JP5801669B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle, which includes an engine and a motor as a travel drive source, and a hydraulic clutch that automatically connects and disconnects power between the engine and a transmission.

A drive system of an automobile (hereinafter also referred to as a vehicle) includes a hydraulic pump driven by an engine (internal combustion engine), and a clutch interposed between the engine and the transmission mechanism by the hydraulic pressure generated by the hydraulic pump. There are known devices that are connected and disconnected.
In such a hydraulic clutch, when the hydraulic supply by the hydraulic pump is stopped as the engine is stopped, the oil path is filled to transmit the hydraulic pressure due to a gap in the lubrication part or leakage of hydraulic equipment. Hydraulic oil may gradually escape from the oil passage.

  In this way, when trying to drive the hydraulic clutch immediately after starting the engine from the state where the hydraulic oil has been drained from the oil passage, even if hydraulic pressure is supplied from the hydraulic pump according to the clutch drive command, It takes time to fill the oil passage again with hydraulic oil. For this reason, when the clutch is driven for the first time after the engine is started, an operation delay of the clutch occurs with respect to the drive command.

  In particular, when equipped with two hydraulic clutches such as a twin clutch type automatic manual transmission called DCT (Dual Clutch Transmission), the oil path from the hydraulic pump to each oil chamber of each clutch Since the total volume is also increased, the operation delay is further increased.

  In this regard, Patent Document 1 discloses that in a clutch control device for a twin-clutch automatic manual transmission, when an engine start operation is detected, different timings are provided for respective oil passages between the hydraulic pump and each clutch. The initial preparation operation (pump-up control) is described in which the hydraulic pressure is supplied to fill the oil passage with hydraulic oil to prepare for driving the clutch.

That is, hydraulic fluid is supplied to one of the two clutches, the hydraulic fluid between the hydraulic pump and one clutch is filled with hydraulic fluid, and then the other clutch is The hydraulic oil is supplied to fill the oil passage between the hydraulic pump and the other clutch.
If oil pressure is supplied to each oil passage at the same timing, there is a risk that an oil amount exceeding the capacity of the hydraulic pump may be required, but if oil pressure is supplied to each oil passage at a different timing, the oil amount exceeding the capacity of the hydraulic pump Thus, the initial preparation operation of the clutch can be executed smoothly. As a result, it is possible to prevent an operation delay with respect to the first clutch drive command after the engine is started and to increase the response of the initial operation of the clutch.

On the other hand, a type in which such a twin clutch type automatic manual transmission is applied to a hybrid electric vehicle (hereinafter also referred to as a hybrid vehicle) using an engine and a motor (motor generator) as drive sources has been developed.
As such a hybrid vehicle, a first clutch is interposed between the engine and the first transmission mechanism of the transmission, a second clutch is interposed between the engine and the second transmission mechanism of the transmission, and the first In the case where a motor is directly connected to one input shaft of the second speed change mechanism and the engine output is used for driving the vehicle, one of the first and second clutches is connected.

  In this hybrid vehicle, when the vehicle is started, first, when the key switch of the vehicle is turned on, the engine is started by the starter motor in a state where both clutches are disengaged, and in response to the subsequent start operation (accelerator operation). The motor starts with a single motor drive using only the motor output, and in the subsequent acceleration process, it shifts to a combined drive that uses the engine output together with the motor output according to the output request or the state of charge of the battery, or the engine output only There is a case where control is performed such as shifting to single-engine running using.

  In this case, in order to shift to running using engine output after starting, it is necessary to switch either the first or second clutch from the disconnected state to the connected state. In this connection operation, in order to avoid a connection shock due to a sudden connection of the clutch, an appropriate amount of hydraulic fluid is supplied to the oil chamber of the clutch before the clutch is connected, and the clutch plate is immediately before the engagement. A so-called hydraulic oil precharge is performed to maintain the state.

  At the time of this precharge, if the oil passage between the hydraulic pump and each clutch is not filled with hydraulic fluid, for example, when precharge completion is estimated from the time from the start, precharge is performed for a predetermined time. However, the clutch plate may not approach the state just before the engagement, and in this case, a shock is caused when the clutch is subsequently engaged. In addition, if the completion of precharge can be detected directly by the sensor, the clutch connection shock can be avoided, but it takes time to precharge and the clutch connection is delayed and the transition to driving using engine output is delayed. There is.

