JP5691382B2 - Control device for hybrid vehicle - Google Patents

Description

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

  As a hybrid vehicle control device, a technique disclosed in Patent Document 1 is disclosed. This gazette discloses a technique for performing an engine use slip mode in which the driving force of both the engine and the motor is used to start while slipping the clutch between the motor and the drive wheels.

JP 2010-143418 A

  However, when both the accelerator and the brake are stepped on simultaneously, the clutch torque capacity increases according to the target drive torque, and the vehicle does not start when the brake is stepped on. There is a risk that the load is applied and the durability is lowered.

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

In order to achieve the above object, in the hybrid vehicle control device of the present invention, when it is determined that the accelerator pedal is depressed and the brake pedal is depressed, the first clutch is released and the second clutch is transmitted. A second clutch protection travel mode for controlling the motor speed so that the torque capacity is controlled in accordance with the detected accelerator pedal operation state and a predetermined slip amount smaller than the engine idle speed is generated in the second clutch ; When it is determined that the pedal is depressed and the brake pedal is not depressed, the first clutch is released while the engine is driven, and the transmission torque capacity of the second clutch is detected according to the detected accelerator pedal operation state. Control and the second clutch is larger than the predetermined slip amount and smaller than the engine idling speed It provided a motor slip drive mode for controlling the rotational speed of the motor so that the lip volume occurs.

  Therefore, even when the vehicle is stopped, the slip amount of the second clutch can be set to a rotational speed lower than the engine idle rotational speed, so that the durability of the second clutch can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. 6 is a flowchart illustrating a second clutch protection control process according to the first embodiment. It is a time chart at the time of implementing the 2nd clutch protection control process of Example 1. FIG.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  The target driving force calculation unit 100 calculates the target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG. 3 (corresponding to the required driving force detecting means).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[Second clutch protection control process]
Next, the second clutch protection control process will be described. As described above, when starting the vehicle, the WSC travel mode and the MWSC travel mode are appropriately selected. Here, a case where the vehicle is in a stopped state and the driver depresses the accelerator pedal while depressing the brake pedal will be considered. If the driver's accelerator pedal depression amount is large and the WSC driving mode is selected as the driving condition, the engine E and the motor generator MG rotate at a predetermined rotation speed that is equal to or higher than the idle rotation speed, while the second clutch CL2 The fastening torque capacity corresponding to the driving force is set. However, since the drive wheel is fixed by operating the brake pedal, it does not start. If this state is continuously performed, excessive slip continuously occurs in the second clutch CL2, and the durability of the second clutch CL2 decreases. Such a driving state may be, for example, a case where the driver does not like to slide down and depresses the accelerator pedal while depressing the brake pedal on a gradient road smaller than a predetermined gradient such that the MWSC driving mode is selected. It is done.

  Therefore, in the first embodiment, the second clutch protection control process is introduced, and when the accelerator pedal is depressed with the brake pedal depressed, the second clutch protection control process is performed even if the WSC drive mode is selected. Transition to MWSC driving mode based on Further, even when the normal MWSC travel mode is selected, the MWSC travel mode (corresponding to the second clutch protection travel mode) based on the second clutch protection control process that can further protect the second clutch CL2 can be achieved. It was decided to make a transition.

  FIG. 6 is a flowchart showing the second clutch protection control process of the first embodiment. This process is a process that is preferentially performed when mode selection is performed in the mode selection unit 200. When the second clutch protection travel mode is selected, the process in the travel mode is performed by the integrated controller. Is appropriately implemented.

In step S1, it is determined whether or not the accelerator pedal and the brake pedal are depressed at the same time. If they are not depressed at the same time, the routine proceeds to step S5 and normal control is performed. On the other hand, when it is determined that they are stepped on simultaneously, the process proceeds to step S2. Note that, in order to accurately perform the determination, it is determined YES in this step when both pedals are continuously depressed for a predetermined time set in advance.
In step S2, the travel mode to be selected is fixed to the second clutch protection MWSC travel mode.
In step S3, the target motor generator speed in the second clutch protection MWSC travel mode is lower than the predetermined speed (lower than the engine idle speed) set in the normal MWSC travel mode. Set to the number of revolutions. At this time, since the vehicle is stopped, the predetermined rotational speed during the protection control corresponds to the slip amount generated in the second clutch CL2.

  In step S4, it is determined whether or not the required driving force set based on the accelerator opening is larger than the required braking force set based on the brake pedal stroke. If so, the process proceeds to step S5 and normal control is performed. . On the other hand, when the target drive torque is equal to or less than the brake braking torque, the process returns to step S2 to continue the second clutch protection MWSC travel mode. The required driving force is a value calculated based on the accelerator opening APO detected by the accelerator opening sensor 16, and the required braking force is calculated based on the brake stroke BS detected by the brake stroke sensor 20. Although it is a value, it may be calculated based on other sensor values (master cylinder pressure) or the like.

FIG. 7 is a time chart when the second clutch protection control process of the first embodiment is performed. The initial state is a state where the brake pedal is depressed and decelerated.
At time t1, the driver depresses the accelerator pedal while depressing the brake pedal from a state where the vehicle is almost stopped. Then, at the time t2 when the predetermined time has passed, the second clutch protection MWSC travel mode is selected. At this time, even if a sensor signal or the like related to other travel conditions is input, the second clutch protection MWSC travel mode is fixed, and the target rotational speed of the motor generator MG is set to a predetermined rotational speed during protection control. Since this control process is executed when the vehicle is stopped, the slip amount of the second clutch CL2 becomes smaller as the target rotational speed of the motor generator MG is lower, and the durability can be improved.

