JP5239819B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle having an engine and a motor as a power source.

The technique of patent document 1 is disclosed as a hybrid vehicle. This publication includes a first fastening element for connecting / releasing an engine and a motor, a second fastening element for connecting / releasing a motor and a drive wheel, and an electric vehicle traveling mode in which only the motor travels, It has an engine use travel mode that travels while being included in the power source.
JP 2005-307766 A

  The fastening force of the first fastening element may differ from the commanded transmission torque capacity and the actual transmission torque capacity due to the influence of oil temperature, friction coefficient variation of friction material, variation of springs existing in the fastening element, and the like. is there. Therefore, for example, when the first fastening element is fastened from the electric vehicle travel mode to shift to the engine use travel mode, there is a problem that the time required to start the engine varies and the driver feels uncomfortable.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can start an engine without a sense of incongruity.

In order to achieve the above object, in the present invention, when the start time from the start of the engine to the completion of the start and the engine stop duration before the start of the engine are detected, and when the next engine start request is made, The transmission torque capacity command for the fastening element is corrected according to the start time, and the correction is prohibited when the engine stop duration is shorter than a predetermined time set in advance .

  The start time from the start of the engine to the completion of the start has a correlation with the actual transmission torque capacity of the clutch element. Therefore, by correcting the transmission torque capacity command according to the start time, it is possible to suppress a sense of incongruity associated with variations in the fastening elements, and to start the engine without a sense of incongruity.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on an embodiment shown in the drawings.

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the engine start control device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a 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 a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Actuated by hydraulic pressure, and fastening / release including slip fastening is controlled. Specifically, the first clutch CL1 is a normally closed dry clutch that is completely engaged by the urging force of the leaf spring when not controlled. When the release command for the first clutch CL1 is output, the hydraulic pressure corresponding to the transmission torque capacity command is supplied to the piston to make a stroke, and the transmission torque capacity corresponding to the stroke amount is set. When a stroke exceeding a predetermined value is made, the contact between the clutch plates is broken and released. Further, in order to reduce the friction loss when the clutch is released, the piston is further stroked by a predetermined amount by increasing the hydraulic pressure applied to the piston even after the clutch plate is disconnected.

  On the other hand, when the first clutch CL1 is engaged from the released state, the hydraulic pressure applied to the piston is gradually lowered. Then, the piston starts a stroke, and the clutch plate starts to come into contact when the piston strokes a predetermined amount (corresponding to backlash). Incidentally, whether or not the clutch plate is in contact can be determined by whether or not the engine speed has started to increase. Thereafter, the lower the hydraulic pressure acting on the piston, the higher the transmission torque capacity. In the first embodiment, a normally closed dry clutch is used. However, a normally open type, a wet clutch, a multi-plate or a single plate may be used.

  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 interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The fastening / release including slip fastening is controlled by the control hydraulic pressure.

  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.

  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. 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. 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. 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. ). This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low. 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.

  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.

  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, to a throttle valve actuator (not shown). 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 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to 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 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 target mode based on the mode map. FIG. 5 shows a mode map. The 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.

  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. In the target charge / discharge amount map, the EVON line for permitting or prohibiting the EV travel mode is set to SOC = 50%, and the EVOFF line is set to SOC = 35%.

  When SOC ≧ 50%, the EV drive mode area appears in the 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 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. And a target motor generator torque, a target second clutch engagement capacity, a target gear position of the automatic transmission AT, and a first clutch solenoid current command which is a transmission torque capacity command of the first clutch CL1. In addition, the operating point command unit 400 is provided with an engine start control unit 401 (corresponding to engine start means) that starts the engine E when the EV travel mode is changed to the HEV travel mode.

