JP5556576B2 - Control device for hybrid vehicle - Google Patents

Description

The present invention relates to a control apparatus for a hybrid vehicle which performs cranking of the engine while connecting the first clutch when starting the engine.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle that includes a first clutch between an engine and a motor, and a transmission (or second clutch) that can change a gear ratio between the motor and driving wheels to infinity. When engine start control is performed in this hybrid vehicle, the gear ratio of the transmission is controlled or the second clutch is slid during cranking while the first clutch is connected (for example, Patent Document 1). reference).

JP 2007-69817 A

However, when running and starting the engine at the same time with a single motor as in a conventional hybrid vehicle control device, it is necessary to control the CL1 torque capacity of the first clutch with high accuracy, and the control accuracy of the CL1 torque capacity is reduced. In such a case, the following problems arise. When the CL1 torque capacity of the first clutch is insufficient, the drivability is deteriorated due to the delay of the engine start time, and the wear of the first clutch is promoted. Also, if CL1 torque capacity of the first clutch is too large, the engine start shock occurs.

  The present invention has been made paying attention to the above-mentioned problem. By improving the torque capacity control accuracy of the first clutch connected at the time of starting the engine, the engine start time is ensured while ensuring the durability reliability of the first clutch. Another object of the present invention is to provide a hybrid vehicle control device capable of reducing variations in engine start shock.

In order to achieve the above object, a control apparatus for a hybrid vehicle of the present invention is a means including an engine, a motor, a first clutch, a second clutch, and a first clutch torque command value correction control means.
The first clutch is interposed between the engine and the motor, and is connected when the engine is started using the motor as a starter motor .
Before Symbol first clutch torque command value correction control means, when starting the engine to connect the first clutch, the first clutch transmission torque is estimated from the engine speed, based on the estimation result, the first clutch torque command value to correct.
The first clutch torque command value correction control means calculates the first clutch correction torque from the difference between the first clutch inertia torque calculated from the first clutch torque command value and the estimated first clutch torque calculated from the engine speed. A first clutch torque command value output correcting unit that calculates and corrects the first clutch torque command value output by the first clutch correction torque;

Therefore, when the engine connected to the first clutch is started, the first clutch torque command value correction control means estimates the first clutch transmission torque from the engine speed, and based on this estimation result, the first clutch torque command value is calculated. It is corrected.
That is, when the engine is started, the first clutch is connected for engine cranking. However, when the torque capacity control accuracy of the first clutch is high, the engine speed (= cranking speed) increase characteristic is smooth. Stand up while drawing a gradient. In other words, the transmission torque (torque capacity) of the first clutch can be estimated by monitoring the engine speed, and the torque capacity control accuracy can be improved by correcting the first clutch torque command value based on the estimation result. Can be improved. Further, by improving the torque capacity accuracy of the first clutch, there are problems when the torque capacity of the first clutch is insufficient (acceleration of clutch wear, engine start time delay), and the torque capacity of the first clutch is excessive. The problem (engine start shock) is eliminated.
As a result, by improving the torque capacity control accuracy of the first clutch connected when starting the engine, it is possible to reduce variations in engine start time and engine start shock while ensuring durability reliability of the first clutch. it can.
In addition, when the engine is started, the first clutch torque command value output correction unit calculates the first clutch correction torque from the difference between the first clutch inertia torque and the estimated first clutch torque. The first clutch torque command value output by is corrected.
For this reason, it is possible to improve the torque capacity control accuracy of the first clutch by correcting the output first clutch torque command value when the engine is started.

It is a power train system block diagram which shows the power train system of the hybrid vehicle to which the control apparatus of Example 1 was applied. It is a control system block diagram which shows the control system of the hybrid vehicle to which the control apparatus of Example 1 was applied. FIG. 3 is a calculation block diagram illustrating an integrated controller according to the first embodiment. It is a map figure which shows the steady target torque map (a) and MG assist torque map (b) which are used with the control apparatus of Example 1. It is a map figure which shows the engine start stop line map used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the request | requirement power generation output during driving | running | working with respect to battery SOC used with the control apparatus of Example 1. FIG. It is a characteristic view which shows the best fuel consumption line of the engine used with the control apparatus of Example 1. FIG. 3 is a shift map diagram illustrating an example of shift lines in the automatic transmission according to the first embodiment. It is a flowchart which shows the structure and flow of a CL1 torque command value output correction process among the CL1 torque command value correction control performed by the integrated controller of Example 1. It is a flowchart which shows the structure and flow of a CL1 torque command value learning correction process among the CL1 torque command value correction control performed by the integrated controller of Example 1. It is a figure which shows an example of the stroke-torque map used by the CL1 inertia torque calculation process of step S3 of FIG. FIG. 10 is a time chart showing how to derive a first clutch torque command value in consideration of a hydraulic response used in the CL1 inertia calculation process in step S3 of FIG. 9; It is explanatory drawing which shows the method of reflecting the CL1 torque command value and learning value in step S6 of FIG. 9 and step S15 of FIG. 10 in the last CL1 torque command value. In the CL1 torque command value correction control of the first embodiment, torque (CL1 torque command value, final CL1 torque command) indicating (a) output correction action at engine start and (b) output correction action at the next engine start + learning correction action. 5 is a time chart showing characteristics of a value), rotation speed (motor rotation speed, engine rotation speed), and correction torque integrated value. 6 is a time chart showing a change in CL1 torque capacity and a change in torque learning amount when learning experience is accumulated by repeating engine start in the first embodiment. It is a figure which shows the other correction example which corrects a stroke-torque map instead of correction | amendment of CL1 torque command value of Example 1. FIG.