  Therefore, also in this case, it is effective to perform the pump-up control, which is the initial preparation operation of the hydraulic oil immediately after the engine starts.

JP 2006-111220 A

  By the way, the present inventor conducted a test for performing pump-up control by the engine with both clutches disengaged as described above, using an actual vehicle. As a result, it has been found that abnormal noise may occur during the pump-up. This abnormal noise is so-called “gull noise” and may give the driver a sense of incongruity. Therefore, the generation of such abnormal noise is desired to be suppressed.

As a result of examining the cause of the occurrence of this abnormal noise, the present inventor has obtained the following knowledge.
When both clutches immediately after starting the engine are in the disengaged state, the transmission mechanism is in the neutral state, the motor performs zero torque control that does not transfer torque with the input shaft of the transmission mechanism, and the motor is driven The system is not affected.

  However, since the zero torque control does not control the rotation state of the motor, naturally, the engine speed and the motor speed are different. When the clutch is engaged by the pump-up control, the engine side It is presumed that an abnormal noise called “gull noise” is generated due to the difference in rotational speed between the clutch plate and the clutch plate on the motor side (transmission mechanism side).

  Therefore, the cause of the abnormal noise is that the clutch is suddenly engaged by the pump-up control, but the operation of the clutch plate of the motor-side clutch is slowed by the zero torque control of the motor, and the rotation speed is slowed by the clutch spring. This is because power works.

  The present invention was devised in view of such problems, and suppresses the generation of abnormal noise during pump-up control in which hydraulic fluid is filled in the oil passage between the hydraulic pump and the clutch-side oil chamber immediately after the engine is started. An object of the present invention is to provide a control device for a hybrid vehicle that can be used.

In order to achieve the above object, a control apparatus for a hybrid vehicle of the present invention includes an engine, a transmission having a first transmission mechanism and a second transmission mechanism, and between the engine and the first transmission mechanism. The hydraulic pressure of the hydraulic fluid that is interposed between the first clutch to which the clutch plate pair is connected by the hydraulic pressure of hydraulic fluid that is interposed and supplied to the hydraulic chamber, and that is interposed between the engine and the second transmission mechanism, and that is supplied to the hydraulic chamber. A second clutch to which the clutch plate pair is connected, a motor connected to the input shaft of the first transmission mechanism, a hydraulic pump driven by the engine and connected to the hydraulic chambers via oil passages, Clutch pressure control means for controlling the supply of hydraulic oil from the hydraulic pump to the hydraulic chambers to control the clutch pressure that is the engagement pressure of the clutch plate pairs, and the motor for controlling the motors And control means, wherein the clutch pressure control means, immediately after the start of the engine, a first supply for supplying hydraulic fluid only to the first clutch the oil path of the oil passage of the second clutch A pump-up control for filling the oil passage with the hydraulic oil is performed by alternately performing a second supply for supplying the hydraulic oil only at different timings, and the motor control means When the first supply is performed , motor rotation speed control is performed to control the rotation speed of the motor so as to match the rotation speed of the engine.

The motor control means preferably performs motor zero torque control for controlling the output torque of the motor to zero when the second supply of the second clutch is performed .

Before SL pump-up control may be a second supply and the first supply a respective control performed a plurality of times alternately, also the pump-up control, of the first feed and the second feed After completing the filling of the hydraulic oil into the oil passage by one side, the control may be made to complete the filling of the hydraulic oil into the oil passage by the other of the first supply and the second supply. .

According to the control apparatus for a hybrid vehicle of the present invention, immediately after the engine is started, the first supply that supplies hydraulic oil only into the oil passage of the first clutch and the oil passage of the second clutch only. Since the pump-up control for filling the hydraulic oil with the hydraulic oil is performed by alternately performing the second supply for supplying the hydraulic oil at different timings, the hydraulic oil is filled with the hydraulic oil. The clutch or the second clutch can be quickly and reliably engaged. In addition, it is possible to avoid the situation where the amount of oil exceeding the capacity of the hydraulic pump is required, as in the case of supplying hydraulic pressure in each oil passage at the same timing, and the initial preparation operation of the clutch can be executed smoothly. Become.

