JP5673519B2 - Vehicle control device - Google Patents

Description

  The present invention relates to an internal combustion engine that generates driving force for traveling, an electric motor that is disposed downstream of the driving force transmission path of the internal combustion engine via a friction clutch, and that generates driving force for traveling, and the electric motor. The present invention relates to a vehicle control device including an automatic transmission that is disposed on a downstream side of a driving force transmission path via a lock-up clutch and that shifts the driving force of the internal combustion engine and the electric motor.

  Conventionally, in a vehicle having an engine (corresponding to an “internal combustion engine”), a motor generator (corresponding to an “electric motor”), and an automatic transmission, a vehicle shock (hereinafter referred to as “starting”) that occurs when the engine is started. Various techniques for reducing the “shock”) are known.

  For example, in a vehicle in which a lockup clutch is interposed between a motor generator and an automatic transmission, a friction clutch interposed between the engine and the motor generator with the lockup clutch slipping. Has been proposed (see Patent Document 1). Further, in the hybrid drive device described in Patent Document 1, it is described that when the friction clutch is engaged, the torque of the motor generator is increased by the amount of torque for starting the engine.

JP 2010-235089 A

  However, when the friction clutch is engaged, the torque of the motor generator is increased when the torque of the motor generator is increased by an amount corresponding to the torque for starting the engine, as in the hybrid drive device described in Patent Document 1 above. If the increase timing is not appropriate, the rotational speed of the motor generator may change suddenly and start shock may occur.

  For example, when the timing of increasing the torque of the motor generator is too late, when the friction clutch is engaged, there is a possibility that a starting shock may occur due to a decrease in the rotational speed of the motor generator (see FIG. 8). On the other hand, for example, when the timing of increasing the torque of the motor generator is too early, a start shock may occur due to an increase in the rotation speed of the motor generator before the friction clutch is engaged (FIG. 7). reference).

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device capable of reducing a starting shock.

  In order to solve the above problems, a vehicle control apparatus according to the present invention is configured as follows.

  In other words, the vehicle control apparatus according to the present invention is provided with an internal combustion engine that generates a driving force for traveling, and a frictional clutch disposed on the downstream side of the driving force transmission path of the internal combustion engine. And an automatic transmission that is disposed downstream of the driving force transmission path of the motor via a lock-up clutch and that shifts the driving force of the internal combustion engine and the motor, the lock-up clutch After the lock-up clutch is brought into the slip state, the friction clutch is put into a semi-engagement state and the lock-up clutch is brought into the slip state in order to start the internal combustion engine. A vehicle control device that increases a drive torque generated by the electric motor at a torque increase timing that is a predetermined timing, the drive generated by the electric motor. The slip amount of the lockup clutch when the torque is increased, by comparison with a preset target slip amount, and wherein changing the torque increase time.

  According to the vehicle control apparatus having such a configuration, the friction clutch is configured to start the internal combustion engine after the lock-up clutch interposed between the electric motor and the automatic transmission is in a slip state. Semi-joint state. Further, after the lock-up clutch is brought into the slip state, the drive torque generated by the electric motor is increased at a torque increase timing that is a preset timing. The slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is compared with a preset target slip amount, and the torque increase timing is changed, so that the start shock is reduced. can do.

  That is, when the torque increase timing is too early, the torque increased by the electric motor is transmitted to the lockup clutch, and the slip amount of the lockup clutch increases. Conversely, when the torque increase timing is too late, the friction clutch is brought into a semi-engaged state, so that the rotational speed of the electric motor is reduced and the slip amount of the lockup clutch is reduced. Thus, the direction in which the torque increase timing should be corrected is determined by the slip amount of the lockup clutch. Therefore, the torque increase timing can be appropriately corrected by comparing the torque increase timing by comparing the lock amount of the lock-up clutch with the target slip amount, so that the starting shock can be reduced. It is.

  The vehicle control device according to the present invention preferably changes the torque increase timing so that the torque increase timing coincides with a timing at which the friction clutch is in a semi-engaged state.

  According to the vehicle control apparatus having such a configuration, the torque increase timing is changed so that the torque increase timing matches the timing when the friction clutch is in the semi-engaged state. Therefore, the starting shock can be reduced.

  That is, when the friction clutch is in a semi-engaged state, the internal combustion engine in a stopped state is driven (so-called cranking) by the electric motor, so that the friction clutch is in a semi-engaged state. Therefore, it is necessary to increase the driving torque generated by the electric motor by the amount necessary for driving the internal combustion engine. Therefore, the torque increase timing can be appropriately corrected by changing the torque increase timing so that the torque increase timing coincides with the timing at which the friction clutch is semi-engaged. Can be reduced.

  The vehicle control apparatus according to the present invention delays the torque increase timing when the slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is larger than the target slip amount. Is preferred.

  According to the vehicle control apparatus having such a configuration, the torque increase timing is delayed when the slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is larger than the target slip amount. Therefore, the torque increase timing can be corrected appropriately.

  The vehicle control apparatus according to the present invention may advance the torque increase timing when the slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is smaller than the target slip amount. preferable.

  According to the vehicle control apparatus having such a configuration, when the slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is smaller than the target slip amount, the torque increase timing is advanced. The torque increase timing can be corrected appropriately.

  The vehicle control device according to the present invention preferably changes the torque increase timing based on a difference obtained by subtracting the target slip amount from a slip amount of the lockup clutch.

  According to the vehicle control device having such a configuration, the torque increase timing is changed based on the difference obtained by subtracting the target slip amount from the slip amount of the lock-up clutch. Therefore, the torque increase timing is appropriately corrected. can do.

  The vehicle control apparatus according to the present invention stores a drive torque increase amount, which is an increase amount of the drive torque when increasing the drive torque of the electric motor, for each predetermined range of the crank angle of the internal combustion engine. The driving torque increase amount stored in the crank angle range of the internal combustion engine including the crank angle of the internal combustion engine is read, and the drive generated by the electric motor by the read driving torque increase amount is read. It is preferable to increase the torque.

  According to the vehicle control apparatus having such a configuration, a drive torque increase amount that is an increase amount of the drive torque when the drive torque of the electric motor is increased is stored for each preset range of the crank angle of the internal combustion engine. The amount of increase in the drive torque stored in the range of the crank angle of the internal combustion engine including the crank angle of the internal combustion engine is read out, and the electric motor is generated by the amount of increase in the drive torque read out. The drive torque generated by the electric motor is stored in an appropriate amount by storing an appropriate amount of increase in the drive torque for each preset range of the crank angle of the internal combustion engine. Can only be increased.

  That is, the compression torque is smaller as the piston stop position in the cylinder where the first explosion occurs first is closer to the top dead center, and the cranking torque of the internal combustion engine is smaller. The amount of increase in driving torque becomes a small value. Accordingly, by storing an appropriate amount of increase in the drive torque for each predetermined range (for example, 30 degrees) of the crank angle of the internal combustion engine, the drive torque generated by the electric motor is reduced by an appropriate amount. It can be increased.

