JP5223902B2 - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for hybrid vehicle which can achieve stable control of torque capacity of a clutch. <P>SOLUTION: When a driving force is output using both an engine and a motor while the number of revolutions of the motor is controlled, and engagement capacity of a start clutch between the motor and a drive wheel is slip-controlled, a driver's intention of acceleration is detected, and torque feedback control is performed such that when there is an intention of acceleration, an actual motor torque becomes a target motor torque, and, when there is no intention of acceleration, the torque feedback control is stopped. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a control device for a hybrid vehicle using an engine and / or a motor as a power source.

  As a hybrid vehicle control device, a technique disclosed in Patent Document 1 is disclosed. In this publication, the target motor torque and the actual motor are controlled when the number of revolutions of the motor is controlled in the engine use slip mode in which the engine and the motor are used together while slipping the clutch between the motor and the drive wheel. Compare torque. When the actual motor torque is larger than the target motor torque, the torque capacity of the clutch is decreased, and when the actual motor torque is smaller than the target motor torque, the torque feedback control is performed to increase the torque capacity of the clutch. The accuracy of torque capacity control is improved.

JP 2010-83417 A

  However, if the torque feedback control as described above is performed when the engine torque varies, there is a risk that the clutch capacity may be increased or decreased too much by feeding back this variation to the clutch capacity. . Specifically, if the clutch capacity is increased too much, the drag torque when the vehicle is stopped may increase and the durability of the clutch may be reduced. If the clutch capacity is too low, the vehicle will start. There is a risk that the startability may decrease due to insufficient fastening capacity at the time.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of achieving stable torque capacity control of a clutch.

  In order to achieve the above object, according to the present invention, the engine and the motor are used together to output the driving force while controlling the rotation speed of the motor, and the engagement capacity of the starting clutch between the motor and the driving wheel is slip controlled. , Detecting the driver's intention to accelerate, performing torque feedback control to feed back the actual motor torque to the target motor torque when there is an intention to accelerate, and stopping the torque feedback control when there is no intention to accelerate; did.

  Therefore, even if the engine torque varies, the startability can be improved while improving the durability of the clutch.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. 3 is a flowchart illustrating a control process calculated by the integrated controller according to the first embodiment. 3 is a flowchart illustrating a torque feedback execution determination calculation process according to the first embodiment. FIG. 6 is a control block diagram illustrating a rotation speed control second clutch torque capacity target value calculation process according to the first embodiment. 6 is a time chart showing a state in which the actual motor torque is output higher than the target motor torque in a comparative example in which torque feedback control is always performed. 6 is a time chart showing a state where the actual motor torque is output lower than the target motor torque in a comparative example in which torque feedback control is always performed. In Example 1, it is a time chart showing the state in which the actual motor torque is output higher than the target motor torque. In Example 1, it is a time chart showing the state when accelerating based on the intention of acceleration from the state which stopped torque feedback control at the time of creep driving | running | working. In Example 1, it is a time chart showing the state when accelerating based on the intention of acceleration from the state where engine torque is unstable.

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle driven by rear wheels of the first embodiment. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1 (engine clutch), a motor generator MG, a second clutch CL2 (starting clutch), and an automatic transmission. It has AT, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), and right rear wheel RR (drive wheel). FL is the front left wheel and FR is the front right wheel.

  The engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from the engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is an engine clutch that is interposed between the engine E and the motor generator MG, and is controlled by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Fastening / release including slip fastening is controlled by the generated control oil pressure.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch that is interposed between the motor generator MG and the left and right rear wheels RL, RR as a starting clutch, and is based on a control command from an AT controller 7 to be described later. The control hydraulic pressure created by the control 8 controls the fastening / release including slip fastening.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. A separate dedicated clutch may be added upstream or downstream of the automatic transmission AT.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1 and the second clutch CL2. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. In this travel mode, the motor generator MG travels with torque control. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. Even in this travel mode, the engine E and the motor generator MG travel with torque control. The third travel mode is an abbreviated engine use slip travel mode (hereinafter referred to as “WSC travel mode”) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. ). In this mode, especially when the battery SOC is low or the engine water temperature is low, creep travel can be achieved. The motor generator MG is controlled at a predetermined speed while the engine E is driven at a predetermined speed, and the second clutch is operated. CL2 is controlled to achieve a desired slip ratio. When transitioning from the EV travel mode to the HEV travel mode, the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.