  During the pump-up control of the first clutch, the motor control means controls so that the rotation speed of the motor matches the rotation speed of the engine. Therefore, the difference in rotation speed between the clutch plate pair of the first clutch during the pump-up control. Will be eliminated or reduced, and even if these clutch plate pairs are engaged, the generation of an abnormal noise called “gull noise” is prevented or suppressed.

  Further, since the motor control means controls the output torque of the motor to zero during the pump-up control of the second clutch where no abnormal noise occurs, unnecessary energy consumption by the motor can be suppressed.

It is a mimetic diagram showing composition of a control device of a hybrid vehicle concerning one embodiment of the present invention. It is a time chart which shows the operation | movement of each part at the time of the pump-up control in the hybrid vehicle to which the control apparatus concerning one Embodiment of this invention is applied, (a) shows a clutch pressure, (b) shows the rotation speed of a motor. (C) shows the torque of the motor. It is a flowchart which shows the control flow at the time of start by the hybrid vehicle control apparatus concerning one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[overall structure]
First, the configuration of a hybrid electric vehicle (hereinafter also referred to as a hybrid vehicle or simply a vehicle) to which a control device according to an embodiment is applied will be described. The hybrid vehicle according to the present embodiment is a so-called large or medium-sized automobile such as a truck or a bus.

  As shown in FIG. 1, a hybrid vehicle (also simply referred to as a vehicle) of this embodiment includes an engine (internal combustion engine) 1 as a drive source of the vehicle, clutches 2A and 2B that connect and disconnect the output of the engine 1, and a vehicle A motor (motor generator) 3 that operates as a drive source or a generator as a drive source, a transmission 4 that shifts and transmits the output rotation of the engine 1 or the motor 3 that is a drive source of the vehicle, and drive wheels 9. A power transmission member 5 that is interposed between the transmission 4 and the drive wheel 9 and transmits rotational power is provided.

[transmission]
A twin clutch type automatic manual transmission called DCT (Dual Clutch Transmission) is applied to the transmission 4 of the vehicle.
That is, the transmission 4 has two input shafts 40A and 40B, two transmission mechanisms 4A and 4B that shift and output the input rotation of the input shafts 40A and 40B, and output rotations from the transmission mechanisms 4A and 4B. Between the output shaft (crankshaft) 1A of the engine 1 and the first input shaft 40A of the transmission 4, the first clutch 40C is output to the power transmission member 5. 2A is interposed, and a second clutch 2B is interposed between the output shaft 1A of the engine 1 and the second input shaft 40B of the transmission 4.

  In FIG. 1, the two input shafts 40A and 40B are shown in parallel, but the first input shaft 40A is a hollow shaft and is coaxially disposed on the outer periphery of the second input shaft 40B. Therefore, the first input shaft 40A is also called the outer shaft, the second input shaft 40B is also called the inner shaft, and the first input shaft 40A and the first transmission mechanism 4A connected thereto are the outer side, the second input shaft 40B, The second transmission mechanism 4B connected to this is also called the inner side.

  The motor 3 has a rotor (rotor) fixed to the outer periphery of the first input shaft 40A on the outer side, and applies output torque to the first input shaft 40A. Therefore, the motor 3 and the first input shaft 40A are not separated from each other, but if the output torque of the motor 3 is zero, no rotational torque is applied from the motor 3 to the first input shaft 40A. Can do. If the motor 3 is operated as an electric motor to generate a positive output torque, a driving force is applied from the motor 3 to the first input shaft 40A, and the motor 3 is operated as a generator to generate a negative output torque. Then, a braking force (regenerative braking force) is applied from the motor 3 to the first input shaft 40A.

Further, here, the first transmission mechanism 4A is equipped with a gear pair of even-numbered speed stages such as 2nd speed, 4th speed, and 6th speed, and the second speed change mechanism 4B is provided with 1st speed, 3rd speed, and 5th speed, for example. Equipped with a pair of gears with odd gears.
For example, when using the second speed gear, when the second speed gear pair of the first transmission mechanism 4A is engaged and only the output torque of the motor 3 is used, the first clutch 2A and the second clutch When both the clutch 2B is disconnected and both the output torque of the motor 3 and the output torque of the engine 1 are used, only the first clutch 2A is connected.