  Here, the engine start control executed in the engine start control unit 401 will be described. FIG. 6 is a time chart showing the engine start control process. This time chart is a time chart in a case where the accelerator pedal is greatly depressed during traveling in the EV traveling mode and a transition is made to the HEV traveling mode. When an engine start request is made to shift to the HEV drive mode while driving in the EV drive mode, the transfer torque capacity of the second clutch CL2 is set to the transfer torque capacity that becomes the output shaft torque before starting the engine. At the same time, the motor generator MG is shifted from torque control to rotational speed control. The torque control is control for outputting torque according to the target driving force tFo0, and this torque control is usually executed. On the other hand, the rotational speed control is a control for changing the torque so as to coincide with the target rotational speed, and is executed when the engine is started. The target rotational speed is obtained by adding a preset predetermined rotational speed to the input rotational speed of the automatic transmission AT (the rotational speed having a correlation with the vehicle body speed and corresponding to the automatic transmission-side rotational speed of the second clutch CL2). Value. That is, the second clutch CL2 is maintained in the slip state.

  Then, motor generator MG increases the torque to reach the target rotation speed, and accordingly, the rotation speed of motor generator MG increases. Since the output torque transmitted from the automatic transmission AT to the drive wheels is determined by the transmission torque capacity of the second clutch CL2, the variation in the output torque of the automatic transmission AT is small.

  On the other hand, when the engine start request is made, the transmission torque capacity of the first clutch CL1 is increased with a predetermined gradient. The predetermined section from the start of rising is a backlash section, and no transmission torque capacity is generated in the first clutch CL1. Next, when the backlash filling is completed, the engine speed starts to increase. Although details will be described later, this timing is set as the engine start start timing. Since the transmission torque capacity of the first clutch CL1 is a pressing force, the transmitted torque has a negative value (the twist direction is reversed).

  When the slip amount of the second clutch CL2 reaches a predetermined rotational speed, the rising gradient of the transmission torque capacity of the first clutch CL1 is made small enough to be leveled off. Then, the load acting on motor generator MG increases, and the torque of motor generator MG also increases as the transmission torque capacity of first clutch CL1 increases. At this time, since the transmission torque capacity of the first clutch CL1 is increased to a transmission torque capacity that is about the torque necessary for starting the engine, cranking of the engine E is performed and the engine E starts to rotate independently. Thereby, the transmission torque of the first clutch CL1 is reversed to the plus side.

  When the engine speed reaches a predetermined speed or more, it is determined that the engine start has been completed. Next, when the slip state of the first clutch CL1 converges, the motor generator MG is switched from the rotational speed control to the torque control. Thus, control is performed so that the slip state of the second clutch CL2 is converged. When the slip amount of the second clutch CL2 becomes less than a predetermined value, the transmission torque capacity of the second clutch CL2 is gradually increased to a value considering the safety factor. Then, the slip of the second clutch CL2 converges and shifts to complete engagement.

  The operating point command unit 400 includes a start time detection unit 402 that detects a start time from the start of engine start to the completion of start, and a correction unit that corrects the transmission torque capacity command value of the first clutch CL1 according to the detected start time. 403 (correction means), a stop duration detecting unit 404 for detecting the stop duration of the engine E, and detecting whether the detected stop duration is shorter than a predetermined time set in advance. A correction prohibition unit 405 (corresponding to correction means) that prohibits correction by the correction unit 403 is included. The operation of these processing 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 engagement 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.

[Transmission torque capacity correction processing at engine start]
Next, transmission torque capacity correction processing that is executed when the engine is started will be described. If there is no error between the transmission torque capacity command value for the first clutch CL1 and the actual transmission torque capacity, there is no particular problem, but in reality, an error occurs due to variations and the like. This error causes the engine start time to vary. In particular, when engine start control as in the first embodiment is performed, if the engine start time is long, the durability of the first clutch CL1 is prolonged and the slip time of the second clutch CL2 is also prolonged. End up. If the engine start time is short, a sudden load may be applied to motor generator MG and the rotational speed may drop rapidly, making it difficult to obtain a stable slip state in second clutch CL2. Thus, the variation in the engine start time affects other components and control.

  FIG. 7 is a characteristic diagram showing the relationship between the start time and the transmission torque capacity of the first clutch CL1. As shown in this characteristic diagram, it can be seen that the start time becomes longer as the transmission torque capacity of the first clutch CL1 is smaller, and the start time is shorter as the transmission torque capacity of the first clutch CL1 is larger. In other words, there is a correlation between the start time and the transfer torque capacity, and if the start time is grasped, it can be detected how much the actual transfer torque capacity is output with respect to the transfer torque capacity command. Means. Therefore, the start time of the engine E is detected, the transmission torque capacity command is corrected according to the start time of the engine E, and an appropriate start time is achieved.