  The vehicle control apparatus according to the present invention further stores the torque increase timing for each range of the crank angle of the internal combustion engine, and includes the crank angle of the internal combustion engine including the crank angle of the internal combustion engine. Preferably, the torque increase timing stored in the range is read out, and the drive torque generated by the electric motor is increased at the read torque increase timing.

  According to the vehicle control apparatus having such a configuration, the torque increase timing is stored for each range of the crank angle of the internal combustion engine, and the crank angle of the internal combustion engine including the crank angle of the internal combustion engine is stored. The torque increase timing stored in the range is read, and the drive torque generated by the electric motor is increased at the read torque increase timing. Therefore, the appropriate torque increase timing is stored. Accordingly, it is possible to increase the driving torque generated by the electric motor at an appropriate torque increase timing.

  That is, the compression torque is smaller as the piston stop position in the cylinder where the first explosion occurs first is closer to the top dead center, and the cranking torque of the internal combustion engine is smaller. Since the drive torque increase amount is a small value, the appropriate torque increase timing is delayed. Therefore, by storing the appropriate drive torque increase timing for each predetermined range (for example, 30 degrees) of the crank angle of the internal combustion engine, the motor is controlled at the appropriate drive torque increase timing. The generated driving torque can be increased.

  The vehicle control device according to the present invention rewrites the torque increase timing stored in the range of the crank angle of the internal combustion engine including the crank angle of the internal combustion engine among the stored torque increase timings. It is preferable.

  According to the vehicle control apparatus having such a configuration, the torque increase timing stored in the range of the crank angle of the internal combustion engine including the crank angle of the internal combustion engine among the stored torque increase timings is rewritten. Therefore, the torque increase timing can be corrected appropriately.

  That is, the compression torque is smaller as the piston stop position in the cylinder where the first explosion occurs first is closer to the top dead center, and the cranking torque of the internal combustion engine is smaller. Since the drive torque increase amount is a small value, the appropriate torque increase timing is delayed. Therefore, the crank angle of the internal combustion engine is divided into predetermined ranges (for example, 30 degrees) and the torque increase timing is rewritten, so that the torque increase timing can be corrected appropriately.

  According to the vehicle control apparatus of the present invention, the friction clutch is configured to start the internal combustion engine after the lockup clutch interposed between the electric motor and the automatic transmission is in a slip state. Semi-joint state. Further, after the lock-up clutch is brought into the slip state, the drive torque generated by the electric motor is increased at a torque increase timing that is a preset timing. The slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is compared with a preset target slip amount, and the torque increase timing is changed, so that the start shock is reduced. can do.

It is a block diagram which shows an example of the power train of the vehicle by which the vehicle control apparatus which concerns on this invention is mounted. It is a skeleton figure which shows an example of the power train of the vehicle shown in FIG. FIG. 2 is a joining table showing a joining state for each shift stage of each clutch, each brake, and one-way clutch in the transmission shown in FIG. 1. It is a block diagram which shows the structure of ECU mounted in the vehicle shown in FIG. It is a functional block diagram which shows an example of a functional structure of ECU shown in FIG. 6 is a chart showing an example of contents stored in a torque storage unit shown in FIG. 5. 6 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing stored in the torque storage unit shown in FIG. 5 is too early. 6 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing stored in the torque storage unit shown in FIG. 5 is too late. 6 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing stored in the torque storage unit shown in FIG. 5 is appropriate. 6 is a flowchart (first half) showing an example of the operation of the ECU shown in FIG. 6 is a flowchart (second half) showing an example of the operation of the ECU shown in FIG.

  Hereinafter, an embodiment of a “vehicle control device” according to the present invention will be described with reference to the drawings.

  First, a power train of a vehicle on which the “vehicle control device” according to the present invention is mounted will be described with reference to FIGS. 1 and 2. FIG. 1 is a configuration diagram showing an example of a power train of a hybrid vehicle HV in which a “vehicle control device” according to the present invention is mounted. FIG. 2 is a skeleton diagram showing an example of the power train of hybrid vehicle HV shown in FIG.

-Powertrain of hybrid vehicle HV-
The hybrid vehicle HV according to the present embodiment is, for example, an FR (front engine / rear drive) type hybrid vehicle HV, and its power train is abbreviated as an engine 1 and a motor generator (hereinafter, “MG”). 3), and these drive the drive wheels 62R and 62L.

  Specifically, the hybrid vehicle HV includes an engine 1, a clutch 2, an MG 3, a torque converter 4, and an automatic transmission 5, and includes a crankshaft 11 as an output shaft of the engine 1 and a rotor as an output shaft of the MG3. The shaft 21 is connected via the clutch 2, and the rotor shaft 21 of the MG 3 and the drive wheels 62 </ b> R and 62 </ b> L are connected via the torque converter 4, the automatic transmission 5 and the differential device 6. In the hybrid vehicle HV, the driving force generated by the engine 1 and the driving force generated by the MG 3 are shifted by the automatic transmission 5, and the left and right driving wheels are sequentially passed through the differential device 6 and the drive shaft 61. 62L and 62R are transmitted. The clutch 2, the MG 3, the torque converter 4, and the automatic transmission 5 are configured substantially symmetrically with respect to the shaft center, so the lower half is omitted in the skeleton diagram of FIG.

  The oil pump 7 is a pump that generates hydraulic pressure for operating each friction coupling element included in the clutch 2, the torque converter 4, the automatic transmission 5, and the like.

  The hydraulic control circuit 8 distributes the hydraulic pressure generated by the oil pump 7 to the friction coupling elements included in the clutch 2, the torque converter 4 and the automatic transmission 5, and controls the hydraulic pressure allocated to these friction coupling elements. can do. The hydraulic control circuit 8 has solenoid valves (clutch solenoids) corresponding to the friction coupling elements of the respective shift stages included in the automatic transmission 5, and respectively controls the solenoid valves corresponding to the shift stages before and after the shift. To change the speed.

  Hereinafter, the engine 1, the clutch 2, the MG 3, the torque converter 4, and the automatic transmission 5 that constitute the power train of the hybrid vehicle HV will be sequentially described.

-Engine-
The engine 1 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine. For example, a throttle opening (intake air amount) of a throttle valve (not shown) provided in an intake passage is used. ), And the operation state such as the fuel injection amount and the ignition timing can be controlled. The operating state of the engine 1 is controlled by the ECU 100. The ECU 100 executes various controls of the engine 1 including the above intake air amount control, fuel injection amount control, ignition timing control, and the like.

  The output of the engine 1 is transmitted to the rotor shaft 21 of the MG 3 via the crank shaft 11 and the clutch 2 as shown in FIG. The rotation speed of the crankshaft 11 that is the output shaft of the engine 1 is detected by an engine rotation speed sensor 101. Here, the engine rotation speed sensor 101 detects the rotation angle of the crankshaft 11 and also functions as a “crank angle sensor” (see FIG. 4). The engine 1 corresponds to an “internal combustion engine” described in the claims.

