temp _CL2 , and the engine start-up motor distribution torque T _{ENG_start} , and the slip amount target _{Calculate the} value ω _{CL2_slp} ^* .

Here, the first clutch control mode flag fCL1 is a flag indicating the engaged state and the released state of the first clutch 3, and indicates the released state when fCL1 == 0, and the engaged state when fCL1 == 1. . When fCL1 == 0, the motor travel mode (EV mode) is selected, and when fCL1 == 1, the hybrid travel mode (HEV mode) or the engine start mode is selected. For example, in a driving scene where the engine efficiency is relatively poor, such as starting at low acceleration, the first clutch 3 is released in order to drive the EV (fCL1 = 0). Also, during rapid acceleration, when the battery charge state SOC is less than or equal to the battery charge state threshold value SOC _th1 , or when the vehicle body speed Vsp is greater than or equal to the vehicle body speed threshold value Vsp _th1, EV travel becomes difficult, so HEV travel is performed. Therefore, the first clutch 3 is engaged (fCL1 = 1).

ここで、f_{CL2_slp_CL1OP}は第２クラッチトルク容量基本目標値T_{CL2_base} ^*、クラッチ油温Temp_CL2を入力とした関数であり、図４（ａ）のマップによりスリップ量目標値ω_{CL2_slp} ^*を求める。 The slip amount target value ω _{CL2_slp} ^* is obtained by the following equations (2) and (3).
1) In EV mode (fCL1 == 0)

Here, f _{CL2_slp_CL1OP} is a function _having the second clutch torque capacity basic target value T _{CL2_base} ^* and the clutch oil temperature Temp _CL2 as inputs, and a slip amount target value ω _{CL2_slp} ^* is obtained from the map of FIG.

As shown in FIG. _4A , the slip amount target value ω _{CL2_slp} ^* when the clutch oil temperature Temp _CL2 is the threshold Temp _{cl2_th} is set as the minimum slip amount ω _{CL2_slp_min} , and in a range lower than the threshold Temp _{cl2_th} , As the clutch oil temperature Temp _CL2 is higher, the slip amount target value ω _{CL2_slp} ^* is set smaller. In the range where the clutch oil temperature Temp _CL2 is higher than the threshold Temp _{cl2_th} , the slip amount target value ω _{CL2_slp} ^* is set to the minimum slip amount ω _{CL2_slp_min} regardless of the clutch oil temperature Temp _CL2 . In the range where the clutch oil temperature Temp _CL2 is lower than the threshold Temp _{cl2_th} , the slip amount target value ω _{CL2_slp} ^* is set to be larger as the second clutch torque capacity basic target value T _{CL2_base} ^* is larger.
Thus, when the clutch oil temperature Temp _CL2 is high, when the second clutch torque capacity basic target value T _{CL2_base} ^* is large, an excessive increase in the clutch oil temperature is suppressed by setting the slip amount target value ω _{CL2_slp} ^* to be small. Yes.

ここで、f_{CL2_Δωslp}はエンジン始動時モータ配分トルクT_{ENG_start}を入力とした関数であり、図４（ｂ）のマップによりエンジン２の始動のために必要なスリップ増加量目標値Δω_{CL2_slp} ^*を求める。 2) In engine start mode (fCL1 == 1)

Here, f _{CL2_Δωslp} is a function having the motor distribution torque T _{ENG_start} at the time of engine start as an input, and a slip increase target value Δω _{CL2_slp} ^* required for starting the engine 2 is obtained from the map of FIG.

As shown in FIG. 4B, the slip increase target value Δω _{CL2_slp} ^* is set smaller as the engine start-time motor distribution torque T _{ENG_start} increases between the minimum motor torque T _{M_min} and the maximum motor torque T _{M_max} .
Thus, when the first clutch 3 is engaged, the second clutch 4 is prevented from being suddenly completely engaged even if the rotational speed of the input shaft 4i is reduced due to disturbance input from the first clutch 3 side. Thus, the engine 2 can be started without causing acceleration fluctuations. The complete engagement means a state in which the rotational speeds of the input shaft 4i and the output shaft 4o of the second clutch 4 are substantially the same. Hereinafter, it is also simply referred to as an engagement with respect to the slip state.

(Input shaft speed target value calculator)
The input shaft speed target value calculation unit 25 receives the slip amount target value ω _{CL2_slp} ^* and the output shaft speed ω _o and calculates the input shaft speed target value ω _CL2i ^* . The input shaft speed target value ω _CL2i ^* is obtained by the following equation (4).

(Rotation speed control motor torque target value calculator)
The rotation speed control motor torque target value calculation unit 26 inputs the input shaft rotation speed target value ω _CL2i ^* and the input shaft rotation speed ω _CL2i and calculates the rotation speed control motor torque target value T _{M_FB_ON} ^* . The rotation speed control motor torque target value calculation unit 26 calculates the torque target value of the motor 1 so that the input shaft rotation speed ω _CL2i becomes the input shaft rotation speed target value ω _CL2i ^* . Thus, when the second clutch 4 is slip-controlled, the slip amount of the second clutch 4 is constant.