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

First, the configuration will be described.
FIG. 1 shows a powertrain system of a hybrid vehicle to which the control device of the first embodiment is applied. The power train system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the power train system of the hybrid vehicle of the first embodiment includes an engine 1, a motor generator 2 (motor), an automatic transmission 3, a first clutch 4, a second clutch 5, and a differential. A gear 6 and tires 7 and 7 (drive wheels) are provided.

  The hybrid vehicle according to the first embodiment has a power train system configuration including an engine, one motor, and two clutches. As a running mode, “HEV mode” by engaging the first clutch 4 and “by releasing the first clutch 4”. EV mode "and" WSC mode "that travels with the second clutch 5 in the slip engagement state.

  The engine 1 has an output shaft connected to an input shaft of a motor generator 2 (abbreviated MG) via a first clutch 4 (abbreviated CL1) having a variable torque capacity.

  The motor generator 2 has an output shaft connected to an input shaft of an automatic transmission 3 (abbreviated as AT).

  The automatic transmission 3 has tires 7 and 7 connected to its output shaft via a differential gear 6.

  The second clutch 4 (abbreviated as CL2) uses one of the engaging elements of a clutch / brake having a variable torque capacity that is responsible for power transmission in the transmission, which varies depending on the shift state of the automatic transmission 3. . Thus, the automatic transmission 3 combines the power of the engine 1 input via the first clutch 4 and the power input from the motor generator 2 and outputs the combined power to the tires 7 and 7.

  As the first clutch 4, for example, a normally closed dry single-plate clutch or a dry multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. As the second clutch 5, for example, a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. This power train system has two operation modes according to the connection state of the first clutch 4, and in the disengagement state of the first clutch 4, it is an "EV mode" that travels only with the power of the motor generator 2. When the 1-clutch 4 is connected, it is the “HEV mode” in which the engine 1 and the motor generator 2 drive.

  The power train system includes an engine rotation sensor 10 that detects the rotation speed of the engine 1, an MG rotation sensor 11 that detects the rotation speed of the motor generator 2, and an AT that detects the input shaft rotation speed of the automatic transmission 3. An input rotation sensor 12 and an AT output rotation sensor 13 for detecting the output shaft rotation speed of the automatic transmission 3 are provided.

  FIG. 2 shows a control system for a hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the control system configuration will be described with reference to FIG.

  As shown in FIG. 2, the control system of the first embodiment includes an integrated controller 20, an engine controller 21, a motor controller 22, an inverter 8, a battery 9, a solenoid valve 14, a solenoid valve 15, and an accelerator opening. A degree sensor 17, a CL1 stroke sensor 23, and an SOC sensor 16 are provided.

  The integrated controller 20 performs integrated control of operating points of power train components. The integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery state of charge SOC, and the vehicle speed VSP (proportional to the automatic transmission output shaft rotational speed). . Then, the target MG torque or the target MG rotation speed is commanded to the motor controller 22, the target engine torque is commanded to the engine controller 21, and the drive signals are commanded to the solenoid valves 14 and 15.

  The engine controller 21 controls the engine 1. The motor controller 22 controls the motor generator 2. The inverter 8 drives the motor generator 2. The battery 9 stores electrical energy. The solenoid valve 14 controls the hydraulic pressure of the first clutch 4. The solenoid valve 15 controls the hydraulic pressure of the second clutch 5. The accelerator opening sensor 17 detects an accelerator opening (APO). The CL1 stroke sensor 23 detects the stroke of the clutch piston of the first clutch 4 (CL1). The SOC sensor 16 detects the state of charge of the battery 9.

  FIG. 3 is a calculation block diagram illustrating the integrated controller 20 according to the first embodiment. Hereinafter, the configuration of the integrated controller 20 will be described with reference to FIG.

  As shown in FIG. 3, the integrated controller 20 includes a target drive torque calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. ing.

  The target drive torque calculation unit 100 uses the target steady drive torque map shown in FIG. 4 (a) and the MG assist torque map shown in FIG. 4 (b) to calculate the target steady drive from the accelerator opening APO and the vehicle speed VSP. Calculate torque and MG assist torque.

The mode selection unit 200 calculates an operation mode (HEV mode, EV mode) using the engine start / stop line map set at the accelerator opening for each vehicle speed shown in FIG. As indicated by the characteristics of the engine start line (SOC high, SOC low) and the engine stop line (SOC high, SOC low), the engine start line and the engine stop line are shown in FIG. Is set as a characteristic that decreases in the direction of decreasing.
Here, in the engine start process, the torque of the second clutch 5 is set so that the second clutch 5 is slipped when the accelerator opening APO exceeds the engine start line shown in FIG. Control the capacity. Then, after determining that the second clutch 5 has started slipping, the first clutch 4 is started to be engaged and the engine speed is increased. When the engine speed reaches a speed at which the initial explosion is possible, the engine 1 is burned and the first clutch 4 is completely engaged when the motor speed and the engine speed become close. Thereafter, the second clutch 5 is locked up and transitioned to the “HEV mode”.