-Clutch-
The clutch 2 is interposed between the engine 1 and the MG 3 in the travel driving force transmission path. For example, a known clutch such as a dry single plate clutch can be used as the clutch 2. The clutch shaft 11 of the engine 1 and the rotor shaft 21 of the MG 3 are connected to each other so that power can be transmitted. The state is switched to a semi-joint state in which a part of power transmission is possible. The clutch 2 corresponds to a “friction clutch” described in the claims.

  The clutch 2 is connected between the crankshaft 11 that is the rotating member on the engine 1 side and the rotor shaft 21 that is the rotating member on the MG3 side, so that power is generated between the crankshaft 11 and the rotor shaft 21. Can be transmitted. On the other hand, the clutch 2 cuts off the transmission of power between the crankshaft 11 and the rotor shaft 21 by releasing the crankshaft 11 and the rotor shaft 21.

  Further, switching of the engaged state, the semi-engaged state, and the released state of the clutch 2 is performed by the hydraulic control circuit 8 based on instruction information from the ECU 100.

-Motor generator-
The motor generator (MG) 3 includes a rotor MGR made of a permanent magnet that is configured to be rotatable integrally with a rotor shaft 21 that is a rotating member on the MG 3 side of the clutch 2, and a stator MGS around which a three-phase winding is wound. The AC synchronous generator with the function of a generator (generator) and a function of an electric motor (motor). The motor generator (MG) 3 corresponds to an “electric motor” described in the claims.

  The motor generator (MG) 3 is provided with an MG rotation speed sensor (resolver) 102 for detecting the rotation angle of the rotor MGR (rotation angle of the motor rotation shaft). The MG rotation speed sensor 102 can detect each rotation angle of MG3 with high accuracy and high responsiveness, and can obtain the rotation speed of MG3 from the rotation angle detected by each rotation speed sensor. An output signal (rotation angle detection value) of the MG rotation speed sensor 102 is input to the ECU 100 and used for driving control of the MG3.

  As shown in FIG. 4, motor generator (MG) 3 is connected to battery (power storage device) 32 via inverter 31. The inverter 31 is controlled by the ECU 100.

  The inverter 31 includes an IPM (Intelligent Power Module) for controlling the MG3. This IPM is configured by a plurality of (for example, six) semiconductor switching elements (for example, an insulated gate bipolar transistor (IGBT)).

  ECU 100 controls inverter 31 to control power running or regeneration of MG3. Specifically, for example, a direct current from the battery 32 is converted into an alternating current for driving the MG3, while an alternating current generated by the MG3 by the driving force of the engine 1 and a power generated by the MG3 by the regenerative brake. The alternating current is converted into a direct current for charging the battery 32. Further, the electric power stored in the battery 32 is supplied as driving electric power for the MG 3 according to the traveling state.

-Torque converter-
The torque converter 4 includes an input-side pump impeller 41, an output-side turbine runner 42, a stator 43 that exhibits a torque amplification function, and the like, and fluid (oil) is provided between the pump impeller 41 and the turbine runner 42. The power is transmitted through the. The pump impeller 41 is connected to the rotor shaft 21 that is a rotating member on the MG3 side. Therefore, since the rotation speed of the pump impeller 41 is detected by the rotation speed sensor (resolver) 102 disposed in the motor generator (MG) 3, the rotation speed sensor (resolver) 102 determines the rotation speed of the pump impeller 41. It also functions as a “pump rotational speed sensor” to detect (see FIG. 4). The turbine runner 42 is connected to the automatic transmission 5 via a turbine shaft 48. The rotational speed of the turbine shaft 48 is detected by the turbine rotational speed sensor 103, and the detection signal is input to the ECU 100 (see FIG. 4).

  The torque converter 4 is provided with a lockup clutch (lockup clutch mechanism) 44 that directly connects the input side and the output side of the torque converter 4. The lockup clutch 44 has a differential pressure between the hydraulic pressure in the joining side oil chamber 45 and the hydraulic pressure in the release side oil chamber 46 ((lockup differential pressure) = (hydraulic pressure Pon in the joining side oil chamber 45) − ( By controlling the oil pressure Poff) in the release-side oil chamber 46, the complete joint state, the semi-joint state (joint state in the slip state), and the release state are switched.

  By completely engaging the lockup clutch 44, the pump impeller 41 and the turbine runner 42 rotate integrally. Further, by engaging the lockup clutch 44 in a predetermined slip state (semi-engagement state), the turbine runner 42 rotates following the pump impeller 41 with a predetermined slip amount when the engine driving force is transmitted. Become. On the other hand, by setting the lockup differential pressure to negative or “0”, the lockup clutch 44 is released. The torque converter 4 is provided with a mechanical oil pump (hydraulic pressure generating source) 47 that is connected to and driven by the pump impeller 41.

  Switching control between the fully engaged state, the semi-engaged state (engaged state in the slip state), and the released state of the lockup clutch 44 is performed by the hydraulic control circuit 8 based on an instruction from the ECU 100.

-Automatic transmission-
As shown in FIG. 1, the automatic transmission 5 is provided in a power transmission path between the torque converter 4 and the differential device 6. The automatic transmission 5 changes the rotational power input from the torque converter 4 to the turbine shaft 48 and outputs it to the output shaft 53. The rotational speed of the output shaft 53 of the automatic transmission 5 is detected by the output shaft rotational speed sensor 104. The output signal of the output shaft rotational speed sensor 104 is input to the ECU 100 (see FIG. 4).

  The automatic transmission 5 includes a first planetary gear mechanism 51, a second planetary gear mechanism 52, first to third clutches C1 to C3, a first brake B1 and a second brake B2, a one-way clutch F1, and the like.

  The first planetary gear mechanism 51 is a single-pinion type gear-type planetary mechanism, and includes a sun gear S1, a plurality of pinion gears P1 that mesh with each other, a planetary carrier CA1 that supports the plurality of pinion gears P1 so as to rotate and revolve, and a pinion gear. A ring gear R1 meshing with the sun gear S1 via P1 is provided.

  Similarly, the second planetary gear mechanism 52 is a single-pinion type gear-type planetary mechanism, and includes a sun gear S2, a plurality of pinion gears P2 that mesh with each other, a planetary carrier CA2 that supports the plurality of pinion gears P2 so as to be capable of rotating and revolving, and And a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2.

  The planetary carrier CA1 of the first planetary gear mechanism 51 is connected to the ring gear R3 of the second planetary gear mechanism 52, and can be rotationally driven integrally with the ring gear R2. The ring gear R1 is connected to the planetary carrier CA2 of the second planetary gear mechanism 52, and can be driven to rotate integrally with the planetary carrier CA2.