  Also, when the driver adjusts the accelerator pedal and the accelerator hill hold is performed to maintain the vehicle stop state when the road surface gradient is above a predetermined value, the slip amount of the second clutch CL2 is set in the WSC drive mode. There is a risk that the excessive state will continue. This is because the rotational speed of the engine E cannot be made smaller than the idle rotational speed. Therefore, in the first embodiment, the first clutch CL1 is released while the engine E is operated, the second clutch CL2 is slip-controlled while the motor generator MG1 is operated by the rotational speed control, and the motor generator MG is used as a power source. A motor slip traveling mode for traveling (hereinafter abbreviated as “MWSC traveling mode”) is further provided.

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.
During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4. Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.
A configuration of the braking system of the hybrid vehicle will be described. Each of the four wheels RL, RR, FL, FR is provided with a brake disc 901 and a hydraulic brake actuator 902. Further, corresponding to the four wheels, the brake unit 900 supplies hydraulic pressure to each brake actuator 902. Thus, a braking force is generated.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. Has been.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, is output to the throttle valve actuator E1.

  Here, the engine controller 1 is not limited to the throttle valve actuator E1, for example, a variable valve timing actuator that can change the valve timing on the intake side or the exhaust side, a valve lift amount variable actuator that can change the valve lift amount, A command may be output to an injector used for fuel injection, a plug ignition timing changing actuator, or the like. Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG. A command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. Is done.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 outputs a command for controlling the four-wheel brake actuator 902 to the four-wheel brake unit 900 to control the braking force of the four wheels. Specifically, sensor information from the wheel speed sensor 19 and the brake stroke sensor 20 for detecting the respective wheel speeds of the four wheels is input, and, for example, at the time of brake depression braking, regeneration is performed for the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (braking force by the friction brake).

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch, a second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. The information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained through the CAN communication line 11 are input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO (corresponding to a driving torque target value) from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.

  The mode selection unit 200 selects a travel mode according to the mode map shown in FIG. 5 based on the vehicle speed and the accelerator pedal opening APO. FIG. 5 shows a normal mode map. The normal mode map has an EV travel mode, a WSC travel mode, and an HEV travel mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the EV travel mode is selected, if the battery SOC is equal to or lower than the predetermined value, the “HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode. Further, in the mode selection unit 200, the road surface gradient is estimated, and when the estimated road surface gradient is an uphill or the like with a predetermined value or more, the MWSC traveling mode is selected instead of the WSC traveling mode.

  In the normal mode map of FIG. 5, the HEV → WSC switching line has a rotational speed smaller than the idle rotational speed of the engine E when the automatic transmission AT is in the first speed in the region below the predetermined accelerator opening APO1. It is set in a region lower than the lower limit vehicle speed VSP1. Further, since a large driving force is required in a region where the accelerator opening APO1 is equal to or greater than the predetermined accelerator opening APO1, the WSC travel mode is set up to a vehicle speed VSP1 ′ region that is higher than the lower limit vehicle speed VSP1. When the battery SOC is low and the EV travel mode cannot be achieved, the WSC travel mode is selected even when starting.

  When the accelerator pedal opening APO is large, it may be difficult to achieve the request with the engine torque corresponding to the engine speed near the idle speed and the torque of the motor generator MG. Here, more engine torque can be output if the engine speed increases. From this, if the engine speed is increased and a larger torque is output, even if the WSC drive mode is executed up to a vehicle speed higher than the lower limit vehicle speed VSP1, the WSC drive mode is changed to the HEV drive mode in a short time. be able to. This case corresponds to the WSC region extended to the lower limit vehicle speed VSP1 ′ shown in FIG.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG. When SOC ≧ 50%, the EV driving mode area appears in the normal mode map of FIG. Once the EV driving mode area appears in the mode map, this area continues to appear until the SOC drops below 35%. When SOC <35%, the EV drive mode area disappears in the normal mode map of FIG. When the EV drive mode area disappears from within the mode map, this area continues to disappear until the SOC reaches 50%.

  The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. The target motor generator torque, the target second clutch transmission torque capacity, the target gear position of the automatic transmission AT, and the first clutch solenoid current command are calculated. Further, the operating point command unit 400 is provided with an engine start control unit that starts the engine E when the EV travel mode is changed to the HEV travel mode. Hereinafter, the control configuration in the operating point command unit 400 will be described.

(Drive torque target value calculator)
The drive torque target value calculation unit inputs the accelerator pedal opening APO information and the vehicle body speed Vsp information, and calculates the drive torque target value T _d ^* on the output shaft of the second clutch CL2. Drive torque target value T _d ^*, the drive torque target value as the vehicle speed Vsp is large T _d ^* Decrease, also setting a large enough drive torque target value T _d ^* accelerator pedal opening APO is large.