ここで「K_Pm」はモータ制御用比例ゲイン、「K_Im」はモータ制御用積分ゲインである。 The rotational speed control motor torque target value T _{M_FB_ON} ^* is calculated by, for example, the PI control formula as in the following formula (5), and this formula (5) is a recurrence formula obtained by discretization by bilinear transformation or the like. Calculate using.

Here, “K _Pm ” is a motor control proportional gain, and “K _Im ” is a motor control integral gain.

(Rotation speed control second clutch torque capacity target value calculation unit)
The rotation speed control second clutch torque capacity target value calculation unit 27 _inputs the rotation speed control motor torque target value T _{M_FB_ON} ^* , the second clutch torque capacity basic target value T _{CL2_base} ^* , and the engine torque basic target value T _{E_base} ^* . Rotational speed control second clutch torque capacity target value _{TCL2_FB_ON} ^* is calculated.

  FIG. 5 is a control block diagram of the rotation speed control second clutch torque capacity target value calculation unit 27. The rotational speed control second clutch torque capacity target value calculation unit 27 is designed by a two-degree-of-freedom control method including feedforward compensation and feedback compensation, and includes a phase compensation unit 40, an engine torque estimated value calculation unit 41, and a second. A clutch torque capacity correction target value calculation unit 42, a second clutch torque capacity reference value calculation unit 43, an addition / subtraction unit 44, a second clutch torque capacity F / B target value calculation unit 45, and an addition unit 46 are provided.

ここで「τ_CL2」はクラッチモデル時定数、「τ_{CL2_ref}」はクラッチ制御用規範応答時定数である。 <Phase compensation unit>
The phase compensation unit 40, the second type the clutch torque capacity basic target value T _{CL2_base} ^*, calculates the second clutch torque capacity F / F command value T _{CL2_FF} ^*. The second clutch torque capacity F / F command value T _{CL2_FF} ^* is calculated using a phase compensation filter G _FF (s) as in the following equation (6), for example, and this equation (6) is calculated by bilinear transformation or the like. Calculation is performed using a recurrence formula obtained by discretization.

Here, “τ _CL2 ” is a clutch model time constant, and “τ _{CL2_ref} ” is a reference response time constant for clutch control.

ここで「τ_e」はエンジン一次遅れ時定数、「-Le」はエンジンむだ時間である。 <Engine torque estimated value calculation unit>
The engine torque estimated value calculation unit 41 inputs the engine torque basic target value T _{E_base} ^* and calculates the engine torque estimated value T _{E_est} . The engine torque estimated value T _{E_est} is calculated using the following equation (7).

Here, “τ _e ” is the engine first-order lag time constant, and “-Le” is the engine dead time.

<Second clutch torque capacity correction target value calculation unit>
The second clutch torque capacity correction target value calculation unit 42 receives the second clutch torque capacity basic target value T _{CL2_base} ^* and the engine torque estimated value T _{E_est} and calculates the second clutch torque capacity correction target value T _{CL2_t} ^* . The second clutch torque capacity correction target value T _{CL2_t} ^* is calculated using the following equations (8) and (9).

2) HEVモード(fCL2==1)である場合

1) When in EV mode (fCL1 == 0)

2) In HEV mode (fCL2 == 1)

<Second clutch torque capacity reference value calculation unit>
The second clutch torque capacity reference value calculator 43, the second type the clutch torque capacity correction target value T _{CL2_t} ^*, calculates the second clutch torque capacity reference value T _{CL2_ref} ^*. The second clutch torque capacity reference value T _{CL2_ref} ^* is calculated using the following equation (10).

<Addition / subtraction unit>
The adder / subtractor 44 receives the second clutch torque capacity reference value T _{CL2_ref} ^* and the rotation speed control motor torque target value T _{M_FB_ON} ^*, and _receives the second clutch torque capacity reference value T _{CL2_ref} ^* and the rotation speed control motor torque target value T _{M_FB_ON.} Calculate the deviation of ^* .

ここで「K_PCL2」は第２クラッチ制御用比例ゲイン、「K_ICL2」は第２クラッチ制御用積分ゲインである。 <Second clutch torque capacity F / B command value calculator>
The second clutch torque capacity F / B target value calculation unit 45 inputs the deviation between the second clutch torque capacity reference value T _{CL2_ref} ^* and the rotational speed control motor torque target value T _{M_FB_ON} ^*, and the second clutch torque capacity F / B B command value T _{CL2_FB} ^* is calculated. The second clutch torque capacity F / B command value T _{CL2_FB} ^* is calculated using the following equation (11).

Here, “K _PCL2 ” is the second clutch control proportional gain, and “K _ICL2 ” is the second clutch control integral gain.

<Adding unit>
The adder 46 _inputs the second clutch torque capacity F / F command value T _{CL2_FF} ^* and the second clutch torque capacity F / B command value T _{CL2_FB} ^*, and _sets the rotation speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* . Calculate. The rotational speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* is calculated by adding the second clutch torque capacity F / F command value T _{CL2_FF} ^* and the second clutch torque capacity F / B command value T _{CL2_FB} ^* .