  For example, when using the third speed gear, the third speed gear pair of the second transmission mechanism 4B is engaged, only the second clutch 2B is connected, and the output torque of the engine 1 is used. At this time, the output torque of the motor 3 is used together with the output torque of the engine 1 using the adjacent shift speed (for example, the fourth speed or the second speed) of the first speed change mechanism 4A while the first clutch 2A is disengaged. It is also possible to do.

Each of the first clutch 2A and the second clutch 2B has one or a plurality of clutch plates as friction engagement elements on the input side and the output side, and is respectively input and output by hydraulic actuators 6A and 6B. The clutch plates are separated or pressed to be connected and disconnected.
The actuators 6A and 6B are provided with oil chambers 6a and 6b, and hydraulic oil pressurized by a hydraulic pump 7 driven by an output shaft (crankshaft) 1A of the engine 1 is provided in the oil chambers 6a and 6b. 7a and 7b are introduced.

  A piston (not shown) that moves due to the hydraulic pressure (clutch pressure) of the hydraulic oil is adjacent to the oil chambers 6a and 6b. When this piston is urged to the side separating the clutch plates by the return spring, the hydraulic pressure of the hydraulic oil increases. The clutch plates are pressed against each other. Therefore, if the clutch pressure increases, the input and output side clutch plates approach each other, and then contact engagement is performed, and after engagement, the clutch pressure is pressed according to the clutch pressure. Further, if the clutch pressure decreases, the pressure contact force between the input and output side clutch plates is weakened and then separated.

Such control is performed by a clutch pressure control unit (clutch pressure control means) 54 described later.
Engagement or release of the engagement elements of the first transmission mechanism 4A and the second transmission mechanism 4B is performed using hydraulic pressure or the like by a gear shift unit (not shown).
Each part of the first transmission mechanism 4A and the second transmission mechanism 4B is connected to the transmission ECU 61 and controlled according to the transmission range set by the transmission ECU 61.

  The vehicle is equipped with a shift unit (shift lever) 30 operated by the driver. The shift unit 30 is configured to be provided with a plurality of shift positions, and any range can be selected by switching the shift position by the driver. Examples of the plurality of ranges include a range such as a P range (parking range), an R range (reverse range), an N range (neutral range), and a D range (drive range). Among these, the P range and N range are included in the non-traveling range, and the R range and D range are included in the traveling range.

In addition, although what shows P range, R range, N range, and D range is set to the shift part 30 here, not only this but driving ranges, such as L range, may be further provided. Moreover, the specific range and the number of ranges included in each of the travel range and the non-travel range are not limited to those illustrated here, and may be only a part of the range illustrated.
In the transmission ECU 61, the first speed change mechanism 4A and the second speed change according to the range of the transmission 4 selected by the shift unit 30 and the driving state of the vehicle such as the vehicle speed and the required torque (accelerator opening) to the vehicle. Each part of the mechanism 4B is controlled.

[Drive source]
The motor 3 is connected to the battery 10 via the inverter 20 via a power supply line. Thereby, it is possible to supply power from the battery 10 to the motor 3 to operate the motor 3 as an electric motor, and to operate the motor 3 as a generator to charge the battery 10 with electric power generated by the motor 3. This charging / discharging is performed by switching the operating state of the inverter 20.

The battery 10 is connected to the battery ECU 11 via a control signal line, and the state of charge (hereinafter also referred to as SOC) is managed by the battery ECU 11.
The inverter 20 is connected to the vehicle ECU 50 via the inverter ECU 21 via a control signal line, and the operation of the inverter 20 is controlled by the vehicle ECU 50 via the inverter ECU 21.
Further, an engine ECU 60 is connected to each control element of the engine 1 via a control signal line. Further, the engine ECU 60 is connected to the vehicle ECU 50 via a control signal line and is set by the vehicle ECU 50. The operation of the engine 1 is controlled by the engine ECU 60 based on the engine target torque or the like.