(Drive torque distribution calculation unit)
The drive torque distribution calculation unit inputs 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 CL1 and the second clutch CL2 and the vehicle state.

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

(Slip amount target value calculator)
The slip amount target value calculation unit 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 motor distribution torque T _{ENG_start} at engine start, and the slip amount target value ω _{CL2_slp} ^* is calculated. Here, since the input shaft rotational speed of the second clutch CL2 matches the motor rotational speed Nm, the detected value of the motor rotational speed sensor 21 is used as the input shaft rotational speed sensor. The output value of the second clutch output speed sensor 22 is used as the output speed of the second clutch CL2.
Here, the first clutch control mode flag fCL1 is a flag indicating the engaged state and the released state of the first clutch CL1, and indicates the released state when fCL1 == 0, and the engaged state when fCL1 == 1. . When fCL1 == 0, the motor travel mode (EV travel mode) is selected, and when fCL1 == 1, the hybrid travel mode (HEV travel mode) or the engine start mode is selected. For example, the first clutch CL1 is released (fCL1 = 0) in order to perform EV driving in a driving scene where the engine efficiency is relatively poor, such as starting at low acceleration. 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 CL1 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、予め設定されたマップによりスリップ量目標値ω_{CL2_slp} ^*を求める。尚、この走行モードはMWSC走行モードであり、詳細については後述する。
2) エンジン始動モード(fCL1==1)の場合

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、予め設定されたマップによりエンジンＥ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。 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 _{obtains a} slip amount target value ω _{CL2_slp} ^* from a preset map. This travel mode is the MWSC travel mode, and details will be described later.
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 E is obtained from a preset map.

他の演算部の構成については後述する。 (Input shaft speed target value calculator)
The input shaft speed target value calculation unit inputs 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).

The configuration of other calculation units will be described later.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity and the target shift speed according to the shift schedule shown in the shift map. In the shift map, a target gear position is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.

[About WSC drive mode]
Next, details of the WSC travel mode will be described. The WSC traveling mode is characterized in that the engine E is maintained in an operating state, and has high responsiveness to a required driving force change. Specifically, the first clutch CL1 is completely engaged, the second clutch CL2 is slip-controlled as a transmission torque capacity TCL2 corresponding to the required driving force, and travels using the driving force of the engine E and / or motor generator MG. .

  In the hybrid vehicle of the first embodiment, there is no element that absorbs the difference in rotational speed unlike the torque converter. Therefore, when the first clutch CL1 and the second clutch CL2 are completely engaged, the vehicle speed is determined according to the rotational speed of the engine E. End up. The engine E has a lower limit value based on the idling engine speed for maintaining the self-sustaining rotation, and the idling engine speed further increases when the engine is idling up due to warm-up operation of the engine. In addition, when the required driving force is high, there may be a case where the HEV traveling mode cannot be quickly changed. Here, “completely engaged” refers to a state where no slip (rotational difference) occurs in the clutch. Specifically, the transmission torque capacity of the clutch is sufficiently larger than the torque to be transmitted at that time. Realized by setting.

  On the other hand, in the EV travel mode, since the first clutch CL1 is released, there is no limit associated with the lower limit value due to the engine speed. However, in the case where it is difficult to travel in the EV travel mode due to restrictions based on the battery SOC, or in a region where the required driving force cannot be achieved only by the motor generator MG, there is no means other than generating stable torque by the engine E.

  Therefore, when the vehicle speed range is lower than the vehicle speed corresponding to the lower limit value and it is difficult to travel in the EV travel mode, or when the required driving force cannot be achieved only by the motor generator MG, the engine speed is set to the predetermined rotational speed. The second clutch CL2 is slip-controlled by the rotational speed control, and the WSC traveling mode for traveling using the engine torque is selected.

[About MWSC drive mode]
Next, the MWSC travel mode will be described. When the estimated gradient is larger than a predetermined gradient, for example, if it is attempted to maintain the vehicle in a stopped state or a slow start state without operating the brake pedal, a large driving force is required as compared with a flat road. This is because it is necessary to face the load load of the host vehicle.

  From the viewpoint of avoiding heat generation due to the slip of the second clutch CL2, it is also conceivable to select the EV travel mode when the battery SOC has a margin. At this time, it is necessary to start the engine when transitioning from the EV travel mode region to the WSC travel mode region, and the motor generator MG outputs the drive torque while securing the engine start torque, so the drive torque upper limit value is unnecessary. It is narrowed to.