  The target power generation output calculation unit 300 calculates a target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the best fuel consumption line shown in FIG. 7 is calculated, and an output smaller than the target power generation output is added to the engine output as a required output.

  The operating point command unit 400 inputs the accelerator opening APO, the target steady torque, the MG assist torque, the target mode, the vehicle speed VSP, and the required power generation output. Then, using these input information as the operating point reaching target, a transient target engine torque, target MG torque, target CL2 torque capacity, target speed ratio, and CL1 solenoid current command are calculated.

  The shift control unit 500 drives and controls a solenoid valve in the automatic transmission 3 so as to achieve these from the target CL2 torque capacity and the target gear ratio. FIG. 8 shows an example of a shift line map used in the shift control. From the vehicle speed VSP and the accelerator opening APO, it is determined how many of the next shift stage from the current shift stage, and if there is a shift request, the shift clutch is controlled to change the speed.

  FIG. 9 shows the configuration and flow of the CL1 torque command value output correction process in the CL1 torque command value correction control executed by the integrated controller 20 of the first embodiment (first clutch torque command value correction control means, first Clutch torque command value output correction unit). Hereinafter, each step of FIG. 9 will be described.

In step S1, it is determined whether a CL1 slip condition, a motor rotational speed condition, and an engine rotational speed condition are satisfied as determination conditions for correcting the CL1 torque command value. If Yes (correction execution determination condition is satisfied), the process proceeds to step S2. If No (correction execution determination condition is not satisfied), the process proceeds to the end.
Here, the CL1 slip condition is, for example, CL1 slip ≧ 100 rpm. The motor rotational speed condition is, for example, motor rotational speed ≧ 500 rpm. The engine speed condition is engine speed ≦ first explosion possible speed (for example, 500 rpm). If the engine speed exceeds the initial explosion possible speed, the CL1 correction torque is maintained. In addition, when the engine is started with fuel injection stopped (F / C), the CL1 correction torque is maintained when the CL1 slip is a predetermined value (for example, 100 rpm) or less.

In step S2, following the determination that the correction execution determination condition is satisfied in step S1, the estimated CL1 torque T ^ cl1 is calculated by multiplying the engine rotational acceleration We_dot and the engine inertia Je, and the process proceeds to step S3.
Here, since the engine speed is not output due to the detection accuracy of the sensor when the engine speed is low, the engine rotational acceleration We_dot is estimated from the CL1 inertia torque Tcl1_i only in the low speed range.

In step S3, following the calculation of the estimated CL1 torque T ^ cl1 in step S2, a CL1 inertia torque Tcl1_i is calculated by calculating the engine friction Teng_fric from the CL1 torque command value TTCL1, and the process proceeds to step S4.
Here, the CL1 torque command value TTCL1 uses the stroke-torque map shown in FIG. 11 and converts the CL1 transmission torque represented by the CL1 torque command value TTCL1 at that time into a stroke. Then, as shown in FIG. 12, the converted stroke is converted into a stroke that takes into account the idle stroke from the start of the stroke to the torque transmission point, that is, the delay in hydraulic response. Then, the converted stroke is converted again into the CL1 transmission torque using the stroke-torque map, and is set as the CL1 torque command value TTCL1 corresponding to the converted CL1 transmission torque.

  In step S4, following the calculation of the CL1 inertia torque Tcl1_i in step S3, the CL1 correction torque Tcl1_hosei is calculated by subtracting the CL1 inertia torque Tcl1_i calculated in step S3 from the estimated CL1 torque T ^ cl1 calculated in step S2. Then, the process proceeds to step S5.

In step S5, following the calculation of the CL1 correction torque Tcl1_hosei in step S4, the calculated CL1 correction torque Tcl1_hosei is stored, and the process proceeds to step S6.
Here, the stored CL1 correction torque Tcl1_hosei is used for the learning correction shown in FIG.

In step S6, following the storage of the CL1 correction torque Tcl1_hosei in step S5, the CL1 correction torque Tcl1_hosei is reflected and the final CL1 torque command value TTCL1_last is calculated by adding the CL1 torque command value TTCL1 and the CL1 correction torque Tcl1_hosei. Proceed to
Here, when the final CL1 torque command value is calculated by adding the CL1 torque command value and the CL1 correction torque, as shown in FIG. 13, the final CL1 torque command value and the stroke-torque map (FIG. 11) are used. Then, convert the torque to stroke and obtain the target stroke. Then, the first clutch 4 (CL1) obtains the actual CL1 torque corresponding to the final CL1 torque command value by controlling the actual stroke to match the target stroke.

  FIG. 10 shows the configuration and flow of the CL1 torque command value learning correction process in the CL1 torque command value correction control executed by the integrated controller of the first embodiment (first clutch torque command value correction control means, first clutch Torque command value learning correction unit). Hereinafter, each step of FIG. 10 will be described.