The vehicle is provided with an accelerator position sensor (required torque detection means, APS) 31 for detecting an accelerator opening θ _ACC corresponding to the amount of depression of the accelerator pedal. The accelerator opening θ _ACC is a parameter corresponding to the driver's acceleration request, and corresponds to a required torque for the engine 1 and the motor 3 that are driving sources of the vehicle.
The accelerator pedal sensor 31 is connected to the vehicle ECU 50, and information on the accelerator opening θ _ACC detected by the accelerator pedal sensor 31 is transmitted to the vehicle ECU 50. The vehicle ECU 50 determines the driver based on the information on the accelerator opening θ _ACC. The required torque is calculated.

[Control system]
Next, the configuration of a control system according to the control device for the hybrid vehicle will be described with a focus on the vehicle ECU 50.
The engine ECU 60 that controls the engine 1, the battery ECU 11 that controls and manages the battery 10, the inverter ECU 21 that controls the inverter 20, the transmission ECU 61 that controls the transmission 4, and these ECUs are integrated and controlled, and the clutch 2 is controlled. Each ECU (Electronic Control Unit) of the vehicle ECU 50 is an electronic control device configured as an LSI device or a built-in electronic device in which a known microprocessor, ROM, RAM, and the like are integrated.

  The battery ECU 11 acquires information such as the temperature of the battery 10, the current to be charged / discharged, and the voltage, and calculates and detects the state of charge (SOC) of the battery 10 based on these information. Specifically, the SOC can be expressed by a charging rate of the battery 10 or a charging amount calculated based on the charging rate. The SOC of the battery 10 detected by the battery ECU 11 is transmitted to the vehicle ECU 50.

  The vehicle ECU 50 includes an output torque setting unit (output torque setting means) 51 that sets output torques of the engine 1 and the motor 3 as a vehicle driving source, and at least one of the engine 1 and the motor 3 as a vehicle driving source. A travel mode selection unit (travel mode selection unit) 52 for selecting the motor, a motor control unit (motor control unit) 53 for controlling the operation of the motor 3, and a clutch control unit (clutch control unit) for controlling the operation of the clutch 2. 54 and a shift control unit (shift control means) 55 for controlling the transmission 4.

The output torque setting unit 51 sets the output torque (requested output torque) required for the drive system (the engine 1 and the motor 3) according to the driver's requested torque.
In addition, the travel mode selection unit 52 uses the engine single travel mode and the engine as the travel mode of the vehicle based on the requested output torque set by the output torque setting unit 51 and the SOC of the battery 10 detected by the battery ECU 11. -Select either the motor combined travel mode or the motor single travel mode. However, the traveling mode selection unit 52 basically selects the motor single traveling mode when the vehicle is started.

  The output torque setting unit 51 distributes and sets the required output torque to the output torque of the engine 1 and the output torque of the motor 3 based on the set required output torque and the travel mode selected by the travel mode selection unit 52. Thus, the set output torque signal of the engine 1 is sent to the engine ECU 60 and realized as the output torque of the engine 1, and the set output torque of the motor 3 is set as the output torque of the motor 3 by the motor control unit 53. Realized.

  The motor control unit 53 controls the operation of the motor 3 according to the output torque of the motor 3 and other driving conditions of the vehicle. That is, the motor control unit 53 controls the power supply from the battery 10 to the motor 3 and the charging from the motor 3 to the battery 10 by controlling the operation of the inverter 20 via the inverter ECU 21.

  The clutch control unit 54 controls the operation of the clutch 2 according to the driving situation of the vehicle. Specifically, the clutch control unit 54 controls the clutch pressure of the first actuator 6A attached to the first clutch 2A and the clutch pressure of the second actuator 6B attached to the second clutch 2B, respectively. The clutch control unit 54 is also referred to as a clutch pressure control unit (clutch pressure control means).

  In the clutch control unit 54, both the hydraulic oil in the oil chamber 6a of the first actuator 6A and the oil chamber 6b of the second actuator 6B are discharged, and both the first clutch 2A and the second clutch 2B are respectively clutch plates. And the separation control, the hydraulic oil is supplied to one of the oil chamber 6a of the first actuator 6A and the oil chamber 6b of the second actuator 6B, and one of the first clutch 2A and the second clutch 2B. The connection control for bringing the clutch plate into pressure contact and making the connection state is performed based on a selection result of a travel mode selection unit 52 to be described later and a command from the shift control unit 55.