(Second clutch torque capacity target value calculation section during engagement / release)
The second clutch torque capacity target value calculation unit 28 at the time of engagement / release inputs the drive torque target value T _d ^* and the second clutch torque capacity command value previous value T _{CL2_z1} ^*, and the second clutch torque capacity target at the time of engagement / release. _{Calculate the} value T _{CL2_FB_OFF} ^* . The second clutch torque capacity target value T _{CL2_FB_OFF} ^* at the time of engagement / release is a torque capacity target value when the second clutch 4 shifts from the engaged state, the released state, or the engaged state to the slip state. This is the torque capacity target value when not performing.

1-2) T_{CL2_z1} ≧ T_d ^* × K_safeであるとき

2) 第２クラッチが開放状態である場合

3) 第２クラッチが締結状態からスリップ状態へ移行する場合

ここで、「K_safe」は第２クラッチ安全率係数(K_safe>0)、「ΔT_CL2LU」は第２クラッチ４がスリップ状態または開放状態から締結状態への移行時のトルク容量変化率、「ΔT_CL2slp」は第２クラッチ４が締結状態からスリップ状態への移行時のトルク容量変化率、「T_{CL2_z1} ^*」は第２クラッチトルク容量指令値T_CL2 ^*の前回値である。 The second clutch torque capacity target value _{TCL2_FB_OFF} ^* when engaged / _released is calculated using the following equations (12) to (15).
1) When the second clutch is engaged
1-1) When T _{CL2_z1} <T _d ^* × K _safe

1-2) When T _{CL2_z1} ≧ T _d ^* × K _safe

2) When the second clutch is released

3) When the second clutch shifts from the engaged state to the slip state

Here, “K _safe ” is the second clutch safety factor coefficient (K _safe > 0), “ΔT _CL2LU ” is the rate of change in torque capacity when the second clutch 4 transitions from the slip state or the released state to the engaged state, “ “ΔT _CL2slp ” is the torque capacity change rate when the second clutch 4 is shifted from the engaged state to the slip state, and “T _{CL2 — z1} ^* ” is the previous value of the second clutch torque capacity command value T _CL2 ^* .

(Second clutch torque capacity command value calculation unit)
In the second clutch torque capacity command value calculating section 29, speed control second clutch torque capacity target value T _{CL2_FB_ON} ^*, engagement / release during the second clutch torque capacity target value T _{CL2_FB_OFF} ^*, enter the second clutch control mode CL2MODE The second clutch torque capacity command value T _CL2 ^* is calculated.

2)回転数制御中でない(CL2MODE==1 or 3)のとき

The second clutch torque capacity command value T _CL2 ^* is calculated using the following equations (16) and (17).
1) During rotation speed control (CL2MODE == 2)

2) When speed control is not in progress (CL2MODE == 1 or 3)

Here, the second clutch control mode CL2MODE is the first clutch control mode fCL1, the vehicle body speed Vsp, the drive torque target value T _d ^* , the second clutch previous control mode CL2MODE_z1, the engine speed ω _E , the input shaft speed ω _CL2i , It is set according to the slip amount ω _{CL2_slp} of the second clutch 4. FIG. 6 is a flowchart showing a flow of setting the second clutch control mode CL2MODE.
In step S21, it is determined whether or not the first clutch control mode fCL1 is “fCL1 == 0”. If “fCL1 == 0”, the process proceeds to step S22. If not “fCL1 == 0”, the process proceeds to step S25. Transition.

In step S22, it is determined whether or not the vehicle body speed Vsp is “Vsp == 0”. If “Vsp == 0”, the process proceeds to step S23, and if not “Vsp == 0”, the process proceeds to step S24.
In step S23, the second clutch control mode CL2MODE is set to the engagement mode (CL2MODE = 1), and the process is terminated.
In step S24, the second clutch control mode CL2MODE is set to the slip mode (CL2MODE = 2), and the process is terminated.

In step S25, it is determined whether or not the relationship between the vehicle body speed Vsp and the vehicle body speed threshold value V _th1 is “Vsp <V _th1 ”. If “Vsp <V _th1 ”, the process proceeds to step S26. If not <V _th1 ”, the process proceeds to step S28. The vehicle body speed threshold value V _th1 is the minimum vehicle body speed at which the engine 2 can be started even when the second clutch 4 is in the engaged state.
In step S26, it is determined whether or not the drive torque target value _Td ^* is “ _Td ^* <0”. If “ _Td ^* <0”, the process proceeds to step S27, where “ _Td ^* <0. If not, the process proceeds to step S24 .

In step S27, the second clutch control mode CL2MODE is set to the release mode (CL2MODE = 0), and the process ends.
In step S28, it is determined whether or not the second clutch previous control mode CL2MODE_z1 is “CL2MODE_z1 == 1”. If “CL2MODE_z1 == 1”, the process proceeds to step S23, and if “CL2MODE_z1 == 1” is not satisfied. Control goes to step S29.