(Grant correction amount)
FIG. 8 is a time chart when the transmission torque capacity correction process is executed. This time chart shows an example in which engine start → stop is repeated in order to make the contents of the correction processing easy to understand. Although this time chart is different from the example shown in FIG. 6 in terms of the effect of backlash and the like, and the rising gradient of the transmission torque capacity command value, it is expressed to the extent that the outline of the correction process is shown. Refer to FIG. 6 for a detailed portion related to the engine start. Further, as a specific correction amount, in the case of the first embodiment, it is the piston stroke amount of the first clutch CL1, but if the value is related to the transmission torque capacity, the hydraulic pressure for stroke of the piston is corrected. There is no particular limitation.

(First engine start)
At time t1, an engine start request is made, and a transmission torque capacity command for the first clutch CL1 is output. When the backlash filling is completed and the engine speed starts to increase, the start time detection unit 402 starts to count up the start time count timer. At this time, in this vehicle, it is assumed that the default command value at the time of vehicle shipment or the like is set higher than the command value optimum for this hybrid vehicle. Then, a default transmission torque capacity command is output. Next, at time t2, which is a timing earlier than the optimal predetermined start time, the engine speed becomes higher than the speed indicating the start completion. At this time, the count-up of the start time count timer ends. Since the counted up start time is shorter than the predetermined start time, it indicates that the start time of the engine E is too early. Therefore, the actual transmission torque capacity of the first clutch CL1 is higher than the transmission torque capacity command.

  In this case, the correction unit 403 sets the correction amount of the transmission torque capacity command that is performed at the next engine start after the first engine start. Specifically, when the detected start time is shorter than a predetermined time, a predetermined amount is subtracted from the default command value according to the short time. Note that an upper limit is set for the correction amount corrected once, and the correction amount is not excessively corrected. Further, the correction amount is given only when the engine is started, and is not given when the engine is completely engaged. Thereafter, at time t3, the first clutch CL1 is gradually released to stop the engine E. When the rotation speed of the engine E becomes 0, the counter value of the start time count timer is cleared.

(Second engine start)
At time t4, an engine start request is made, and a transmission torque capacity command for the first clutch CL1 is output. When the backlash filling is completed and the engine speed starts to increase, the start time detection unit 402 starts to count up the start time count timer. Then, the transmission torque capacity command corrected after the first engine start (transmission torque capacity command in which the correction amount is subtracted from the default value) is output. At this time, since the correction amount is too large, at the time t5, which is a timing later than the optimum predetermined start time, the engine speed becomes higher than the speed indicating the start completion. At this time, the count-up of the start time count timer ends. Since the counted up start time is longer than the predetermined start time, it indicates that the start time of the engine E is too late. Therefore, the actual transmission torque capacity of the first clutch CL1 is lower than the transmission torque capacity command.

  In this case, the correction unit 403 sets the correction amount of the transmission torque capacity command that is performed at the next engine start after the second engine start. Specifically, when the detected start time is longer than a predetermined time, a predetermined amount is added to the correction amount set at the previous engine start according to the longer time. Thereafter, at time t6, the first clutch CL1 is gradually released to stop the engine E. When the engine speed becomes 0, the counter value of the start time count timer is cleared.

(3rd engine start)
At time t7, an engine start request is made, and a transmission torque capacity command for the first clutch CL1 is output. When the backlash filling is completed and the engine speed starts to increase, the start time detection unit 402 starts to count up the start time count timer. Then, the corrected transmission torque capacity command is output after the second engine start. At this time, since the correction amount is appropriate, at the time t8 which is the timing of the optimum predetermined start time, the engine speed becomes higher than the speed indicating the start completion. That is, the starting time of the engine E is optimal.