  The sun gear S1 of the first planetary gear mechanism 51 is selectively coupled to the turbine shaft 48 of the torque converter 4 via the third clutch C3. When the third clutch C3 is in the engaged state, the sun gear S1 is It rotates integrally with the shaft 48. When the third clutch C <b> 3 is in the released state, the sun gear S <b> 1 is in a state in which it can rotate relative to the turbine shaft 48.

  The sun gear S1 is selectively coupled to the transmission case 50 via the first brake B1, and when the first brake B1 is engaged, the rotation of the sun gear S1 is stopped and the first brake B1 is released. In this state, the sun gear S1 becomes rotatable.

  The planetary carrier CA1 of the first planetary gear mechanism 51 is selectively connected to the turbine shaft 48 of the torque converter 4 via the second clutch C2, and when the second clutch C2 is in the engaged state, the planetary carrier CA1. Rotates integrally with the turbine shaft 48. When the second clutch C <b> 2 is released, the planetary carrier CA <b> 1 becomes rotatable relative to the turbine shaft 48.

  The sun gear S2 of the second planetary gear mechanism 52 is selectively connected to the turbine shaft 48 of the torque converter 4 via the first clutch C1, and when the first clutch C1 is engaged, the sun gear S2 is connected to the turbine shaft. 48 and rotate integrally. When the third clutch C3 is in the released state, the sun gear S2 is in a state in which it can rotate relative to the turbine shaft 48.

  The ring gear R2 of the second planetary gear mechanism 52 is selectively connected to the transmission case 50 via the second brake B2, and when the second brake B2 is in the engaged state, the rotation of the ring gear R2 is stopped, When the brake B2 is released, the ring gear R2 becomes rotatable. Further, the ring gear R2 and the planetary carrier CA1 of the first planetary gear mechanism 51 are connected to the transmission case 50 via the one-way clutch F1, and the reverse rotation of the ring gear R2 and the planetary carrier CA1 is prevented. And the planetary carrier CA2 of the 2nd planetary gear mechanism 52 is connected with the output shaft 53, and the planetary carrier CA2 and the output shaft 53 rotate integrally.

  The above first to third clutches C1 to C3, the first brake B1 and the second brake B2 are all wet multi-plate friction joint devices (friction joint elements) that are friction jointed by a hydraulic actuator (hydraulic cylinder). The engagement or release of the clutches C1 to C3 and the brakes B1 and B2 is controlled by the ECU 100 and the hydraulic control circuit 8 (see FIGS. 1 and 4).

-Shift stage-
FIG. 3 shows the engagement state or disengagement state of the first to third clutches C1 to C3, the first brake B1 and the second brake B2, and the one-way clutch F1, and the respective shift speeds (1st to 4th, Rev, N). It is a joining table showing the relationship. In the joining table of FIG. 3, a circle indicates a “joining state” and a blank indicates a “released state”. Hereinafter, each gear stage of the automatic transmission 5 will be described with reference to the connection table shown in FIG. 3.

First gear (1st)
At this speed (first forward speed), only the first clutch C1 and the one-way clutch F1 are engaged. When the first clutch C1 is engaged, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the sun gear S2 of the second planetary gear mechanism 52. Further, in the planetary gear CA2 of the second planetary gear mechanism 52, the reverse rotation of the ring gear R2 is stopped by the one-way clutch F1, whereby the input rotation from the sun gear S2 is decelerated and output as the rotation of the planetary carrier CA2. The

Second gear (2nd)
At this speed (second forward speed), only the first clutch C1 and the first brake B1 are engaged. When the first clutch C1 is engaged, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the sun gear S2 of the second planetary gear mechanism 52. In addition, the rotation of the sun gear S1 of the first planetary gear mechanism 51 is stopped when the first brake B1 is in the engaged state. By stopping the rotation of the sun gear S1, the input rotation from the sun gear S2 of the second planetary gear mechanism 52 is decelerated and output as the rotation of the carrier CA2 of the second planetary gear mechanism 52. The reduction ratio in this state is smaller than that of the first gear.

Third gear (3rd)
At this speed (third forward speed), only the first clutch C1 and the second clutch C2 are engaged. When the first clutch C1 is engaged, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the sun gear S2 of the second planetary gear mechanism 52. Further, when the second clutch C2 is in the engaged state, the rotational speeds of the sun gear S2 and the ring gear R2 of the second planetary gear mechanism 52 are the same, so the second planetary gear mechanism 52 is in a fixed state. As a result, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the output shaft 53 as it is, so-called a directly connected state.

4th gear stage (4th)
At this shift stage (four forward stages), only the second clutch C2 and the first brake B1 are engaged. When the second clutch C2 is engaged, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the planetary carrier CA1 of the first planetary gear mechanism 51. In addition, the rotation of the sun gear S1 of the first planetary gear mechanism 51 is stopped when the first brake B1 is in the engaged state. By stopping the rotation of the sun gear S1, the input rotation from the planetary carrier CA1 is increased and output as the rotation of the ring gear R1.

Reverse stage (Rev)
In this reverse speed, only the third clutch C3 and the second brake B2 are engaged. When the third clutch C3 is engaged, the rotation of the turbine shaft 48 of the torque converter 4 is transmitted to the sun gear S1 of the first planetary gear mechanism 51. Further, when the second brake B2 is engaged, the rotation of the planetary carrier CA1 of the first planetary gear mechanism 51 is stopped. By stopping the rotation of the planetary carrier CA1, the input rotation from the sun gear S1 is reversed and output as the rotation of the ring gear R1.

Neutral range (N)
In the neutral range, all of the clutch C1 to the clutch C3 and the brakes B1 and B2 are disengaged and the power transmission is interrupted. Also in the parking range, all of the clutches C1 to C3 and the brakes B1 and B2 are released. However, in the parking range, the rotation of the output shaft 53 is mechanically fixed by, for example, a parking lock mechanism (not shown).

-Configuration of ECU 100-
Next, the configuration of the ECU 100 will be described with reference to FIG. FIG. 4 is a block diagram showing a configuration of ECU 100 mounted on the vehicle shown in FIG. The ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a backup RAM, and the like.

  The ROM stores various control programs and the like. The CPU executes various processes by reading and executing various control programs stored in the ROM. The RAM is a memory that temporarily stores calculation results and the like in the CPU, and the backup RAM is a non-volatile memory that stores data to be saved when the engine 1 and the MG 3 are stopped.

  The ECU 100 also detects an engine speed sensor (crank angle sensor) 101, a pump speed sensor (MG speed sensor) 102, a turbine speed sensor 103, an output shaft speed sensor 104, and a throttle opening of the engine 1. A throttle position sensor 105 for detecting the accelerator position, an accelerator position sensor 106 for detecting the accelerator position, a shift position sensor 107 for detecting the shift position, a vehicle speed sensor 108 for detecting the vehicle speed, and a brake switch for detecting whether or not the brake is depressed. 109, a brake pedal sensor 110 for detecting the depression force of the brake pedal, and the like are communicably connected.