In step S7, it is determined whether an engine speed condition, a CL2 slip condition, a CL1 torque command value condition, and an ATF temperature condition are satisfied as conditions for permitting learning correction. If Yes (learning correction permission condition is satisfied), the process proceeds to step S8. If No (learning correction permission condition is not satisfied), the process proceeds to the end. “ATF” means transmission hydraulic oil.
Here, learning is permitted when the engine speed condition is not less than the first engine speed NE1 and not more than the second engine speed NE2. In the case of a low engine speed range lower than the first engine speed NE1 (for example, 200 rpm), learning is not performed because there is a variation in compression reaction force and friction. In the case of a high engine speed range exceeding the second engine speed NE2 (for example, 500 rpm), learning is not performed because the engine speed increases due to the initial explosion torque.
The CL2 slip condition permits learning when the slip rotation is a predetermined value (for example, 20 rpm) or more. That is, when the CL2 is not slipping, the first clutch 4 (CL1) or the second clutch 5 (CL2) may have excessive capacity, so that learning is not permitted.
The CL1 torque command value condition permits learning only when the CL1 torque command value is within a predetermined range.
At each learning correction, if the CL1 torque command value is different, the CL1 correction torque changes, so the learning accuracy is improved by limiting the range of the CL1 torque command value.
In the ATF temperature condition, since the response of the first clutch 4 (CL1) varies depending on the ATF temperature, learning is performed in a temperature range in which the first clutch 4 (CL1) moves as expected.

  In step S8, following the determination that the learning correction permission condition is satisfied in step S7, the CL1 correction torque Tcl1_hosei stored in step S5 is integrated to start a CL1 correction torque integrated value Tcl1_sekisan, and the process proceeds to step S9.

In step S9, following the start of CL1 correction torque integration in step S8, it is determined whether or not the motor torque saturation determination is ON. If Yes (motor torque saturation determination = ON), the process proceeds to step S10. If No (motor torque saturation determination = OFF), the process proceeds to step S12.
Here, in the motor torque saturation determination, when the state where the difference between the motor torque at the time of starting the engine and the motor upper limit torque is not more than a predetermined value continues for a predetermined time, it is determined that the motor torque is saturated, and the motor torque saturation determination is turned ON To do.

  In step S10, following the determination that the motor torque saturation determination = ON in step S9, it is determined whether CL1 correction torque <0 (correction torque that increases the CL1 torque command value). If Yes (CL1 correction torque <0), the process proceeds to step S11. If No (CL1 correction torque ≧ 0), the process proceeds to step S12.

  In step S11, following the determination that CL1 correction torque <0 in step S10, when the motor torque saturation determination = ON and correction for increasing the CL1 torque command value is performed, the first clutch 4 ( Since CL1) may be grasped too much, the learning gain (small) is selected, and the process proceeds to step S13.

  In step S12, following the determination of motor torque saturation determination = OFF in step S9 or the determination of CL1 correction torque ≧ 0 in step S10, a learning gain (large) is selected, and the process proceeds to step S13. .

  In step S13, following the selection of the learning gain (small) in step S11 or the selection of the learning gain (large) in step S12, the correction torque integrated value Tcl1_sekisan calculated in step S8 is multiplied by the selected learning gain. A learning value TCL1_learn is calculated, and the process proceeds to step S14.

  In step S14, following the learning value calculation in step S13, the learning previous value learned in the previous engine start and the learning value TCL1_learn calculated this time are added together to update the learning value TCL1_learn, and the process proceeds to step S15.

  In step S15, following the update of the learning value in step S14, the learning value TCL1_learn updated in step S14 is stored, and the process proceeds to step S16.

In step S16, following the storage of the learned value TCL1_learn in step S15, the learned value TCL1_learn is reflected at the next engine start to reflect the final CL1 torque command value TTCL1_last, the CL1 torque command value TTCL1, the CL1 correction torque Tcl1_hosei, and step S14. Calculated by adding the learning value TCL1_learn calculated in step 1, and proceeds to the end.
If at least the motor torque is determined to be saturated and the CL1 correction torque <0, the total learning value is reduced. However, the stored learning value is not reduced.
Here, when the final CL1 torque command value is calculated by adding the CL1 torque command value, the CL1 correction torque, and the learning value, as shown in FIG. 13, the final CL1 torque command value and the stroke-torque map (FIG. 11). Is used to convert the torque to a stroke and obtain a target stroke. Then, the first clutch 4 (CL1) obtains the actual CL1 torque corresponding to the final CL1 torque command value by controlling the actual stroke to match the target stroke.

Next, the operation will be described.
The operation of the hybrid vehicle control device according to the first embodiment will be described by dividing it into “CL1 torque command value correction control operation”, “CL1 torque command value output correction operation”, and “CL1 torque command value learning correction operation”.

[CL1 torque command value correction control action]
In the case of the first embodiment, when the engine is connected to which the first clutch 4 (CL1) is connected, the CL1 transmission torque is estimated from the engine speed in both the CL1 torque command value output correction process and the CL1 torque command value learning correction process. Based on this estimation result, the CL1 torque command value is corrected.

  That is, when the engine is started, the first clutch 4 (CL1) is connected for engine cranking, but when the torque capacity control accuracy of the first clutch 4 (CL1) is high, the engine speed (= cranking rotation). Number) rises while drawing a smooth gradient. In other words, the transmission torque (torque capacity) of the first clutch 4 (CL1) can be estimated by monitoring the engine speed, and the torque capacity control is performed by correcting the CL1 torque command value based on this estimation result. Accuracy can be improved.

  Further, by improving the torque capacity accuracy of the first clutch 4 (CL1), the clutch wear promotion and the engine start time delay, which are problems when the torque capacity of the first clutch 4 (CL1) is insufficient, are eliminated. . Further, the engine start shock which is a problem when the torque capacity of the first clutch 4 (CL1) is excessive is eliminated.