  Moreover, when only the torque is output to the motor generator MG in the EV travel mode and the motor generator MG stops or rotates at a very low speed, a lock current flows through the switching element of the inverter (a phenomenon in which the current continues to flow through one element), There is a risk of lowering durability.

  Further, in a region lower than the lower limit vehicle speed VSP1 corresponding to the idle speed of the engine E at the first speed, the engine E itself cannot be decreased below the idle speed. At this time, if the WSC travel mode is selected, the slip amount of the second clutch CL2 increases, which may affect the durability of the second clutch CL2.

  In particular, since a large driving force is required on a slope road as compared with a flat road, the transmission torque capacity required for the second clutch CL2 is increased, and a high torque and high slip amount state is continued. Tends to cause a decrease in durability of the second clutch CL2. In addition, since the vehicle speed rises slowly, it takes time until the transition to the HEV travel mode, and there is a risk of further generating heat.

  Therefore, the first clutch CL1 is released while the engine E is operated, and the rotational speed of the motor generator MG is controlled by the second clutch CL2 while controlling the transmission torque capacity of the second clutch CL2 to the driver's requested driving force. An MWSC driving mode was set in which feedback control is performed to a target rotational speed that is higher than the output rotational speed by a predetermined rotational speed.

  In other words, the second clutch CL2 is slip-controlled while the rotational state of the motor generator MG is set to a rotational speed lower than the idle rotational speed of the engine. At the same time, the engine E switches to feedback control in which the idling speed is set as the target speed. In the WSC travel mode, the engine speed was maintained by the rotational speed feedback control of the motor generator MG. On the other hand, when the first clutch CL1 is released, the engine speed cannot be controlled to the idle speed by the motor generator MG. Therefore, engine speed feedback control is performed by the engine E itself.

FIG. 6 is a flowchart illustrating a control process calculated by the integrated controller according to the first embodiment.
In step S01, data is received from each controller.
In step S02, various sensor values are read.
In step S03, the target driving force calculation unit 100 calculates a target driving force according to the vehicle speed, the accelerator opening, and the brake braking force.
In step S04, the mode selection unit 200 selects a target travel mode based on the target driving force, the battery SOC, the accelerator opening APO, the vehicle speed VSP, and the like. Any one of the EV traveling mode, HEV traveling mode, WSC traveling mode, and MWSC traveling mode is appropriately selected according to the traveling state.
In step S05, motor control mode selection is calculated. In the WSC travel mode and the MWSC travel mode, the rotational speed of the motor generator MG is controlled, and in the EV travel mode and HEV travel mode, torque control is selected.

In step S06, the target input rotational speed of the second clutch CL2 is calculated. For example, at the time of the mode transition from the EV travel mode to the HEV travel mode, the second clutch CL2 is slip-engaged, and the target input rotational speed is calculated so that the rotational angular acceleration of the slip rotational speed at this time changes gently.
In step S07, a torque feedback execution determination calculation is executed, and the torque feedback execution flag is set to be executed or stopped. The specific contents of the torque feedback execution determination calculation process will be described later.

In step S08, a target input torque is calculated in consideration of the target driving force and protection of various devices (power train components such as a clutch).
In step S09, the torque distribution to the engine E and the motor generator MG is calculated in consideration of the target input torque and the power generation request calculated in step S08, and the respective target values (target engine torque and target motor generator torque) are calculated. .

  In step S10, the target second clutch torque capacity is corrected according to the deviation between the actual motor torque and the target motor torque during the rotational speed control with respect to the target second clutch torque capacity corresponding to the target driving force. The configurations of the rotation speed control motor torque target value calculation unit 26 and the rotation speed control second clutch torque capacity target value calculation unit 27 will be described later.

FIG. 7 is a flowchart illustrating torque feedback execution determination calculation processing according to the first embodiment.
In step S100, a low drive torque state determination is performed. Specifically, the driver's intention to accelerate is determined to be a low driving torque state when the target driving force is less than or equal to a predetermined value, and is determined to be a normal driving torque state when the target driving force is greater than a predetermined value. This corresponds to acceleration intention detection means. When it is determined that the driving torque is low, the process proceeds to step S104, the torque feedback execution flag is set to stop, and otherwise, the process proceeds to step S101.

  In step S101, a catalyst warm-up state determination is performed. Specifically, it is determined whether or not the engine control state is such that the engine is idled up due to warming up of the catalyst. This is because when the engine is idle up, it is difficult for the engine torque to follow the target engine torque, and the engine torque varies. When it is determined that the catalyst is warming up, the process proceeds to step S104, the torque feedback execution flag is set to stop, and otherwise, the process proceeds to step S102.