  Further, the ECU 100 executes various controls of the engine 1 including injector fuel injection control, ignition plug ignition timing control, throttle motor drive control, and the like based on outputs from various sensors. Further, the ECU 100 controls the operations of the clutch 2, the torque converter 4, and the automatic transmission 5 through the hydraulic control circuit 8 based on the outputs of various sensors.

  Next, with reference to FIG. 5, a “vehicle control apparatus” according to the present invention will be described. FIG. 5 is a functional configuration diagram illustrating an example of a functional configuration of the ECU 100 illustrated in FIG. 4. As shown in FIG. 5, the ECU 100 reads out and executes a control program stored in the ROM, thereby executing a travel mode control unit 111, a first clutch control unit 112, a second clutch control unit 113, and a drive torque changing unit 114. , Function as a timing changing unit 115 and a torque storage unit 116. Here, the first clutch control unit 112, the second clutch control unit 113, the drive torque change unit 114, the timing change unit 115, and the torque storage unit 116 correspond to the “vehicle control device” according to the present invention.

  The travel mode control unit 111 is a functional unit that controls the travel mode of the hybrid vehicle HV. Below, control of the driving mode of the hybrid vehicle HV will be described. The following control is all performed by the travel mode control unit 111. Here, the travel mode control unit 111 executes, for example, drive control of the engine 1 and MG 3 and engagement control of the clutch 2 based on a control map (not shown) to realize various travel modes. .

-Driving mode-
The hybrid vehicle HV can realize various travel modes by using the engine 1 and the MG 3 together or selectively depending on the driving state. For example, the clutch 2 is in a disengaged state, the engine 1 is stopped, the travel mode in which the engine 2 travels with the driving force output by the MG 3 (hereinafter also referred to as “EV travel mode”), and the clutch 2 is in the engaged state. In addition, it is possible to realize a travel mode (hereinafter, also referred to as “HV travel mode”) in which the engine 1 is operated to travel using the driving force output by the engine 1 and the MG 3.

  For example, when starting the engine 1, the engine 1 can be started by rotating (cranking) the engine 1 with the driving force (torque) output by the MG 3 by engaging the clutch 2. Furthermore, regenerative control can be executed by controlling MG3 during braking of the hybrid vehicle HV.

  In other words, the hybrid vehicle HV engages the clutch 2 to operate the engine 1, and the driving force (engine torque) output from the crankshaft 11 of the engine 1 among the engines 1 and MG 3 that are driving power sources for traveling. Only the engine 1 is transmitted to the drive wheels 62R and 62L, so that an “engine running mode” using only the engine 1 can be realized.

  In addition, the hybrid vehicle HV is in a state where the engine 1 is operated, for example, the required driving force required to be generated in the driving wheels 62R and 62L by the driver, and the storage state of the battery 32 that stores the power supplied to the MG3. The MG 3 may be powered according to (SOC: State Of Charge). As a result, the hybrid vehicle HV integrates the driving force (engine torque) output from the crankshaft 11 of the engine 1 and the driving force (motor torque) output from the rotor shaft 21 of the MG 3 to drive wheels 62R, By transmitting to 62L, the “HV traveling mode” in which the engine 1 and the MG 3 are used together can be realized.

  Furthermore, the hybrid vehicle HV releases the clutch 2, stops the engine 1, and only the driving force (motor torque) output from the rotor shaft 21 of the MG 3 out of the engine 1 and MG 3 that is the driving source for traveling. By transmitting to the driving wheels 62R and 62L, the “EV traveling mode” using only MG3 can be realized. That is, in the EV traveling mode of the hybrid vehicle HV, basically, the crankshaft 11 of the engine 1 and the rotor shaft 21 of the MG3 are mechanically disconnected by the clutch 2, and the drive wheels 62R, 62L are separated from the engine 1. The engine torque to the engine is mechanically interrupted by the clutch 2.

  In addition, when driven (decelerated), the hybrid vehicle HV receives a driving force from the driving wheels 62R and 62L via the automatic transmission 5, the torque converter 4 and the like to the rotor shaft 21 of the MG3. The MG 3 generates power by regeneration, and the driving force (negative motor torque) generated in the rotor shaft 21 along with this is transmitted to the drive wheels 62R and 62L, thereby realizing the “regenerative travel mode” in which regenerative braking is performed by the MG 3. be able to.

-Vehicle control device-
The first clutch control unit 112 is a functional unit that brings the lock-up clutch 44 into a slip state before starting the engine 1. Specifically, the first clutch control unit 112 receives, for example, instruction information indicating that the travel mode control unit 111 makes a transition from “EV travel mode” to “HV travel mode” (or “engine travel mode”). When this is done, as a preparation before starting the engine 1, the lockup clutch 44 is controlled so as to have a preset target slip amount ΔN0. Here, the target slip amount ΔN0 is defined by, for example, a rotational speed ΔN0 (for example, 70 rpm) which is a difference between the pump rotational speed Np and the turbine rotational speed Nt. Further, the first clutch control unit 112 places the lockup clutch 44 in the engaged state after the engine 1 is started and the clutch 2 is in the engaged state.

  The second clutch control unit 113 is a functional unit that places the clutch 2 in a semi-engaged state in order to start the engine 1 after the lock-up clutch 44 is slipped by the first clutch control unit 112. Specifically, the second clutch control unit 113 transmits the driving force of the MG 3 to the engine 1 via the clutch 2 to place the clutch 2 in a semi-engaged state in order to crank the engine 1. Further, the second clutch control unit 113 sets the clutch 2 to the engaged state when the rotational speed Ne of the engine 1 matches the pump rotational speed Np (the rotational speed of MG3).

  The torque storage unit 116 has a drive torque increase amount ΔTR, which is an increase amount of the drive torque when the drive torque TR of the MG 3 is increased, for each predetermined range (for example, 30 degrees) with respect to the crank angle θ of the engine 1. And it is a functional part which memorizes torque increase timing TU which is a timing which increases drive torque which MG3 generates. Further, the torque storage unit 116 is stored as a look-up table (or map) in the ROM of the ECU 100, for example.

  Here, the torque storage unit 116 will be described with reference to FIG. FIG. 6 is a table showing an example of contents stored in the torque storage unit 116 shown in FIG. The left column is the crank angle θ, the center column is the torque increase timing TU, and the right column is the drive torque increase amount ΔTR. Here, the crank angle θ that defines the stop position of the piston in the cylinder in which the first explosion occurs first is divided every 30 degrees around the top dead center of the piston (the point where θ = 0). Further, the torque increase timing TU is, for example, a point in time when starting to increase the driving torque of the MG 3 from the time point T0 (see FIGS. 7 to 9) when the lockup clutch 44 is brought into the slip state by the first clutch control unit 112 ( For example, in FIG. 7, it is defined as a period until time T11).

  Further, the torque increase timing TU and the drive torque increase amount ΔTR stored in the torque storage unit 116 are read by the drive torque changing unit 114. Further, the torque increase timing TU stored in the torque storage unit 116 is rewritten by the timing changing unit 115.