  In this way, by improving the torque capacity control accuracy of the first clutch 4 (CL1) that is connected when starting the engine, the engine starts while suppressing wear of the first clutch 4 (CL1) and ensuring durability reliability. Reduction of time variation and engine start shock variation are achieved.

[CL1 torque command value output correction]
Of the CL1 torque command value correction control, the CL1 torque command value output correction operation will be described based on the flowchart of FIG. 9 and the time chart of FIG.

  If the correction execution determination condition is satisfied when the engine is started, the process proceeds from step S1, step S2, step S3, step S4, step S5, step S6, and end in the flowchart of FIG. In step S6, the final CL1 torque command value TTCL1_last reflecting the CL1 correction torque Tcl1_hosei is calculated by adding the CL1 torque command value TTCL1 and the CL1 correction torque Tcl1_hosei. That is, when the final CL1 torque command value is calculated, the torque is converted into a stroke by using the final CL1 torque command value and the stroke-torque map (FIG. 11) as shown in FIG. . The first clutch 4 (CL1) obtains the actual CL1 torque corresponding to the final CL1 torque command value by controlling the actual stroke to match the target stroke.

Therefore, when the engine is started, as shown in FIG. 14A, the CL1 correction torque is calculated from the correction start time t1 when the correction execution determination condition is satisfied to the correction end time t3, and this CL1 correction torque is used to start the engine start. It is added to the CL1 torque command value output from time t0. Then, after the correction end time t3, the output of the final CL1 torque command value is maintained.
Therefore, when the engine is started, the engine speed (= cranking speed) rises while drawing a smooth gradient, as is apparent from the engine speed characteristics of FIG. 14 (a). The torque capacity control accuracy can be improved. The CL1 torque command value output correction of the first embodiment has the following features (a) to (f).

(a) As a determination condition for correcting the CL1 torque command value, it is determined whether the CL1 slip condition, the motor rotation speed condition, and the engine rotation speed condition are satisfied (step S1).
For example, when CL1 is engaged rather than CL1 slip, the relationship between the increase in engine speed and the transmission torque of the first clutch 4 (CL1) is not established. On the other hand, by setting the determination condition for correcting the CL1 torque command value as described above, an erroneous correction of the CL1 torque command value is prevented.

(b) The engine speed condition is set to be equal to or lower than the engine speed at which the engine 1 performs the initial explosion (step S1).
That is, the engine rotation increase due to the initial explosion torque is excluded from correction as a disturbance. For this reason, the correction of the incorrect CL1 torque command value is prevented by performing the correction at the initial explosion speed or less of the engine 1.

(c) The estimated CL1 torque T ^ cl1 is calculated by multiplying the engine rotational acceleration We_dot and the engine inertia Je (step S2).
Therefore, it is possible to accurately estimate the estimated CL1 torque T ^ cl1 that represents the estimated value of the transmission torque of the first clutch 5 (CL1) at the time of engine start.

(d) The engine rotational acceleration We_dot is estimated from the CL1 inertia torque Tcl1_i when the engine rotational speed is low (step S2).
Therefore, the CL1 torque command value is corrected with high accuracy in the low engine speed region where the crank angle sensor cannot be detected.

(e) The CL1 inertia torque Tcl1_i is calculated by calculating the engine friction Teng_fric from the CL1 torque command value TTCL1 (step S3).
In other words, the CL1 torque command value TTCL1 at the start of the engine start control includes a torque component due to the engine friction Teng_fric, but the torque component due to the engine friction Teng_fric is not used for increasing the rotation of the engine 1.
Therefore, the CL1 inertia torque Tcl1_i is calculated with high accuracy by excluding the torque due to the engine friction Teng_fric from the CL1 torque command value TTCL1.

(f) CL1 torque command value TTCL1 uses a stroke-torque map (Fig. 11), converts torque to stroke, converts the converted stroke into a stroke that takes into account a delay in hydraulic response, and converts the converted stroke to A value obtained by torque conversion again was set (step S3).
In other words, since the stroke response changes depending on the ATF temperature, it is difficult to set the dead time. When the stroke idle time is taken into consideration, the torque change from the stroke start to the stroke start as shown in FIG. Stroke idle time due to delay in hydraulic response to the torque transmission point can be simulated accurately.
Therefore, the CL1 inertia torque Tcl1_i is calculated with high accuracy by considering the stroke idle time.

[CL1 torque command value learning correction action]
Of the CL1 torque command value correction control, the CL1 torque command value learning correction action will be described based on the flowchart of FIG. 10 and the time charts of FIGS. 14B and 15.

  If the learning permission condition is satisfied when the engine is started and the motor torque saturation determination is OFF, step S7 → step S8 → step S9 → step S12 → step S13 → step S14 → step S15 → The process proceeds from step S16 to end.

