JP6070388B2 - Clutch control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a clutch control device for a hybrid vehicle.

  Conventionally, in a hybrid vehicle having a first clutch between a motor and an engine and a second clutch between a motor and a drive wheel side, a slip state is controlled by estimating a transmission torque of the second clutch Is known (see, for example, Patent Document 1).

  In this prior art, during slippage of the second clutch, the clutch torque capacity is estimated from the motor torque at the time of rotational speed control, and the second torque is determined based on the deviation between the estimated clutch torque capacity and the torque capacity target value of the second clutch. The torque capacity command value of the clutch is corrected. As a result, in the prior art, a desired torque capacity is realized even when the hydraulic pressure of the second clutch or the friction material changes in characteristics.

JP 2000-255285 A

However, conventionally, the clutch torque capacity that can be estimated from the motor torque is actually the total torque capacity of the first clutch and the second clutch, and the torque capacity of each clutch is not estimated individually.
For this reason, in the above prior art, the correction control is executed only when the first clutch is in a non-slip state such as engagement / release and only the second clutch is in a slip state, and the slip of the first clutch at the time of engine start is performed. Sometimes, the correction control is interrupted.
Therefore, when the first clutch slips, such as when the engine is started, if there is a characteristic change in the hydraulic pressure or friction material of the second clutch, there is a risk that a clutch engagement shock or insufficient acceleration will occur due to a change in torque capacity. there were.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a clutch control device for a hybrid vehicle that can suppress a fastening shock and insufficient acceleration due to torque capacity fluctuation of each clutch even when the engine is started. And

In order to achieve the above object, in the clutch control device for a hybrid vehicle of the present invention,
A clutch torque capacity total correction value calculating unit calculates a clutch torque capacity total correction value that reduces a deviation between the clutch torque capacity total estimated value, which is a total value of the clutch torque capacity of both clutches, and the drive torque command value;
The clutch torque capacity correction distribution calculating unit distributes the clutch torque capacity total correction value to the first clutch torque capacity correction value and the second clutch torque capacity correction value,
The first clutch torque capacity correction means calculates a final final first clutch torque capacity command value from the first clutch torque capacity correction value and the first clutch torque capacity command value,
A final clutch torque capacity command value is calculated from a second clutch torque capacity correction value and a second clutch torque capacity command value by a second clutch torque capacity correction means. A clutch control device was obtained.

In the clutch control device for a hybrid vehicle of the present invention, as described above, the clutch torque capacity in which the deviation between the clutch torque capacity total estimated value, which is the total value of the clutch torque capacity of both clutches, and the drive torque command value becomes small. Calculate the total correction value. The clutch torque capacity total correction value is distributed to the first clutch and the second clutch, and the final first clutch torque capacity command value and the final second clutch torque capacity command value are calculated.
Therefore, the correction can be continued even when both the first clutch and the second clutch are in the slip state. Therefore, even when the first clutch is slipped at the time of starting the engine while traveling, the sum of the torque capacities of the clutches can be brought close to the command value when the characteristics change in each clutch.
As a result, it is possible to provide a clutch control device for a hybrid vehicle that can suppress the engagement shock and insufficient acceleration due to the torque capacity variation of each clutch even in the slip state of both clutches.

1 is an overall system diagram showing a parallel hybrid vehicle to which a clutch control device of Embodiment 1 is applied. 4 is a flowchart showing a flow of control processing executed by an integrated controller 14 of the clutch control device for a hybrid vehicle in the first embodiment. FIG. 3 is a diagram illustrating an example of a target drive torque calculation map based on a vehicle speed and an accelerator opening used in a target drive torque calculation process in the clutch control apparatus for a hybrid vehicle according to the first embodiment. It is a figure which shows an example of the clutch torque capacity-hydraulic pressure conversion map for calculating clutch hydraulic pressure from the calculated clutch torque capacity command value. It is a figure which shows an example of the clutch hydraulic pressure-current conversion map for calculating a clutch electric current command value from the calculated clutch hydraulic pressure. 5 is a flowchart showing a flow of a setting process for a second clutch control mode in the clutch control device for a hybrid vehicle according to the first embodiment. FIG. 6 is a diagram showing an example of a map for calculating a target slip rotation speed at the time of clutch release, which is used in a calculation process of an input shaft rotation speed target value of a second clutch in the clutch control device for a hybrid vehicle of the first embodiment. FIG. 3 is a diagram showing an example of a map for calculating a target slip rotation speed at the time of starting an engine used in a calculation process of an input shaft rotation speed target value of a second clutch in the clutch control device for a hybrid vehicle of the first embodiment. FIG. 5 is a control block diagram of a second clutch showing a method of calculating a second clutch torque capacity command value for rotation speed control in the clutch control device for a hybrid vehicle of the first embodiment. FIG. 3 is a calculation block diagram showing a configuration for calculating a final first clutch torque capacity command value and a final second clutch torque capacity command value from a clutch torque capacity total correction value in the clutch control device for a hybrid vehicle of the first embodiment. It is a figure which shows an example of the map which calculates the target slip rotation speed at the time of engine starting in the clutch control apparatus of the hybrid vehicle of Embodiment 1. FIG. FIG. 5 is a distribution ratio map showing characteristics of a constant for determining a distribution ratio of clutch torque capacity correction value summation values for accelerator opening speed in the clutch torque capacity correction distribution calculation unit of the hybrid vehicle clutch control apparatus according to the first embodiment; ) Shows the case where the sign of the sum value of the clutch torque capacity correction value is negative, and (b) shows the case where the sign of the sum value of the clutch torque capacity correction value is positive. It is a time chart which shows the operation example of a comparative example, and shows the operation example when the clutch torque capacity fluctuation | variation of a 2nd clutch generate | occur | produces on the increase side. It is a time chart which shows the operation example of a comparative example, and shows the operation example at the time of determining the 2nd clutch torque command value in consideration of the clutch torque capacity fluctuation | variation of a 2nd clutch. 6 is a time chart showing an operation example when a variation in clutch torque capacity of the second clutch occurs on the increase side in the clutch control device of the first embodiment. 6 is a time chart showing an example of operation when the clutch torque capacity fluctuation of the second clutch occurs on the decrease side in the clutch control device of the first embodiment. 4 is a time chart showing an operation example when the driver performs a slow acceleration operation in a state where the clutch torque capacity fluctuation of the second clutch is generated on the decrease side in the clutch control device of the first embodiment. 6 is a time chart showing an operation example when the driver performs a rapid acceleration operation in a state where the clutch torque capacity fluctuation of the second clutch is generated on the decrease side in the clutch control device of the first embodiment.

  Hereinafter, the best mode for realizing a clutch control device for a hybrid vehicle of the present invention will be described based on Embodiment 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a parallel hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the parallel hybrid vehicle of the first embodiment includes an engine Eng, a first clutch CL1, a motor generator MG (motor), a second clutch CL2, an automatic transmission AT, A final gear FG, a left drive wheel LT (drive wheel), and a right drive wheel RT (drive wheel) are provided.