In step S29, the relationship between the engine speed ω _E and the input shaft speed ω _CL2i is “ω _E ≠ ω _CL2i ”, or the slip amount ω _{CL2_slp} of the second clutch 4 and the slip amount threshold value ω _{CL2_slp_th} relationship it is determined whether or not it is "ω _{CL2_slp>} ω _{CL2_slp_th",} and "ω _E ≠ ω _CL2i", or when it is "ω _{CL2_slp>} ω _{CL2_slp_th",} the process proceeds to step s24, "ω _E ≠ ω _If “ _CL2i ” is not “ω _{CL2_slp} > ω _{CL2_slp_th} ”, the process _proceeds to step S23. Here, the relationship between the engine speed ω _E and the input shaft speed ω _CL2i being “ω _E ≠ ω _CL2i ” indicates that the first clutch 3 is in the released state or the slip state.

(Second clutch current command value calculation unit)
In the second clutch current command value calculating section 30, the second type a clutch torque capacity command value T _CL2 ^*, and calculates a second clutch current command value I _CL2 ^*. FIG. 7A is a map of the clutch hydraulic pressure with respect to the clutch torque capacity, and FIG. 7B is a map of the current supplied to the solenoid valve with respect to the clutch hydraulic pressure. For the second clutch current command value I _CL2 ^* , the clutch hydraulic pressure corresponding to the second clutch torque capacity command value T _CL2 ^* is calculated using FIG. 7A, and the clutch hydraulic pressure calculated using FIG. _Is calculated as the second clutch current command value I _CL2 ^* .

2)第１クラッチ３が締結モード(fCL1==1)であって、第２クラッチ４のスリップ量ω_{CL2_slp}がスリップ量目標値ω_{CL2_slp} ^*未満(ω_{CL2_slp}<ω_{CL2_slp} ^*)である場合

3)第１クラッチ３が開放モード(fCL1==0)である場合

(First clutch torque capacity command value calculation unit)
The first clutch torque capacity command value calculation unit 31 inputs the first clutch control mode fCL1, the slip amount ω _{CL2_slp} of the second clutch 4, and the slip amount target value ω _{CL2_slp} ^* , and the first clutch torque capacity command value T _CL1 ^* Is calculated. The first clutch torque capacity command value T _CL1 ^* is calculated by the following equations (18) and (19).
1) When the first clutch 3 is in the engagement mode (fCL1 == 1) and the slip amount ω _{CL2_slp} of the second clutch 4 is greater than or equal to the slip amount target value ω _{CL2_slp} ^* (ω _{CL2_slp} ≧ ω _{CL2_slp} ^* )

2) When the first clutch 3 is in the engagement mode (fCL1 == 1) and the slip amount ω _{CL2_slp} of the second clutch 4 is less than the slip amount target value ω _{CL2_slp} ^* (ω _{CL2_slp} <ω _{CL2_slp} ^* )

3) When the first clutch 3 is in the disengagement mode (fCL1 == 0)

(First clutch current command value calculation unit)
In the first clutch current command value calculating section 32, the first type the clutch torque capacity command value T _CL1 ^*, it calculates the first clutch current command value I _CL1 ^*. For the first clutch current command value I _CL1 ^* , the clutch hydraulic pressure corresponding to the first clutch torque capacity command value T _CL1 ^* is calculated using FIG. 7A, and the clutch hydraulic pressure calculated using FIG. _Is calculated as the first clutch current command value I _CL1 ^* .

2)回転数制御中でない(CL2MODE==1 or 3)のとき

(Motor torque command value calculator)
The motor torque command value calculation unit 33 inputs the second clutch control mode CL2MODE, the motor torque basic target value T _{M_base} ^* , and the rotation speed control motor torque target value T _{M_FB_ON} , and calculates the motor torque command value T _M ^* .
1) During rotation speed control (CL2MODE == 2)

2) When speed control is not in progress (CL2MODE == 1 or 3)

[Clutch / motor control processing]
Next, the process of controlling the first clutch 3, the second clutch 4, and the motor 1 performed in the integrated controller 13 will be described. FIG. 8 is a flowchart showing the flow of processing performed in the integrated controller 13.

In step S1, data is received from each controller, and the process proceeds to step S2. Specifically, the state of charge SOC information of the battery 9 from the battery controller 18, the current value information of the inverter 8 from the motor controller 17, the engine speed ω _E information from the engine controller 16, and the input shaft speed from the clutch controller 15. _Gear ratio information is input from the transmission controller 14 as ω _CL2i information, output shaft rotational speed ω _o information, and clutch oil temperature Temp _CL2 information.

In step S2, accelerator pedal opening APO information is input from the accelerator sensor 10, and the process proceeds to step S3.
In step S3, the drive torque target value T _d ^* is calculated, and the process proceeds to step S4.
In step S4, the first clutch control mode fCL1 is set, and the process proceeds to step S5.

In step S5, the second clutch control mode CL2MODE is set, and the process proceeds to step S6.
In step S6, the drive torque target value T _d ^* is allocated to the motor torque basic target value T _{M_base} ^* and the engine torque basic target value T _{E_base} ^*, and the _{process proceeds} to step S7.

In step S7, it is determined whether or not the slip rotation speed control is performed. If the slip rotation speed control is performed, the process proceeds to step S8. If the slip rotation speed control is not performed, the process proceeds to step S17. Here, when the second clutch control mode CL2MODE is set to the slip mode (CL2MODE = 2) and the absolute value of the slip amount _{ωCL2_slp} is equal to or greater than the threshold value, it is determined that the slip rotation speed control is performed. On the other hand, when the second clutch control mode CL2MODE is set to the engagement mode (CL2MODE = 1) or the release mode (CL2MODE = 0), it is determined that the slip rotation speed control is not performed.

