JP6044257B2 - Clutch control device - Google Patents

Description

  The present invention relates to a clutch control device.

  By having a clutch (first clutch) that transmits torque between the engine and the motor and a clutch (second clutch) that transmits torque output from the motor and engine to the wheels, and by opening / engaging the first clutch There is one that switches to EV traveling by a motor alone or HEV traveling by an engine and a motor (see Patent Document 1). In this case, when the engine is started to shift from EV traveling to HEV traveling, the second clutch is in a slip state in order to prevent transmission of torque fluctuation generated at the input end of the transmission to the wheels. .

JP 2007-331534 A

  By the way, with the technique of the said patent document 1, when accelerating from EV driving | running | working, the 2nd clutch is made into the slip state. For this reason, for example, when the vehicle is accelerated from the coast state (decelerated state), the sign of the differential rotational speed (that is, slip rotational speed) between the input shaft and the output shaft of the second clutch is instantaneously changed. Since the sign of the drive torque changes at the timing when the sign changes, there is a problem that a driving shock occurs and the driver feels uncomfortable.

  Accordingly, an object of the present invention is to provide an apparatus that can suppress a driving shock accompanying a sudden change in actual driving torque even when the vehicle is accelerated from a coast state.

  In the clutch control device of the present invention, target braking / driving torque calculating means for calculating a target braking / driving torque from the acceleration operation amount of the driver and the vehicle state, and a wheel and a driving source are engaged / released from the target braking / driving torque. Clutch torque capacity command value calculating means for calculating a torque capacity command value that is a possible clutch transmission torque, and a target value of slip rotation speed that is a differential rotation speed of the input / output shaft of the clutch from the target braking / driving torque. Slip rotation speed target value calculation means for calculating, clutch output shaft rotation speed detection means for detecting the rotation speed of the clutch output shaft, the clutch input shaft from the clutch output shaft rotation speed detection value and the slip rotation speed target value Clutch input shaft rotation speed target value calculation means for calculating the rotation speed target value of the clutch, and the input shaft rotation speed of the clutch is the clutch input shaft Has a drive source torque command value calculating means for calculating a torque command value given to the driving source so that rotation coincides with the target speed value. In this case, when the sign of the slip rotation speed target value is switched, the clutch control device of the present invention temporarily puts the clutch in an engaged state and changes the torque command value given to the drive source to a predetermined change. A rate limiting process is performed.

  According to the present invention, when the sign of the slip rotation speed target value is switched instantaneously, the sign of the actual slip rotation speed detection value is not suddenly switched, and the clutch is temporarily engaged. Further, in the engaged state of the clutch, the actual drive torque transmitted to the wheels is a value obtained by subjecting the torque command value given to the drive source to a change rate limiting process, and thus does not change suddenly. Thereby, the driving shock accompanying the sudden change of the actual driving torque can be suppressed even in the driving scene in which the sign of the slip rotation speed target value is switched instantaneously.

1 is a schematic configuration diagram of a parallel hybrid vehicle to which a clutch control device according to a first embodiment of the present invention is applied. It is a timing chart which shows each change of the accelerator opening degree, the 2nd clutch rotational speed, and the motor torque command value for rotational speed control at the time of depressing an accelerator pedal during coasting by EV control by the present control. 6 is a timing chart showing changes in accelerator opening, second clutch rotational speed, and final motor torque command value when acceleration is performed by depressing an accelerator pedal during coasting in EV traveling under the control of the first embodiment. It is a flowchart for demonstrating the processing content of an integrated controller and a motor torque controller. 4 is a flowchart for explaining processing contents of an integrated controller 13 and a motor torque controller 17. It is a map characteristic figure of target braking / driving torque. It is a characteristic view of the torque capacity coefficient of the second clutch. It is a block diagram of output shaft rotational speed control. It is a map characteristic figure of the clutch torque capacity correction value at the time of engine start. FIG. 6 is a characteristic diagram of clutch hydraulic pressure with respect to clutch torque capacity. It is a characteristic figure of the electric current value to clutch oil pressure. It is a flowchart for demonstrating the setting of a 2nd clutch control mode flag. It is a flowchart for demonstrating the calculation method of the input shaft rotational speed target value of a 2nd clutch. It is a characteristic view of the slip rotation speed target value in the drive slip mode in EV traveling. It is a characteristic view of the slip rotation speed target value of the coast slip mode in EV traveling. FIG. 6 is a characteristic diagram of an increase in slip rotation speed for engine start. It is a flowchart for demonstrating the calculation method of the last motor torque command value. It is a flowchart for demonstrating temporary engagement of the 2nd clutch when the accelerator pedal is stepped on during the coast by EV driving. It is a flowchart for demonstrating the calculation method of the last motor torque command value of 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a schematic configuration diagram of a parallel hybrid vehicle to which the clutch control device of the first embodiment of the present invention is applied. In FIG. 1, in the parallel hybrid vehicle, a first clutch 3 is disposed between a motor generator (hereinafter simply referred to as “motor”) 1 and an engine 2, and a second clutch 4 is disposed between the motor 1 and the transmission 5. Yes. The output of the transmission 5 is transmitted to the wheels 7 via the final gear 6.

  The motor 1 (drive source) is, for example, an AC synchronous motor. When the vehicle is driven by driving the wheels 7, the motor 1 functions as an electric motor. At this time, the high-voltage inverter 8 that receives power from the high-voltage battery 9 performs DC-AC conversion to generate a drive current for the motor 1, and supplies the generated drive power to the motor 1. On the other hand, when braking the wheel 7, the motor 1 functions as a generator, and the regenerated electric power is stored in the high voltage battery 9.

  The first clutch 3 is for fastening the engine 2 and the motor 1 or releasing (releasing) the fastening. When the first clutch 3 is in the fully engaged state, the sum of the motor torque and the engine torque is transmitted to the second clutch 4 when the first clutch 3 is in the released state. The first clutch 3 is constituted by a dry clutch, for example.

  The second clutch 4 engages the wheel 7 and the motor 1 or releases (releases) the engagement. The second clutch 4 generates a transmission torque (clutch torque capacity) according to the clutch hydraulic pressure (pressing force). The second clutch 4 transmits only the torque capacity generated based on the clutch hydraulic pressure among the torque transmitted from the first clutch 3 to the transmission 5. The second clutch 4 is constituted by a wet clutch, for example.

  The stepped automatic transmission 5 is composed of a plurality of planetary gears and clutches and brakes that are friction elements. By selectively engaging and releasing the clutches and brakes, a force transmission path (shift stage) is provided. ) To change the speed.

  The hybrid vehicle includes an integrated controller 13, a transmission controller 14, a clutch controller 15, an engine controller 16, a motor torque controller 17, and a battery controller 18. The plurality of controllers 13 to 18 are connected to each other by bidirectional communication lines.

  The clutch controller 15 includes an input shaft rotational speed of the second clutch 4 detected by the input shaft rotational speed sensor 23 of the second clutch 4 and a second clutch detected by the output shaft rotational speed sensor 24 of the second clutch 4. Output shaft rotation speed is input. Further, the second clutch oil temperature detected by the clutch oil temperature sensor 25 is also input to the clutch controller 15. The accelerator opening Apo detected by the accelerator sensor 21 is input to the integrated controller 13, and the engine rotation speed detected by the engine rotation speed sensor 22 is input to the engine controller 16.

The integrated controller 13 calculates the target braking / driving torque Td ^* from the battery state, the accelerator opening Apo, and the vehicle speed Vsp (a value synchronized with the transmission output shaft rotation speed). Based on the result, command values for the actuators (the motor 1, the engine 2, the first clutch 3, the second clutch 4, and the transmission 5) are calculated and transmitted to the controllers 14-17.

  The transmission controller 14 performs shift control so as to achieve the shift command from the integrated controller 13.

  The clutch controller 15 controls the current of the solenoid valve so as to realize a clutch hydraulic pressure (current) command value for each clutch hydraulic pressure command value from the integrated controller 13.

  The engine controller 16 controls the engine torque so as to achieve the engine torque command value from the integrated controller 13. The engine 2 is, for example, a lean burnable engine. The engine 2 is controlled so that the engine torque matches the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

The motor controller 17 controls the motor torque so as to achieve the motor torque command value or the motor rotation speed command value from the integrated controller 13. In the case of the motor rotation speed command value, the motor torque is calculated based on the deviation from the rotation speed detection value ω _cl2i (feedback control is performed). Details will be described later.

  The battery controller 18 manages the state of charge of the high voltage battery 9 and transmits the information to the integrated controller 13.

  Now, FIG. 2 shows how the accelerator opening, the second clutch rotational speed, and the slip rotational speed control motor torque command value are obtained when the accelerator pedal is depressed during acceleration coasting under the current control and acceleration is performed. It shows how it will change. Here, “coasting” is a state in which the vehicle is traveling inertially without stepping on the accelerator pedal.

During coasting in EV driving, the output shaft rotational speed target value ω _o ^* slowly decreases as shown by a thin solid line in the second stage of FIG. 2 and slowly increases again from the timing of t1 when the accelerator pedal is depressed. To do. On the other hand, the input shaft rotational speed target value ω _cl2i ^* is determined from the output shaft rotational speed target value ω _o ^{* based} on the output shaft rotational speed target value ω _o ^* as shown by the broken line in the second stage of FIG. Absolute value | ω _{cl2 It} goes down by _slp ^* |. At the timing of t1, the input shaft rotational speed target value ω _cl2i ^* is the slip rotational speed target value ω _cl2 It rises stepwise by the amount of _slp ^* , and then the slip rotational speed target value ω _cl2 from the output shaft rotational speed target value ω _o ^* _{Move up by slp} ^* .

On the other hand, the input shaft rotational speed detection value ω _cl2i coincides with the input shaft rotational speed target value ω _cl2i ^* during the _{coasting of} EV traveling, as indicated by the thick solid line in the second row of FIG. However, from the timing of t1, the input shaft rotational speed target value ω _cl2i ^* that rises stepwise at t1 is followed with a response delay. In the second row of FIG. 2, the characteristic of the input shaft rotational speed detection value ω _cl2i indicated by the thick solid line is _shifted slightly below the characteristic of the target value ω _cl2i ^* indicated by the broken line for the _sake of _clarity ^. Yes. Actually, the characteristic of the input shaft rotational speed detection value ω _cl2i indicated by the thick solid line perfectly overlaps with the characteristic of the target value ω _cl2i ^* indicated by the broken line during the _{coasting in} the EV traveling, and also overlaps after following the characteristic. It becomes.