This hybrid drive system includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control start mode (hereinafter referred to as “WSC mode”). And so on).
The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle runs only with the power of the motor generator MG.
The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode.
The “WSC mode” is a travel mode introduced because the drive system does not have a torque converter. For example, when the P, N → D select starts from the “HEV mode”, or “EV mode” or “ When the D range starts from "HEV mode" or when driving at very low speed, etc., the slip transmission state of the second clutch CL2 is maintained by controlling the rotational speed of the motor generator MG, and the clutch transmission that passes through the second clutch CL2 This mode starts and runs while controlling the torque capacity. “WSC” is an abbreviation for “Wet Start Clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to match 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 first clutch CL1 is interposed at a position between the engine Eng and the motor generator MG. As this first clutch CL1, for example, a dry clutch that is normally engaged (normally closed) with an urging force of a diaphragm spring is used, and engagement / semi-engagement / release between the engine Eng and the motor generator MG is performed. If the first clutch CL1 is in the fully engaged state, the motor torque + engine torque is transmitted to the second clutch CL2, and if it is in the released state, only the motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to the hydraulic actuator.

  The motor generator MG has an AC synchronous motor structure, and performs drive torque control and rotation speed control when starting and running, and recovers vehicle kinetic energy to the battery 9 by regenerative brake control during braking and deceleration. It is.

The second clutch CL2 is a normally open wet multi-plate clutch or a wet multi-plate brake, and generates a transmission torque (clutch torque capacity) according to clutch hydraulic pressure (pressing force). The second clutch CL2 passes the torque output from the engine Eng and the motor generator MG (when the first clutch CL1 is engaged) to the left and right drive wheels LT and RT via the automatic transmission AT and the final gear FG. introduce.
And this second clutch CL2
(a) When starting / running with `` WSC mode '' selected,
(b) Starting the engine Eng from “EV mode” and switching to “HEV mode”
(c) At the time of mode transition to disengage the first clutch CL1 from “HEV mode” and shift to “EV mode”
The clutch slip control for maintaining the slip state of the second clutch CL2 is performed by controlling the rotational speed of the motor generator MG.

  The automatic transmission AT is a transmission that obtains stepped gears, and includes a plurality of planetary gears. The clutch and the brake inside the transmission are respectively engaged / released, and the speed is changed by changing the torque transmission path.

  As shown in FIG. 1, the control system of the parallel hybrid vehicle of the first embodiment includes a second clutch input rotational speed sensor 6 (input shaft rotational speed detection means), a second clutch output rotational speed sensor 7, and an inverter 8. A battery 9, an accelerator sensor 10, an engine speed sensor 11, a clutch oil temperature sensor 12, a stroke position sensor 13, an integrated controller 14, a transmission controller 15, a clutch controller 16, and an engine controller 17. A motor controller 18, a battery controller 19, and a vehicle speed sensor 20.

  As the second clutch input rotation speed sensor 6, a sensor capable of obtaining a measurement value with a fine resolution such as a resolver for detecting a motor rotation angle is used. As the second clutch output rotational speed sensor 7, a sensor that obtains a measurement value with a relatively coarse resolution, such as a pulse sensor for detecting a wheel speed, is used.

  The inverter 8 performs DC / AC conversion and generates a driving current for the motor generator MG. Battery 9 stores the generated / regenerated energy from motor generator MG via inverter 8.

  The integrated controller 14 calculates a target drive torque from the battery state, the accelerator opening, and the vehicle speed (a value synchronized with the transmission output speed). Based on the result, command values for the actuators (motor generator MG, engine Eng, first clutch CL1, second clutch CL2, automatic transmission AT) are calculated, and each controller 15, 16, 17, 18, 19 is processed. And send.

  The transmission controller 15 performs shift control so as to achieve a shift command from the integrated controller 14.

  The clutch controller 16 inputs sensor information from the second clutch input rotational speed sensor 6, the second clutch output rotational speed sensor 7, and the clutch oil temperature sensor 12. The clutch controller 16 controls the current of the solenoid valve so as to realize the clutch hydraulic pressure (current) command value with respect to the first clutch hydraulic pressure command value and the second clutch hydraulic pressure command value from the integrated controller 14.

The engine controller 17 inputs sensor information from the engine speed sensor 11 and performs engine torque control so as to achieve an engine torque command value from the integrated controller 14.
The motor controller 18 controls the motor generator MG so as to achieve the motor torque command value and the motor rotation speed command value from the integrated controller 14.
The battery controller 19 manages the state of charge (SOC) of the battery 9 and transmits the information to the integrated controller 14.

(Control processing content)
Next, the contents of control processing executed by the integrated controller 14 will be described with reference to the flowchart shown in FIG. Note that the processing content shown in FIG. 2 is executed with constant sampling.

  In step S1, the battery charge SOC from the battery controller 19, the shift position of the transmission from the transmission controller 15, the second clutch input speed sensor 6 and the second clutch CL2 from the second clutch output speed sensor 7 are set. The vehicle state measured by another controller such as the input / output rotational speed is received, and the process proceeds to step S2.

  In step S2, the vehicle speed VSP from the vehicle speed sensor 20 and the accelerator opening APO from the accelerator sensor 10 are read, and the process proceeds to step S3.

In step S3, a target drive torque Td ^* is calculated from the accelerator opening APO and the vehicle speed VSP. Here, although details of calculation of the target drive torque Td ^* are omitted, for example, the calculation is performed based on a target drive torque calculation map using the accelerator opening APO and the vehicle speed VSP as parameters as shown in FIG. That is, when the vehicle stops on the uphill road, the vehicle speed VSP is zero, but the target drive torque Td ^* is calculated by depressing the accelerator pedal to keep the vehicle stopped.

In step S4, the first clutch control mode is determined from the vehicle state such as the battery charge amount SOC, the target drive torque Td ^*, and the vehicle speed VSP, and the process proceeds to step S5. In this first clutch control mode determination, a first clutch control mode flag fCL1 (engagement = engine start / release = engine stop) is set.
Although details of the setting of the first clutch control mode flag fCL1 are omitted, the first clutch CL1 is used because, for example, the motor alone (EV mode) travels in a traveling scene where the engine efficiency is relatively poor, such as starting at low acceleration. Is opened (fCL1 = 0). In addition, when the vehicle is suddenly accelerated, or when the battery charge amount SOC is equal to or lower than the predetermined value SOC _th1 or the vehicle speed VSP is equal to or higher than the predetermined value VSP _th1 , running with the “EV mode” selected is difficult. Therefore, the first clutch CL1 is slipped or engaged (fCL1 = 1) in order to shift to the “HEV mode” in which the engine Eng and the motor generator MG travel.

In step S5, the second clutch control mode CL2MODE (engaged, released, slip) is set from the vehicle state such as the battery charge SOC, the target drive torque Td ^* , the first clutch control mode flag fCL1, and the vehicle speed VSP, and the process proceeds to step S6. move on. Details will be described later.

In step S6, after the target drive torque Td ^* is allocated, the process proceeds to step S7. In this distribution, based on the control mode of each of the clutches CL1 and CL2 and the vehicle state, the target drive torque Td ^* calculated in step S3 is used as the basic engine torque command value _{Te_base} ^* and the basic motor torque command value _{Tm_base} ^*. To distribute. Although various methods can be considered as the distribution method, the details are omitted.