(Prohibition of correction)
Next, the action representing the prohibition of the correction process will be described. FIG. 9 is a time chart when the transmission torque capacity correction process is prohibited.
At time t1, when the engine speed becomes less than a predetermined engine speed indicating a stop, the stop duration detecting unit 404 counts up the engine stop duration. If an engine restart request is made immediately after time t2, the time during which the engine E is continuously stopped is very short. At this time, the engine E is started with the negative pressure remaining in the intake manifold of the engine. In this case, the amount of intake air of the engine E is reduced, and the initial explosion torque is reduced, so that the time required for the rotation rise varies. That is, it cannot be determined whether the start time is long due to the lack of the transmission torque capacity of the first clutch CL1 or whether the start time is long because the initial explosion torque is small.

  Therefore, when an engine start request is made before a predetermined time that is considered to have a negative pressure remaining in the intake manifold, the correction prohibition unit 405 Therefore, the correction by the correction unit 403 is prohibited. As a result, correction based on uncertain elements can be eliminated, and correction with higher accuracy can be executed.

As described above, the effects listed below can be obtained in the first embodiment.
(1) A start time detecting unit 402 (start time detecting means) that detects a start time from the start of the engine to the completion of the start, and when a next engine start request is made, a transmission torque capacity command is issued according to the start time. And a correction unit 403 (correction unit) for correction.

  Therefore, the uncomfortable feeling associated with the variation in the transmission torque capacity of the first clutch CL1 can be suppressed, and the engine can be started without any uncomfortable feeling.

  (2) Since the start time detection unit 402 starts the start after the first clutch CL1 has been loosened, even if there is a variation in the time until the clutch actually starts to be engaged, the transmission torque capacity is accurate. It can be corrected well.

  (3) When the start time is shorter than the preset reference time, the correction unit 403 corrects the transfer torque capacity command to be lower than the transfer torque capacity before correction, and when the start time is longer than the reference time, the transfer torque The capacity command is corrected to be higher than the transmission torque capacity before correction. Therefore, the uncomfortable feeling associated with the variation in the transmission torque capacity of the first clutch CL1 can be suppressed, and the engine can be started without any uncomfortable feeling.

  (4) A stop duration detecting unit 404 (stop duration detecting means) for detecting an engine stop duration before a start request for the engine E is provided, and the correction unit 404 is configured to set a stop duration longer than a predetermined time set in advance. When it is short, correction is prohibited. Therefore, highly accurate correction can be performed.

  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. For example, although an FR type hybrid vehicle has been described, an FF type hybrid vehicle may be used. Moreover, although the example which mounted the stepped automatic transmission was shown, you may mount a continuously variable transmission. In this case, when a continuously variable transmission mechanism is provided on the input side of the continuously variable transmission, the frictional engagement element provided in the forward / reverse switching mechanism may be used as the second clutch CL2, or a second A clutch CL2 may be provided.

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 mode map used for selection of the target mode in the mode selection part of FIG. 3 is a time chart illustrating an engine start control process according to the first embodiment. It is a characteristic view showing the relationship between the starting time and the transmission torque capacity of the first clutch CL1. 6 is a time chart when the transmission torque capacity correction process of the first embodiment is executed. 6 is a time chart when prohibiting a transmission torque capacity correction process according to the first embodiment.

Explanation of symbols

E engine
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission 10 integrated controller

Claims (3)

A fastening element interposed between the engine and the motor to connect / release the engine and the motor;
Transmission torque capacity control means for controlling the transmission torque capacity of the fastening element;
Engine starting means for starting the engine by outputting a transmission torque capacity command of the fastening element to the transmission torque capacity control means in response to a request for starting the engine;
Start time detecting means for detecting a start time from the start of the engine to the completion of the start;
Stop duration detecting means for detecting an engine stop duration before the engine start request;
Correction means for correcting the transmission torque capacity command according to the start time when the next engine start request is made , and prohibiting the correction when the stop duration is shorter than a predetermined time set in advance. When,
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the start time detecting means starts the start after completion of looseness of the fastening element. In the hybrid vehicle control device according to claim 1 or 2,
The correction means corrects the transmission torque capacity command to be lower than the transmission torque capacity before correction when the start time is shorter than a preset reference time, and when the start time is longer than the reference time, A control apparatus for a hybrid vehicle, wherein a torque capacity command is corrected to be higher than a transmission torque capacity before correction.

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