Next, the motor torque command value T _m for slip rotation speed control _FB changes at a constant negative value during the coasting in EV traveling as shown by the thick solid line in the third row of FIG. Motor torque command value T _m for slip rotation speed control at timing t1 when the accelerator pedal is depressed _FB rises stepwise from a negative value to a positive value. This is the difference ω _m between the broken input shaft rotational speed target value ω _cl2i ^* and the bold solid input shaft rotational speed detection value ω _cl2i Motor torque command value T _m for slip rotation speed control based on _{err When FB} is calculated, a large difference ω _m at the timing of t1 _This is because _err occurs. After t1, since the input shaft rotational speed detection value ω _{cl2i follows the} input shaft rotational speed target value ω _cl2i ^* , the motor torque command value T _m for slip rotational speed control. _FB gradually decreases and eventually settles to the final second clutch torque command value _Tcl2 ^* .

However, according to the current control, the motor torque command value T _m for slip rotation speed control _{Since FB} changes stepwise at the timing of t1, the actual driving torque transmitted to the wheel 7 also rises stepwise (changes suddenly) at the timing of t5 slightly delayed from the timing of t1. A driving shock and a torsional vibration of the vehicle occur along with the sudden change in the actual driving torque.

Therefore, in the first embodiment of the present invention, the slip rotation speed target value ω _cl2 during _{coasting in} EV traveling. _When the sign of _slp ^* is switched, the second clutch 4 is temporarily engaged and the motor torque command value T _m for slip rotation speed control is set. Predetermined rate-of-change restriction processing is applied to _FB (torque command value given to drive source). This will be further described with reference to FIG.

  FIG. 3 shows what happens in the control of this embodiment when acceleration is performed by depressing the accelerator pedal during coasting in EV traveling under the same conditions as in FIG. The same parts as those in FIG. 2 are described in the same way.

Since the second clutch 4 is temporarily engaged at the timing t1 when acceleration is started, the input shaft rotational speed detection value _ωcl2i is slightly smaller than t1 as shown by the thick solid line in the second stage of FIG. This is the same as the change in the detected output shaft rotational speed value ω _o (= ω _o ^* ) at the delayed timing t4. In this way, the input shaft rotational speed detection value ω _cl2i is greatly deviated from the input shaft rotational speed target value ω _cl2i ^* by temporarily setting the second clutch 4 to the engaged state at the timing t1.

In the present embodiment, a final motor torque command value T _m is newly _added. Introducing _fin ^* , motor torque command value T _m for slip rotation speed control during coasting in EV running _{FB as it} is Final motor torque command value T _{m Let fin} ^* . Slip rotation speed target value ω _{cl2 When} the sign of _slp ^* is switched from a negative value to a positive value, the timing of t1 at which acceleration is started is determined, and the change rate limiting process is started. Here, the “change rate limiting process” is the final motor torque command value T _m from the timing t1 when acceleration is started. _This is a process of gradually increasing _fin ^* with a predetermined slope. Specifically, T _m which is the previous value of the final motor torque command value Final motor torque command value T _m by adding a constant value ΔT _m ^* per control cycle to _{fin z1} ^* _{Increase fin} ^* gradually.

The time period during which the second clutch 4 is temporarily engaged at the time of acceleration during coasting in EV traveling may be basically a fixed time, and may be determined simply by adaptation. However, in the present embodiment, the timing at which the second clutch 4 is returned from the temporarily engaged state to the released state is made coincident with the timing at which the application of the change rate limiting process is terminated. That is, the timing for releasing the temporary engagement state of the second clutch 4 and returning it to the release state and the timing for ending (releasing) the application of the change rate limiting process are the final motor torque command value T _m. The timing is t2 when _fin ^* reaches the final second clutch torque command value _Tcl2 ^* .

From the timing t2 at which the change rate limiting process is canceled, the slip rotation speed control motor torque command value T _m is again obtained. _{FB as it} is Final motor torque command value T _{m Let fin} ^* . Since the second clutch 4 is in the engaged state during the change rate limiting process, the timing between the input shaft rotation speed detection value ω _cl2i and the input shaft rotation speed target value ω _cl2i ^* is large at the timing t2 when the engagement state is released. Difference ω _{m err} has occurred. Therefore, a large difference ω _m Motor torque command value T _m for slip rotation speed control calculated based on _{err FB} rises stepwise larger than step 2. After t2, the slip rotational speed control is resumed, and the input shaft rotational speed detection value ω _cl2i converges to the input shaft rotational speed target value ω _cl2i ^* , so the difference ω _{m err} gradually decreases. In response to this, motor torque command value T _m for slip rotation speed control _FB decreases with a first order delay and converges to the final second clutch torque command value _Tcl2 ^* at the timing t3.

As described above, when acceleration is performed during the coasting in EV traveling, the second clutch 4 is temporarily engaged and the change rate limiting process is performed at the timing t1 when acceleration is started. As a result, the actual drive torque transmitted to the wheel 7 is the final motor torque command value T _m in the period from t1 to t2, as indicated by the thin solid line in the third stage of FIG. The increase of _fin ^* is gradually increased with a characteristic that is slightly delayed in time. As a result, even in a driving scene where acceleration is performed during a coast in EV traveling, it is possible to suppress a driving shock accompanying a sudden change in the actual driving torque.

  The contents of this processing performed by the integrated controller 13 and the motor torque controller 17 will be described using the flowcharts shown in FIGS. 4A and 4B. The processing shown in FIGS. 4A and 4B is executed at regular time intervals (for example, every 10 ms).

In step 1, the charge amount SOC (State of Charge) of the high-voltage battery 9, the shift position of the transmission 5, the input shaft rotational speed detection value ω _{cl2i of} the second clutch 4, the output shaft rotational speed detection value ω _{o, and the} like. The vehicle state data detected by the controller is received.

In step 2, the accelerator opening Apo [deg] (the driver's acceleration operation amount) and the vehicle speed Vsp [km / h] (vehicle state) detected by the accelerator sensor 21 are read. Here, the vehicle speed Vsp includes the output shaft rotational speed detection value ω _o [rpm] of the second clutch, the current speed ratio G _m [−] of the transmission 5, and the final speed reduction ratio G _f [−], which is a vehicle specification. The calculation is performed using the effective radius of the wheel 7.

In step 3, the target braking / driving torque Td ^* [Nm] is calculated from the accelerator opening Apo and the vehicle speed Vsp. For example, the target braking / driving torque Td ^* is calculated by searching a map having the contents shown in FIG. 5 from the accelerator opening Apo and the vehicle speed Vsp. The driving torque is when the map search value is positive, and the braking torque is when the map search value is negative.

In step 4, the first clutch control mode flag fCL1 is set from vehicle state data such as the battery charge amount SOC [%], the target braking / driving torque Td ^*, and the vehicle speed Vsp. The flag fCL1 = 1 indicates that the first clutch 3 is engaged and the engine is started, and the flag fCL1 = 0 indicates that the first clutch 3 is released and the engine is stopped.

Although details of the flag setting are omitted here, for example, in a traveling scene where the efficiency of the engine 2 is relatively low, such as starting at low acceleration, the motor 1 travels only (the traveling only by the motor 1 is referred to as “EV traveling”). Therefore, the first clutch 3 is released (fCL1 = 0). In addition, it is difficult to perform EV traveling during sudden acceleration, when the battery charge SOC is equal to or less than a predetermined value SOC _th1 [%], or when the vehicle speed Vsp is equal to or greater than a predetermined value VSP _th1 [km / h]. At this time, the first clutch 3 is engaged (fCL1 = 1) in order to cause the engine 2 and the motor 1 to travel. Hereinafter, traveling using the engine 2 and the motor 1 is referred to as “HEV traveling”.

In step 5, the second clutch control mode flag CL2MODE is set from vehicle state data such as the battery charge amount SOC, the target braking / driving torque Td ^* , the first clutch control mode flag fCL1 and the vehicle speed Vsp. When the flag CL2MODE = 1, the second clutch control mode flag CL2MODE is in the engagement mode (mode for engaging the second clutch 4), and when the flag CL2MODE = 0, the release mode (mode for releasing the second clutch 4). It represents that.

  In the current control, the slip mode (the mode in which the second clutch 4 is slipped) is set when the flag CL2MODE = 2. However, in the first embodiment, the slip mode during coasting in EV traveling is set to “coast slip”. It is newly introduced as a “mode”. That is, when the flag CL2MODE = 3, the coast slip mode is assumed. Along with the introduction of the coast slip mode, the flag CL2MODE = 2 is changed to the “drive slip mode”.

  The setting of the second clutch control mode flag CL2MODE will be described in detail with reference to the flowcharts of FIGS. 11 and 17 (subroutine of step 5 in FIG. 4A). First, the flow of FIG. 11 will be described. In FIG. 11, in step 31, the first clutch control mode flag fCL1 is viewed. If the flag fCL1 = 0, it is determined that the first clutch 3 is disengaged, the engine 2 is stopped and the EV travel is performed, and the routine proceeds to steps 32-36.

  In step 32, the vehicle speed Vsp is compared with zero [km / h]. When the vehicle speed Vsp is zero, that is, when the vehicle is stopped, the routine proceeds to step 34, where the second clutch 4 is engaged, and the second clutch control mode flag CL2MODE = 1 (engagement mode) is set.

When the vehicle speed Vsp is not zero at step 32, that is, when the vehicle is traveling, the routine proceeds to step 33, where the target braking / driving torque Td ^* is compared with zero [Nm]. When the target braking / driving torque Td ^* is equal to or greater than zero, the routine proceeds to step 35 in order to perform slip rotation speed control at the time of acceleration from the coast in EV traveling, and the second clutch control mode flag CL2MODE = 2 (drive slip mode) is set. To do.

On the other hand, when the target braking / driving torque Td ^* is negative in step 33, the routine proceeds to step 36 in order to perform slip rotation speed control during coasting in EV traveling, and the second clutch control mode flag CL2MODE = 3 (coast Slip mode).

  On the other hand, if the flag fCL1 = 1 in step 31, the first clutch 3 is engaged and the engine is started, and it is determined that HEV traveling is to be performed or the engine is starting, and the process proceeds to step 37 and thereafter.

In step 37, the vehicle speed Vsp is compared with a predetermined value V _th1 [km / h]. For example, a minimum vehicle speed at which the engine 2 can be started is set as the predetermined value V _th1 . When the vehicle speed VSP is less than the predetermined value V _th1 , the target braking / driving torque Td ^* is compared with zero in step 38. When the target braking / driving torque Td ^* is equal to or greater than zero, the routine proceeds to step 35 to perform slip rotation speed control or engine start during acceleration in HEV traveling, and the second clutch control mode flag CL2MODE = 2 (drive slip mode) is set. To do.