  Further, the clutch control unit 54 performs precharge control at the time of transition from the separated state to the connected state of the clutch plate. In this precharge control, the clutch plate of the clutch 2A or 2B, which is switched from the separated state to the connected state, is controlled to a state corresponding to so-called looseness, which is close to zero. If the clutch pressure is compensated for the ineffective hydraulic pressure of the actuator 6A or 6B, the clutch 2A or 2B is brought into a precharged state. Thus, if the clutch pressure is set to the precharged state and then the clutch pressure is increased to establish the connected state, a shock associated with the clutch connection can be avoided.

  Further, in the clutch control unit 54, immediately after the engine 1 is started, the supply of hydraulic pressure by the hydraulic pump 7 is stopped because the engine 1 has been stopped so far, and oil for supplying hydraulic oil to the oil chambers 6a and 6b. In a state where the hydraulic oil filled in the passages 7a and 7b is missing, pump-up control is performed to fill the hydraulic passages 7a and 7b with the hydraulic oil. When this pump-up control is started, both the first clutch 2A and the second clutch 2B are in the disconnected state.

  Here, the pump-up control will be described. In the pump-up control, immediately after the engine 1 is started, as shown in FIG. 2A, the first actuator 6A is operated to supply hydraulic oil only into the oil passage 7a of the first clutch 2A (first supply). 1 clutch 2A is in the engagement direction, 2 clutch 2B is in the disengagement direction), and the second supply (operating oil is supplied only into the oil passage 7b of the second clutch 2B by operating the second actuator 6B) In this control, the engagement direction and the first clutch 2A are in the disengagement direction are alternately performed at different timings. In the present embodiment, the first supply and the second supply are alternately performed a plurality of times by a predetermined pump-up amount. The pump-up amount in this case corresponds to the amount of hydraulic oil supplied to the oil passages 7a and 7b, and also corresponds to the time integration of the clutch pressure of each clutch 2A and 2B.

  Therefore, here, the pump-up amount is estimated based on the time for performing the first supply, the time T1 for performing the first supply and the second supply in advance is set in advance, and the first supply and the second supply are set in time. The oil passages 7a and 7b are filled with hydraulic oil by alternately performing the predetermined number of times n1 by T1. Therefore, the time T1 and the number of times n1 are set from such a viewpoint.

If the first supply and the second supply are alternately performed in this way, the oil passages 7a and 7b are almost uniformly filled with the hydraulic oil, improving the overall filling efficiency, and performing the predetermined number of times n1. Thus, the hydraulic oil can be filled in the oil passages 7a and 7b promptly and reliably. The number of times n1 is, for example, about several to 10 times.
The precharge control is performed after the pump-up control is completed.

In the present apparatus, the motor control unit 53 controls the motor so as to interlock with the pump-up control.
The motor control unit 53 performs motor rotation speed control for controlling the rotation speed of the motor 3 to approach the engine rotation speed during pump-up control of the first clutch 2A. This is for the purpose of preventing or suppressing the generation of an abnormal noise called “gull noise” accompanying the pump-up control. That is, when the clutch plate pair of the first clutch 2A is engaged during the pump-up control, an abnormal noise called “gull noise” may be generated, but the difference in rotational speed between the clutch plate pair is eliminated or reduced. Then, even when the clutch plate pair is engaged, it is possible to prevent or suppress the generation of abnormal noise called “gull noise”.

  Moreover, the motor control part 53 performs motor zero torque control which controls the output torque of the motor 3 to zero at the time of pump-up control of the second clutch 2B. This is because the output shaft of the second clutch 2B is not affected by the rotation of the motor 3, so that the noise is not generated, the output torque of the motor 3 is controlled to zero, and unnecessary energy consumption by the motor is reduced. It is something to be suppressed.

The transmission control unit 55 sends a control signal to the transmission ECU 61 in accordance with the range of the transmission selected by the shift unit 30 and the driving state of the vehicle such as the vehicle speed and the required torque to the vehicle (accelerator opening θ _ACC ). The feed transmission 4 is controlled. Specifically, the transmission control unit 55 controls the engagement and release of the engagement elements of the first transmission mechanism 4A and the second transmission mechanism 4B. Thereby, the shift control unit 55 performs switching control of the transmission mechanisms 4A and 4B between the setting state of the traveling range and the setting state of the non-driving range, and the switching operation of the gear stage in the traveling range by the clutch control unit 54. Implemented together with 2B disconnection control.