In step S7, it is determined whether or not the engine is being started from the first clutch control mode flag fCL1, the input clutch rotational speed ω _{cl2i of} the second clutch, and the engine rotational speed ω _e . Actually, when the first clutch control mode flag fCL1 is in the engagement mode and the engine speed ω _e is lower than the input clutch speed ω _{cl2i of} the second clutch, it is determined that the engine is being started and the start flag fENG_ST is set. To do. On the other hand, when the engine is not being started, the start flag fENG_ST is cleared.

  In the next step S8, it is determined whether or not slip rotation speed control is to be executed (ON). If it is determined that slip rotation speed control is to be executed (ON), the process proceeds to step S9 and slip rotation speed control is executed. If not (OFF), the process proceeds to step S15. Note that the slip rotation speed control execution determination is made in step S5 in which the mode state of the second clutch CL2 is set to the slip mode, and the actual slip rotation speed (input shaft rotation speed−output shaft rotation speed) absolute value is predetermined. This is done when the value is exceeded. Further, when the mode state of the second clutch CL2 is released or engaged, it is determined that the slip rotation speed control is not executed (OFF).

In step S9, which proceeds when the slip rotation speed control is executed, a basic second clutch torque capacity command value _{Tcl2_base} ^* is calculated. For example, after setting the same value as the target drive torque Td ^* , the process proceeds to step S10.
In step S10, the second clutch is determined from the first clutch control mode flag fCL1, the basic second clutch torque capacity command value _{Tcl2_base} ^* , the second clutch oil temperature Temp _cl2 , the battery charge SOC, and the output shaft rotational speed measurement value ω _o . Calculate the CL2 input shaft speed target value ω _cl2i ^* . Detailed description will be given later.

In step S11, the rotational speed control motor torque command value T _{m_FB_ON} is calculated so that the input shaft rotational speed target value ω _cl2i ^* matches the input shaft rotational speed (measured value) ω _Cl2i . Here, various calculation (control) methods are conceivable. For example, calculation is performed based on the following formula (1) (PI control). The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. The arithmetic expression is
T _{m_FB_ON} = [(K _Pm · s + K _Im ) / s] [ω _cl2i ^* −ω _cl2i ] (1)
And
However,
K _Pm : Proportional gain for motor control
K _Im : Motor control integral gain s: Differential operator.

  In step S12, based on the determination in step S7, it is determined whether or not this time the engine is being started. If the engine is being started, the process proceeds to step S13, and otherwise, the process proceeds to step S14.

In step S13, calculates the respective clutches CL1, a torque capacity of the engine startup of CL2 first clutch torque capacity command value _T cl1_ENG_START, second clutch starting torque capacity command value _T cl2_ENG_START, the process proceeds to step S17. The clutch torque capacity command values T _{cl1_ENG_START} and T _{cl2_ENG_START} for starting the engine of the clutches CL1 and CL2 are obtained from the control mode of the clutches CL1 and CL2, the engine speed ω _e , the target drive torque Td ^*, and various vehicle conditions. The detailed calculation method will be described later.

In step S14, a second clutch torque capacity command value _{Tcl2_FB_ON} for rotational speed control is calculated, and the process proceeds to step S17. Second clutch torque capacity command value T _{Cl2_FB_ON} rotation speed control calculates from the basic second clutch torque capacity command value _T cl2_base ^* and the rotational speed control motor torque command value T _{M_FB_ON} and the basic engine torque command value T _e ^* _{_base} However, the detailed description thereof will be described later.

In step S15, the process proceeds to step S15 when the slip rotational speed control is not executed (OFF). In step S15, the rotational speed control motor torque command value _{Tm_FB_ON} and the rotational speed control second clutch torque capacity command value _{Tcl2_FB_ON} are calculated. To initialize the internal state variable for step S16.
In step S16, the second clutch torque capacity command value _{Tcl2_FB_OFF} is calculated from when the rotational speed control is not performed, that is, until the second clutch CL2 is engaged / _released or from the engaged state until the rotational speed control is performed (slip state). To do.
1) When fastening
1-1) If T _{cl2_z1} ^* <Td ^* × K _safe ,
T _{cl2_FB_OFF} = T _{cl2_z1} ^* + ΔT _cl2LU (2)
1-2) If T _{cl2_z1} ^* ≧ Td ^* × K _safe ,
T _{cl2_FB_OFF} = Td ^* × K _safe (3)
2) When opening
T _{cl2_FB_OFF} = 0 (4)
3) When the second clutch CL2 is engaged → slipped,
T _{cl2_FB_OFF} = T _{cl2_z1} ^* −ΔT _cl2slp (5)
And
However,
K _safe : 2nd clutch safety factor (> 1)
ΔT _cl2LU : Slip (or release) → Torque capacity change rate at the time of fastening transition ΔT _cl2slp : Torque capacity change rate at the time of fastening → slip transition
T _{cl2_z1} ^* : Last value of the last second torque command value.

In step S17, which proceeds after the processing of any of steps S13, S14, and S16, the second clutch torque capacity command value T _cl2 ^* based on one of the following formulas (6), (7), and (8) according to the following conditions ^: (= Final second clutch torque capacity command value _{Tcl2_ENG_START} ) is determined, and the process proceeds to step S18.
1) During rotation speed control
1-1) When the engine is starting (fENG_ST = 1)
T _cl2 ^* = T _{cl2_ENG_START} (6)
1-2) Other than above
T _cl2 ^* = T _{cl2_FB_ON} (7)
2) When rotation speed control is stopped
T _cl2 ^* = T _{cl2_FB_OFF} (8)

In the next step S18, according to the first clutch control mode flag fCL1, the first clutch torque capacity command value _Tcl1 ^* (= the final first clutch torque capacity command is determined by one of the following formulas (9), (10), and (11). After determining the value _{Tcl1_ENG_START} ), the process proceeds to step S19.
To decide.
1) When the first clutch control mode flag fCL1 is in the engagement mode (fCL1 = 1),
1-1) When the engine is starting (fENG_ST = 1)
^{_{T cl1 * = T cl1_ENG_START (9}} )
1-2) Other than above
^{_{T cl1 * = T cl1_max (10}} )
2) When the first clutch control mode flag fCL1 is in the release mode (fCL1 = 0)
T _cl1 ^* = 0 (11)
Where T _{cl1_max is} the first clutch maximum torque capacity.

In the next step S19, both clutch torque capacity command value _T cl1_ENG_START, T clutches from _{cl2_ENG_START} CL1, the current command value of the CL2 I _cl1 ^*, calculates the I _cl2 ^*, the process proceeds to step S20. Actually, it is calculated using a clutch torque capacity-hydraulic pressure conversion map shown in FIG. 4 and a clutch torque hydraulic pressure-current conversion map shown in FIG. Thereby, even when the clutch torque capacity has a non-linear characteristic with respect to the hydraulic pressure or current, the control target can be regarded as linear, and thus the linear control theory as described above can be applied.

In the next step S20, the final motor torque command value Tm ^* is determined based on the following determination formulas (12) and (13) according to the following conditions, and the process proceeds to step S21.
The determinant is
1) When the second clutch CL2 is under rotation speed control
Tm ^* = T _{m_FB_ON} (12)
2) When the second clutch CL2 is stopped
Tm ^* = T _{m_base} ^* (13)
And

  In the next step S21, the calculated command value is transmitted to each of the controllers 15, 16, 17, 18, and 19.