  In the present embodiment, a case where the torque increase timing TU and the drive torque increase amount ΔTR are stored in one functional unit (here, the torque storage unit 116) will be described. However, the torque increase timing TU and the drive torque increase amount ΔTR are described. However, each may be stored in a separate functional unit.

  The drive torque changing unit 114 has a function of increasing the drive torque TR generated by the MG 3 at a torque increase timing TU that is a preset timing after the lock-up clutch 44 is brought into the slip state by the first clutch control unit 112. Part.

  Specifically, the drive torque changing unit 114 detects the crank angle θ via the crank angle sensor 101 after the lockup clutch 44 is brought into the slip state by the first clutch control unit 112, and the detected crank angle. The torque increase timing TU and the drive torque increase amount ΔTR corresponding to θ are read from the torque storage unit 116. For example, when the crank angle θ is “0”, the torque increase timing TU7 and the drive torque increase amount ΔTR7 are read (see FIG. 6). Then, the drive torque changing unit 114 increases the drive torque TR generated by the MG 3 by the drive torque increase amount ΔTR read from the torque storage unit 116 at the torque increase timing TU read from the torque storage unit 116.

  In this way, the drive torque increase amount ΔTR, which is the increase amount of the drive torque when increasing the drive torque of the MG 3, is set to the torque for every predetermined range (here, 30 degrees) with respect to the crank angle θ of the engine 1. The driving torque increase amount ΔTR stored in the storage unit 116 and stored in the range of the crank angle θ of the engine 1 including the crank angle θ of the engine 1 is read out from the torque storage unit 116 and read out. Since the driving torque generated by the MG 3 is increased by the driving torque increase amount ΔTR, by storing the appropriate driving torque increase amount ΔTR in the torque storage unit 116 for each preset range of the crank angle θ of the engine 1. The driving torque generated by MG3 can be increased by an appropriate amount.

  That is, the compression torque is smaller as the piston stop position in the cylinder where the first explosion occurs first is closer to the top dead center (here, the crank angle θ = “0” position). The cranking torque of 1 becomes small, and the drive torque increase amount ΔTR becomes a small value. Therefore, by storing an appropriate drive torque increase amount ΔTR in the torque storage unit 116 for each predetermined range (for example, 30 degrees) with respect to the crank angle θ of the engine 1, the drive torque generated by the MG3 can be appropriately set. It can be increased by an amount.

  In the present embodiment, the case where the drive torque increase amount ΔTR and the torque increase timing TU are stored in the torque storage unit 116 for each range of the crank angle θ (here, 30 degrees) will be described. Only one large amount ΔTR and one torque increase timing TU may be stored in the torque storage unit 116. In this case, the storage capacity for storing the torque storage unit 116 can be reduced and the processing can be simplified.

  The timing changing unit 115 compares the slip amount ΔN of the lockup clutch 44 when the driving torque generated by the MG3 is increased by the driving torque changing unit 114 with a preset target slip amount ΔN0 (for example, 70 rpm). This is a functional unit that changes the torque increase timing TU.

  Specifically, the timing change unit 115 changes the torque increase timing TU so that the torque increase timing TU coincides with the timing when the clutch 2 is brought into the semi-engaged state by the second clutch control unit 113.

  Thus, since the torque increase timing TU is changed so that the torque increase timing TU coincides with the timing when the clutch 2 is in the semi-engaged state, the torque increase timing TU can be appropriately corrected, so that the start is started. Shock can be reduced.

  That is, when the clutch 2 is in the semi-engaged state, the engine 1 in a stopped state is driven (so-called cranking) by the MG 3, so that the engine 1 is at the timing when the clutch 2 is in the semi-engaged state. It is necessary to increase the drive torque generated by MG3 by the amount of torque required to drive the. Therefore, the torque increase timing TU can be appropriately corrected by changing the torque increase timing TU so that the torque increase timing TU coincides with the timing when the clutch 2 is in the semi-engaged state (see FIG. 9). Therefore, the starting shock can be reduced.

  More specifically, the timing changing unit 115 delays the torque increase timing TU when the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is larger than the target slip amount ΔN0. Let Conversely, when the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is smaller than the target slip amount ΔN0, the timing changing unit 115 advances the torque increase timing TU. Further, the timing changing unit 115 changes the torque increase timing TU based on the difference obtained by subtracting the target slip amount ΔN0 from the slip amount ΔN of the lockup clutch 44.

  As will be described later with reference to FIG. 7, when the torque increase timing TU is too early, the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is larger than the target slip amount ΔN0. growing. Therefore, when the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is larger than the target slip amount ΔN0, the torque increase timing TU is delayed by delaying the torque increase timing TU. Can be corrected appropriately.

  As will be described later with reference to FIG. 8, when the torque increase timing TU is too late, the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is equal to the target slip amount ΔN0. Smaller than. Therefore, when the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is smaller than the target slip amount ΔN0, the torque increase timing TU is set to be earlier by increasing the torque increase timing TU. It can be corrected appropriately.

  Further, as can be estimated from FIG. 7, when the slip amount ΔN of the lockup clutch 44 when the drive torque TR generated by MG3 is increased is larger than the target slip amount ΔN0, the torque increase timing increases as the difference increases. What is necessary is just to delay TU significantly. Similarly, as can be estimated from FIG. 8, when the slip amount ΔN of the lockup clutch 44 is smaller than the target slip amount ΔN0 when the drive torque TR generated by MG3 is increased, the torque increases as the difference increases. The timing TU should be greatly advanced. Accordingly, the torque increase timing TU can be appropriately corrected by changing the torque increase timing TU significantly as the absolute value of the difference obtained by subtracting the target slip amount ΔN0 from the slip amount ΔN of the lockup clutch 44 is larger. .

  For example, the timing changing unit 115 changes the torque increase timing TU according to the following equation (1).

TU ← TU + (ΔN−ΔN0) × G (1)
Here, the gain G is a positive constant and is set by searching for an appropriate value through experiments or the like. Then, the timing changing unit 115 rewrites the torque increase timing TU stored in the section corresponding to the crank angle θ of the engine 1 in the torque storage unit 116 with the changed torque increase timing TU.

  As described above, among the torque increase timings TU stored in the torque storage unit 116, the torque increase timings TU of the section corresponding to the crank angle θ of the engine 1 are rewritten, so that the torque increase timings TU can be appropriately corrected. it can.

  That is, as the piston stop position in the cylinder where the first explosion occurs first is closer to the top dead center, the compression torque is smaller, and the cranking torque of the engine 1 is smaller and the drive torque increase amount ΔTR is defined by the crank angle θ. Is a small value, the appropriate torque increase timing TU is delayed. Accordingly, the torque increase timing TU is rewritten (that is, learned) by dividing the crank angle θ of the engine 1 by a predetermined range (for example, 30 degrees), so that the torque increase timing TU is appropriately corrected. It can be done.

  Note that the timing changing unit 115 does not change (that is, learn) the torque increase timing TU according to the above equation (1) when the following equations (2) and (3) are not satisfied.