[Action / Effect]
Since the control device for a hybrid vehicle according to an embodiment of the present invention is configured as described above, immediately after the engine 1 is started, in the state in which hydraulic oil is drained from the oil passages 7a and 7b, Implement characteristic pump-up control. This pump-up control will be described with reference to FIGS.

  Note that the flow of FIG. 3 is performed at a predetermined cycle until the end (end) is reached when a key switch (not shown) of the vehicle is turned on. In FIG. 3, F1 is a pump-up mode flag that is set to 1 in the mode for performing pump-up control (pump-up mode) and 0 in other cases, and F2 is the first supply in the pump-up mode. This is a supply mode flag that is set to 1 when the operation is performed and is set to 0 when the second supply is performed.

As shown in FIG. 3, first, it is determined whether the pump-up mode flag F1 is 0 (step S10). If the flag F1 is 0, it is determined whether the pump-up mode condition is satisfied (step S20). This pump-up mode condition is the first engine start after the key is turned on.
If the pump-up mode condition is not satisfied, the pump-up mode is not started.

If the pump-up mode condition is satisfied, the flag F1 is set to 1 (step S30), the timer is started (step S40), the supply mode value n is set to 1 (step S50), and the supply mode The flag F2 is set to 0 (step S60).
Next, it is determined whether or not the supply mode flag F2 is 1 (step S130). If the supply mode flag F2 is 0, the second supply for pumping up the second clutch 2B (inner side) is performed (step S160), and the motor that controls the output torque of the motor 3 to zero is performed. Zero torque control is performed (step S170).

From the next time, the determination in step S10 proceeds to step S70, where the count value T of the timer is compared with the time T1 set as the execution time of the first supply and the second supply, and the count value T of the timer is the time T1. Until it reaches, the previous control is continued.
When the count value T of the timer reaches time T1, the supply mode value n is incremented to n + 1 (step S80), and it is determined whether or not the supply mode value n exceeds the upper limit value n1 (step S90). If the supply mode value n does not exceed the upper limit value n1, the process proceeds to step S100 to determine whether or not the supply mode flag F2 is 0. If the flag F2 is 0, the flag F2 is changed to 1 (step S110). If F2 is not 0, the flag F2 is changed to 0 (step S120).

  Thereafter, it is determined whether or not the supply mode flag F2 is 1 (step S130). Here, if the supply mode flag F2 is 1, the first supply for pumping up the first clutch 2B (outer side) is performed (step S140), and the rotational speed of the motor 3 approaches the engine rotational speed. The motor rotational speed control is controlled (step S150). On the other hand, if the supply mode flag F2 is 0, the second supply for pumping up the second clutch 2B (inner side) is performed (step S160), and the motor zero for controlling the output torque of the motor 3 to zero is performed. Torque control is performed (step S170).

By such control, the clutch pressure is controlled as shown in FIG. 2 (a), and the rotational speed of the motor or the motor torque is controlled as shown in FIGS. 2 (b) and 2 (c).
Here, since it is assumed that the third speed, which is implemented by connecting the second clutch 2B, is the start gear position, the process starts from the second supply, but the second clutch 2B is connected. In the case where the second speed to be implemented is set as the start gear position, it may be started from the first supply.

  As described above, according to the control device for the hybrid vehicle, immediately after the engine 1 is started, the first clutch 2A and the second clutch 2B are alternately switched between the disengagement direction and the engagement direction. Since the pump-up control is performed to fill the oil passages 7a and 7b with the working oil, the oil passage is filled with the working oil, and the subsequent engagement of the first clutch 2A or the second clutch 2B is performed quickly and reliably. be able to.

Therefore, the subsequent precharge control of the hydraulic oil can be performed smoothly and quickly.
Further, during the pump-up control of the first clutch 2A, the rotational speed of the motor 3 is controlled with the rotational speed of the engine 1 as a target, so that the rotational speed difference between the clutch plate pair of the first clutch 2A during the pump-up control is Even if these clutch plate pairs are engaged with each other, the generation of abnormal noise called “galling noise” is prevented or suppressed.