When the target braking / driving torque Td ^* is negative in step 38, the routine proceeds to step 41 in order to release the second clutch 4 when coasting in HEV running, and the second clutch control mode flag CL2MODE = 0 (release mode) is set.

When the vehicle speed Vsp is greater than or equal to the predetermined value V _th1 at step 37, the routine proceeds to step 39, where CL2MODE is the previous value of the second clutch control mode flag CL2MODE. Check whether _z1 is 1. CL2MODE _{When z1} = 1, that is, when the vehicle speed Vsp is equal to or higher than the predetermined value _Vth1 and the second clutch 4 is in the engaged state last time, the second clutch 4 is continuously operated in HEV or for engine start. It is necessary to conclude At this time, the routine proceeds to step 34 where the flag CL2MODE = 1 (engagement mode) is set.

In step 39 CL2MODE _{When z1} = 0, that is, when the second clutch 4 was in the released state last time, the _routine proceeds to step 40, where it is determined whether or not the slip continuation condition is satisfied. Here, the slip continuation condition refers to the engine speed ω _e [rpm] and the input shaft speed detection value ω _cl2i [ rpm] are different (ω _e ≠ ω _cl2i ). _{Alternatively,} the slip rotation speed detection value ω _{cl2 of} the second clutch 4 _slp [rpm] and slip rotation speed target value ω _{cl2 slp} ^* [rpm] is different (ω _{cl2 slp} <ω _{cl2 slp} ^* ). When the slip continuation condition is satisfied at step 40, the routine proceeds to step 35, where CL2MODE = 2 (drive slip mode) is set in order to start or continue slip control during acceleration in HEV traveling.

  On the other hand, when the slip continuation condition is not satisfied in step 40, the routine proceeds to step 34 in order to end the slip rotation speed control in HEV traveling, and CL2MODE = 1 (engagement mode).

  Thus, the coast slip mode is introduced only for EV travel.

  The flow in FIG. 17 is a flow that is newly added in the present embodiment. This flow is for temporarily engaging the second clutch 4 when the accelerator pedal is depressed during coasting in EV traveling, and is executed following the flow of FIG.

  In step 81, it is determined whether or not it is in the drive slip mode (CL2MODE = 2), and in step 82, it is determined whether or not it was the coast slip mode (CL2MODE = 3) last time. If the drive slip mode is not set in step 81, the current process is terminated.

In steps 81 and 82, when the drive slip mode is set and the coast slip mode was set last time, that is, when the coast slip mode is switched to the drive slip mode at this time, the process proceeds to step 83 to start the first timer. The activation of the first timer here is only to set the first timer value = 0, and the first timer value is not immediately incremented. The timing for starting the increment of the first timer value is the slip rotation speed detection value ω _cl2 as described later in step 88. _This is the timing when _slp matches zero. The first timer is _switched from the coast slip mode to the drive slip mode and the slip rotation speed detection value ω _{cl2 This} is to measure the elapsed time from the timing when _slp becomes zero.

  In step 84, the second clutch mode flag CL2MODE = 1 is set to bring the second clutch 4 into the engaged state.

  In steps 81 and 82, when the drive slip mode is set and the coast slip mode is not set last time, the process proceeds to step 85 to check whether or not the previous time is the drive slip mode. If it was not the drive slip mode last time, the current process is terminated.

On the other hand, if the previous time was the drive slip mode in step 85, that is, if the drive slip mode is continued, the process proceeds to step 86. In step 86, the difference between the output shaft rotational speed detected value ω _o [rpm] of the second clutch 4 and the input shaft rotational speed detected value ω _cl2i [rpm] of the second clutch 4 is determined as the slip rotational speed detected value ω _cl2. Calculated as _slp [rpm]. Here, the input shaft rotational speed ω _cl2i is _detected by the input shaft rotational speed sensor 23, and the output shaft rotational speed detection value ω _o is detected by the output shaft rotational speed sensor 24.

Step 87 considers a response delay until the second clutch 4 actually enters the engaged state after instructing the second clutch 4 to be in the engaged state by the flag CL2MODE = 1 in Step 84. Specifically, in step 87, the slip rotation speed detection value ω _cl2 By comparing _slp and zero [rpm], it is determined whether or not the second clutch 4 is actually engaged. Slip rotation speed detection value ω _{cl2 When slp} is not zero, it is determined that the second clutch 4 is not yet engaged, and the current process is terminated.

On the other hand, in step 87, the detected slip rotational speed value ω _{cl2 When slp} is equal to zero, it is determined that the second clutch 4 is actually engaged, and the _routine proceeds to step 88 where the second timer value is incremented.

In step 89, the first timer value is compared with the predetermined value 1. Here, the predetermined value 1 determines the time during which the second clutch 4 is temporarily engaged, and is set in advance. For example, in FIG. 3, the slip rotation speed detection value ω _cl2 Final motor torque command value T _m from timing t4 when _slp is equal to zero The time until _fin ^* reaches the final second clutch torque command value _Tcl2 ^* is obtained in advance by experiments and simulations, and the obtained time is set to a predetermined value 1. The final motor torque command value T _{m A} method of calculating _fin ^* and the final second clutch torque command value _Tcl2 ^* will be described later. When the first timer value is less than the predetermined value 1, the process proceeds from step 89 to step 84 and the operation of step 84 is executed.

  As long as the first timer value is less than the predetermined value 1, the operation of step 84 is continued. When the first timer value becomes equal to or greater than the predetermined value 1 in step 89 due to the repetition of the operation in step 88, the process proceeds to step 90 in order to release the temporary engagement state of the second clutch 4, and the second clutch control mode flag CL2MODE = 0. As a result, the second clutch 4 is returned to the released state, and slip rotation speed control is performed again.

  In relation to the flow of FIG. 11, the instruction by the value of the second clutch control mode flag set by the flow of FIG. 17 is given priority over the instruction by the value of the second clutch control mode flag set by the flow of FIG. To do. When the subroutines of FIGS. 11 and 17 are completed in this way, the process returns to step 6 of FIG. 4A.

In step 6 of FIG. 4A, the control mode flag fCL1, CL2MODE basic engine torque command value target braking-driving torque Td ^* based on the data of the vehicle condition T _e of the clutch 3 and 4 _base ^* [Nm] and basic motor torque command value T _m Allocate to _base ^* [Nm]. Various methods can be considered for the allocation method, but the details are omitted.

In step 7, it is checked whether or not slip rotation speed control is being performed. Specifically, the second clutch control mode flag CL2MODE = 3 (coast slip mode) set in step 5 and the actual slip rotation speed detection value ω _{cl2 When} the absolute value of _slp [rpm] (= ω _cl2i −ω _o ) exceeds a predetermined value, the slip rotation speed control flag is switched from zero to one. Therefore, if the slip rotation speed control flag = 1, it is determined that the slip rotation speed control is being performed, and the process proceeds to step 8 and subsequent steps. On the other hand, when the flag CL2MODE = 0 (open mode) or the flag CL2MODE = 1 (engagement mode) set in step 5, the slip rotation speed control flag = 0 remains. At this time, it is determined that the slip rotation speed control is not being performed, and the process proceeds to steps 15 and 16 in FIG. 4B.

In step 8 which proceeds during slip rotation speed control, the basic second clutch torque capacity command value T _{cl2 base} ^* [Nm] is calculated. For example, it is set to the same value as the target braking / driving torque Td ^* . Further, by inputting the clutch speed ratio e _cl2 [−] of the second clutch 4 calculated based on the following expression (1), and searching a table containing FIG. 6 created based on the conventional torque converter characteristics. The torque capacity coefficient C _cl2 [−] of the second clutch 4 is calculated. The basic second clutch torque capacity command value T _{cl2 is calculated} from the torque capacity coefficient C _cl2 and the input shaft rotational speed detection value ω _{cl2i of} the second clutch 4 using the following equation (2). You may calculate _base ^* .

ステップ９では、基本第２クラッチトルク容量指令値Ｔ_{cl2 base} ^*、第１クラッチ制御モードフラグｆＣＬ１および第２クラッチ制御モードフラグＣＬ２ＭＯＤＥから第２クラッチ４の出力軸回転速度目標値ω_o ^*［ｒｐｍ］及び入力軸回転速度目標値ω_cl2i ^*［ｒｐｍ］を演算する。これら出力軸回転速度目標値ω_o ^*及び入力軸回転速度目標値ω_cl2i ^*の演算方法の詳細については後述する。

In step 9, the basic second clutch torque capacity command value _{Tcl2 base} ^* , the first clutch control mode flag fCL1 and the second clutch control mode flag CL2MODE are used to obtain the output shaft rotational speed target value ω _o ^* [rpm] and the input shaft rotational speed target value ω _cl2i ^* [rpm] of the second clutch 4. Calculate. Details of the calculation method of the output shaft rotational speed target value ω _o ^* and the input shaft rotational speed target value ω _cl2i ^* will be described later.

  Next, steps 10 to 13 in FIG. 4A and steps 14 and 15 in FIG. 4B will be described. These processing portions are also shown in a block diagram in FIG.

In step 10 of FIG. 4A, the basic second clutch torque capacity command value T _cl2 is based on the phase compensation filter G _FF (s) shown in the following equation (3). Phase compensation is applied to _base ^* and feedforward second clutch torque capacity command value _{Tcl2 FF} [Nm] is calculated. In actual calculation, calculation is performed using a recurrence formula obtained by discretization by Tustin approximation or the like.

ステップ１１では、出力軸回転速度目標値ω_o ^*を入力とし、次の（４）式に基づいて出力軸回転速度規範値ω_{o ref}を演算する。（４）式のＧ_{cl2 fef}（ｓ）は伝達関数である。実際の演算においてはタスティン近似等で離散化して得られた漸化式を用いて算出する。

In step 11, the output shaft rotational speed target value ω _o ^* is input, and the output shaft rotational speed reference value ω _o based on the following equation (4). Calculate _ref . (4) G _{cl2 fef} (s) is a transfer function. In actual calculation, calculation is performed using a recurrence formula obtained by discretization by Tustin approximation or the like.

ステップ１２では、出力軸回転速度規範値ω_{o ref}と出力軸回転速度検出値ω_oとの偏差ω_{o err}（＝ω_{o ref}−ω_o）から、次の（５）式に基づいて第２クラッチトルク容量補正値Ｔ_{cl2 FB}［Ｎｍ］を算出する。実際においてはタスティン近似等で離散化して得られた漸化式を用いて算出する。（５）式右辺の括弧内は比例要素と積分要素とからフィードバック制御系を構成するものである。

In step 12, the output shaft rotational speed reference value ω _o the deviation between the _ref and the output shaft rotational speed detection value ω _o ω _{o err} (= ω _{o ref−} ω _o ) based on the following equation (5), the second clutch torque capacity correction value T _{cl2 FB} [Nm] is calculated. Actually, it is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. In the parentheses on the right side of the equation (5), a feedback control system is composed of a proportional element and an integral element.