In step S102, engine torque transient state determination is performed. Specifically, in consideration of the engine self-sustained operation state and the torque fluctuation at the time of switching from the self-sustained operation state to the torque control state, the predetermined time is determined as the engine torque transient state from the timing of switching to torque control. When it is determined that the engine torque is in a transient state, the process proceeds to step S104 to set the torque feedback execution flag to stop, and otherwise, the process proceeds to step S103.
In step S103, the torque feedback execution flag is set to be executed.

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。 Next, the configuration of the rotational speed control motor torque target value calculation and the rotational speed control second clutch torque capacity target value calculation executed in step S10 will be described with reference to FIG.
(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 rotational speed control motor torque target value calculation unit 26 calculates the torque target value of the motor generator MG so that the input shaft rotational speed ω _CL2i becomes the input shaft rotational speed target value ω _CL2i ^* . As a result, when the slip control of the second clutch CL2 is performed, the slip amount of the second clutch CL2 is made constant.
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_LAST} ^* is calculated. FIG. 8 is a control block diagram illustrating a rotation speed control second clutch torque capacity target value calculation process according to the first embodiment. The rotation speed control second clutch torque capacity target value calculation 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 clutch torque. Capacity correction target value calculation unit 42, second clutch torque capacity reference value calculation unit 43, addition / subtraction unit 44, second clutch torque capacity F / B target value calculation unit 45, first addition unit 46, second clutch torque during EV travel It has a capacitance F / B target value storage unit 47, a second addition unit 48, a first feedback switch SW1, and a second feedback switch SW2.

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 the phase compensation filter G _FF (s) as in the following equation (2), 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 (3).

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 (4) and (5).

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 (6).

<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。尚、後述する第１フィードバック切り換えスイッチSW1がオフ状態からオン状態に切り換わるときは、最終的な第２クラッチトルク容量目標値T_{CL2_LAST} ^*と回転数制御モータトルク目標値T_{M_FB_ON} ^*との偏差を入力し、積分器の初期値にして再開する。これにより、切り替わり時のトルク容量不連続に伴う違和感を生じないように制御する。 <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 _{TCL2_FB_t} ^* is calculated. The second clutch torque capacity F / B command value _{TCL2_FB_t} ^* is calculated using the following equation (7).

Here, “K _PCL2 ” is the second clutch control proportional gain, and “K _ICL2 ” is the second clutch control integral gain. When a first feedback switch SW1 described later is switched from the off state to the on state, the deviation between the final second clutch torque capacity target value _{TCL2_LAST} ^* and the rotational speed control motor torque target value T _{M_FB_ON} ^* is _calculated ^. Input and restart with the initial value of the integrator. Thereby, control is performed so as not to cause a sense of incongruity due to discontinuity in torque capacity at the time of switching.

<First feedback switch>
The first feedback switch SW1 is a switch that operates based on the torque feedback execution determination result, and is turned on when the torque feedback execution flag is executed, and is turned off when the torque feedback execution flag is stopped. As a result, whether or not the second clutch torque capacity F / B command value _{TCL2_FB_t} ^* is commanded to the first adder 46 is switched.

<First addition unit>
The first addition unit 46 receives 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_t} ^* and inputs the rotation speed control second clutch torque capacity target value T _{CL2_FB_ON.} Calculate ^* . The rotation 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_t} ^* . When the first feedback changeover switch SW1 is in the OFF state, the second clutch torque capacity F / F command value T _{CL2_FF} ^* = the rotational speed control second clutch torque capacity target value T _{CL2_FB_ON} ^* .

<Second clutch torque capacity F / B target value storage unit during EV travel>
The second clutch torque capacity F / B target value storage unit 47 during EV travel uses the second clutch torque capacity F / B command value T _{CL2_FB_t} ^* calculated in the same drive torque range when EV travels in the MWSC travel mode. It is a memory | storage part which memorize | stores as a 2nd clutch torque capacity F / B memory value at the time of driving | running | working. Note that the stored value may be a final result when the vehicle travels in the MWSC travel mode, or an average value may be referred to. When these values are adopted, values subjected to the low-pass filter shown below may be referred to.
1 / (τLRN · s + 1)
τLRN: Time constant for learning With this, even when torque feedback is stopped, individual variations of the second clutch CL2 can be suppressed, and good drivability is realized.

<Second feedback switch>
The second feedback switch SW2 is a switch that operates based on the torque feedback execution determination result, and is turned off when the torque feedback execution flag is executed, and is turned on when the torque feedback execution flag is stopped. Thereby, it is switched whether or not the second clutch torque capacity F / B target value during EV traveling stored in the second addition unit 48 is commanded.