(Setting method of second clutch control mode)
Next, a method for setting the second clutch control mode CL2MODE (step S5 in FIG. 2) will be described.
The second clutch control mode CL2MODE is set from the vehicle state such as the battery charge amount SOC, the target drive torque Td ^* , the first clutch control mode flag fCL1, and the vehicle speed VSP.
The setting method will be described below with reference to the flowchart shown in FIG.

  In step S51, the first clutch control mode flag fCL1 is determined. When the first clutch control mode flag fCL1 is engaged (engine start) (fCL1 = 1), the process proceeds to step S55. When the first clutch control mode flag fCL1 is in the release mode (engine stop) (fCL1 = 0), the process proceeds to step S52.

  In step S52 that proceeds when the first clutch control mode flag fCL1 is in the release mode (engine stop), it is determined whether or not the vehicle speed VSP is zero (stop). If the vehicle speed VSP is stopped (VSP = 0), step S53 is determined. Otherwise, go to step S54.

In step S53, which proceeds when the vehicle speed VSP is zero (stop) in step S52, the second clutch control mode is set to the engagement mode (CL2MODE = 1) and the process proceeds to the end.
In step S54 which proceeds when the vehicle speed VSP is not zero in step S52, the second clutch control mode is set to the slip mode (CL2MODE = 2) and the process proceeds to the end.

  In step S55, following the determination that the first clutch control mode flag fCL1 is the engagement mode in step S51, it is determined whether or not the vehicle speed VSP is higher than a predetermined value Vth1 (for example, the lowest vehicle speed at which the engine can be started). . If the vehicle speed VSP is lower than the predetermined value Vth1, the process proceeds to step S56. If the vehicle speed VSP is higher than the predetermined value Vth1, the process proceeds to step S58.

In step S56, following the determination that the vehicle speed VSP is lower than the predetermined value Vth1 in step S55, the sign of the target drive torque Td ^* is determined. If the sign is a positive value, the process proceeds to step S54, and the sign is a negative value. In this case, the process proceeds to step S57.

In step S57, following the determination that the sign of the target drive torque Td ^* in step S56 is a negative value, the second clutch control mode CL2MODE is set to the release mode (CL2MODE = 0), and the process proceeds to the end.
In step S58, following the determination that the vehicle speed VSP in step S55 is greater than or equal to the predetermined value Vth1, it is determined whether or not the previous second clutch control mode CL2MODE_z1 is the engagement mode. In the case of the fastening mode (CL2MODE_z1 = 1), the process proceeds to step S53, and in other cases (CL2MODE_z1 = 0), the process proceeds to step S59.

In step S59, following the determination that the previous second clutch control mode CL2MODE_z1 in step S58 is the non-engagement mode, the engine rotational speed (measured value) ω _e , the second clutch slip rotational speed measured value ω _cl2slp , and the slip rotational speed are calculated. Slip determination is performed based on the threshold value _ωcl2slpth .
That is, if the following slip continuation condition is satisfied, the process proceeds to step S54 to start or continue the slip. If the slip continuation condition is not satisfied, the process proceeds to step S53 to end the slip and shift to the engagement mode.
Here, the slip continuation condition is
ω _e ≠ ω _cl2i (CL1 open or slip), or ω _cl2slp > ω _cl2slpth
And

(Calculation method of input shaft speed target value)
Next, details of a method of calculating the input shaft speed target value ω _cl2i ^* of the second clutch CL2 (step S10 in FIG. 2) will be described.

First, the second clutch slip rotation speed target value ω _{cl2_slp} ^* is calculated based on the following.
1) In EV mode (fCL1 = 0)
ω _{cl2_slp} ^* = f _{cl2_slp_Cl1OP} (T _{cl2_base} , Temp _cl2 ) (14)
Here, f _{cl2_slp_Cl1OP} () is a function having the basic second clutch torque capacity command value T _{cl2_base} ^* and the second clutch oil temperature Temp _cl2 as inputs. Actually, for example, the map is set as shown in FIG. As described above, when “the oil temperature is high” or “the clutch capacity command value is large”, it is possible to prevent the clutch oil temperature from rising by reducing the second clutch slip rotation speed target value ω _{cl2_slp} ^* .
2) When engine torque is starting ω _{cl2_slp} ^* = f _{cl2_slp_Cl1OP} (T _{cl2_base} , Temp _cl2 ) + f _{cl2_} Δω _slp (T _{eng_start} ) (15)
Here, f _{cl2 —} Δω _slp () is a function for calculating the amount of increase in the slip rotation speed at the start of the engine, and the engine start distribution motor torque T _{eng_start} is input. Actually, for example, by using a map as shown in FIG. 8, when the engine start distribution motor torque T _{eng_start} decreases, the second clutch slip rotation speed target value ω _{cl2_slp} ^* is increased (the increase amount is increased). ). As a result, the disturbance from the first clutch CL1 cannot be completely canceled, and sudden engagement can be prevented even if the rotational speed decreases, and as a result, the engine Eng can be started without causing acceleration fluctuations.
If slip control is to be continued even after the engine is started, the slip rotation speed is the same as during EV travel (the increment is not added).

Next, the input shaft rotational speed target value ω _cl2i ^* is calculated from the second clutch slip rotational speed target value ω _{cl2_slp} ^* and the output shaft rotational speed measured value ω _o based on the following equation (16).
ω _cl2i ^* = ω _{cl2_slp} ^* + ω _o (16)
Finally, upper and lower limits are applied to the input shaft speed target value ω _cl2i ^* calculated from the above equation (16) to _obtain the final input shaft speed target value ω _cl2i ^* . The upper and lower limit values are the upper and lower limit values of the engine speed.

(Calculation method of second clutch torque capacity command value for speed control)
Next, the _details of the calculation method of the second clutch torque capacity command value _{Tcl2_FB_ON} for rotational speed control (step S14 in FIG. 2) will be described.
FIG. 9 shows a control block diagram of the second clutch CL2. This control system is designed by a two-degree-of-freedom control method that includes feedforward (F / F) compensation and feedback (F / B) compensation. Various design methods can be considered for the F / B compensator, but this time PI control is an example. Hereinafter, the calculation method will be described.

First, phase compensation is applied to the basic second clutch torque capacity command value T _{cl2_base} ^* based on the phase compensation filter G _FF (s) shown in the following equation (17), and the F / F second clutch torque capacity command value T _{cl2_FF} is calculated. To do.
The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. The arithmetic expression is
(T _{cl2_FF} ) / (T _{cl2_base} ^* ) = G _FF (s) = (τ _cl2 · s + 1) / (τ _{cl2_ref} · s + 1) (17)
It becomes.
However,
τ _cl2 : Clutch model time constant τ _{cl2_ref} : _Reference response time constant for clutch control.