  If the learning permission condition is satisfied when the engine is started and the motor torque saturation determination is ON, but the CL1 correction torque is CL1 correction torque ≧ 0, step S7 → step S8 → step S9 in the flowchart of FIG. Step S10 → Step S12 → Step S13 → Step S14 → Step S15 → Step S16 → End

  If the learning permission condition is satisfied when the engine is started, the motor torque saturation determination is ON, and the CL1 correction torque is CL1 correction torque <0, step S7 → step S8 → step in the flowchart of FIG. Step S9 → Step S10 → Step S11 → Step S13 → Step S14 → Step S15 → Step S16 → End

  In step S16, the CL1 correction torque Tcl1_hosei and the learned value TCL1_learn are reflected, and the final CL1 torque command value TTCL1_last is calculated by adding the CL1 torque command value TTCL1, the CL1 correction torque Tcl1_hosei, and the learning value TCL1_learn (step S14). . That is, when the final CL1 torque command value is calculated, the torque is converted into a stroke by using the final CL1 torque command value and the stroke-torque map (FIG. 11) as shown in FIG. . The first clutch 4 (CL1) obtains the actual CL1 torque corresponding to the final CL1 torque command value by controlling the actual stroke to match the target stroke.

Therefore, at the time of engine start, as shown in FIG. 14 (a), if learning (integration) is permitted within a predetermined range of engine speed from time t2 to time t3, the CL1 correction stored in step S5 of FIG. Torque is integrated as a corrected torque integrated value Tcl1_sekisan. Then, at the next engine start, as shown in FIG. 14B, the learned value TCL1_iearn is added to the CL1 torque command value output from the engine start start time t0. The CL1 correction torque Tcl1_hosei is further added from the correction start time t1 when the correction execution determination condition is satisfied to the correction end time t3, and the output of the final CL1 torque command value TTCL1_last is maintained after the correction end time t3. .
Therefore, when the engine is started, as is apparent from the torque characteristics of FIG. 14B, the correction value can be kept small by adding the learned value TCL1_iearn to the CL1 torque command value TTCL1 in advance. Further, by performing learning correction, the learning value is initially calculated from the estimated disturbance value as indicated by an arrow A in the time chart of FIG. 15, but the next time as indicated by the arrow B in the time chart of FIG. By adding the command value when starting the engine, the correction torque is reduced. Then, by accumulating learning experience each time the engine is started, as shown by an arrow C in the time chart of FIG. 15, the disturbance estimated value converges to the learned value, and the correction torque gradually increases. It will converge to zero. By this learning correction, the torque capacity of the first clutch 4 (CL1) increases as the engine speed (= cranking speed) rises while drawing a smooth gradient, as is apparent from the engine speed characteristics of FIG. 14 (b). The control accuracy can be further improved. The CL1 torque command value learning correction of the first embodiment has the following features (g) to (j).

(g) The engine speed condition, the CL2 slip condition, the CL1 torque command value condition, and the ATF temperature condition are used as conditions for permitting learning correction (step S7).
That is, learning is permitted when the engine speed condition is not less than the first engine speed NE1 and not more than the second engine speed NE2. In the case of a low engine speed range lower than the first engine speed NE1 (for example, 200 rpm), learning is not performed because there is a variation in compression reaction force and friction. In the case of a high engine speed range exceeding the second engine speed NE2 (for example, 500 rpm), learning is not performed because the engine speed increases due to the initial explosion torque.
The CL2 slip condition permits learning when the slip rotation is a predetermined value (for example, 20 rpm) or more. That is, when the CL2 is not slipping, the first clutch 4 (CL1) or the second clutch 5 (CL2) may have excessive capacity, so that learning is not permitted.
The CL1 torque command value condition permits learning only when the CL1 torque command value is within a predetermined range.
At each learning correction, if the CL1 torque command value is different, the CL1 correction torque changes, so the learning accuracy is improved by limiting the range of the CL1 torque command value.
In the ATF temperature condition, since the response of the first clutch 4 (CL1) varies depending on the ATF temperature, learning is performed in a temperature range in which the first clutch 4 (CL1) moves as expected.
Therefore, the learning correction accuracy is improved by preventing erroneous learning.

(h) If the difference between the motor torque at the start of the engine and the motor upper limit torque is less than or equal to the predetermined value, the motor torque saturation is determined and the learning amount to be updated next time is determined. (Step S9 → Step S11).
That is, when the motor torque is saturated, there is a possibility that the capacity of the first clutch 4 (CL1) or the second clutch 5 (CL2) is excessive.
For this reason, when it is determined that the motor torque is saturated, an erroneous learning is prevented by reducing the learning amount.

(i) When CL1 correction torque <0 (correction torque for increasing the CL1 torque command value), the learning amount to be updated next time is reduced (step S10 → step S11).
That is, when the correction for increasing the CL1 torque command value is performed, there is a possibility that the capacity of the first clutch 4 (CL1) is excessive.
For this reason, learning accuracy is improved by reducing the correction for increasing the CL1 torque command value and not reducing the correction for decreasing the CL1 torque command value.

(j) If at least motor torque saturation is determined, the learning value on the gripping side already added to the CL1 torque command value TTCL1 is reduced (step S16).
As described above, when the motor torque is saturated, the capacity of the first clutch 4 (CL1) or the second clutch 5 (CL2) may be excessive.
For this reason, at least when motor torque saturation is determined, excessive capacity of the first clutch 4 (CL1) is prevented by reducing the CL1 torque command value TTCL1 so as to remove the learning amount, and the second clutch 5 (CL2). The CL2 slip becomes easier to maintain.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) Engine 1 and
A motor (motor generator 2);
A first clutch 4 (CL1) which is interposed between the engine 1 and the motor (motor generator 2) and which is connected when starting the engine using the motor (motor generator 2) as a starter motor;
A second clutch 5 (CL2) interposed between the motor (motor generator 2) and drive wheels (tires 7, 7) and slip-engaged when the engine is started;
When starting the engine to which the first clutch 4 (CL1) is connected, the first clutch transmission torque is estimated from the engine speed, and the first clutch torque command value (CL1 torque command value TTCL1) is corrected based on the estimation result. First clutch torque command value correction control means (FIGS. 9 and 10);
Is provided.
Therefore, by improving the torque capacity control accuracy of the first clutch 4 (CL1) that is connected when starting the engine, the engine start time and the engine start shock are secured while ensuring the durability reliability of the first clutch 4 (CL1). It is possible to achieve a reduction in variation.