ステップ１３では、エンジン始動に合わせて第１クラッチ３が開放状態より締結状態へと移行するときに限定したエンジン始動時クラッチトルク容量補正値Ｔ_{cl2 hosei}［Ｎｍ］を次のように２つの場合に分けて演算する。

In step 13, the engine starting clutch torque capacity correction value T _cl2 is limited to when the first clutch 3 shifts from the disengaged state to the engaged state in accordance with engine starting. _hosei [Nm] is calculated in two cases as follows.

２）それ以外

ここで、上記（６）式のｆ_{cl2 hosei}（Ｔ_{eng start}，Ａｐｏ）は、エンジン始動配分モータトルクＴ_{eng start}［Ｎｍ］とアクセル開度Ａｐｏ［ｄｅｇ］を入力とした関数である。実際には例えば図８を内容とするマップを検索することにより、エンジン始動時クラッチトルク容量補正値Ｔ_{cl2 hosei}を正の値で演算する。図８に示したように、エンジン始動時クラッチトルク容量補正値Ｔ_{cl2 hosei}は、アクセル開度Ａｐｏが同一の条件でエンジン始動配分モータトルクＴ_{eng start}が低下するほど大きくなる値である。また、補正値Ｔ_{cl2 hosei}は、エンジン始動配分モータトルクＴ_{eng start}が同一の条件でアクセル開度Ａｐｏが大きいほど大きくなる値である。 1) When the first clutch 3 is in the engagement mode and the first clutch 3 is not actually engaged yet (ω _e ≠ ω _cl2i )

2) Other than that

Here, f _cl2 in the above equation (6) _hosei (T _{eng start} , Apo) is the engine start distribution motor torque T _eng It is a function having _start [Nm] and accelerator opening Apo [deg] as inputs. Actually, by searching a map whose content 8 example, at engine start clutch torque capacity correction value T _cl2 Calculate _hosei with a positive value. As shown in FIG. 8, the engine torque clutch torque capacity correction value T _{cl2 hosei} is the engine start distribution motor torque T _{eng under the} same accelerator opening Apo. It is a value that increases as _start decreases. Also, the correction value T _{cl2 hosei} is the engine start distribution motor torque T _{eng The start} is a value that increases as the accelerator opening Apo increases under the same conditions.

Note that the engine start distribution motor torque T _eng Detailed description of the calculation method of _start is omitted. For example, the maximum torque that the motor 1 can output is estimated from the current battery charge amount SOC, for example, and a value obtained by subtracting the maximum torque (arbitrarily set in advance) distributed to the drive is used as the engine start distribution motor torque.

In step 14 of FIG. 4B, a clutch torque capacity command value T _cl2 for slip rotation speed control based on the following equation (8) _{: FB ON} [Nm] is calculated.

（８）式に示したように、Ｔ_{cl2 FB ON}は、フィードフォワード第２クラッチトルク容量指令値Ｔ_{cl2 FF}と第２クラッチトルク容量補正値Ｔ_{cl2 FB}とエンジン始動時クラッチトルク容量補正値Ｔ_{cl2 hosei}を合計した値である。

As shown in equation (8), T _{cl2 FB ON} is the feed-forward second clutch torque capacity command value T _{cl2 FF} and second clutch torque capacity correction value T _{cl2 FB} and clutch torque capacity correction value T _cl2 at engine start _This is the sum of _hosei .

On the other hand, if the slip rotational speed control is not being performed in step 7 of FIG. 4A, the process proceeds to step 15 of FIG. 4B, and the output shaft rotational speed target value ω _o ^* is initialized with the output shaft rotational speed detected value ω _o . In addition, the clutch torque capacity correction value T _cl2 described in step 12 Initializes the integrator used for _FB calculation with zero.

Here, as a condition for not performing the slip rotation speed control, when the second clutch 4 is engaged, when the second clutch 4 is released, the second clutch 4 is shifted from the engagement state to the slip state (slip rotation speed control). There are three cases. Therefore, in step 16, the clutch torque capacity command value T _cl2 under the condition that the slip rotation speed control is not performed in each of the three cases. _{FB OFF} [Nm] is calculated as follows.

1-2）Ｔ_{cl2 z} ^*≧Ｔｄ^*×Ｋ_safeであれば、

２）第２クラッチ４を開放する場合

３）第２クラッチ４を締結状態→スリップ状態に移行させる場合

ステップ１７では、次の２つの場合に分けて最終第２クラッチトルク容量指令値Ｔ_cl2 ^*［Ｎｍ］を決定する。 1) When engaging the second clutch 4
1-1) T _{cl2 If z} ^* <Td ^* × K _safe ,

1-2) T _{cl2 If z} ^* ≧ Td ^* × K _safe ,

2) When releasing the second clutch 4

3) When shifting the second clutch 4 from the engaged state to the slip state

In step 17, the final second clutch torque capacity command value _Tcl2 ^* [Nm] is determined in the following two cases.

２）スリップ回転速度制御中でない場合

ステップ１８では、基本的に目標制駆動トルクと車両状態から第１クラッチトルク容量指令値Ｔ_cl1 ^*［Ｎｍ］を演算する。本実施形態では、目標制駆動トルクＴｄ^*と、バッテリ充電量ＳＯＣ及び車速Ｖｓｐ（ＳＯＣ及びＶｓｐは車両状態）から第１クラッチ制御モードフラグｆＣＬ１を設定しているので、このフラグｆＣＬ１に基づいて第１クラッチトルク容量指令値Ｔ_cl1 ^*を演算する。すなわち、次の２つの各場合に分けて、第１クラッチトルク容量指令値Ｔ_cl1 ^*を決定する。 1) During slip rotation speed control

2) When slip rotation speed control is not in progress

In step 18, the first clutch torque capacity command value _Tcl1 ^* [Nm] is basically calculated from the target braking / driving torque and the vehicle state. In the present embodiment, the first clutch control mode flag fCL1 is set based on the target braking / driving torque Td ^* , the battery charge amount SOC, and the vehicle speed Vsp (SOC and Vsp are vehicle states). 1 clutch torque capacity command value _Tcl1 ^* is calculated. That is, the first clutch torque capacity command value _Tcl1 ^* is determined separately for each of the following two cases.

２）フラグｆＣＬ１＝０（開放モード）である場合

ステップ１９では、このようにして求めた各クラッチトルク容量指令値Ｔ_cl1 ^*、Ｔ_cl2 ^*から第１、第２のクラッチ３、４に与える各電流指令値Ｉ_cl1 ^*［Ａ］、Ｉ_cl2 ^*［Ａ］を演算する。実際には予め取得した特性に基づき作成したテーブルを用いて算出する。 1) Flag fCL1 = 1 (engagement mode) and slip rotation speed detection value ω _{cl2 slp} is the slip rotation speed target value ω _{cl2 slp} ^* or more

2) When flag fCL1 = 0 (open mode)

In step 19, this way the clutch torque capacity command value T determined _cl1 ^*, first from T _cl2 ^*, the current instruction value supplied to the second clutch ^{_{3,4 I cl1 * [A],}} I cl2 * [A] is calculated. Actually, the calculation is performed using a table created based on previously acquired characteristics.

  For example, consider the case where the actuators of the clutches 3 and 4 are hydraulic actuators and the hydraulic actuators are controlled by electromagnetic valves. At this time, the clutch hydraulic pressure [MPa] applied to the hydraulic actuator is calculated by searching a table having the contents shown in FIG. 9 from the clutch torque capacity command value. A current command value [A] to be given to the solenoid valve is calculated by searching a table having the contents shown in FIG. 10 from the obtained clutch oil pressure. The characteristics shown in FIGS. 9 and 10 are nonlinear characteristics. As a result, even if the clutch torque capacity of each clutch has a non-linear characteristic with respect to the hydraulic pressure applied to the hydraulic actuator and the current applied to the solenoid valve, the controlled object (each clutch) can be regarded as linear. The linear control theory as described above can be applied.

In step 20, it is checked again whether the slip rotation speed control is being performed. If the slip rotation speed control is being performed, the process proceeds to step 21 where the input shaft rotation speed command value _ωcl2i ^* is _obtained ^. Proceed to, basic motor torque command value T _m Select _base ^* .

In step 23, the command value I calculated _{^{cl1 *, I cl2 *, ω}} cl2i *, T m _base ^* , _Te Send _base ^* to each controller. That is, each current instruction value I _cl1 ^*, I _cl2 ^* to clutch controller 15, the input shaft rotation speed command value _ω cl2i ^* or basic motor torque command value T _{m One of base} ^* is sent to the motor controller 17 and the basic engine torque command value _{Te base} ^* is transmitted to the engine controller 16. In the clutch controller 15, the slip rotational speed control during the current instruction value I _cl1 ^*, by giving I _cl2 ^* to the clutches 3 and 4, will be the target value _ω cl2i ^*, ω _o ^* is obtained, the slip Rotational speed control is performed.

In step 24, the motor torque controller 17 receives the input shaft rotational speed command value _ωcl2i ^* received from the integrated controller 13 or the basic motor torque command value _Tm. Final motor torque command value T _m from _base ^* _fin ^* [Nm] is calculated. Actually, the basic motor torque command value T _m is not being controlled during the slip rotation speed control. _{If base} ^* is received, T _{m base} ^* is the final motor torque command value T _{m Let fin} ^* . Or T _{m The} final motor torque command value T _{m is obtained} by filtering the _base ^* to remove the vibration caused by the drive shaft torsion. _{Let fin} ^* .

On the other hand, when the input shaft rotation speed command value ω _cl2i ^* is received during slip rotation speed control, basically, the torque command value T _m such that the input shaft rotation speed detection value ω _cl2i matches the command value ω _cl2i ^*. _FB is calculated and this is the final motor torque command value T _{m Let fin} ^* . Final motor torque command value T _m Details of the method of calculating _fin ^* will be described later with reference to the flowchart of FIG.

Next, the calculation method of the output shaft rotational speed target value ω _o ^* [rpm] of the second clutch 4 described in Step 9 of FIG. 4A will be described in detail. The calculation method of the output shaft rotational speed target value ω _o ^* is also shown in the block diagram of FIG. That is, the output shaft rotational speed target value ω _o ^* is the basic second clutch torque capacity command value T _{cl2. base} ^* [Nm], the current gear ratio G _m [-], and the vehicle specifications in a final reduction ratio G _f [-], the vehicle weight from the (moment of inertia) J _o the following equation (17) and (18) Calculate based on the formula.