Next, the second clutch torque capacity target value _{Tcl2_t} is calculated as follows according to the target control mode of the first clutch CL1 (first clutch target control mode CL1MODE). The arithmetic expression is
1) In EV mode (1st clutch CL1 is released)
T _{cl2_t} = T _{cl2_base} ^* (18)
2) In HEV mode (1st clutch CL1 is engaged)
T _{cl2_t} = T _{cl2_base} ^* −T _{e_est} (19)
It becomes.
The second clutch torque capacity target value _{Tcl2_t} in the HEV mode means the capacity of the motor with respect to the torque capacity of the whole (engine and motor).
_{Te_est} is an estimated engine torque value, and is calculated based on, for example, the following equation (20).
T _{e_est} = [1 / (τ _e s + 1)] e ^-Les × T _{e_base} ^* (20)
However,
τ _e : engine temporary delay time constant L _e : engine dead time.

Next, the second clutch torque capacity reference value T _{cl2_ref} is calculated based on the second clutch _reference model G _{cl2_REF} (s). The arithmetic expression is
(T _{cl2_ref} ) / (T _{cl2_t} ) = G _{cl2_REF} (s) = 1 / (τ _{cl2_ref} · s + 1) (21)
It becomes.

Next, from the second clutch torque capacity reference value _{Tcl2_ref} and the above-described rotational speed control motor torque command value _{Tm_FB_ON} , the F / B second clutch torque capacity command value T of the second clutch CL2 is _calculated based on the following equation (22). _{Calculate cl2_FB} . The arithmetic expression is
T _{cl2_FB} = [(K _Pcl2 s + K _Iccl2 ) / s] x (T _{cl2_ref} −T _{m_FB_ON} ) (22)
It becomes.
However,
K _Pcl2 : Proportional gain for second clutch control
K _Iccl2 : Second clutch control integral gain.

Further, by considering the torque (inert torque) generated by the change in the input rotational speed as in the following equation (23), the torque capacity can be accurately controlled even when the input rotational speed is changing. The arithmetic expression is
T _{cl2_FB} = [(K _Pcl2 s + K _Iccl2 ) / s] x (T _{cl2_ref} −T _{m_FB_ON} −T _{Icl2_est} ) (23)
It becomes.
Here, T _{Icl2_est} is an inertia torque estimated value, and is obtained, for example, by multiplying the input rotational speed change amount (differential value) by the moment of inertia around the input shaft.

Then, the F / F second clutch torque capacity command value T _{cl2_FF} and the F / B second clutch torque capacity command value T _{cl2_FB} are added to calculate a final second clutch torque capacity command value T _{cl2_FB_ON} for rotational speed control. .

(Calculation method of torque capacity command value for engine start)
Next, the details of the calculation method of the first clutch torque capacity command value T _{cl1_ENG_START} and the second clutch torque capacity command value T _{cl2_ENG_START} for engine start executed in step S13 of the flowchart of FIG. 2 will be described.

FIG. 10 shows a calculation block diagram of the engine start torque capacity command values ( _{Tcl1_ENG_START} , _{Tcl2_ENG_START} ). Hereinafter, each calculation unit shown in the block diagram of FIG. 10 will be described.
The clutch torque capacity basic command value calculation unit 101 calculates a first clutch basic command value T _{cl1_ENG_START_B} and a second clutch basic command value T _{cl2_ENG_START_B} for each engine starting torque capacity from the target drive torque Td ^* and the battery charge amount SOC. Although not described in detail, the sum of the clutch basic command values _{Tcl1_ENG_START_B} and _{Tcl2_ENG_START_B} is calculated so as to be within a range (upper limit value) that can be output by the motor generator MG. Further, the upper limit value that can be output by motor generator MG is calculated using a map (see FIG. 11) set in advance from battery charge SOC (or terminal voltage) and motor rotation speed (input shaft rotation speed ω _cl2i ).

In the clutch torque capacity total correction value calculation unit 102, a final first clutch torque capacity command value _{Tcl1_ENG_START} , a final second clutch torque capacity command value _{Tcl2_ENG_START} , an input shaft rotational speed _ωcl2i, and rotational speed control during rotational speed control, which will be described later. The clutch torque capacity total correction value T _{cl_ENG_START_H} is calculated from the motor torque command value T _{m_FB_ON} .
In this calculation, first, in the controlled object model 102a, the clutch torque capacity combined estimated value T _{cl_ENG_START} of the final clutch torque capacity command values T _{cl1_ENG_START} and T _{cl2_ENG_START} of each clutch CL1, CL2 from the motor torque command value T _{m_FB_ON} for rotation speed control. Enter the value after subtracting. In the controlled object model 102a, the input shaft rotation speed reference value ω _{cl2i_ref} is calculated based on the following expression (24) based on this input.
ω _{cl2i_ref} = (1 / J _cl2i s) x (T _{m_FB_ON} −T _{cl1_ENG_START} −T _{cl2_ENG_START} ) (24)
However, J _cl2i is the moment of inertia around the motor (input shaft).
Then, with respect to the difference between the measured value of the input shaft rotation speed omega _Cl2i and the input shaft rotational speed reference value omega _{Cl2i_ref,} subjected to a filtering characteristic shown by the following formula (25) is the sum of the clutch torque capacity correction value clutches _Calculate torque capacity total correction value T _{cl_ENG_START_H} .
T _{cl_ENG_START_H} = {J _cl2i s / (τ _h s + 1)} x (ω _{cl2i_ref} −ω _cl2i ) (25)
However, τ _h is a filter time constant for calculating the clutch torque capacity correction value.

Next, in the clutch torque capacity correction distribution calculation unit 103, based on the following equations (26) and (27), the clutch torque capacity total correction value T _{cl_ENG_START_H} is _changed to the first clutch torque capacity correction value T _{cl1_ENG_START_H} and the second clutch torque capacity correction value. _Allocate to T _{cl2_ENG_START_H} .
T _{cl1_ENG_START_H} = K _{DIST_FB} × T _{cl_ENG_START_H} (26)
T _{cl2_ENG_START_H} = (1-K _{DIST_FB} ) x T _{cl_ENG_START_H} (27)

Here, _{KDIST_FB} in the above equation is a constant that determines the distribution ratio of the clutch torque capacity correction value, and is determined by the sign of the clutch torque capacity correction value and the accelerator opening speed ΔApo. Actually, for example, it is determined based on the map shown in FIG.

FIG. 12A is a _{map when} the sign of the clutch torque capacity total correction value T _{cl_ENG_START_H} is negative, that is, when the torque capacity is corrected to the decreasing side (increase the increase to decrease). With the characteristics shown in FIG. 12A, the accelerator opening speed ΔApo shown in the figure is preferentially distributed to the first clutch CL1 in the slow acceleration / deceleration region where the absolute value is less than the set value. On the other hand, when the accelerator opening speed ΔApo is outside the slow acceleration / deceleration region, the amount of distribution to the second clutch CL2 increases as the absolute value of the accelerator opening speed ΔApo increases. As a result, when the driver is accelerating with delicate accelerator control, it is distributed to the first clutch CL1 to suppress changes in the drive torque of the left and right drive wheels LT, RT. On the other hand, when the accelerator opening speed ΔApo of the driver is high, the distribution of the correction amount to the second clutch CL is increased to improve the acceleration response.