(2) The first clutch torque command value correction control means (FIGS. 9 and 10) includes a first clutch inertia torque Tcl1_i obtained by calculating the first clutch correction torque Tcl1_hosei from the first clutch torque command value TTCL1, and engine rotation. The first clutch torque command value output correction for correcting the first clutch torque command value TTCL1 output by the first clutch correction torque Tcl1_hosei, calculated from the difference between the estimated first clutch torque T ^ cl1 calculated from the number Part (FIG. 9).
Therefore, in addition to the effect of (1), it is possible to improve the torque capacity control accuracy of the first clutch 4 (CL1) by correcting the CL1 torque command value TTCL1 that is output when the engine is started.

(3) The first clutch torque command value output correction unit (FIG. 9) calculates the estimated first clutch torque T ^ cl1 from the engine rotational acceleration We_dot and the engine inertia Je (step S2).
Therefore, in addition to the effect of (2), it is possible to accurately estimate the estimated CL1 torque T ^ cl1 that represents the estimated value of the transmission torque of the first clutch 5 (CL1) at the time of engine start.

(4) The first clutch torque command value output correction unit (FIG. 9) calculates the engine rotation acceleration We_dot from the first clutch inertia torque Tcl1_i in the engine low rotation range (step S2).
For this reason, in addition to the effect of (3), the CL1 torque command value TTCL1 can be accurately corrected in the low engine speed region where the crank angle sensor cannot be detected.

(5) The first clutch torque command value output correction unit (FIG. 9) calculates the first clutch inertia torque Tcl1_i from the difference between the first clutch torque command value TTCL1 and the engine friction Teng_fric (step S3).
For this reason, in addition to the effects (2) to (4), the CL1 inertia torque Tcl1_i can be accurately calculated by excluding the torque due to the engine friction Teng_fric from the CL1 torque command value TTCL1.

(6) The first clutch torque command value output correction unit (FIG. 9) converts the first clutch torque command value TTCL1 into a stroke using a stroke-torque map (FIG. 11), and the converted stroke. Is converted into a stroke considering the hydraulic response, and the converted stroke is set to a value obtained by performing torque conversion again (step S3, FIG. 12).
For this reason, in addition to the effect of (5), the CL1 inertia torque Tcl1_i can be accurately calculated by considering the stroke idle time.

(7) The first clutch torque command value output correction unit (FIG. 9) has at least a first clutch slip condition, a motor speed condition, and an engine as determination conditions for correcting the first clutch torque command value TTCL1. The rotation speed condition is used (step S1).
For this reason, in addition to the effects (2) to (6), by setting a determination condition for performing the correction of the CL1 torque command value, it is possible to prevent the erroneous correction of the CL1 torque command value TTCL1.

(8) The first clutch torque command value output correction unit (FIG. 9) sets the engine speed condition to be equal to or less than the speed at which the engine 1 performs the initial explosion (step S1).
For this reason, in addition to the effect of (7), the correction of the incorrect CL1 torque command value can be prevented by performing the correction below the initial explosion speed of the engine 1.

(9) The first clutch torque command value correction control means (FIGS. 9 and 10) stores the first clutch correction torque Tcl1_hosei used for correction as a learning value TCL1_learn when starting the engine (step S5 in FIG. 9). ), A first clutch torque command value learning correction unit (FIG. 10) that adds the learned value TCL1_learn to the command value in advance at the next engine start.
For this reason, in addition to the effect of (1), the estimated disturbance value converges to the learning value, and the correction torque gradually converges to zero, while further improving the torque capacity control accuracy of the first clutch 4 (CL1). be able to.

(10) The first clutch torque command value learning correction unit (FIG. 10) includes at least an engine speed condition, a second clutch slip condition, a first clutch torque command value condition, and hydraulic fluid as conditions for permitting learning correction. A temperature condition (ATF temperature condition) is used (step S7).
For this reason, in addition to the effect of (9), the learning correction accuracy can be improved by setting conditions for preventing erroneous learning.

(11) The first clutch torque command value learning correction unit (FIG. 10) determines that the motor torque is saturated when the difference between the motor torque and the motor upper limit torque is less than or equal to a predetermined value at the time of starting the engine. When the motor torque saturation is determined (Yes in step S9), the learning amount to be updated next time is reduced (step S11).
For this reason, in addition to the effect of (9) or (10), it is possible to prevent erroneous learning by reducing the learning amount when it is determined that the motor torque is saturated.

(12) The first clutch torque command value learning correction unit (FIG. 10) reduces the learning amount when the correction of the first clutch torque command value TTCL1 is correction for increasing the first clutch torque capacity (step S10). → Step S11).
For this reason, in addition to the effect of (11), the correction on the side of increasing the CL1 torque command value is made small, and the correction on the side of decreasing the CL1 torque command value is not made small, so that the learning accuracy can be improved.