なお、上記の（１７）式に対し、現在の路面勾配を推定または検出し、その路面勾配による走行抵抗増加分Ｔ_slope［Ｎｍ］を差し引いた次の（１９）式により目標車両トルクＴ_o ^*［Ｎｍ］を算出することとしてもよい。

In addition, with respect to the above equation (17), the current road surface gradient is estimated or detected, and the target vehicle torque T _o ^* is calculated by the following equation (19) obtained by subtracting the increase in travel resistance T _slope [Nm] due to the road surface gradient ^. [Nm] may be calculated.

ここで、（１９）式のＫ_slopeは路面勾配分走行抵抗補正係数［−］であり、０〜１．０の範囲で設定する。補正係数Ｋ_slopeをゼロとした場合、出力軸回転速度目標値ω_o ^*は平坦路走行時と同様の値となるため、実際の出力軸回転速度検出値ω_oも平坦路と同様の加速性能を実現できる。一方、補正係数Ｋ_slopeを１．０とした場合、出力軸回転速度目標値ω_o ^*は勾配路走行時と同様の値となるため、実際の出力軸回転速度検出値ω_oも勾配路走行と同様の加速性能となる。このように、目標車両トルクＴ_o ^*を路面勾配による走行抵抗で補正することにより、設計者の意図する加速性能を得ることができる。

Here, K _{slope in the} equation (19) is a road resistance correction coefficient [−] corresponding to the road gradient, and is set in the range of 0 to 1.0. When the correction coefficient K _slope is zero, the output shaft rotational speed target value ω _o ^* is the same value as when running on a flat road, so the actual output shaft rotational speed detected value ω _o is also the same acceleration performance as that on a flat road. Can be realized. On the other hand, when the correction coefficient K _slope is 1.0, the output shaft rotational speed target value ω _o ^* is the same value as when traveling on the slope road, so the actual output shaft rotational speed detected value ω _o is also traveled on the slope road. The acceleration performance is the same as Thus, the target vehicle torque T _o ^* by correcting the travel resistance due to the road surface gradient can be obtained acceleration performance intended by the designer.

  Although a detailed description of the road surface gradient estimation method is omitted, the road surface gradient estimation method is calculated based on, for example, the deviation between the acceleration detected value by the acceleration sensor and the wheel acceleration (differential value of the vehicle speed Vsp).

Next, a method of calculating the input shaft rotational speed target value ω _cl2i ^* [rpm] of the second clutch 4 will be described with reference to the flow of FIG. 12 (subroutine of step 9 of FIG. 4A).

The input shaft rotational speed target value ω _cl2i ^* includes the first clutch control mode flag fCL1, the second clutch control mode flag CL2MODE, and the basic second clutch torque capacity command value T _cl2. Calculated from _base ^* , second clutch oil temperature Temp _cl2, and battery charge SOC. This will be specifically described below.

In FIG. 12, in step 51, the slip rotation speed target value ω _{cl2 of} the second clutch 4 is divided into the following three cases. Calculate _slp ^* [Nm]. Here, the “slip rotational speed target value” is a target value of a difference between the input shaft rotational speed of the second clutch and the output shaft rotational speed of the second clutch.

２）フラグｆＣＬ１＝０（開放モード）でかつフラグＣＬ２ＭＯＤＥ＝３（コーストスリップモード）である場合

３）フラグｆＣＬ１＝１（締結モード）でかつまだエンジントルクが発生していない場合（エンジン始動中）

ここで、上記（２０）式右辺のｆ_{cl2 slp cl1OP DRV}（Ｔ_{cl2 base} ^*，Ｔｅｍｐ_cl2）は、基本第２クラッチトルク容量指令値Ｔ_{cl2 base} ^*および第２クラッチ油温Ｔｅｍｐ_cl2を入力とした関数である。実際には（２０）式右辺の関数ｆ_{cl2 slp cl1OP DRV}（Ｔ_{cl2 base} ^*，Ｔｅｍｐ_cl2）に代えて、例えば図１３を内容とするマップで与えておく。基本第２クラッチトルク容量指令値Ｔ_{cl2 base} ^*と第２クラッチ油温Ｔｅｍｐ_cl2から図１３を内容とするマップを検索することにより、ＥＶ走行でのドライブスリップモードではスリップ回転速度目標値ω_{cl2 slp} ^*を正の値で算出する。 1) When flag fCL1 = 0 (open mode) and flag CL2MODE = 2 (drive slip mode)

2) When flag fCL1 = 0 (open mode) and flag CL2MODE = 3 (coast slip mode)

3) When flag fCL1 = 1 (engagement mode) and engine torque has not yet occurred (during engine start)

Here, f _{cl2 on the} right side of the above equation (20) _{slp cl1OP DRV} (T _{cl2 base} ^* , Temp _cl2 ) is the basic second clutch torque capacity command value T _{cl2 This} is a function with the _base ^* and the second clutch oil temperature Temp _cl2 as inputs. Actually, the function f _{cl2 on the} right side of the equation (20) _{slp cl1OP DRV} (T _{cl2 Instead of base} ^* , Temp _cl2 ), for example, a map having the contents shown in FIG. 13 is given. Basic second clutch torque capacity command value T _cl2 By searching a map having the contents shown in FIG. 13 from the _base ^* and the second clutch oil temperature Temp _cl2 , the slip rotational speed target value ω _cl2 is obtained in the drive slip mode in the EV traveling. Calculate _slp ^* as a positive value.

As shown in FIG. 13, the clutch capacity command value T _{cl2 When} the second clutch oil temperature Temp _cl2 is relatively high under a constant _base ^* condition, the slip rotational speed target value ω _{cl2 is} greater than when the second clutch oil temperature Temp _cl2 is relatively low. By reducing _slp ^* , the second clutch oil temperature Temp _cl2 can be prevented from rising. In addition, the clutch capacity command value T _cl2 under the condition that the second clutch oil temperature Temp _cl2 is constant. Clutch capacity command value T _cl2 when _base ^* is relatively large Slip rotation speed target value ω _cl2 than when _base ^* is relatively small By reducing _slp ^* , the second clutch oil temperature Temp _cl2 can be prevented from rising.

Similarly, f _{cl2 on the} right side of equation (21) above _{slp cl1OP CST} (T _{cl2 base} ^* , Temp _cl2 ) is also the basic second clutch torque capacity command value T _{cl2 This} is a function with the _base ^* and the second clutch oil temperature Temp _cl2 as inputs. Actually, the function f _{cl2 on the} right side of the equation (21) _{slp cl1OP CST} (T _{cl2 Instead of base} ^* , Temp _cl2 ), for example, a map having the contents shown in FIG. 14 is given. Basic second clutch torque capacity command value T _cl2 By searching a map having the contents shown in FIG. 14 from the _base ^* and the second clutch oil temperature Temp _cl2 , the slip rotational speed target value ω _cl2 in the coast slip mode in the EV traveling mode. Calculate _slp ^* as a negative value.

As shown in FIG. 14, the clutch capacity command value T _{cl2 When} the second clutch oil temperature Temp _cl2 is relatively high under a constant _base ^* condition, the slip rotational speed target value ω _{cl2 is} greater than when the second clutch oil temperature Temp _cl2 is relatively low. _{By making slp} ^* smaller in absolute value, the second clutch oil temperature Temp _cl2 can be prevented from rising. In addition, the clutch capacity command value T _cl2 under the condition that the second clutch oil temperature Temp _cl2 is constant. Clutch capacity command value T _cl2 when _base ^* is relatively large Slip rotation speed target value ω _cl2 than when _base ^* is relatively small _{By making slp} ^* smaller in absolute value, the second clutch oil temperature Temp _cl2 can be prevented from rising.

  The first term on the right side of the equation (22) is a basic value of the slip rotation speed target value for starting the engine, and the second term on the right side of the equation (22) is an increase in the slip rotation speed target value for starting the engine. The sum of these becomes the slip rotation speed target value for starting the engine.

First, f _{cl1 in} the first term on the right side of equation (22) _{slp cl1OP} (T _{cl2 base} ^* , Temp _cl2 ) is the basic second clutch torque capacity command value T _{cl2 This} is a function with the _base ^* and the second clutch oil temperature Temp _cl2 as inputs. Actually, the function f _{cl1 of} the first term on the right side of the equation (22) _{slp cl1OP} (T _{cl2 Instead of base} ^* , Temp _cl2 ), a map having the same characteristics as in FIG. 13 is given, and the basic value of the target slip rotation speed for starting the engine is calculated by searching the map having the same characteristics.

Next, f _{cl2 in} the second term on the right side of equation (22) Δω _slp (T _{eng start} ) is a function for calculating an increase in the target value of the slip rotation speed at the time of engine start, and the engine start distribution motor torque T _{eng Take start} as input. Actually, the function f _{cl2 of} the second term on the right side of the equation (22) Δω _slp (T _eng Instead of _start ), for example, the table shown in FIG. 15 is used. As shown in FIG. 15, the engine start distribution motor torque T _{eng When start} is relatively small, T _eng Increase in slip rotation speed target value Δω _cl2 than when _start is relatively large _{The slp} ^* is increased. As a result, T _{eng When start} is relatively small, T _eng Slip rotational speed target value ω _cl2 for starting the engine than when _start is relatively large Set _slp ^* higher. As a result, disturbance from the first clutch 3 cannot be completely cancelled, and sudden engagement of the first clutch 3 can be prevented even when the rotational speed is reduced. As a result, the engine 2 can be started without causing acceleration fluctuations. it can.

If the slip rotation speed control is to be continued even after the engine is started, the slip rotation speed target value ω _{cl2 slp} ^* is the same as during EV traveling (the increment of the slip rotation speed target value is not added). This is the slip rotation speed target value ω _cl2 Ends the computation of _slp ^* .

Returning to the flow of FIG. 12, in step 52, the slip rotational speed target value ω _{cl2 thus} determined is _{obtained. From the slp} ^* and the output shaft rotational speed detection value ω _o , the input shaft rotational speed target value ω _cl2i ^* of the second clutch 4 is calculated based on the following equation (23).