On the other hand, FIG. _12B is a map when the clutch torque capacity total correction value T _{cl_ENG_START_H} is positive, that is, when the torque capacity is corrected to the increase side. By setting the characteristics as shown in FIG. 12B, the correction amount is preferentially distributed to the second clutch CL2 except when the accelerator is suddenly returned and the acceleration is weakened. Thereby, when depressing the accelerator and accelerating, the acceleration response is improved by preferentially correcting the torque capacity of the second clutch CL2. In addition, when the accelerator is suddenly returned and the acceleration is weakened, torque is not distributed to the second clutch CL2, so that a sense of incongruity due to insufficient deceleration can be suppressed as compared with the case where correction is added to the second clutch CL2.

In the upper and lower limit processing unit 104 in FIG. 10, the following is obtained by subtracting the clutch torque capacity correction values T _{cl1_ENG_START_H} and T _{cl2_ENG_START_H} from the basic command values T _{cl1_ENG_START_B} and T _{cl2_ENG_START_B of} each engine starting torque capacity. Redistribution of corrections not considered by the upper and lower limit restrictions and the restriction shown in FIG. ₆ is performed, and the final clutch torque capacity command values T _{cl1_ENG_START} and T _{cl2_ENG_START} are calculated.

<Upper / lower limit processing>
Here, the upper and lower limit restriction processing in the upper and lower limit restriction processing unit 104 will be described.
1) 1st clutch torque capacity command value T _{cl1_ENG_START}
1-1) When T _{cl_ENG_START_B} −T _{cl_ENG_START_H} <T _{ENG_START} ,
T _{cl1_ENG_START} = T _{ENG_START} (28)
1-2) Other than that
T _{cl1_ENG_START} = T _{cl1_ENG_START_B} −T _{cl1_ENG_START_H} (29)
Note that T _{ENG_START} is the minimum torque required to complete the engine start within a predetermined time, that is, the engine start lower limit torque T _{ENG_START} and is set in advance by an experiment or the like. The portion where the engine start lower limit torque T _{ENG_START} is set corresponds to the engine start possible lower limit torque calculation unit.
2) Second clutch torque capacity command value T _{cl2_ENG_START}
2-1) T _{cl2_ENG_START_B} -T _{cl2_ENG_START_H} > Td ^{If *}
T _{cl2_ENG_START} = Td ^* (30)
2-2) Other than that
T _{cl2_ENG_START} = T _{cl2_ENG_START_B} −T _{cl2_ENG_START_H} (31)

<Redistribution processing>
Next, redistribution processing in the upper / lower limit processing unit 104 will be described.
1) When the first clutch torque capacity command value T _{cl1_ENG_START} is limited to the lower limit The _subtraction amount “T _{ENG_START} − (T _{cl1_ENG_START_B} −T _{cl1_ENG_START_H} )” is subtracted from the second clutch torque capacity command value T _{cl2_ENG_START} after the upper and lower limits are limited. This is defined as the final second clutch torque capacity command value _{Tcl2_ENG_START} .
2) When the second clutch torque capacity command value T _{cl2_ENG_START} is limited to the upper limit

Limit "Td ^* -( _{Tcl2_ENG_START_B} - _{Tcl2_ENG_START_H} ) "is added to the first clutch torque capacity command value _{Tcl1_ENG_STAR} after the upper / lower limit restriction, and this is used as the final first clutch torque capacity command value _{Tcl1_ENG_START} .

(Function)
Hereinafter, based on the time charts of FIGS. 13 to 18, the operation of the comparative example having the problem to be solved by the first embodiment and the operation example of the first embodiment will be described.

(Comparative example)
First, based on FIG. 13 and FIG. 14, the problem of the comparative example in the scene where the engine is started and the EV traveling is shifted to the HEV traveling will be described.
FIG. 13 shows a case where the characteristics of the second clutch CL2 fluctuate in the increasing direction, and the total value of the clutch torque capacity exceeds the motor torque upper limit value due to the fluctuation of the clutch torque capacity of the second clutch CL2 to the increasing side. . As a result, the slip of the second clutch CL2 cannot be maintained, and a fastening shock has occurred.

  FIG. 14 shows an example in which a margin is provided in advance for the clutch torque capacity command value of the second clutch CL2 in consideration of the variation. In this case, if the characteristic variation does not occur in the second clutch CL2, the motor torque remains with respect to the motor torque upper limit value. Therefore, although the motor torque is surplus, a phenomenon occurs in which acceleration does not increase and acceleration response is deteriorated.

(Operation example of Embodiment 1)
On the other hand, FIG. 15 shows an operation example in the first embodiment when the clutch torque capacity of the second clutch CL2 fluctuates on the increase side, as in the comparative example shown in FIG.
In this case, in the first embodiment, the clutch torque capacity total correction value T _{cl_ENG_START_H} is corrected to the decreasing side, that is, negative, and the first clutch CL1 is corrected preferentially to obtain the first clutch torque capacity correction value T. _{Decrease cl1_ENG_START_H} .
Thereby, the total value of both final clutch torque capacity command values _{Tcl1_ENG_START} and _{Tcl2_ENG_START} can be suppressed to the upper limit value.
Therefore, it is possible to start the engine Eng without reducing acceleration as compared with the case where the clutch torque capacity of the second clutch CL2 is reduced while avoiding the engagement shock of the second clutch CL2.

Next, the operation when the clutch torque capacity of the second clutch CL2 fluctuates in the decreasing direction will be described based on the time chart of FIG.
In this case, the clutch torque capacity total correction value T _{cl_ENG_START_H} is corrected to be increased, that is, positive, and the second clutch CL2 is corrected with priority, and the second clutch torque capacity correction value T _{cl2_ENG_START_H} is increased.
Therefore, the motor torque (final motor torque command value Tm ^* ) _Is used up to the upper limit value (= total value of each clutch torque capacity command value), compared with the case where the torque capacity of the first clutch CL1 (first clutch torque capacity correction value T _{cl1_ENG_START_H} ) is increased. , Acceleration reduction can be prevented.

Next, FIG. 17 and FIG. 18 are time charts for explaining a difference in operation due to a difference in accelerator depression speed.
FIG. 17 shows an operation example during slow acceleration / deceleration (slow acceleration / deceleration region) in which the change in the accelerator opening speed ΔApo is small. In this case, the correction is distributed to the first clutch CL1 regardless of the sign of the clutch torque capacity total correction value _{Tcl_ENG_START_H} .
Therefore, it is possible to prevent fluctuations in acceleration by suppressing fluctuations in the clutch torque capacity of the second clutch CL2, as compared with the case where a correction value is added to the second clutch CL2.
As a result, the engine Eng can be started without causing acceleration fluctuations that hinder the driver's delicate accelerator operation.

FIG. 18 shows an operation example in which the accelerator operation is relatively steep (rapid acceleration).
In this case, according to the sign of the clutch torque capacity total correction value _{Tcl_ENG_START_H} , when positive, the second clutch CL2 is preferentially added, and when negative, the first clutch CL1 is preferentially subtracted.
Therefore, when adding the clutch torque capacity total correction value _{Tcl_ENG_START_H} , the distribution of the correction amount to the second clutch CL2 is increased to improve the acceleration response.