In step S8, the second clutch torque capacity basic target value _{TCL2_base} ^* is calculated, and the _{process proceeds} to step S9.
In step S9, the input shaft rotational speed target value ω _CL2i ^* is calculated, and the process proceeds to step S10.

In step S10, the rotational speed control motor torque target value _{TM_FB_ON} ^* is calculated, and the _{process proceeds} to step S11.
In step S11, the rotational speed control second clutch torque capacity target value _{TCL2_FB_ON} ^* is calculated, and the _{process proceeds} to step S14.

In step S12, internal state variables for calculating the rotational speed control motor torque target value _{TM_FB_ON} ^* and the rotational speed control second clutch torque capacity target value _{TCL2_FB_ON} ^* are initialized, and the process _proceeds to step S13.
In step S13, the second clutch torque capacity target value _{TCL2_FB_OFF} ^* at the time of engagement / release is calculated, and the _{process proceeds} to step S14.

In step S14, the second clutch torque capacity command value T _CL2 ^* is calculated, and the process proceeds to step S15.
In step S15, the first clutch torque capacity command value T _CL1 ^* is calculated, and the process proceeds to step S16.

In step S16, the first clutch current command value I _CL1 ^* and the second clutch current command value I _CL2 ^* are calculated, and the process proceeds to step S17.
In step S17, a motor torque command value T _M ^* is calculated, and the process proceeds to step S18.

In step S18, the command value is transmitted to each controller, and the process ends. Specifically, the first clutch current command value I _CL1 ^* and the second clutch current command value I _CL2 ^* are transmitted to the clutch controller 15, and the motor torque command value T _M ^* is transmitted to the motor controller 17.

[Clutch / motor control operation]
When the slip rotation speed control is performed, in the flowchart of FIG. 8, Step S1, Step S2, Step S3, Step S4, Step S5, Step S6, Step S7, Step S8, Step S9, Step S10, Step S11, Step S14, Step S15 → Step S16 → Step S17 → Step S18 → END

In step S16, the second clutch current command value I _CL2 ^* based on the rotational speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* calculated in step S11 is output to the clutch controller 15. In step S17, the rotational speed control motor torque target value T _{M_FB_ON} ^* calculated in step S10 is output to the motor controller 17 as a motor torque command value T _M ^* . Thus, the slip rotation speed control is performed while maintaining the slip amount ω _{CL2 — slp} in the second clutch 4.

  On the other hand, when the slip rotation speed control is not performed, in the flowchart of FIG. 8, step S1 → step S2 → step S3 → step S4 → step S5 → step S6 → step S7 → step S12 → step S13 → step S14 → step S15 → The process proceeds from step S16 → step S17 → step S18 → END.

In step S16, the second clutch current command value I _CL2 ^* based on the engagement / release second clutch torque capacity target value T _{CL2_FB_OFF} ^* calculated in step S13 is output to the clutch controller 15. In step S17, the motor torque basic target value T _{M_base} ^* calculated in step S6 is output to the motor controller 17 as a motor torque command value T _M ^* .

[Clutch / motor control action]
The second clutch 4 controls the torque capacity by adjusting the pressing force of the friction material by the clutch hydraulic pressure adjusted by the solenoid valve. However, sufficient control accuracy of the second clutch torque capacity _TCL2 cannot be ensured.

FIG. 9 shows that the drive torque T _d ^* is “T _d ^* = T1” in the EV traveling mode, and the second clutch torque capacity target value T _CL2 ^* is set as the second clutch torque capacity basic target value T _{CL2_base} ^* (T _CL2 ^* = T1) Simulation results when accelerating. Here, the gear ratio is constant.
As shown in FIG. 9, the higher the second motor torque T _M for load increases the clutch torque capacity target value T _CL2 ^* with respect to the second clutch torque capacity T _CL2 is to become the motor 1 large, the driver It becomes higher than the desired acceleration.

To ensure the control accuracy of the second clutch torque capacity T _CL2, it is considered to perform feedback control by detecting the second clutch torque capacity T _CL2. However, in order to detect the second clutch torque capacity _TCL2 , it is necessary to newly provide a detection device, and even if a detection device is provided, it is difficult to detect with high accuracy.

By controlling the second clutch torque capacity T _CL2 , the load on the motor 1 can be controlled, and when the motor 1 is controlled in rotation speed, the motor torque T _M is determined according to the load. That is, there is a high correlation between the second clutch torque capacity T _CL2 and the motor torque T _M. The control accuracy of the motor torque T _M is sufficiently high for the control accuracy of the second clutch torque capacity T _CL2.
Therefore, the second clutch torque capacity target value T _CL2 ^* is set in accordance with the rotation speed control motor torque target value T _{M_FB_ON} ^* .