ＥＶ走行でのコーストスリップモードではスリップ回転速度目標値ω_{cl2 slp} ^*が負の値であることから、（２３）式によって、出力軸回転速度目標値ω_o ^*よりもスリップ回転速度目標値ω_{cl2 slp} ^*の絶対値｜ω_{cl2 slp} ^*｜の分だけ低い値が入力軸回転速度目標値ω_cl2i ^*となる。すなわち、図３第２段目に示したように、ＥＶ走行でのコーストスリップモードでは出力軸回転速度目標値ω_o ^*と入力軸回転速度目標値ω_cl2i ^*の差がＥＶ走行でのコーストスリップモードにおけるスリップ回転速度目標値ω_{cl2 slp} ^*である。

In coast slip mode in EV mode, slip rotational speed target value ω _{cl2 Since slp} ^* is a negative value, the slip rotational speed target value ω _{cl2 is} greater than the output shaft rotational speed target value ω _o ^* by the equation (23). absolute value of _slp ^* | ω _{cl2 The} value lower by the amount of _slp ^* | is the input shaft rotational speed target value ω _cl2i ^* . That is, as shown in the second row of FIG. 3, in the coast slip mode in EV traveling, the difference between the output shaft rotational speed target value ω _o ^* and the input shaft rotational speed target value ω _cl2i ^* is the coast slip in EV traveling. Slip rotation speed target value ω _{cl2 slp} ^* .

On the other hand, in the drive slip mode in EV running, the slip rotation speed target value ω _{cl2 Since slp} ^* is a positive value, according to equation (23), the slip rotational speed target value ω _{cl2 is} greater than the output shaft rotational speed target value ω _o ^*. _A value that is higher by _slp ^* is the input shaft rotational speed target value ω _cl2i ^* . That is, as shown in the second stage of FIG. 3, in the drive slip mode in EV traveling, the difference between the input shaft rotational speed target value ω _cl2i ^* and the output shaft rotational speed target value ω _o ^* is the drive slip in EV traveling. Slip rotation speed target value ω _{cl2 slp} ^* .

Further, when the flag fCL1 = 1 (engagement mode), the input shaft rotation speed target value ω _cl2i ^* calculated by the above equation (23) is subjected to the upper and lower limit restriction processing with the upper and lower limits of the engine rotation speed. The target input shaft rotation speed is set to the target value.

According to the above equation (23), even if the output shaft rotational speed detection value ω _o does not coincide with the target value ω _o ^* , the input shaft rotational speed detection value is obtained using a motor with relatively excellent control performance. omega is controlled so _cl2i coincides with the target value ω _cl2i ^*, the slip rotational speed target value omega _{cl2 slp} ^* can be realized. Here, the “control performance” of the motor means responsiveness and absolute accuracy of torque.

Next, processing (motor rotation speed control) when the motor controller 17 receives the input shaft rotation speed target value ω _cl2i ^* calculated in the flow of FIG. 12 will be described. First, in the motor controller 17, _slip rotation is performed so that the input shaft rotation speed detection value ω _cl2i (= motor rotation speed detection value) matches the input shaft rotation speed target value ω _cl2i ^* (= motor rotation speed target value). motor torque command value T _m of a for speed control Calculate _FB . Various methods can be considered. For example, the difference ω _m between the input shaft rotation speed detection value ω _cl2i [rpm] and the input shaft rotation speed target value ω _cl2i ^* [rpm] _{From err} [rpm], a motor torque command value T _m for slip rotation speed control based on the following equation (24): _FB [Nm] is calculated.

（２４）式右辺の括弧内は比例要素と積分要素とからフィードバック制御系を構成するものである。このように、偏差である差分ω_{m err}に対して積分処理を施し所定の係数を乗じた値（（２４）式右辺第２項）を用いることにより、モータ１に外乱が加わった場合でも、モータ回転速度検出値ω_cl2iをモータ回転速度目標値ω_cl2i ^*と一致させることができる。

The parentheses on the right side of the equation (24) constitute a feedback control system from a proportional element and an integral element. Thus, the difference ω _m that is the deviation Even if a disturbance is applied to the motor 1 by using a value obtained by integrating the _err and multiplying by a predetermined coefficient (the second term on the right side of the equation (24)), the motor rotation speed detection value ω _cl2i is _converted into the motor rotation. It can be made to coincide with the speed target value ω _cl2i ^* .

Next, the final motor torque command value T _{m A} method of calculating _fin ^* will be described with reference to the flow of FIG. 16 (subroutine of step 24 of FIG. 4B). Final motor torque command value T _{m fin} ^* is a value newly introduced in the present embodiment. That is, in the current control, the motor torque command value T _m for the slip rotation speed control is controlled during the slip rotation speed control. _The motor 1 is controlled using the _FB . On the other hand, in this embodiment, during the slip rotation speed control, the motor torque command value T _m for slip rotation speed control. Final motor torque command value T _m instead of _{FB The} motor 1 is controlled using _fin ^* .

In FIG. 16, in step 61, the switching of the sign of the slip rotation speed target value ω _cl2slp ^* [rpm] of the second clutch 4 is determined. Actually, ω _cl2 which is the current value of the slip rotation speed target value of the second clutch 4 _slp ^* and the previous value of slip rotation speed target value ω _{cl2 slp} Compare the result of multiplying _z1 ^* with zero. During coasting in EV travel, the target braking / driving force Fd ^* becomes negative and the coast slip mode is entered (see steps 31, 32, 33, and 36 in FIG. 11). In _coasting slip mode for EV running, the slip rotation speed target value ω _cl2 The sign of _slp ^* is negative both last time and this time (see FIG. 14). For this reason, the result of multiplication is positive in the coast slip mode in EV traveling. In other words, if the result of multiplication is positive, the slip rotation speed target value ω _{cl2 It} is determined that the sign of _slp ^* has not been switched, and the process proceeds to step 62.

In step 62, the slip rotational speed target value code switching flag (initially set to zero when the ignition switch is turned on) fsg is checked. The sign switching flag fsg is set to the slip rotational speed target value ω _{cl2 as} will be described later at step 64. _This flag is set to fsg = 1 when the sign of _slp ^* is switched. Here, it is assumed that the sign switching flag fsg = 0, and the routine proceeds to step 63 where the motor torque command value T _m for slip rotation speed control is reached. _{Leave FB} [Nm] as it is Final motor torque command value T _{m fin} ^* [Nm]. Thus, in the coast slip mode in EV traveling, the slip rotation speed target value ω _cl2 T _m if the sign of _slp ^* does not change _FB and T _{m Since fin} ^* matches, it is not different from the current control.

On the other hand, when the accelerator pedal is depressed during coasting in EV traveling, the target braking / driving force Fd ^* becomes zero or more and the coast slip mode is shifted to the drive slip mode (steps 31, 32, 33, and 35 in FIG. 11). reference). In the drive slip mode in EV running, the slip rotation speed target value ω _cl2 The sign of _slp ^* becomes positive (see FIG. 13). That is, when switching from the coast slip mode to the drive slip mode, the result obtained by multiplying the previous and current signs in step 61 becomes a negative value. At this time, the slip rotation speed target value ω _{cl2 After} determining that the sign of _slp ^* has been switched from a negative value to a positive value and setting the sign switch flag fsg = 1 in step 64, the process proceeds to step 65. The sign switching flag fsg = 1 is a motor torque command value T _m for slip rotation speed control. _{The FB} is instructed to perform the change rate limiting process using the motor torque change rate limit value ΔT _m ^* . Here, the “change rate limiting process” means that the increment (slope) of the final motor torque command value per control cycle does not exceed a predetermined value (here, the increment per control cycle is defined as the motor torque change rate). Limit value ΔT _m ^* ).

In step 65, T _m which is the previous value of the final motor torque command value. _{fin z1} ^* and motor torque command value T _m for slip rotation speed control Absolute value of difference from _FB (calculated by equation (24)) | T _{m fin z1} ^* −T _{m FB} | is compared with the motor torque change rate limit value ΔT _m ^* . Here, the motor torque change rate limit value ΔT _m ^* is a value for determining whether or not the condition for performing the change rate limit process is present, and is set in advance as a positive value. Absolute value of difference | T _{m fin z1} ^* −T _{m If FB} | is equal to or less than the motor torque change rate limit value ΔT _m ^* , it is determined that there is no condition for performing the change rate limit process, and the routine proceeds to step 63 where the motor torque command value T _m for slip rotation speed control is determined. _{FB as it} is Final motor torque command value T _{m Let fin} ^* .

On the other hand, the absolute value of the difference | T _{m fin z1} ^* −T _{m If FB} | exceeds the motor torque change rate limit value ΔT _m ^* , it is determined that the condition for performing the rate of change limit process is satisfied, and the process proceeds to step 66 and subsequent steps.

Steps 66 to 68 are steps for motor torque command value T _m for slip rotation speed control. _FB is subjected to change rate limiting processing using the motor torque change rate limit value ΔT _m ^*, and the value after the application is the final motor torque command value T _{m This} is the part _{marked fin} ^* . First, in step 66, T _m which is the previous value of the final motor torque command value. _{fin z1} ^* and motor torque command value T _m for slip rotation speed control Compare with _FB . Immediately after depressing the accelerator pedal during EV driving, T _m T _m where _FB is the previous value of the final motor torque command value _{fin Since z1} ^* is exceeded, the process proceeds to step 67 and the final motor torque command value T _{m is} calculated by the following equation (25). _fin ^* [Nm] is calculated.

T _{m fin} ^* = T _{m fin ^{z1 * + ΔT m * (25}} )
Equation (25) is the previous value T _{m fin The} value obtained by adding ΔT _m ^* , which is the increment per control cycle, to _z1 ^* is the current value T _{m As fin} ^* , that is, the motor torque change rate limit value ΔT _m ^* is used to limit the increment per control cycle of the final motor torque command value.

On the other hand, T _m which is the previous value of the final motor torque command value _{fin z1} ^* indicates the motor torque command value T _m for slip rotation speed control _If it is greater than or equal to _FB , the process proceeds to step 68, where the final motor torque command value T _{m is} calculated by the following equation. _fin ^* [Nm] is calculated.

T _{m fin} ^* = T _{m fin z1} ^* −ΔT _m ^* (26)
Steps 65 to 677 are adopted when acceleration is performed by depressing the accelerator pedal during EV driving coast, and steps 65, 66, and 68 are not adopted. Therefore, in the following, steps 65 to 67 are adopted. Is mainly explained. When accelerating during the EV driving coast, at step 61, ω _{cl2 It} is determined that the sign of _slp ^* has been switched from negative to positive, and the process proceeds to step 64 and after. However, after the sign has been switched to a positive value, ω _cl2 The sign of _slp ^* remains positive. That is, in step 61, the previous and current signs are both positive and identical. At this time, the process proceeds from step 61 to step 62. Since the flag fsg = 1 in step 64 at the previous processing, the process proceeds from step 62 to step 69.