On the other hand, when the clutch torque capacity total correction value T _{cl_ENG_START_H} is subtracted, that is, when the accelerator is suddenly returned and the acceleration is weakened, torque is not distributed to the second clutch CL2, and therefore the correction is added to the second clutch CL2. In comparison, a sense of incongruity due to insufficient deceleration can be suppressed.
As described above, the engine Eng can be started without causing the driver to feel uncomfortable.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the effects listed below can be obtained.
a) The hybrid vehicle control apparatus of the first embodiment is
An engine Eng and a motor generator MG as drive sources, a first clutch CL1 provided so that transmission torque can be changed between the engine Eng and the motor generator MG, the motor generator MG, and left and right drive wheels LT, RT An EV mode for transmitting the driving force of only the motor generator MG to the left and right driving wheels LT, RT, and the engine Eng and the motor generator. An hybrid drive system capable of forming a HEV mode that transmits the driving force of MG to the left and right drive wheels LT, RT;
A second clutch input rotational speed sensor 6 as input shaft rotational speed detection means for detecting the input shaft rotational speed ω _cl2i of the second clutch CL2,
A portion for executing the process of step S10 in the integrated controller 14 as an input rotation speed target value calculating means for calculating the input shaft rotation speed target value ω _cl2i ^* of the second clutch CL2,
Drive source torque for calculating a rotational speed control motor torque command value _{Tm_FB_ON} as a drive torque command value for the motor generator MG from the input shaft rotational speed target value ω _cl2i ^* and the detected value of the input shaft rotational speed ω _cl2i A portion for executing the processing of step S11 in the integrated controller 14 as a command value calculation means;
Integrated controller 14 as an engine starting torque capacity command value calculating means for calculating each clutch torque capacity command value T _{cl1_ENG_START} T _{cl2_ENG_START} of each clutch CL1, CL2 when starting the engine Eng to shift from the EV mode to the HEV mode A part for executing the process of step S13 in FIG.
A portion for executing the process of step S18 in the integrated controller 14 as the first clutch control means for controlling the first clutch torque capacity to be the final first clutch torque capacity command value _{Tcl1_ENG_START} ;
A portion for executing the process of step S17 in the integrated controller 14 as the second clutch control means for controlling the second clutch torque capacity to be the final second clutch torque capacity command value _{Tcl2_ENG_START} ;
A portion that executes the process of step S20 in the integrated controller 14 as drive source control means for controlling the drive torque of the motor generator MG to be the drive torque command value (final motor torque command value T _m ^* );
In a clutch control device for a hybrid vehicle having
Clutch of both clutches CL1 and CL2 estimated based on motor torque command value T _{m_FB_ON} for rotation speed control as drive torque command value, each clutch torque capacity command value T _{cl1_ENG_START} , T _{cl2_ENG_START} and input shaft rotation speed ω _cl2i Clutch for calculating the clutch torque capacity total correction value T _{cl_ENG_START_H} that reduces the deviation between the clutch torque capacity total estimated value T _{cl_ENG_START} , which is the total torque capacity value, and the motor torque command value T _{m_FB_ON} for rotational speed control as the drive torque command value A torque capacity total correction value calculation unit 102;
A clutch torque capacity correction distribution calculating unit 103 for calculating distribution of the clutch torque capacity total correction value T _{cl_ENG_START_H} to each clutch torque;
First clutch torque capacity correction for calculating the final first clutch torque capacity command value T _{cl1_ENG_START} from the first clutch torque capacity correction value T _{cl1_ENG_START_H} and the first clutch basic command value T _{cl1_ENG_START_B} as the first clutch torque capacity command value Means for calculating the final second clutch torque capacity command value T _{cl2_ENG_START} from the second clutch torque capacity correction value T _{cl2_ENG_START_H} and the second clutch basic command value T _{cl2_ENG_START_B} as the second clutch torque capacity command value The clutch torque capacity correcting means is configured to perform the process of FIG.
In this way, the clutch torque capacity total correction value T _{cl_ENG_START_H} , in which the deviation between the clutch torque capacity total estimated value T _{cl_ENG_START} and the rotational speed control motor torque command value T _{m_FB_ON} becomes small, is calculated, and this clutch torque capacity total correction value T _{cl_ENG_START_H} Is distributed to each clutch torque.
Therefore, even if both the first clutch CL1 and the second clutch CL2 are in the slip state, the correction value can be distributed to the clutches CL1 and CL2 to continue the correction (feedback control).
For this reason, even when the engine is running, even when the characteristics of the clutches CL1 and CL2 change, the clutch torque capacity total estimated value _{Tcl_ENG_START} is _{brought close} to the rotational speed control motor torque command value _{Tm_FB_ON.} Can do.
Thereby, as in the comparative example described above, it is possible to suppress the engagement shock of the second clutch CL2 when the correction cannot be continued, and the decrease in acceleration caused by setting the surplus torque to avoid the shock.

b) The hybrid vehicle control device of the first embodiment is
The clutch torque capacity correction distribution calculation unit 103 includes:
Based on the sign of the clutch torque capacity total correction value T _{cl_ENG_START_H} , when this clutch torque capacity total correction value T _{cl_ENG_START_H} is a positive value, this clutch torque capacity total correction value T _{cl_ENG_START_H} is preferentially distributed to the second clutch CL2. And
On the other hand, when the clutch torque capacity summed correction value T _{Cl_ENG_START_H} is a negative value, characterized in that it preferentially allocate the clutch torque capacity summed correction value T _{Cl_ENG_START_H} the first clutch CL1.
Therefore, when “the clutch torque capacity total correction value T _{cl_ENG_START_H} > 0”, that is, when the torque capacity command value is corrected in the increasing direction, the torque of the second clutch CL2 which is the transmission torque (drive torque) to the left and right drive wheels LT, RT. The acceleration response is improved by preferentially correcting the capacity.
In addition, when “the clutch torque capacity total correction value T _{cl_ENG_START_H} <0”, that is, when the torque capacity command value is corrected in the decreasing direction, the transmission torque of the second clutch CL2 is distributed by giving priority to the first clutch CL1. Compared with the case where it reduces, the acceleration fall is prevented.

c) The control device for the hybrid vehicle in the first embodiment is:
The clutch torque capacity correction / distribution calculation unit 103 performs the first operation regardless of the sign of the clutch torque capacity total correction value T _{cl_ENG_START_H} when the accelerator opening speed ΔApo, which is a change in the driver's acceleration operation amount, is less than the set value. It is preferentially distributed to the clutch CL1.
Therefore, at the time of slow acceleration / deceleration (slow acceleration / deceleration region) where the change in the accelerator opening speed ΔApo is small, the correction amount is preferentially distributed to the first clutch CL1, and the acceleration is suppressed by suppressing the fluctuation of the second clutch CL2. Fluctuation can be prevented.
In the case of b), when the accelerator is suddenly depressed, the change in the accelerator opening speed ΔApo is larger than the set value (outside the slow acceleration / deceleration region), so the correction amount is given priority to the second clutch CL2. To distribute. In this case, the acceleration response can be improved as compared with the case where the correction amount is distributed to the first clutch CL1.