ΔN−ΔN0 ≧ SLA (2)
ΔN−ΔN0 ≦ SLB (3)
Here, the constant SLA is a positive value, the constant SLB is a negative value, and the constant SLA and the constant SLB are set based on, for example, the detection accuracy of the pump rotational speed Np and the turbine rotational speed Nt. . That is, if the absolute value of the difference obtained by subtracting the target slip amount ΔN0 from the slip amount ΔN is about the same as the detection accuracy of the slip amount ΔN (= (pump speed Np) − (turbine speed Nt)), the torque increases. The timing TU is not changed.

  As described above, the timing changing unit 115 performs so-called “band control” in learning of the torque increase timing TU, thereby prohibiting unnecessary learning of the torque increase timing TU and stabilizing the learning result. it can.

  Next, the influence of the torque increase timing TU will be described with reference to FIGS. FIG. 7 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing TU stored in the torque storage unit 116 shown in FIG. 5 is too early. FIG. 8 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing TU stored in the torque storage unit 116 shown in FIG. 5 is too late. FIG. 9 is a timing chart showing an example of the operation of the power train of the vehicle shown in FIG. 1 when the torque increase timing TU stored in the torque storage unit 116 shown in FIG. 5 is appropriate. In FIGS. 7 to 9, the horizontal axis is time.

  First, FIG. 7 will be described. The graph G11 is a graph showing the pump rotational speed Np, the graph G12 is a graph showing the turbine rotational speed Nt, and the graph G13 is a graph showing the engine rotational speed Ne. Further, the graph G14 is a graph showing the driving torque TR generated by the MG3, the graph G15 is a graph showing the transmission torque of the clutch 2, and the graph G16 is a graph showing the transmission torque of the lockup clutch 44. .

  At time T0, the lockup clutch 44 is changed from the engaged state to the semi-engaged state. Then, at time T11, an increase in drive torque TR generated by MG3 is started. Next, at time T12, a change from the released state of the clutch 2 to the semi-engaged state is started, and at time T13, the clutch 2 is in a semi-engaged state. At time T14, the increase in the driving torque TR generated by MG3 is completed. At time T15, the engine speed Ne shown in the graph G13 coincides with the pump speed Np shown in the graph G11. It is in a joint state.

  As shown in FIG. 7, during the period from time T11 to time T13, the driving torque TR generated by MG3 is increased (that is, the torque is increased) even though the clutch 2 is not semi-engaged. Since the timing TU is too early), the pump rotational speed Np increases, and the difference between the pump rotational speed Np and the turbine rotational speed Nt (that is, the slip amount of the lockup clutch 44) ΔN becomes larger than the target slip amount ΔN0.

  Next, FIG. 8 will be described. The graph G21 is a graph showing the pump rotational speed Np, the graph G22 is a graph showing the turbine rotational speed Nt, and the graph G23 is a graph showing the engine rotational speed Ne. The graph G24 is a graph showing the driving torque TR generated by the MG3, the graph G25 is a graph showing the transmission torque of the clutch 2, and the graph G26 is a graph showing the transmission torque of the lockup clutch 44. .

  At time T0, the lockup clutch 44 is changed from the engaged state to the semi-engaged state. At time T21, a change from the released state of the clutch 2 to the semi-engaged state is started. Next, at time T22, an increase in drive torque TR generated by MG3 is started, and at time T23, drive torque TR generated by MG3 is increased by a drive torque increase amount ΔTR. Then, at time T24, the increase in the drive torque TR generated by MG3 is finished, and at time T25, the engine speed Ne shown in the graph G23 matches the pump speed Np shown in the graph G21, so that the clutch 2 is completely It is in a joint state.

  As shown in FIG. 8, in the period from time T21 to time T23, the driving torque TR generated by MG3 is not increased (that is, the torque 2) although the clutch 2 is in the semi-engaged state. Since the increase timing TU is too late), the pump rotation speed Np decreases, and the difference between the pump rotation speed Np and the turbine rotation speed Nt (that is, the slip amount of the lockup clutch 44) ΔN becomes smaller than the target slip amount.

  Finally, FIG. 9 will be described. The graph G31 is a graph showing the pump rotational speed Np, the graph G32 is a graph showing the turbine rotational speed Nt, and the graph G33 is a graph showing the engine rotational speed Ne. Further, the graph G34 is a graph showing the driving torque TR generated by the MG3, the graph G35 is a graph showing the transmission torque of the clutch 2, and the graph G36 is a graph showing the transmission torque of the lockup clutch 44. .

  At time T0, the lockup clutch 44 is changed from the engaged state to the semi-engaged state. At time T31, the change from the disengaged state of the clutch 2 to the semi-engaged state is started, and an increase in the drive torque TR generated by the MG3 is started. Next, at time T32, the clutch 2 is in a semi-engaged state, and the drive torque TR generated by MG3 is increased by the drive torque increase amount ΔTR. At time T33, the increase in the driving torque TR generated by MG3 is completed. At time T34, the engine speed Ne shown in the graph G33 matches the pump speed Np shown in the graph G31. It is in a joint state.

  As shown in FIG. 9, since the torque increase timing TU coincides with the timing when the clutch 2 is in the semi-engaged state (that is, the torque increase timing TU is appropriate), the pump rotation speed Np and the turbine rotation The state in which the difference from the number Nt (that is, the slip amount of the lockup clutch 44) ΔN matches the target slip amount is maintained.

-Operation of ECU 100-
Next, the operation of the ECU 100 according to the present invention will be described with reference to FIGS. FIG. 10 is a flowchart (first half) showing an example of the operation of the ECU 100 shown in FIG. 5, and FIG. 11 is a flowchart (second half) showing an example of the operation of the ECU 100 shown in FIG. First, as shown in FIG. 10, the first clutch control unit 112 instructs the travel mode control unit 111 to change from “EV travel mode” to “HV travel mode” (or “engine travel mode”). It is determined whether information has been accepted (step S101). If NO in step S101, the process is in a standby state. If YES in step S101, the process proceeds to step S103.

  Then, the crank angle θ of the engine 1 is detected by the drive torque changing unit 114 (step S103). Next, the torque increase timing TU and the drive torque increase amount ΔTR corresponding to the crank angle θ detected in step S103 are read from the torque storage unit 116 by the drive torque changing unit 114 (step S105). Next, the first clutch control unit 112 outputs instruction information indicating that the lockup clutch 44 is in the slip state (step S107). Then, the second clutch control unit 113 outputs instruction information indicating that the clutch 2 is in a semi-engaged state (step S109).

  Next, the drive torque changing unit 114 determines whether or not the torque increase timing TU has been reached (step S111). If NO in step S111, the process is in a standby state. If YES in step S111, the process proceeds to step S113. Then, the drive torque TR generated by the MG3 is increased by the drive torque change amount 114 by the drive torque increase amount ΔTR read in step S105 (step S113).