Step 69 is a part for determining whether or not to end the change rate limiting process. Specifically, in step 69, the final motor torque command value T _m Compare _fin ^* with the final second clutch torque command value T _cl2 ^* . Immediately after the accelerator pedal is depressed during coasting in EV driving, the final motor torque command value T _{m The} final second clutch torque command value _Tcl2 ^* is larger than _fin ^* . Therefore, the final motor torque command value T _{m As long as fin} ^* is equal to or less than the final second clutch torque command value _Tcl2 ^* , the process proceeds to step 65 and thereafter. In step 65, | T _{m fin z1} ^* −T _{m If FB} |> ΔT _m ^* , the operations in steps 66 and 67 are repeated. As a result, the final motor torque command value T _{m fin} ^* increases by the motor torque change rate limit value ΔT _m ^* per control cycle.

By repeating the operation of step 67, the final motor torque command value T _{m is obtained in} step 69. _{When fin} ^* exceeds the final second clutch torque command value _Tcl2 ^* , the final motor torque command value _{Tm It is determined that fin} ^* has reached the final second clutch torque command value _Tcl2 ^* . At this time, the process proceeds to step 70 in order to end the rate-of-change restriction process, and after the code switching flag fsg = 0, the operation of step 63 is executed. From the next processing timing when the code switching flag fsg = 0, the operations of steps 61, 62, and 63 are repeatedly executed.

The change rate limiting process of this embodiment will be further described with reference to FIG. The output shaft rotational speed target value ω _o ^* is a coast step mode in EV driving, and slowly decreases as shown by a thin solid line in the second stage of FIG. 3, and slowly again from the timing t1 when the accelerator pedal is depressed. And rise. On the other hand, the input shaft rotational speed target value ω _cl2i ^* is a coast slip mode in EV traveling, and the slip rotational speed target value is _{calculated from the} output shaft rotational speed target value ω _o ^* as shown by the broken line in the second stage of FIG. Absolute value | ω _{cl2 It} goes down by _slp ^* |. Slip rotational speed target value ω _cl2 at the timing of t1 when shifting to the drive slip mode It rises stepwise by the amount of _slp ^* , and then the slip rotational speed target value ω _cl2 from the output shaft rotational speed target value ω _o ^* _{Move up by slp} ^* . Further, in the coast slip mode in EV traveling, the input shaft rotational speed detection value ω _cl2i matches the input shaft rotational speed target value ω _cl2i ^* as shown by a thick solid line in the second row of FIG.

Next, a motor torque command value T _m for slip rotation speed control in the coast slip mode in EV traveling. _FB is a negative constant value as indicated by a broken line in the third row of FIG. In coast slip mode in EV mode, slip rotational speed target value ω _{cl2 Since} the sign of _slp ^* is a negative value and does not change, the motor torque command value T _m for slip rotation speed control _FB is the final motor torque command value T _{m as it is fin} ^* Therefore, the final motor torque command value T _{m fin} ^* _{changes at} a constant negative value until the timing of t1, as indicated by a thick solid line in the third row of FIG. For easy viewing, the broken line T _{m FB} is thick solid line T _{m Although} it is shown slightly shifted from _fin ^* , in fact, they are the same in coast slip mode in EV driving.

Slip rotational speed target value ω _cl2 at timing t1 _Since the sign of _slp ^* is switched from a negative value to a positive value, the sign switching flag fsg = 1. In the present embodiment, unlike the current control, the flag CL2MODE = 1 (engaged mode) is temporarily set from the timing t1, and the second clutch 4 is brought into the engaged state in accordance with the instruction of this flag. For this reason, the input shaft rotational speed detection value ω _cl2i is the output shaft rotational speed detection value ω _o (= output) at the timing t4 slightly delayed from the timing t1, as indicated by the thick solid line in the second stage of FIG. This coincides with the shaft rotation speed target value ω _o ^* ). As a result, after the timing t1, the input shaft rotational speed detection value ω _cl2i deviates more than the input shaft rotational speed target value ω _cl2i ^* . Therefore, these differences ω _m Motor torque command value T _m for slip rotation speed control calculated from _{err FB} rises stepwise as indicated by a broken line in the third row of FIG.

As a result, the final motor torque command value T _m immediately after the timing of t1. _fin ^* is less than or equal to the final second clutch torque command value T _cl2 ^* and | T _{m fin z1} ^* −T _{m The} condition that _FB |> ΔT _m ^* is satisfied, and the change rate limiting process is started. By this change rate limiting process, the final motor torque command value T _{m fin} ^* gradually increases with a predetermined slope determined by the motor torque change rate limit value ΔT _m ^* .

The final motor torque command value T _m The gradual increase of _fin ^* (that is, the rate of change limiting process) is T _{m The process} ends at the timing t2 when _fin ^* reaches the final second clutch torque command value _Tcl2 ^* .

After t2 when the change rate limiting process ends, the motor torque command value T _m for slip rotation speed control _FB is the final motor torque command value T _{m as it is fin} ^* As described above, since the second clutch 4 is engaged until the timing t2, the input shaft rotational speed detection value ω _cl2i becomes the input shaft rotational speed target value ω _cl2i immediately after the timing t2 in the third stage of FIG. ^* From slip rotation speed target value ω _cl2 There is a large gap by _slp ^* . Therefore, at the timing at which the second clutch 4 is temporarily disengaged immediately after the timing t2, a large difference ω _m between the input shaft rotational speed detection value ω _cl2i and the input shaft rotational speed target value ω _cl2i ^*. Motor torque command value T _m for slip rotation speed control based on _{err FB} is calculated. For this reason, immediately after the timing t2, the motor torque command value T _m for slip rotation speed control is set. _FB rises stepwise, and then gradually decreases toward the final second clutch torque command value T _cl2 ^* . The input shaft rotational speed detection value ω _cl2i follows the input shaft rotational speed target value ω _cl2i ^* from the timing t2. The motor torque command value T _m for slip rotation speed control that changes immediately after the timing of t2. _As shown by the thick solid line in the third row of FIG. 3, _FB is the final motor torque command value T _{m as it is. fin} ^*

T _m changes in this way _{When the} motor 1 is controlled by _fin ^* , the actual driving torque transmitted to the wheel 7 is the final motor torque during the period from the timing t1 to the timing t2 as shown by the thin solid line in the third stage of FIG. Command value T _m It gradually increases with the same inclination as that of _fin ^* . In the current control, the actual drive torque changes stepwise at the timing of t1 (see the thin solid line in the third stage in FIG. 2), which causes a driving shock due to a sudden change in the actual drive torque. In this embodiment, The actual driving torque gradually increases with an inclination. As a result, the occurrence of torque shock and torsional vibration of the vehicle due to depression of the accelerator pedal during stall during EV traveling is suppressed.

  Here, the effect of this embodiment is demonstrated.

In the present embodiment, target braking / driving torque calculating means for calculating a target braking / driving torque Td ^* from the accelerator opening Apo (the driver's acceleration operation amount) and the vehicle speed Vsp (vehicle state) (see step 3 in FIG. 4A). And the basic second clutch torque capacity command value T _cl2 from the target braking / driving torque Td ^* Clutch torque capacity command value calculating means (see step 8 in FIG. 4A) for calculating _BASE (a torque capacity command value that is a transmission torque of a clutch capable of engaging / disengaging the wheel 7 and the drive source), and a target braking / driving torque Td ^* From slip rotational speed target value ω _{cl2 of} the second clutch 4 Slip rotation speed target value calculating means (see step 51 in FIG. 12) for calculating _slp ^* (a target value of slip rotation speed, which is the differential rotation speed of the clutch input / output shaft), and detecting the rotation speed of the clutch output shaft Output shaft rotation speed sensor 24 (clutch output shaft rotation speed detection means), clutch output shaft rotation speed detection value ω _o (clutch output shaft rotation speed detection value), and slip rotation speed target value ω _cl2 Clutch input shaft rotational speed target value calculation means (see step 52 in FIG. 12) for calculating the input shaft rotational speed target value ω _cl2i ^* (clutch input shaft rotational speed target value) from _slp ^* , and input shaft rotational speed detection value omega _Cl2i (clutch of the input shaft rotational speed) of the input shaft rotational speed target value _ω cl2i ^* motor torque command value T _m of a slip rotational speed control to match the (clutch input shaft rotational speed target value) Drive source torque command value calculation means for calculating _FB (torque command value given to the drive source), and a slip rotation speed target value ω _{cl2 When} the sign of _slp ^* is switched, the clutch is temporarily engaged (see FIG. 17), and the motor torque command value T _m for slip rotation speed control is set. Predetermined rate-of-change restriction processing is performed on _FB (torque command value given to the drive source) (see steps 61, 64, and 67 in FIG. 16). According to the present embodiment, when the sign of the slip rotation speed target value is switched instantaneously, the sign of the actual slip rotation speed detection value is not suddenly switched, and the second clutch 4 is once engaged. When the second clutch 4 is engaged, the actual driving torque transmitted to the wheel 7 is the motor torque command value T _m for slip rotation speed control. Because it is the value that _FB is subjected to rate of change restriction processing, it does not change suddenly. Thereby, the driving shock accompanying the sudden change of the actual driving torque can be suppressed even in the driving scene in which the sign of the slip rotation speed target value is switched instantaneously.

According to the present embodiment, the final motor torque command value T _m after the start of the change rate limiting process. _The rate of change restriction process is canceled when _fin ^* (the value of the torque command value given to the drive source subjected to the rate of change restriction process) matches the final second clutch torque command value T _cl2 ^* (the torque capacity command value of the clutch). Therefore, the second clutch 4 shifts to the slip state (see steps 61, 62, 69, 70, and 63 in FIG. 16). After the second clutch 4 shifts to the slip state, the actual driving torque transmitted to the wheel 7 becomes the clutch torque capacity (T _cl2 ^* ) of the second clutch 4. Unless the clutch torque capacity is changed suddenly, the actual driving torque transmitted to the wheel 7 does not change suddenly. Further, by canceling the change rate limiting process, the followability of the input shaft rotational speed detection value ω _{cl2i to} the input shaft rotational speed target value ω _cl2i ^* is improved. As a result, the followability of the slip rotation speed can be improved while suppressing the driving shock accompanying the sudden change in the actual driving torque.

In the present embodiment, the driving scene in which acceleration is performed during the coasting in the EV traveling is mainly described. However, the present invention is not limited to this driving scene. For example, even when the sign of the slip rotation speed target value is switched to start the engine 2 from the deceleration state of the vehicle, a driving shock accompanying a sudden change in the actual driving torque occurs. Therefore, when the sign of the slip rotation speed target value is switched in order to start the engine from the deceleration state of the vehicle, the second clutch is temporarily engaged and the motor torque command value T for slip rotation speed control is set. _m It is conceivable to apply a predetermined change rate limiting process that is the same as or similar to that of the first embodiment to the _FB .