<Second addition unit>
When the torque feedback control is stopped, the second addition unit 48 _inputs the second clutch torque capacity F / B target value during EV travel stored as the second speed torque capacity target value T _{CL2_FB_ON} ^* of the rotational speed control, and torque feedback. The final second clutch torque capacity target value _{TCL2_LAST} ^* at the time of stop is calculated. When the torque feedback control is performed, nothing is added because the second feedback switch SW2 is in the OFF state.

(Operational effect of Example 1)
Next, the effect of Example 1 is demonstrated.
[Operational effect by stopping torque feedback control]
FIG. 9 is a time chart showing a state in which the actual motor torque is output higher than the target motor torque in a comparative example in which torque feedback control is always performed. The initial condition is that the engine is driven with the brake pedal depressed and the vehicle stopped, the motor generator outputs regenerative torque, and the motor generator MG controls the rotational speed. At this time, when the actual motor torque is larger than the target motor torque, it can be determined that the torque of the motor generator has increased because the slip amount is smaller than the target slip amount. Command CL2 to reduce the fastening capacity and increase the slip amount. However, actually, since the engagement capacity of the second clutch CL2 is zero, a negative value is accumulated in the integrator as the command value.

  In this state, when the driver releases the brake pedal and requests creep travel, the command value obtained by actually adding the component by torque feedback control to the second clutch torque capacity target value is the second clutch torque capacity target value. The value becomes smaller than that, and startability cannot be obtained.

  FIG. 10 is a time chart showing a state in which the actual motor torque is output lower than the target motor torque in a comparative example in which torque feedback control is always performed. The initial conditions are the same as in FIG. When the motor generator MG is controlling the rotational speed, if the actual motor torque is smaller than the target motor torque, it can be determined that the motor generator torque has decreased because the slip amount is larger than the target slip amount. Therefore, it is instructed to increase the engagement capacity of the second clutch CL2 and reduce the slip amount by torque feedback control. However, even if the engagement capacity of the second clutch CL2 is increased while the vehicle is stopped, the drag torque only increases and the starting performance is obtained, but the clutch wear increases when the vehicle is stopped, resulting in durability. I can't get it.

FIG. 11 is a time chart showing a state where the actual motor torque is output higher than the target motor torque in the first embodiment. The initial conditions are the same as in FIG. At this time, since torque feedback control is stopped, the engagement capacity of the second clutch CL2 is not excessively corrected downward as in the comparative example shown in FIG. Therefore, it is possible to realize good drivability while improving the acceleration failure including the start in the WSC travel mode and the durability of the second clutch CL2 regardless of the engine torque variation.
When the torque feedback control is stopped, instead of the torque feedback term, the second clutch torque capacity F / B memorized value during EV travel, which is the torque feedback amount stored in the same drive torque range during EV travel, is reflected. Therefore, even when torque feedback control is stopped, individual variation can be suppressed.

[Operational effect when switching from torque feedback stop to implementation]
FIG. 12 is a time chart showing a state when accelerating based on the intention of acceleration from a state where torque feedback control is stopped during creep running in the first embodiment. The initial condition is that the creep pedal is released when the brake pedal is released and the accelerator pedal opening APO is zero, and the torque feedback control is stopped. At this time, when the driver depresses the accelerator pedal and the target driving force increases to indicate the intention to accelerate, the torque feedback control is switched from the stop to the execution. At this time, the deviation between the final second clutch torque capacity target value T _{CL2_LAST} ^* and the rotational speed control motor torque target value T _{M_FB_ON} ^* is input, and the initial value of the integrator is resumed. Thereby, control is performed so as not to cause a sense of incongruity due to discontinuity in torque capacity at the time of switching.
Next, since the WSC travel mode is selected, the second clutch CL2 is controlled to slip while the driving forces of both the engine E and the motor generator MG are output. At this time, by executing the torque feedback control, the target motor torque and the actual motor torque can be matched, and a highly accurate second clutch torque capacity can be obtained. Therefore, the second clutch CL2 is completely engaged. The shock associated with fastening can be suppressed by smoothly matching the engine speed and the output shaft speed.