Specifically, the rotational speed control motor torque target value T _{M_FB_ON} ^* is at the second clutch torque capacity basic target value T _{CL2_base} ^* smaller than the second clutch torque capacity T _CL2 actual second clutch torque capacity basic target value It is smaller than T _{CL2_base} ^* . Therefore, the second clutch torque capacity T _CL2 is increased by _{setting the} value larger than the second torque capacity basic target value T _{CL2_base} ^* as the rotation speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* .

On the other hand, when the rotational speed control motor torque target value T _{M_FB_ON} ^* is greater than ^* the second clutch torque capacity basic target value T _{CL2_base} the actual second clutch torque capacity T _CL2 second clutch torque capacity basic target value T _{CL2_base} ^* Is bigger than. For this reason, a value smaller than the second torque capacity basic target value T _{CL2_base} ^* is set as the rotation speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* , and the second clutch torque capacity T _CL2 is reduced.
When the rotation of the motor 1 is being controlled, the second clutch 4 is controlled with the second clutch torque capacity target value T _CL2 ^* as the rotation speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* .

FIG. 10 shows that the drive torque T _d1 ^* is “T _d ^* = T1” in the EV travel mode, and the second clutch torque capacity target value T _CL2 ^* is set according to the rotational speed control motor torque target value T _{M_FB_ON} ^*. It is a simulation result in the case of doing. Here, the gear ratio is constant.
As shown in FIG. 10, the second clutch torque capacity T _CL2 substantially matches the second clutch torque capacity target value T _CL2 ^* . At this time, since the load on the motor 1 becomes appropriate, the motor torque T _M becomes a magnitude corresponding to the drive torque target value T _d ^* , and the acceleration desired by the driver can be obtained.

In the above description, the case of the EV driving mode is considered. Next, the case of the HEV driving mode is considered.
When the HEV running mode, by controlling the second clutch torque capacity T _CL2, the torque transmitted from the motor 1 to the output shaft 4o side (driving torque T _d), the output shaft motor 1 and the engine 2 side from 4o This means that the torque (load) transmitted to is controlled.

Therefore, in the first embodiment, the second clutch torque capacity target value T _CL2 ^* is calculated according to the deviation between the value obtained by subtracting the engine torque T _E from the second clutch torque capacity basic target value T _{CL2_base} ^* and the motor torque T _M. I tried to do it.

Specifically, when the first clutch 3 is engaged, the second torque capacity when the motor torque target value T _M * is smaller than the value obtained by subtracting the engine torque estimated value T _{E_est} from the second torque basic target value T _{CL2_base} ^*. The value larger than the basic target value T _{CL2_base} ^* is the second torque capacity target value T _CL2 ^* , and the motor torque target value T _M * is the value obtained by subtracting the estimated engine torque value T _{E_est} from the second torque capacity basic target value T _{CL2_base} ^* When it is larger, a value smaller than the second torque basic target value T _{CL2_base} ^* is set as the second torque capacity target value T _CL2 ^* .
When the second clutch 4 is controlled according to the above-described logic, the motor torque T _M is automatically changed without particularly changing the control of the motor 1, and therefore, the interference between the control of the second clutch 4 and the control of the motor 1. Can be avoided.

Therefore, even when the first clutch 3 is engaged and the engine torque _TE is generated, the second clutch torque capacity T _CL2 substantially matches the second clutch torque capacity target value T _CL2 ^* . At this time, since the load on the motor 1 is appropriate, the sum of the motor torque T _M and the engine torque T _E has a magnitude corresponding to the drive torque target value T _d ^* , and the acceleration desired by the driver can be obtained. .

In the first embodiment, the second clutch torque capacity basic target value T _CL2 ^* is set as the drive torque target value T _d ^* .
When rotating speed control of the motor 1 is able to control the motor torque T _M by a second clutch torque capacity T _CL2. Therefore, by setting the second clutch torque capacity basic target value T _CL2 ^* as the drive torque target value T _d ^* , the drive torque T _d can be brought close to the drive torque target value T _d ^*, and the acceleration desired by the driver can be achieved. Performance can be obtained.

[effect]
Next, effects of the clutch control device for the hybrid vehicle according to the first embodiment will be listed below.