(13) The first clutch torque command value learning correction unit (FIG. 10) decreases the grasped learning value TCL1_learn already added to the first clutch torque command value TTCL1 when at least motor torque saturation is determined. (Step S16).
Therefore, in addition to the effect of (11) or (12), at least when the motor torque saturation is determined, the first clutch 4 (CL1 is reduced by reducing the CL1 torque command value TTCL1 so as to remove the learning amount. ) Can be prevented, and the CL2 slip of the second clutch 5 (CL2) can be easily maintained.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In Example 1, the example which correct | amends final CL1 torque command value TTCL1_last was shown. However, in addition to the method of reflecting the CL1 correction torque Tcl1_hosei and the learned value TCL1_learn in the final CL1 torque command value TTCL1_last, a method of correcting the torque-stroke map as shown in FIG. 16 may be used. This is because the torque-stroke map is a map for converting torque to stroke, and torque correction and stroke correction are synonymous. When correcting the torque-stroke map, the zero torque point is fixed and correction is performed to change the slope of the characteristic according to the reference map.

  In the first embodiment, the present invention is applied to a rear-wheel drive hybrid vehicle having a one-motor two-clutch type power train system in which a first clutch is interposed between an engine and a motor generator. However, the present invention can be applied to a front-wheel drive hybrid vehicle having a 1-motor 2-clutch type power train system.

1 Engine 2 Motor generator (motor)
3 Automatic Transmission 4 First Clutch 5 Second Clutch 6 Differential Gear 7 Tire (Drive Wheel)
8 Inverter 9 Battery 10 Engine rotation sensor 11 MG rotation sensor 12 AT input rotation sensor 13 AT output rotation sensor 14, 15 Solenoid valve 16 SOC sensor 17 Accelerator opening sensor 20 Integrated controller 21 Engine controller 22 Motor controller 23 CL1 stroke sensor

Claims (12)

Engine,
A motor,
A first clutch that is interposed between the engine and the motor and that is connected when the engine is started with the motor as a starter motor ;
When starting the engine to connect the pre-Symbol first clutch, the first clutch transmission torque is estimated from the engine speed, based on the estimation result, the first clutch torque command value correction control means for correcting the first clutch torque command value ,
Equipped with a,
The first clutch torque command value correction control means calculates a difference between the first clutch inertia torque calculated from the first clutch torque command value and the estimated first clutch torque calculated from the engine speed. And a first clutch torque command value output correction unit that corrects the first clutch torque command value that is calculated from the first clutch correction torque and that is output by the first clutch correction torque . In the hybrid vehicle control device according to claim 1 ,
The control device for a hybrid vehicle, wherein the first clutch torque command value output correction unit calculates the estimated first clutch torque from engine rotational acceleration and engine inertia. In the hybrid vehicle control device according to claim 2 ,
The control device for a hybrid vehicle, wherein the first clutch torque command value output correction unit calculates the engine rotational acceleration from a first clutch inertia torque in a low engine speed range. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3 ,
The control device for a hybrid vehicle, wherein the first clutch torque command value output correction unit calculates the first clutch inertia torque from a difference between the first clutch torque command value and engine friction. In the hybrid vehicle control device according to claim 4 ,
The first clutch torque command value output correcting unit converts the first clutch torque command value into a stroke using a stroke-torque map, and converts the converted stroke into a stroke considering a hydraulic response, A control apparatus for a hybrid vehicle, wherein the converted stroke is a value obtained by performing torque conversion again. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 5 ,
The first clutch torque command value output correcting unit uses at least a first clutch slip condition, a motor rotational speed condition, and an engine rotational speed condition as determination conditions for performing the correction of the first clutch torque command value. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 6,
The control device for a hybrid vehicle, wherein the first clutch torque command value output correction unit sets the engine speed condition to be equal to or less than a speed at which the engine first explodes. In the hybrid vehicle control device according to claim 1 ,
The first clutch torque command value correction control means stores the first clutch correction torque used for correction as a learned value when the engine is started, and first adds the learned value to the command value when the engine is next started. A control apparatus for a hybrid vehicle, comprising a clutch torque command value learning correction unit. In the hybrid vehicle control device according to claim 8 ,
A second clutch interposed between the motor and drive wheels and slip-engaged when the engine is started;
The first clutch torque command value learning correction unit uses at least an engine speed condition, a second clutch slip condition, a first clutch torque command value condition, and a hydraulic oil temperature condition as conditions for permitting learning correction. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 8 or 9 ,
The first clutch torque command value learning correction unit determines that the motor torque is saturated when the difference between the motor torque and the motor upper limit torque is less than or equal to a predetermined value at the time of starting the engine for a predetermined time. In such a case, the hybrid vehicle control device is characterized in that the learning amount to be updated next time is reduced. In the hybrid vehicle control device according to claim 10 ,
The control device for a hybrid vehicle, wherein the first clutch torque command value learning correction unit reduces the learning amount when the correction of the first clutch torque command value is correction for increasing the first clutch torque capacity. In the control apparatus of the hybrid vehicle described in Claim 10 or Claim 11 ,
The first clutch torque command value learning correction unit reduces the learning value on the gripping side already added to the first clutch torque command value when at least motor torque saturation is determined. apparatus.