[Effects according to conditions for switching from stop to implementation of torque feedback control]
FIG. 13 is a time chart showing a state when accelerating based on the intention of acceleration from a state where the engine torque is unstable in the first embodiment. The initial condition is that the creep pedal is released when the brake pedal is released and the accelerator pedal opening APO is zero, and the torque feedback control is stopped. Further, immediately after the engine is started, the engine torque is unstable due to catalyst warm-up or the like. At this time, when the driver depresses the accelerator pedal and indicates the intention to accelerate, the WSC traveling mode is set, and the motor shifts from torque control to rotational speed control. However, the engine torque is in an unstable transition state, and the actual torque of the motor generator MG outputs a torque different from the target motor torque in order to absorb the unstable torque of the engine torque. If this state is reflected in the clutch torque capacity of the second clutch CL2, drivability deteriorates, so torque feedback control is also stopped at this time. When it is determined that the engine torque is stable, the torque feedback control is switched from the stop to the execution, and the torque feedback control is performed, so that the target second clutch torque capacity becomes an appropriate value, and smooth start is performed. Can be achieved.

As described above, Example 1 can obtain the following effects.
(1) Engine E and motor generator MG (motor) as drive sources;
A second clutch CL2 (clutch) provided between the motor generator MG and the drive wheel;
A drive torque target value calculation unit (drive torque target value calculation means) for calculating a target drive force tFo0 (drive torque target value) of the clutch output shaft on the drive wheel side of the second clutch CL2,
A second clutch torque capacity basic target value calculating unit (torque capacity basic target value calculating means) for calculating a second clutch torque capacity basic target value T _{CL2_base} ^* of the second clutch CL2 in accordance with the target driving force tFo0;
A motor rotational speed sensor 21 (input shaft rotational speed detecting means) for detecting an input shaft rotational speed ω _CL2i that is the rotational speed of the clutch input shaft on the motor generator MG side of the second clutch CL2;
A second clutch output rotational speed sensor 22 (output shaft rotational speed detection means) that detects an output shaft rotational speed ω _CL2o that is the rotational speed of the starting clutch output shaft;
Depending on the output shaft rotational speed ω _CL2o, the input shaft rotational speed target value calculating section for calculating a is a target value of the input shaft speed input shaft rotational speed target value ω _CL2i ^* (input shaft rotational speed target value calculating means) ,
Rotational speed control motor torque target value T _{M_FB_ON} that is the output torque of the motor when performing rotational speed control for controlling the motor so that the input shaft rotational speed ω _{CL2i matches the} input shaft rotational speed target value ω _CL2i ^{* *} Rotational speed control motor torque target value calculation unit 26 (motor torque calculation means) for calculating (motor torque);
An engine torque estimated value calculation unit 41 (engine torque detecting means) for detecting an engine torque estimated value T _{E_est} that is an output torque of the engine E;
A second clutch torque capacity correction target value T _{CL2_t} ^* (target motor torque) obtained by subtracting the engine torque estimated value T _{E_est} from the drive torque target value (target motor torque calculating means);
When the rotational speed control is being performed, the second clutch if the rotational speed control motor torque target value T _{M_FB_ON} ^* (motor torque) is larger than the second clutch torque capacity correction target value T _{CL2_t} ^* (target motor torque) Outputs a correction amount that decreases the torque capacity basic target value T _{CL2_base} ^* (torque capacity basic target value), and otherwise increases the second clutch torque capacity basic target value T _{CL2_base} ^* (torque capacity basic target value). Torque feedback control means for performing torque feedback control for outputting a correction amount;
The final second clutch torque based on the rotational speed control motor torque target value _{TM_FB_ON} ^* (motor torque), the second clutch torque capacity basic target value _{TCL2_base} ^* (torque capacity basic target value), and the correction amount. A first addition unit 46 (torque capacity calculation means) for outputting a capacity target value T _{CL2_LAST} ^* ;
Step S100 (acceleration intention detection means) for detecting the driver's acceleration intention;
With
The torque feedback control means stops the torque feedback control when the acceleration intention is not detected, and performs the torque feedback control when the acceleration intention is detected.
Therefore, even if the engine torque varies, the startability can be improved while improving the durability of the clutch.

(2) MWSC travel mode (electrically driven) having a first clutch CL1 (second clutch) provided between the engine E and the motor generator MG, and disengaging the first clutch CL1 to travel with the driving force of the motor generator. Driving mode)
The torque feedback control means has a second clutch torque capacity F / B target value storage unit 47 (storage unit) for EV travel that stores a correction amount when the rotational speed control is performed in the MWSC travel mode, and provides torque feedback control. When is stopped, the stored correction amount is output.
Therefore, even when the torque feedback control is stopped, the individual variation of the second clutch CL2 can be suppressed, and good drivability can be realized.

(3) When the torque feedback control means switches the torque feedback control from the stop to the execution, the final second clutch torque capacity target is set as the initial value of the second clutch torque capacity correction target value T _{CL2_t} ^* (target motor torque). Use the value T _{CL2_LAST} ^* .
Therefore, the discontinuity of the second clutch torque capacity at the time of switching from the stop to the implementation can be eliminated, and the uncomfortable feeling given to the driver can be avoided.

(4) The torque feedback control means stops the torque feedback control when detecting that the engine torque is unstable even if the intention of acceleration is detected when the torque feedback control is stopped. Continue (steps S101 and S102).
Therefore, stable clutch control can be achieved by avoiding reflecting the unstable state of the engine torque in the second clutch torque capacity.

  (5) The state where the torque of the engine is unstable means that the engine is warming up the catalyst. Stable clutch control can be achieved by continuing to stop feedback control when the catalyst is warming up.

  (6) The state where the torque of the engine is unstable is a predetermined time from when the engine is in a self-rotating state or switching from the self-sustaining operation state to the torque control state. Stable clutch control can be achieved by continuing to stop feedback control at these times.

  As described above, the description has been given based on the first embodiment. However, the present invention is not limited to the above-described configuration, and other configurations can be taken without departing from the scope of the present invention. In the first embodiment, the FR hybrid vehicle has been described. However, an FF hybrid vehicle may be used. In addition, although the configuration in which the clutch in the automatic transmission is diverted to the second clutch CL2 is shown, a starting clutch may be separately provided between the motor generator and the automatic transmission, or between the automatic transmission and the drive wheel. May be provided separately.

E engine
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission 1 engine controller 2 motor controller 3 inverter 4 battery 5 first clutch controller 6 first clutch hydraulic unit 7 AT controller 8 second clutch hydraulic unit 9 brake controller 10 integrated controller 24 brake hydraulic sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
900 Brake unit

Claims (6)

An engine and a motor as drive sources;
A starting clutch provided between the motor and the drive wheel;
Drive torque target value calculating means for calculating a drive torque target value of the clutch output shaft on the drive 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 that is a rotational speed of a clutch input shaft on the motor side of the starting clutch;
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the starting clutch output shaft;
Input shaft rotation speed target value calculation means for calculating an input shaft rotation speed target value, which is a target value of the input shaft rotation speed, according to the output shaft rotation speed;
Motor torque calculation means for calculating a motor torque that is an output torque of the motor when performing rotation speed control for controlling the motor so that the input shaft rotation speed and the input shaft rotation speed target value coincide;
Engine torque detecting means for detecting engine torque which is output torque of the engine;
Target motor torque calculation means for calculating a target motor torque obtained by subtracting the engine torque from the drive torque target value;
When the rotational speed control is being performed, if the motor torque is greater than the target motor torque, a correction amount for decreasing the torque capacity basic target value is output; otherwise, the torque capacity basic target is output. Torque feedback control means for performing torque feedback control for outputting a correction amount for increasing the value;
Torque capacity calculation means for outputting a final torque capacity target value based on the motor torque, the torque capacity basic target value, and the correction amount;
Acceleration intention detection means for detecting the driver's acceleration intention;
With
The control device for a hybrid vehicle, wherein the torque feedback control means stops the torque feedback control when the acceleration intention is not detected, and performs the torque feedback control when the acceleration intention is detected. In the hybrid vehicle control device according to claim 1,
Having an engine clutch provided between the engine and the motor, and having an electric vehicle running mode in which the engine clutch is released and the vehicle is driven by rotational speed control with the driving force of the motor;
The torque feedback control means includes a storage unit that stores the correction amount when the rotational speed control is performed in the electric vehicle traveling mode, and the stored torque feedback control is stored when the torque feedback control is stopped. A control apparatus for a hybrid vehicle, which outputs a correction amount. In the hybrid vehicle control device according to claim 1 or 2,
The torque feedback control means uses the final torque capacity target value as an initial value of the target motor torque when the torque feedback control is switched from stop to execution. In the hybrid vehicle control device according to any one of claims 1 to 3,
When the torque feedback control means detects that the engine torque is unstable even if the acceleration intention is detected when the torque feedback control is stopped, the torque feedback control means A control apparatus for a hybrid vehicle, characterized by continuing the stop. The hybrid vehicle control device according to claim 4,
The state where the torque of the engine is unstable means that the engine is in a catalyst warm-up state. In the hybrid vehicle control device according to claim 4 or 5,
The state where the engine torque is unstable is a control time for a hybrid vehicle characterized in that the engine is in a self-rotating state or a predetermined time after switching from a self-sustaining operation state to a torque control state.

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