  Then, as shown in FIG. 11, the timing changing unit 115 determines whether or not the above equation (2) is satisfied (step S115). If YES in step S115, the process proceeds to step S119. If NO in step S115, the process proceeds to step S117. Next, the timing changing unit 115 determines whether or not the above equation (3) is satisfied (step S117). If YES in step S117, the process proceeds to step S119. If NO in step S117, the process proceeds to step S121.

  In the case of YES in step S115 or in the case of YES in step S117, the torque changing timing TU is changed (= learned) by the timing changing unit 115 according to the above equation (1) (step S119). Then, the process proceeds to step S121.

  In the case of NO in step S117 or when the process of step S119 ends, when the rotation speed Ne of the engine 1 matches the pump rotation speed Np (the rotation speed of MG3), the second clutch control unit 113 The clutch 2 is engaged (step S121). Then, the lockup clutch 44 is returned to the engaged state by the first clutch control unit 112 (step S123), the process is returned to step S101 shown in FIG. 10, and the processes after step S101 are repeatedly executed.

  In this way, after the lock-up clutch 44 interposed between the MG 3 and the automatic transmission 5 is brought into the slip state, the clutch 2 is brought into the semi-engaged state in order to start the engine 1. Further, after the lock-up clutch 44 is brought into the slip state, the drive torque generated by the MG 3 is increased at a torque increase timing TU that is a preset timing. Then, the slip amount ΔN of the lockup clutch 44 when the drive torque generated by MG3 is increased is compared with the preset target slip amount ΔN0, and the torque increase timing TU is changed. Can be reduced.

  That is, when the torque increase timing TU is too early, the torque increased by MG3 is transmitted to the lockup clutch 44, and the slip amount ΔN of the lockup clutch 44 increases. On the other hand, when the torque increase timing TU is too late, the clutch 2 is brought into a semi-engagement state, whereby the rotation speed Np of the MG 3 is reduced and the slip amount ΔN of the lockup clutch 44 is reduced. Thus, the direction in which the torque increase timing TU should be corrected is determined by the slip amount ΔN of the lockup clutch 44. Therefore, the torque increase timing TU can be corrected appropriately by comparing the torque increase timing TU by comparing the slip amount ΔN of the lockup clutch 44 with the target slip amount ΔN0, so that the starting shock can be reduced. It can be done.

-Other embodiments-
In the present embodiment, the “vehicle control device” includes functional units such as the first clutch control unit 112, the second clutch control unit 113, the drive torque change unit 114, the timing change unit 115, and the torque storage unit 116. Although the case where it is provided has been described, at least one of the first clutch control unit 112, the second clutch control unit 113, the drive torque changing unit 114, the timing changing unit 115, and the torque storage unit 116 is a hardware such as an electronic circuit. The form comprised by the wear may be sufficient.

  In the present embodiment, the case where the automatic transmission 5 is an automatic transmission with four forward speeds and one reverse speed has been described. However, the automatic transmission 5 may be another type of stepped automatic transmission. Alternatively, a continuously variable transmission (CVT) may be used.

  The present invention relates to an internal combustion engine that generates driving force for traveling, an electric motor that is disposed downstream of the driving force transmission path of the internal combustion engine via a friction clutch, and that generates driving force for traveling, and the electric motor. It can be used for a control device of a vehicle provided with an automatic transmission that is arranged on the downstream side of the driving force transmission path via a lock-up clutch and shifts the driving force of the internal combustion engine and the electric motor.

1 engine (internal combustion engine)
2 Clutch (friction clutch)
3 Motor generator (electric motor)
4 Torque Converter 44 Lockup Clutch 5 Automatic Transmission 6 Differential Device 7 Oil Pump 8 Hydraulic Control Circuit 101 Engine Speed Sensor (Crank Angle Sensor)
102 Pump speed sensor (motor generator speed sensor)
DESCRIPTION OF SYMBOLS 103 Turbine rotational speed sensor 104 Output shaft rotational speed sensor 105 Throttle opening degree sensor 106 Accelerator opening degree sensor 107 Shift position sensor 108 Vehicle speed sensor 109 Brake switch 110 Brake pedal sensor 100 ECU
111 travel mode control unit 112 first clutch control unit 113 second clutch control unit 114 drive torque changing unit 115 timing changing unit 116 torque storage unit

Claims (8)

An internal combustion engine that generates a driving force for traveling, a motor that is disposed downstream of the driving force transmission path of the internal combustion engine via a friction clutch and that generates a driving force for traveling, and a driving force transmission of the motor An automatic transmission disposed on the downstream side of the path via a lock-up clutch and shifting the driving force of the internal combustion engine and the electric motor,
The lock-up clutch is in a slip state,
In order to start the internal combustion engine after the lock-up clutch is in the slip state, the friction clutch is in a semi-engaged state,
A vehicle control device that increases a driving torque generated by the electric motor at a torque increasing timing that is a preset timing after the lock-up clutch is in a slip state,
Control of a vehicle characterized in that the torque increase timing is changed by comparing a slip amount of the lockup clutch when a drive torque generated by the electric motor is increased with a preset target slip amount. apparatus. The vehicle control device according to claim 1,
A control apparatus for a vehicle, wherein the torque increase timing is changed so that the torque increase timing coincides with a timing at which the friction clutch is in a semi-engaged state. In the vehicle control device according to claim 1 or 2,
A control apparatus for a vehicle, characterized in that the torque increase timing is delayed when the slip amount of the lockup clutch when the drive torque generated by the electric motor is increased is larger than the target slip amount. In the vehicle control device according to any one of claims 1 to 3,
The vehicle control apparatus characterized by advancing the torque increase timing when the slip amount of the lock-up clutch when the drive torque generated by the electric motor is increased is smaller than the target slip amount. In the vehicle control device according to any one of claims 1 to 4,
A control apparatus for a vehicle, wherein the torque increase timing is changed based on a difference obtained by subtracting the target slip amount from a slip amount of the lockup clutch. In the vehicle control device according to any one of claims 1 to 5,
For each range set in advance with respect to the crank angle of the internal combustion engine, a drive torque increase amount that is an increase amount of the drive torque when increasing the drive torque of the electric motor is stored,
The drive torque increase amount stored in the crank angle range of the internal combustion engine including the crank angle of the internal combustion engine is read, and the drive torque generated by the electric motor is increased by the read drive torque increase amount. A control apparatus for a vehicle. The vehicle control device according to claim 6,
The torque increase timing is further stored for each range of the crank angle of the internal combustion engine,
The torque increase timing stored in the range of the crank angle of the internal combustion engine including the crank angle of the internal combustion engine is read, and the drive torque generated by the electric motor is increased at the read torque increase timing. A control apparatus for a vehicle. The vehicle control device according to claim 7,
The vehicle control apparatus according to claim 1, wherein the torque increase timing stored in the range of the crank angle of the internal combustion engine including the crank angle of the internal combustion engine is rewritten among the stored torque increase timings.

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