Thus, according to another example of the present embodiment, the engine 2, the motor 1, the first clutch 3 capable of fastening / releasing the engine 2 and the motor 1, and the motor 1 and the wheel 7 can be fastened / released. When the second clutch 4 is included, the motor 1 is employed as the drive source, the second clutch 4 is employed as a clutch capable of fastening / releasing the wheel and the drive source, and the target braking / driving torque Td ^* First clutch torque capacity command value calculation means (see step 18 in FIG. 4B) for calculating the torque capacity command value T _cl1 ^* of the first clutch 3 from the vehicle speed Vsp (vehicle state), and the engagement / release state of the first clutch 3 the basic motor torque command value from the target braking and driving torque Td ^* and T _e engine torque command value calculation means (refer to step 6 in FIG. 4A) for calculating _base ^* (torque command value given to the engine), and a slip rotation speed target value ω _cl2 for starting the engine 2 from the deceleration state of the vehicle _When the sign of _slp ^* is switched, the second clutch 4 is temporarily engaged and the motor torque command value T _m for slip rotation speed control is set. By applying a predetermined rate-of-change limiting process to _FB (torque command value given to the motor 1), the slip rotation speed target value ω _cl2 for engine start Even when the sign of _slp ^* is switched, a sudden change in the actual driving torque can be suppressed. Thereby, it is possible to shift from EV traveling to HEV traveling without giving the driver a sense of incongruity.

(Second Embodiment)
The flow in FIG. 18 is for explaining the method of calculating the final motor torque command value of the second embodiment, and replaces the flow of FIG. 16 in the first embodiment. The same parts as those in FIG. 16 are denoted by the same reference numerals.

In the first embodiment, the final motor torque command value T _m Whether or not to end the change rate limiting process is determined depending on whether or not _fin ^* has reached the final second clutch torque command value _Tcl2 ^* .

  In the first embodiment, as shown in FIG. 3, the second clutch 4 is temporarily engaged until the timing t2, and the engagement state of the second clutch 4 is released and released immediately after the timing t2. It is said. That is, it may be determined that the change rate limiting process is terminated at the timing when the second clutch 4 is temporarily released and released. Therefore, in the second embodiment, it is determined based on the state of the second clutch 4 whether or not to end the change rate limiting process.

The difference from the first embodiment will be mainly described. In FIG. 18, the slip rotation speed target value ω _{cl2 When} the sign of _slp ^* is switched, the process proceeds to step 64 to set the sign switch flag fsg = 1, and then the second timer is started at step 101. Here, the second timer is started only by setting the second timer value = 0, and the second timer value is not immediately incremented. The timing for starting the increment of the second timer value is the slip rotation speed detection value ω _cl2 as described later in step 103. _This is the timing when _slp matches zero. The second timer has the flag fsg = 1 and the slip rotation speed detection value ω _{cl2 This} is to measure the elapsed time from the timing when _slp becomes zero.

Immediately after the sign switching flag fsg = 1, the routine proceeds from step 61, 62 to step 102. In step 102, the difference between the output shaft rotation speed detection value ω _o [rpm] and the input shaft rotation speed detection value ω _cl2i [rpm] is determined as the slip rotation speed detection value ω _cl2. Calculated as _slp [rpm]. Here, the input shaft rotational speed ω _cl2i is _detected by the input shaft rotational speed sensor 23, and the output shaft rotational speed detection value ω _o is detected by the output shaft rotational speed sensor 24.

Step 103 considers a response delay until the second clutch 4 is actually engaged after the sign switching flag fsg = 1 in Step 64. Specifically, in step 103, the slip rotation speed detection value ω _cl2 By comparing _slp and zero [rpm], it is determined whether or not the second clutch 4 is actually engaged. Slip rotation speed detection value ω _{cl2 When slp} is not zero, it is determined that the second clutch 4 is not yet engaged, and the process _proceeds from step 103 to step 65 and the subsequent steps to perform the change rate limiting process.

On the other hand, in step 103, the slip rotation speed detection value ω _{cl2 When slp} is equal to zero, it is determined that the second clutch 4 is actually engaged, and the _routine proceeds to step 104 where the second timer value is incremented.

  In step 105, the second timer value is compared with the predetermined value 2. Here, the predetermined value 2 determines the time during which the second clutch 4 is engaged, and is set in advance. The predetermined value 2 may be the same value as the predetermined value 1 (which defines the time during which the second clutch 4 is in the engaged state). When the second timer value is less than the predetermined value 2, it is determined that the second clutch 4 is still in the temporarily engaged state, and the process proceeds from step 105 to step 65 and the subsequent steps to perform the change rate limiting process.

    As long as the second timer value does not reach the predetermined value 2, the process proceeds to step 65 and the subsequent steps, and the change rate limiting process is continued. When the second timer value becomes equal to or larger than the predetermined value 2 in step 105 due to repetition of the operation in step 104, it is determined that the second clutch 4 has been switched from the engaged state to the released state. At this time, in order to end the change rate limiting process, the routine proceeds to step 70, where the code switching flag fsg = 0 is set.

Thus, according to the second embodiment, the sensor 23 (clutch input shaft rotational speed detecting means) that detects the input shaft rotational speed of the second clutch 4 (clutch) and the input shaft rotational speed detected value ω _cl2i (clutch input). Slip rotation speed detection value ω _cl2 from shaft rotation speed detection value) and output shaft rotation speed detection value ω _o (clutch output shaft rotation speed detection value) Slip rotation speed detection value calculation means (see step 102 in FIG. 18) for calculating _slp , and a slip rotation speed detection value ω _{cl2 Since slp} is zero, the change rate limiting process is canceled after a predetermined value 2 has elapsed (after a fixed time) after the second clutch 4 is once engaged (steps 103, 104, 105, FIG. 18). 70, 63), the second clutch 4 shifts to the slip state. After the second clutch 4 shifts to the slip state, the actual driving torque transmitted to the wheel 7 becomes the clutch torque capacity (T _cl2 ^* ) of the second clutch 4. Unless the clutch torque capacity is changed suddenly, the actual driving torque transmitted to the wheel 7 does not change suddenly. Further, by canceling the change rate limiting process, the followability of the input shaft rotational speed detection value ω _{cl2i to} the input shaft rotational speed target value ω _cl2i ^* is improved. As a result, similar to the first embodiment, it is possible to improve the followability of the slip rotation speed while suppressing a driving shock accompanying a sudden change in the actual driving torque.

In FIG. 3 of the first embodiment, the case where the final second clutch torque command value T _cl2 ^* is constant during the change rate limiting process has been described. However, the final second clutch torque command value T _cl2 during the change rate limiting process is described. ^A third embodiment is conceivable in which the timing of ending the change rate limiting process is advanced by gradually decreasing ^* . By accelerating the timing at which the change rate limiting process is completed, the timing for shifting the second clutch 4 from the temporarily engaged state to the disengaged state is expedited, and the engine start time when the second clutch 4 is disengaged can be shortened. . Thus, according to the third embodiment, the final second clutch torque command value _Tcl2 ^* (clutch torque capacity command value) is gradually decreased during the change rate limiting process, _whereby the second clutch 4 is temporarily _stopped ^. The engine start-up time can be shortened by the amount that the transition timing from the target engagement state to the release state is advanced.

  In the embodiment, the case where the present invention is applied to a hybrid vehicle has been described. However, the present invention can also be applied to an electric vehicle using only a motor as a drive source.

1 Motor (drive source)
2 Engine 3 First clutch 4 Second clutch (clutch)
7 wheel 9 battery 13 integrated controller 15 clutch controller 17 motor controller 21 accelerator sensor 23 input shaft rotational speed sensor (clutch input shaft rotational speed detecting means)
24 output shaft rotation speed sensor (clutch output shaft rotation speed detection means)

Claims (6)

Target braking / driving torque calculating means for calculating a target braking / driving torque from the acceleration operation amount of the driver and the vehicle state;
Clutch torque capacity command value calculation means for calculating a torque capacity command value that is a transmission torque of a clutch capable of engaging / disengaging a wheel and a drive source from the target braking / driving torque;
Slip rotational speed target value calculating means for calculating a target value of slip rotational speed which is a differential rotational speed of the input / output shaft of the clutch from the target braking / driving torque;
Clutch output shaft rotational speed detection means for detecting the rotational speed of the clutch output shaft;
Clutch input shaft rotational speed target value calculating means for calculating a rotational speed target value of the clutch input shaft from the clutch output shaft rotational speed detection value and the slip rotational speed target value;
Drive source torque command value calculating means for calculating a torque command value to be applied to the drive source so that the input shaft rotation speed of the clutch matches the clutch input shaft rotation speed target value;
In the clutch control device having
When the sign of the slip rotation speed target value is switched, the clutch is temporarily engaged and a predetermined change rate limiting process is applied to a torque command value to be applied to the drive source. apparatus. Clutch input shaft rotational speed detecting means for detecting the input shaft rotational speed of the clutch;
A slip rotation speed detection value calculating means for calculating a slip rotation speed detection value from the clutch input shaft rotation speed detection value and the clutch output shaft rotation speed detection value;
2. The clutch control device according to claim 1, wherein the change rate limiting process is canceled after a predetermined time from when the clutch is once engaged because the slip rotation speed detection value is zero. . The change rate limiting process is canceled at a timing at which a value obtained by performing the change rate limiting process on a torque command value applied to the drive source after the start of the change rate limiting process coincides with a torque capacity command value of the clutch. The clutch control device according to claim 1 . When having an engine, a motor, a first clutch capable of fastening / releasing the engine and the motor, and a second clutch capable of fastening / releasing the motor and the wheel,
Adopting the motor as the drive source and the second clutch as a clutch capable of fastening / releasing the wheel and the drive source,
First clutch torque capacity command value calculating means for calculating a torque capacity command value of the first clutch from the target braking / driving torque and a vehicle state;
Engine torque command value calculating means for calculating a torque command value to be applied to the engine from the engaged / released state of the first clutch and the target braking / driving torque;
With
When the sign of the slip rotation speed target value is switched in order to start the engine from the deceleration state of the vehicle, the second clutch is temporarily engaged and a torque command value applied to the motor is set to a predetermined value. The clutch control device according to claim 1, wherein a change rate limiting process is performed.   4. The clutch control device according to claim 1, wherein the torque capacity command value of the clutch is gradually decreased during the change rate limiting process. 5.   The clutch control device according to any one of claims 1 to 3, wherein the drive source is a motor, and the change rate limiting process is performed on a torque command value applied to the motor.

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