(1) A motor 1 as a drive source, and a second clutch 4 that is a clutch provided between the motor 1, the drive wheel 19, and a power transmission path, and the second clutch 4 is connected, and only the motor 1 is connected. In a control device for a vehicle that can travel in a motor travel mode that travels as a drive source, a drive torque target value that calculates a drive torque target value T _d ^* of an output shaft 4o that is a rotation shaft on the drive wheel 19 side of the second clutch 4 is calculated. Calculation unit 21, second clutch torque capacity basic target value calculation unit 23 for calculating second clutch torque capacity basic target value _{TCL2_base} ^* according to drive torque target value _Td ^* , and motor 1 side of second clutch 4 The input shaft rotational speed sensor 6 that detects the input shaft rotational speed ω _CL2i of the input shaft 4i that is the rotational shaft of the second clutch 4 and the output shaft rotational speed ω _o of the output shaft 4o that is the rotational shaft on the drive wheel 19 side of the second clutch 4. Output shaft speed sensor to detect When an input shaft rotational speed target value calculating section 25 for calculating the input shaft rotation speed target value ω _CL2i ^* of the input shaft 4i of the second clutch 4 in accordance with the output shaft rotating speed omega _o, the input shaft rotating speed omega _CL2i Rotational speed control motor for calculating a rotational speed control motor torque target value T _{M_FB_ON} ^* corresponding to the output torque of the motor when performing rotational speed control for controlling the motor 1 so as to coincide with the input shaft rotational speed target value ω _CL2i ^* When the rotational speed control of the torque target value calculation unit 26 and the motor 1 is being performed, the second clutch torque capacity when the rotational speed control motor torque target value _{TM_FB_ON} ^* is smaller than the second clutch torque capacity basic target value _{TCL2_base} ^*. the basic target value T _{CL2_base} ^* larger value as the rotational speed control second clutch torque capacity target value T _{CL2_FB_ON} ^*, when the rotational speed control motor torque target value T _{M_FB_ON} ^* is larger than the second clutch torque capacity basic target value T _{CL2_base} ^* In A second clutch torque capacity basic target value T _{CL2_base} ^* and rotation speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* value smaller than the rotation speed control second clutch torque capacity target value computing unit 27, the motor 1 A clutch controller 15 that controls the second clutch 4 in accordance with the rotational speed control second clutch torque capacity target value _{TCL2_FB_ON} ^* when the rotational speed is controlled.

Therefore, the second clutch torque capacity T _CL2 matches the second clutch torque capacity target value T _CL2 ^* . At this time the load of the motor 1 is proper, the motor torque T _M is a magnitude corresponding to the drive torque target value T _d ^*, it is possible to obtain the desired acceleration by the driver.

(2) In addition to the motor 1, an engine 2 provided so as to be connectable to the rotation shaft of the motor 1 and an engine torque estimated value calculation unit 41 for estimating the engine torque estimated value T _{E_est} are provided, and the rotational speed When the first clutch 3 is engaged and the motor 1 is controlled in rotation speed, the control second clutch torque capacity target value calculation unit 27 determines that the rotation speed control motor torque target value T _{M_FB_ON} ^* is the second clutch torque capacity basic value. as the second clutch torque capacity basic target value T _{CL2_base} ^* speed control a larger value the second clutch torque capacity target value T _{CL2_FB_ON} ^* when the target value T _{CL2_base} ^* smaller than the value obtained by subtracting the engine torque estimation value T _{E_est,} rotation the second clutch when several control motor torque target value T _{M_FB_ON} ^* is greater than the value obtained by subtracting the engine torque estimation value T _{E_est} from the second clutch torque capacity basic target value T _{CL2_base} ^* And a torque capacity basic target value T _{CL2_base} ^* speed control second clutch torque value smaller than the capacity target value T _{CL2_FB_ON} ^*.

Therefore, even when the first clutch 3 is engaged and the engine torque _TE is generated, the second clutch torque capacity T _CL2 substantially matches the second clutch torque capacity target value T _CL2 ^* . At this time, since the load on the motor 1 is appropriate, the sum of the motor torque T _M and the engine torque T _E has a magnitude corresponding to the drive torque target value T _d ^* , and the acceleration desired by the driver can be obtained. .

(3) The second clutch torque capacity basic target value calculation unit 23 calculates the drive torque target value T _d ^* as the second clutch torque capacity basic target value T _{CL2_base} ^* .
When rotating speed control of the motor 1 is able to control the motor torque T _M by a second clutch torque capacity T _CL2. Therefore, by setting the second clutch torque capacity basic target value T _CL2 ^* as the drive torque target value T _d ^* , the drive torque T _d can be brought close to the drive torque target value T _d ^*, and the acceleration desired by the driver can be achieved. Performance can be obtained.

(Other examples)
The best mode for carrying out the present invention has been described based on the first embodiment. However, the specific configuration of the present invention is not limited to the first embodiment and does not depart from the gist of the present invention. Any change in the design of the range is included in the present invention.

For example, in the first embodiment, the second clutch torque capacity basic target value T _{CL2_base} ^* is corrected according to the comparison between the rotation speed control motor torque target value T _{M_FB_ON} ^* and the drive torque target value T _d ^*. the second clutch torque capacity in response to a comparison between the motor torque T _M in the control and the drive torque target value T _d ^* basic target value T _{CL2_base} ^* may be corrected. The motor torque T _M can be detected with higher accuracy than the second clutch torque capacity T _CL2 by monitoring the current supplied to the inverter 8.

In the first embodiment, the second clutch 4 is a start clutch of the present invention, the output shaft 4o is a start clutch output shaft of the present invention, and the drive torque target value calculation unit 21 is a drive torque target value calculation means of the present invention. The second clutch torque capacity basic target value T _{CL2_base} ^* is the torque capacity basic target value of the present invention, the second clutch torque capacity basic target value calculating unit 23 is the torque capacity basic target value calculating means, and the input shaft 4i is the The input shaft rotational speed sensor 6 is used as an input shaft rotational speed detection means for the start clutch input shaft, the output shaft rotational speed sensor 7 is used as an output shaft rotational speed detection means for the present invention, and an input shaft rotational speed target value calculation unit. _{Reference numeral} 25 denotes the input shaft rotational speed target value calculating means of the present invention, and the rotational speed control motor torque target value calculating section 26 includes the motor torque calculating means of the present invention and the rotational speed control second clutch torque capacity target value T _{CL2_ON} ^*. The present invention The rotational speed control second clutch torque capacity target value calculator 27 is used as the torque capacity target value calculator of the present invention, and the clutch controller 15 is used as the starting clutch controller and the first clutch controller of the present invention. The engine torque estimated value calculation unit 41 corresponds to the engine torque calculation means of the present invention.

It is a figure which shows the structure of the drive system and control system of the hybrid vehicle of Example 1. FIG. FIG. 3 is a control block diagram of the integrated controller according to the first embodiment. 3 is a map of a drive torque target value according to the first embodiment. 6 is a map of a slip amount target value in the first embodiment. FIG. 6 is a control block diagram of a rotation speed control second clutch torque capacity target value calculation unit according to the first embodiment. 4 is a flowchart illustrating a flow of setting a second clutch control mode according to the first embodiment. 3 is a map of a clutch current command value according to the first embodiment. 3 is a flowchart illustrating a flow of processing performed in the integrated controller according to the first embodiment. It is a graph which shows the torque capacity etc. of the 2nd clutch of a comparative example. 4 is a graph showing the torque capacity and the like of a second clutch of Example 1.

Explanation of symbols

1 motor 2 engine 3 first clutch 4 second clutch (starting clutch)
4i input shaft (starting clutch input shaft)
4o Output shaft (starting clutch output shaft)
6 Input shaft rotational speed sensor (Input shaft rotational speed detection means)
7 Output shaft speed sensor (Output shaft speed detector)
13 Integrated controller 15 Clutch controller (starting clutch control means, first clutch control means)
21 Drive torque target value calculation unit (drive torque target value calculation means)
22 Drive torque distribution calculation unit (engine torque target value calculation means)
23. Second clutch torque capacity basic target value calculation unit (torque capacity basic target value calculation means)
25 Input shaft rotational speed target value calculation unit (input shaft rotational speed target value calculation means)
26 Rotational speed control motor torque target value calculation unit (motor torque calculation means)
27 Rotation control second clutch torque capacity target value calculation unit (torque capacity target value calculation means)

Claims (4)

A motor as a drive source;
A starting clutch that is a clutch provided between the motor, the driving wheel, and the power transmission path;
In a control device for a vehicle capable of traveling in a motor travel mode in which the start clutch is connected and travels using only the motor as a drive source,
Driving torque target value calculating means for calculating a driving torque target value of a starting clutch output shaft which is a rotating shaft on the driving wheel side of the starting clutch;
Torque capacity basic target value calculating means for calculating a torque capacity basic target value of the starting clutch according to the drive torque target value;
Input shaft rotational speed detection means for detecting an input shaft rotational speed of a starting clutch input shaft which is a rotational shaft on the motor side of the starting clutch;
Output shaft rotational speed detection means for detecting an output shaft rotational speed of a starting clutch output shaft which is a rotational shaft on the drive wheel side of the starting clutch;
Input shaft rotation speed target value calculating means for calculating an input shaft rotation speed target value of the starting clutch input shaft according to the output shaft rotation speed;
Motor torque calculation means for calculating a motor torque equivalent value corresponding to the output torque of the motor when performing rotation speed control for controlling the motor so that the input shaft rotation speed matches the input shaft rotation speed target value;
Motor control means for controlling the motor in accordance with the motor torque equivalent value;
When the motor speed is controlled in the motor travel mode, when the motor torque equivalent value is smaller than the torque capacity basic target value, a value larger than the torque capacity basic target value is set to the torque capacity target value of the starting clutch. A torque capacity target value calculating means for setting a value smaller than the torque capacity basic target value to a torque capacity target value of the starting clutch when the motor torque equivalent value is larger than the torque capacity basic target value;
A starting clutch control means for controlling the starting clutch according to the torque capacity target value when the motor is controlled in rotational speed;
A vehicle control device comprising: The vehicle control device according to claim 1,
The torque capacity target value calculating means calculates a deviation between the torque capacity basic target value and the motor torque equivalent value, and adds the deviation to the torque capacity basic target value to obtain a torque capacity target value. Vehicle control device. The vehicle control device according to claim 1 or 2,
In addition to the motor, an engine provided to be connectable to the rotating shaft of the motor;
Engine torque calculating means for calculating the output torque of the engine;
Provided ,
The torque capacity target value calculation means is configured to control the rotational speed of the motor in a hybrid travel mode in which the engine is connected to a rotation shaft of the motor and the motor and the engine are used as drive sources. Furthermore, when the motor torque equivalent value is smaller than the value obtained by subtracting the engine torque from the torque basic target value, a value larger than the torque capacity basic target value is set as the torque capacity target value, and the motor torque equivalent value is the torque capacity value. A vehicle control apparatus, wherein when the engine torque is larger than a value obtained by subtracting the engine torque from the basic target value, a value smaller than the torque capacity basic target value is set as the torque capacity target value . In the clutch control device for a hybrid vehicle according to claim 1 or 2,
The torque capacity basic target value calculating means calculates the drive torque target value as the torque capacity basic target value.

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