Moreover, since the output torque of the motor 3 is controlled to zero during the pump-up control of the second clutch 2B where no abnormal noise occurs, unnecessary energy consumption by the motor 3 can be suppressed.
Further, the pump-up control has different timings for the first supply for supplying the hydraulic oil only in the oil passage of the first clutch 2A and the second supply for supplying the hydraulic oil only in the oil passage of the second clutch 2B. Therefore, it is possible to avoid the situation where the amount of oil exceeding the capacity of the hydraulic pump is required, as in the case of supplying hydraulic pressure to each oil passage at the same timing, and to smoothly execute the initial preparation operation of the clutch. Is possible.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment, since the first supply and the second supply are alternately performed a plurality of times, the hydraulic oil is almost uniformly filled in the oil passages 7a and 7b, and the overall filling efficiency is improved. Although the oil passages 7a and 7b can be filled with the hydraulic oil quickly and reliably by performing the predetermined number n1, the pump-up control is performed in the oil passage by one of the first supply and the second supply. After the filling of the hydraulic oil is completed, it may be controlled to complete the filling of the hydraulic oil into the oil passage by the other of the first supply and the second supply.

  In addition, although the first transmission mechanism 4A is equipped with even-numbered gear pairs and the second transmission mechanism 4B is equipped with odd-numbered gear pairs, the present invention is not limited to this.

  The hybrid vehicle control device of the present invention can be applied not only to large or medium-sized automobiles such as trucks or buses but also to small automobiles such as passenger cars.

DESCRIPTION OF SYMBOLS 1 Engine 1A Output shaft 2A 1st clutch 2B 2nd clutch 3 Motor 4 Transmission 4A 1st transmission mechanism 4B 2nd transmission mechanism 5 Power transmission member 6A 1st actuator 6B 2nd actuator 6a, 6b Oil chamber 7 Hydraulic pump 7a, 7b Oil passage 9 Driving wheel 10 Battery 11 Battery ECU (Battery state detection means)
20 Inverter 21 Inverter ECU
30 shift unit 31 accelerator position sensor (required torque detection means)
50 Vehicle ECU
51 Output torque setting section (output torque setting means)
52 travel mode selection unit (travel mode selection means)
53 Motor control unit (motor control means)
54 Clutch control unit (clutch pressure control means)
55 Shift control section (shift control means)
60 Engine ECU
61 Transmission ECU

Claims (4)

Engine,
A transmission having a first transmission mechanism and a second transmission mechanism;
A first clutch to which a clutch plate pair is connected by hydraulic pressure of hydraulic oil that is interposed between the engine and the first transmission mechanism and is supplied to a hydraulic chamber;
A second clutch to which a clutch plate pair is connected by hydraulic pressure of hydraulic oil that is interposed between the engine and the second transmission mechanism and is supplied to a hydraulic chamber;
A motor connected to the input shaft of the first transmission mechanism;
A hydraulic pump driven by the engine and connected to each of the hydraulic chambers via an oil passage;
Clutch pressure control means for controlling the supply of hydraulic oil from the hydraulic pump to the hydraulic chambers to control the clutch pressure that is the engagement pressure of the clutch plate pairs;
Motor control means for controlling the motor,
The clutch pressure control means supplies hydraulic oil only in the oil passage of the first clutch and hydraulic oil only in the oil passage of the second clutch immediately after the engine is started. And performing the pump-up control for filling the oil passage with hydraulic oil by alternately performing the second supply to be performed at different timings ,
The hybrid motor is characterized in that the motor control means performs motor speed control for controlling the motor speed to match the engine speed when the first supply of the first clutch is performed. Vehicle control device. 2. The hybrid vehicle according to claim 1, wherein the motor control unit performs motor zero torque control for controlling the output torque of the motor to zero when the second supply of the second clutch is performed. 3. Control device . The control apparatus for a hybrid vehicle according to claim 1 or 2 , wherein the pump-up control is control for alternately performing the first supply and the second supply a plurality of times. In the pump-up control, after the filling of the hydraulic oil into the oil passage by one of the first supply and the second supply is completed, the oil by the other of the first supply and the second supply characterized in that it is a control to complete the filling of the hydraulic oil into the road, the control device for a hybrid vehicle according to claim 1 or 2, wherein.

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