When the driver further depresses the accelerator pedal at time t3, the required driving force increases, and when the required braking force is exceeded at time t4, it is determined that the driver has an intention to start even if the brake pedal is operated. Then, the second clutch protection control is released, and the process proceeds to the normal control process. Thereby, the start according to a driver | operator's intention is attained.
In other words, since the vehicle does not start when the required driving force is less than the required braking force, the target rotational speed of the motor generator MG remains low and the slip amount of the second clutch CL2 is reduced. Durability can be improved.

As described above, Example 1 can obtain the following effects.
(1) The first clutch CL1 disposed between the engine E and the motor generator MG (motor), the second clutch CL2 disposed between the motor generator MG and the driving wheel, and the accelerator pedal of the driver Based on the accelerator opening sensor 16 (accelerator pedal operation state detection means) for detecting the operation state, the brake stroke sensor 20 (brake pedal operation state detection means) for detecting the operation state of the driver's brake pedal, and the running state. A hybrid vehicle including a mode selection unit 200 (mode selection means) that selects a driving mode for controlling the driving state of the engine E and / or the motor generator MG and the engagement state of the first clutch CL1 and / or the second clutch CL2. In the control device, the mode selection unit 200 is configured such that the accelerator pedal is depressed and the brake pedal is depressed. When it is determined that the first clutch CL1 is released, the transmission torque capacity of the second clutch CL2 is controlled according to the detected accelerator pedal operation state, and the second clutch CL2 is controlled by a predetermined number of revolutions during protection control. The second clutch protection traveling mode for controlling the rotational speed of motor generator MG is selected so that the slip amount (a predetermined slip amount smaller than the idle rotational speed of the engine) is generated.

  That is, the motor generator MG outputs a driving force by controlling the rotation speed, and this driving force is transmitted to the driving wheels by the transmission torque capacity set in the second clutch CL2, so that the driving force can be secured. it can. In addition, since the first clutch CL1 is released, the rotational speed of the motor generator MG is not limited to the engine idle rotational speed, and can be maintained at a lower rotational speed than that of the second clutch CL2. The amount of slip can be reduced. Therefore, excessive slip does not occur in the second clutch Cl2, and the durability of the second clutch CL2 can be improved. Since the engine E remains in the operating state, it is not necessary to start the engine after the start and the vehicle can start smoothly.

  (2) When it is determined that the accelerator pedal is depressed and the brake pedal is not depressed, the mode selection unit 200 releases the first clutch CL1 while driving the engine E, and transmits the second clutch CL2. The torque capacity is controlled in accordance with the detected accelerator pedal operation state, and the motor generator MG is controlled so that a slip amount larger than the predetermined slip amount and smaller than the engine idle speed is generated in the second clutch CL2. MWSC travel mode (motor slip travel mode).

  In the normal control process, the MWSC travel mode is set. In this travel mode, the rotational speed of the motor generator MG is lower than the engine idle rotational speed, but the rotational speed control can be performed while maintaining a relatively high value, and the durability of the switching elements of the inverter can be improved. Further, since the slip amount can be made smaller than in the WSC travel mode, the durability of the second clutch CL2 can be improved. In other words, in this embodiment, when both the accelerator pedal and the brake pedal are operated at the same time even though the MWSC travel mode is provided, the vehicle stop state is maintained. It has a running mode that reduces the slip amount of the two-clutch CL2. Therefore, it is possible to further improve the durability of the second clutch CL2 when the vehicle is stopped.

(3) A target driving force calculation unit 100 (required driving force detection means) that detects a required driving force based on the detected accelerator pedal operation state, and a required braking force that is detected based on the detected brake pedal operation state. The brake controller 9 (required braking force detection means), and the mode selection unit 200, when the detected requested driving force is greater than the detected requested braking force, travel modes other than the second clutch protection travel mode Select.
Therefore, the driving mode according to the driver's intention to start can be selected, and a smooth start can be realized.

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

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

Claims (2)

A first clutch disposed between the engine and the motor;
A second clutch disposed between the motor and the drive wheel;
An accelerator pedal operation state detection means for detecting the operation state of the driver's accelerator pedal;
Brake pedal operation state detection means for detecting the operation state of the driver's brake pedal;
Mode selection means for selecting a driving mode for controlling the driving state of the engine and / or the motor and the engagement state of the first clutch and / or the second clutch based on the driving state;
In a hybrid vehicle control device comprising:
When the mode selection means determines that the accelerator pedal is depressed and the brake pedal is depressed, the first clutch is released, and the transmission torque capacity of the second clutch is detected. The second clutch protection travel mode for controlling the rotation speed of the motor is selected so that a predetermined slip amount smaller than the idle rotation speed of the engine is generated in the second clutch , and the accelerator pedal is depressed. And when it is determined that the brake pedal is not depressed, the first clutch is released while the engine is driven, and the transmission torque capacity of the second clutch is determined according to the detected accelerator pedal operation state. Controlling the second clutch to be larger than the predetermined slip amount than the idling speed of the engine. Control apparatus for a hybrid vehicle, characterized by selecting the motor slip drive mode for controlling the rotational speed of the motor so that small slip occurs. In the hybrid vehicle control device according to claim 1,
Requested driving force detecting means for detecting a requested driving force based on the detected accelerator pedal operation state;
Requested braking force detection means for detecting a requested braking force based on the detected brake pedal operation state;
Have
The mode selection means, when the detected required driving force is larger than the detected required braking force, selects a driving mode other than the second clutch protection driving mode. apparatus.

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