d) The hybrid vehicle control apparatus of the first embodiment is
The integrated controller 14 as a drive source torque command value calculation means is a step as a target drive torque calculation unit that calculates the target drive torque Td ^* from the accelerator opening APO that is the acceleration operation amount of the driver and the vehicle speed VSP as the vehicle state amount. It has a part to execute the process of S3 and a part to calculate the engine start lower limit torque T _{ENG_START} necessary for engine start,
Each clutch torque capacity correction means includes an upper and lower limit restriction processing unit 104 that performs upper and lower limit restriction processing on each of the corrected clutch torque capacity command values T _{cl1_ENG_START} and T _{cl2_ENG_START} ,
The upper / lower limit processing unit 104
The relative first clutch torque capacity command value T _{Cl1_ENG_START,} performs the lower limit restriction to limit the engine starting limit torque T _{ENG_START,} and, during this lower limit, the torque limit amount of minutes that is limited "T _{ENG_START} - (T _{"cl1_ENG_START_B} -T _{cl1_ENG_START_H} )" is subtracted from the second clutch torque capacity command value T _{cl2_ENG_START} after the upper / lower limit restriction, and the final second clutch torque capacity command value T _{cl2_ENG_START} is processed.
With _respect to the second clutch torque capacity command value _{Tcl2_ENG_START} , the target drive torque Td An upper limit is set with ^* as the upper limit, and when this upper limit is set, the torque limit amount `` Td ^* - a _(T cl2_ENG_START_B -T cl2_ENG_START_H) "characterized in that performing the processing of the final first clutch torque capacity command value T _{Cl1_ENG_START} those obtained by adding the first clutch torque capacity command value _T cl1_ENG_START.
Therefore, since the first clutch torque capacity command value T _{cl1_ENG_START} is limited to the lower limit by the engine start lower limit torque T _{ENG_START} , the engine Eng can be reliably started even if the first clutch torque capacity command value T _{cl1_ENG_START} is corrected.
Further, since the upper limit, even by adding the correction to the second clutch torque capacity command value T _{Cl2_ENG_START,} unintended unnecessary acceleration of the driver is performed by the second clutch torque capacity command value T _{Cl2_ENG_START} the target driving torque Td ^* Can be prevented.

  As mentioned above, although the clutch control apparatus of the hybrid vehicle of this invention was demonstrated based on Embodiment 1, it is not restricted to this Embodiment 1 about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  In the first embodiment, as the second clutch CL2 (clutch), as shown in FIG. 1, an example is shown in which an independent clutch is set at a position between the motor generator MG and the automatic transmission AT. However, in addition to this, a clutch or a brake used as a friction engagement element that is engaged at each gear stage of the automatic transmission AT may be used. Further, the second clutch CL2 (clutch) may be set at a position between the automatic transmission AT and the left and right drive wheels LT, RT.

Eng engine
MG Motor generator (motor)
CL first clutch
CL2 2nd clutch
LT Left drive wheel
RT Right drive wheel ω _cl2i Input shaft speed 6 Second clutch input speed sensor (Input shaft speed detection means)
14 Integrated controller (first clutch torque capacity correction means, second clutch torque capacity correction means)
102 Clutch torque capacity total correction value calculation unit 103 Clutch torque capacity correction distribution calculation unit ω _cl2i ^* Input shaft speed target value
T _{m_FB_ON} Motor torque command value for rotation speed control
T _{cl1_ENG_START} First clutch torque capacity command value (final first clutch torque capacity command value)
T _{cl2_ENG_START} Second clutch torque capacity command value (final second clutch torque capacity command value)
T _{ENG_START} Engine starting lower limit torque
Tm ^* Final motor torque command value
T _{m_FB_ON} Motor torque command value for rotation speed control
T _{cl_ENG_START} Clutch torque capacity total estimated value
T _{cl_ENG_START_HClutch} torque capacity total correction value

Claims (4)

An engine and a motor as drive sources, a first clutch provided to change transmission torque between the engine and the motor, and a transmission torque provided to change between the motor and the drive wheel. A hybrid drive system comprising a second clutch and capable of forming an EV mode for transmitting a driving force of only the motor to the driving wheel and an HEV mode for transmitting the driving force of the engine and the motor to the driving wheel; ,
Input shaft rotational speed detection means for detecting the input shaft rotational speed of the second clutch;
Input rotational speed target value calculating means for calculating an input shaft rotational speed target value of the second clutch based on a clutch torque capacity command value of the second clutch;
Drive source torque command value calculation means for calculating a drive torque command value for the motor from the input shaft rotation speed target value and the detected value of the input shaft rotation speed;
Engine starting torque capacity command value calculating means for calculating a clutch torque capacity command value of each clutch when starting the engine to shift from the EV mode to the HEV mode;
First clutch control means for controlling the first clutch torque capacity to become a clutch torque capacity command value of the first clutch;
Second clutch control means for controlling the second clutch torque capacity to be a clutch torque capacity command value of the second clutch;
Drive source control means for controlling the drive torque of the motor to be the drive torque command value;
In a clutch control device for a hybrid vehicle having
Clutch torque capacity sum estimated value that is a sum of clutch torque capacities of both clutches estimated based on the drive torque command value, each clutch torque capacity command value, and the input shaft rotation speed, and the drive torque command value A clutch torque capacity total correction value calculation unit for calculating a clutch torque capacity total correction value for which the deviation of
A clutch torque capacity correction distribution calculating unit that distributes the clutch torque capacity total correction value to the first clutch torque capacity correction value and the second clutch torque capacity correction value;
First clutch torque capacity correction means for calculating a final final first clutch torque capacity command value from the first clutch torque capacity correction value and the first clutch torque capacity command value;
Second clutch torque capacity correction means for calculating a final final second clutch torque capacity command value from the second clutch torque capacity correction value and the second clutch torque capacity command value;
A clutch control device for a hybrid vehicle, comprising: The clutch control apparatus for a hybrid vehicle according to claim 1,
The clutch torque capacity correction distribution means is
Based on the sign of the torque capacity total correction value, when the torque capacity total correction value is a positive value, the torque capacity total correction value is preferentially distributed to the second clutch,
On the other hand, when the torque capacity total correction value is a negative value, the torque capacity total correction value is preferentially distributed to the first clutch. In the clutch control device for a hybrid vehicle according to claim 1 or 2,
The clutch torque capacity correction distribution means preferentially distributes to the first clutch regardless of the sign of the torque capacity total correction value when a change in the acceleration operation amount of the driver is less than a set value during a slow acceleration operation. A clutch control device for a hybrid vehicle, which is characterized. In the clutch control device for a hybrid vehicle according to claim 1 or 2,
The drive source torque command value calculation means includes a target drive torque calculation unit for calculating a target drive torque from the driver's acceleration operation amount and the vehicle state amount, and an engine start lower limit required for engine start from the engine speed and the engine state. An engine startable lower limit torque calculation unit for calculating torque,
The clutch torque capacity correction distribution means has an upper and lower limit restriction processing unit for performing upper and lower limit restriction processing on each corrected clutch torque capacity command value,
The upper and lower limit restriction processing unit
A process of performing a lower limit on the first clutch torque capacity command value with the engine start lower limit torque as a lower limit, and subtracting the limited amount of torque from the second clutch torque capacity command value at the lower limit. Do
A process of performing an upper limit on the second clutch torque capacity command value with the target drive torque as an upper limit, and adding a limited amount of torque to the first clutch torque capacity command value at the upper limit. A clutch control device for a hybrid vehicle, characterized in that: