JP6112759B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle having a hydraulic clutch that automatically connects and disconnects power between a travel drive source and a transmission.

An automobile (hereinafter also referred to as a vehicle) has a hydraulic type (hydraulic type) that automatically connects and disconnects the engine output between an engine (internal combustion engine) as a drive source and a transmission that changes the output of the engine. ) Some are equipped with a clutch. Such a hydraulic clutch is provided with an actuator that is actuated by an electric signal to supply and discharge hydraulic pressure and connect and disconnect the clutch.
This actuator operates appropriately according to the setting state of the shift lever of the transmission and the traveling state of the vehicle, thereby bringing the clutch into a disconnected state or a connected state. For example, when the shift lever is set to the travel range and the vehicle is traveling, the clutch is basically in a connected state, and when the shift stage of the transmission is switched during this travel, the shift lever is set to the non-travel range. If it is, it is normally cut off.

  As a transmission of a vehicle provided with such a hydraulic clutch that automatically connects and disconnects, there is one adapted to a mechanical automatic transmission (hereinafter also simply referred to as a transmission). In this transmission, if the non-traveling range is selected by the shift lever, a neutral state in which the output shaft of the transmission is not restrained from rotating by releasing all the engagement elements that set the gear stage, or Then, a non-traveling state such as a parking state in which the output shaft of the transmission is stopped is set.

  In addition, when the shift lever is operated to switch from the non-travel range to the travel range and the vehicle starts, the transmission engages a required engagement element to set the start gear and switches to the travel state. Change. During subsequent travel, the transmission is switched to one of the gears according to the travel state of the vehicle, and the hydraulic clutch is connected / disconnected by the actuator when switching.

  In such a hydraulic clutch, one or more clutch plates, which are friction engagement elements, are provided on the input side and the output side. The piston is driven by this hydraulic pressure to press the clutch plates so that they are pressed against each other, and both clutch plates are brought close to each other and engaged. For example, at the time of starting, according to switching from the non-traveling range to the traveling range, the two clutch plates that have been separated are brought close to each other and engaged, but in order to quickly switch from separation to engagement at this time, The clutch pressure is precharged to compensate for the ineffective hydraulic pressure of the actuator and to loosen the separated clutch plate. By precharging the clutch pressure, it is possible to shorten the time until the clutch is brought into the engaged state after the completion of the setting of the transmission gear stage.

  By the way, a hybrid vehicle in which a motor generator (hereinafter also referred to as a motor) and a battery are mounted in addition to an engine as a travel drive source of the vehicle. As such a hybrid vehicle, there is a configuration in which a clutch is provided between an engine and a motor, and a motor is provided on an input shaft portion of a transmission. In this vehicle, the motor is always connected to the input shaft of the transmission, and if the clutch is connected, the output of the engine is transmitted to the transmission.

  In such a hybrid vehicle, when the vehicle is stopped, the output of the engine is used to operate the motor as a generator to charge the battery, and the state of charge of the battery (hereinafter also referred to as SOC: State Of Charge) is constant. When specific control such as SOC balance control to be maintained and PTO (Power Take Off) control that operates the vehicle body using the output rotation of the engine is performed, when the non-traveling range is selected Also the clutch is brought into the engaged state.

  When the clutch is engaged in this non-traveling range, if there is an instruction to switch from the non-traveling range to the travel range at the start, the clutch pressure to the clutch plate that has been engaged in the non-traveling range is reduced. After the lowering and the specific control are finished with the clutch plate in the separated state, the clutch pressure is precharged in parallel with the setting of the starting gear stage.

  Patent Document 1 discloses a technique related to precharge of clutch pressure in a hybrid vehicle. In this technique, the wheel is braked when the clutch is connected when the vehicle starts. As a result, even if a shock occurs when the clutch is connected, the vehicle will not feel popped out.

JP 2006-111220 A

By the way, when there is a switching operation from the non-traveling range to the traveling range, there is a demand for quick start and quick start without causing a shock.
In the technique disclosed in Patent Document 1, since the wheels are braked until the clutch is completely connected, the vehicle start timing may be delayed from the start timing intended by the driver.

  On the other hand, if the vehicle is stopped while the clutch is connected while being set to the non-traveling range, and there is a switching operation from the non-driving range to the traveling range for starting, The clutch is temporarily disengaged, and then the hydraulic pressure is precharged in parallel with the setting of the gear position. However, in order to advance the start timing of the vehicle, it is conceivable to accelerate the start of the precharge.

However, if the start of the precharge is advanced, the precharge may start before the clutch pressure is sufficiently lowered, and the clutch pressure becomes higher than necessary during the precharge, causing the clutch plate to be engaged. Therefore, there is a possibility that a shock may occur when setting the gear position of the transmission.
Of course, if precharge or the like is performed while monitoring the clutch pressure, it can be avoided that the clutch pressure becomes higher than necessary. However, in this case, a sensor for detecting the clutch pressure is required, resulting in an increase in cost. Therefore, I would like to solve this problem without relying on sensors.

  The present invention has been devised in view of such a problem, and when there is a switch from the non-traveling range to the traveling range, the vehicle can be started quickly and the shock at the time of setting the gear position can be eliminated. An object of the present invention is to provide a control device for a hybrid vehicle that can be used.

In order to achieve the above object, a control apparatus for a hybrid vehicle of the present invention includes an engine, a motor, a clutch interposed between the engine and the motor, supplied with hydraulic pressure, and connected to the clutch. Provided with an input shaft provided with a motor, and at least one of the engine and the motor, a travel range (a plurality of shift speeds) for transmitting and rotating the output rotation of the motor and transmitting the output rotation to the driving wheel a transmission having a non-driving range, not to control the clutch in a separated state and the connected state, before you switch the clutch from the separated state to the connected state, a precharge to precharge the hydraulic pressure in the said clutch Clutch control means for performing control, motor control means for controlling operation of the motor, and switching control of the transmission to any one of the travel range or the non-travel range A control device for a hybrid vehicle, wherein the transmission is set to the non-travel range and the output of the engine is not used for travel of the vehicle according to a control command. There is specific control means for performing specific control using the output rotation of the engine by connecting a clutch, and a start operation of the vehicle in which the transmission is switched from the non-travel range to the travel range during the specific control. And precharge prohibiting means for prohibiting the precharge control for a predetermined time set in advance as a time required for the clutch to be separated from the connected state, and the clutch control means is configured to control the precharge control. switching the clutch to the separated state during prohibition, after release of the prohibition of the pre-charge control is carried out the pre-charge control, before Motor control means, after completion setting of the travel range for starting, is characterized in that it perform motor alone travel by operating the motor.

  The clutch includes a first clutch and a second clutch, the transmission includes a first transmission mechanism and a second transmission mechanism, and the first transmission mechanism includes the engine and the first clutch. A first input shaft connected via a clutch and provided with the motor is provided, and the second speed change mechanism includes a second input shaft connected to the engine via the second clutch. preferable.

  The output torque setting means for detecting the required torque of the driver, and the output torque setting means for setting the output torque of the engine and the motor according to the required torque detected by the required torque detection means, the output The torque setting means sets the output torque of the engine to an idling torque that maintains an idling state before completion of the precharge, and the required torque detected by the required torque detection means is equal to or less than the maximum output torque of the motor. In this case, when the output torque of the motor is set to the required torque detected by the required torque detecting means, and the required torque detected by the required torque detecting means is larger than the maximum output torque of the motor, , Setting the output torque of the motor to the maximum output torque of the motor, and After the completion of charging, the total output torque of the output torque of the engine and the output torque of the motor is set to the required torque detected by the required torque detecting means, and the clutch control means is controlled by the output torque setting means. When the output torque of the engine is set to the idling torque, the clutch is disengaged, and the motor control means preferably controls the output torque of the motor to the output torque set by the output torque setting means. .

  A battery that is discharged when the motor is operated as an electric motor and is charged when the motor is operated as a generator; and the specific control uses the output rotation of the engine when the vehicle is stopped. Stop power generation control for charging the battery by operating as a generator, SOC balance control for maintaining the charge state of the battery constant by operating the motor as a generator or an electric motor, and output rotation of the engine And / or PTO control for operating the vehicle bodywork.

  The battery state detection means for detecting the state of charge of the battery, and the vehicle single-wheel drive mode and the engine / motor combination as the vehicle drive mode based on the charge state of the battery detected by the battery state detection means Travel mode selection means for selecting either a travel mode or a motor single-unit travel mode, and after completion of the precharge, the state of charge of the battery detected by the battery state detection means is more than a predetermined charge state In the case of low, it is preferable that the clutch control means puts the clutch in a connected state and the driving mode selection means selects the engine single driving mode or the engine / motor combined driving mode.

  (1) According to the control apparatus for a hybrid vehicle of the present invention, the precharge prohibiting means performs the precharge control for a predetermined time set in advance when the transmission is switched from the non-traveling range to the traveling range during the specific control. Forbidden, it is possible to secure a sufficient time to reduce the clutch pressure, and to appropriately reduce the clutch pressure at the start of the precharge control. Since the clutch pressure at the start of precharge is sufficiently reduced, the clutch pressure can be appropriately precharged without detecting the clutch pressure, and the clutch plate may be engaged during precharge. Absent. As a result, it is possible to eliminate the risk of a shock at the time of setting the gear position.

The motor control means operates the motor after the completion of the setting of the starting traveling range, that is, after the setting of the starting gear stage in the traveling range, and executes the motor alone, so the time for sufficiently reducing the clutch pressure The vehicle can be started quickly without waiting for the elapse of the precharge time.
As a result, when the non-traveling range is switched to the traveling range, the vehicle can be started quickly and the shock at the time of setting the gear position can be eliminated.

  (2) The first speed change mechanism includes a first input shaft connected to the engine via a first clutch and provided with a motor, and the second speed change mechanism is connected to the engine via a second clutch. If it is configured to include a shaft, even in a hybrid vehicle equipped with a so-called DCT (Dual Clutch Transmission), when the non-traveling range is switched to the traveling range, the vehicle is quickly started and precharged. The engagement of the clutch plate is not incurred, and the risk of incurring a shock at the time of setting the gear position can be eliminated.

(3) Even if the required torque is larger than the maximum output torque of the motor before the completion of the precharge, the engine output can be achieved if the motor is driven with the maximum output torque of the motor. Since no torque is used, the vehicle can be started quickly without waiting for the clutch to be connected. Further, when an output torque larger than the maximum output torque of the motor is required at the start of the vehicle, the required torque such as, for example, a sudden depression of the accelerator pedal is often rapidly increased. In response to a sudden increase in the required torque, an annealing process may be performed to slow down the change in the required torque. In other words, a process for increasing the output torque transmitted to the drive wheels after the timing when the required torque rapidly increases is performed. The required torque that has been annealed is less than or equal to the maximum output torque of the motor until the required time elapses, and is often greater than the maximum output torque of the motor after the required time has elapsed. A sense of incongruity due to insufficient torque can be suppressed or prevented.
If the vehicle is driven by the engine or the motor with the output torque corresponding to the required torque after the precharge is completed, it is possible to prevent a sense of incongruity due to a shortage of the output torque when the vehicle is running.

  (4) In a state where the transmission is set to the non-traveling range and the engine output is not used for traveling of the vehicle, the clutch is connected, and at least one of stop power generation control, SOC balance control, and PTO control is performed. Even if this is done, when the non-travel range is switched to the travel range, the vehicle is started immediately and the clutch plate is not engaged during pre-charging. The possibility of incurring a shock at the time of setting can be eliminated.

  (5) When the state of charge of the battery is lower than a predetermined charge state (predetermined charge amount) after completion of precharge, the clutch control means sets the clutch in a connected state, and the travel mode selection means sets the engine single travel mode or If the engine / motor combined driving mode is selected, an appropriate driving source is selected according to the state of charge of the battery, thereby preventing excessive discharge and making the state of charge of the battery appropriate. .

It is a mimetic diagram showing composition of a control device of a hybrid vehicle concerning one embodiment of the present invention. It is a time chart which shows the action | operation of each part in the hybrid vehicle to which the control apparatus concerning one Embodiment of this invention is applied, (a) shows the hydraulic pressure of a clutch, (b) shows the position of a shift part, (c ) Indicates the range of the transmission, and (d) indicates the torque output by the motor. It is a flowchart which shows the control at the time of start by the control apparatus of the hybrid vehicle concerning one Embodiment of this invention. It is a flowchart which shows the control after the start by the hybrid vehicle control apparatus concerning one Embodiment of this invention.

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

<One Embodiment>
[Constitution]
First, a configuration of a hybrid vehicle to which a control device according to an embodiment is applied will be described. The hybrid vehicle according to the present embodiment is a so-called large or medium-sized automobile such as a truck or a bus.

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

An output shaft (crankshaft) 1 </ b> A that outputs rotational torque of the engine 1 is connected to an input shaft of the clutch 2.
In the vicinity of the output shaft 1A, a crank angle sensor 32 for detecting the rotation angle is attached. The amount of change per unit time of the rotational angle detected by the crank angle sensor 32 is proportional to the rotational speed Ne of the engine 1. Therefore, the crank angle sensor 32 functions as an engine speed sensor that detects the speed Ne of the engine 1.

The crank angle sensor 32 is connected to the vehicle ECU 50, and information (detection signal) on the rotation angle of the output shaft 1 </ b> A detected by the crank angle sensor 32 is transmitted to the vehicle ECU 50. The vehicle ECU 50 calculates the rotation speed Ne of the engine 1 based on the rotation angle detected by the crank angle sensor 32.
The clutch 2 connects and disconnects the output of the engine 1. The clutch 2 is a hydraulic (hydraulic pressure) clutch provided with an actuator 6, and can be switched between a connected state and a disconnected state by the operation of the actuator 6. When the clutch 2 is connected, the output of the engine 1 is transmitted, and when the clutch 2 is disconnected, the output of the engine 1 is not transmitted.

  The clutch 2 and the transmission (transmission gear mechanism) 4 of this vehicle are configured as a so-called DCT (Dual Clutch Transmission), and the output of the engine 1 is the clutch 2 and the transmission configured as a DCT. 4 is transmitted from the power transmission member 5 to the drive wheel 9 via 4. The clutch 2 has a first clutch 2A and a second clutch 2B. The actuator 6 includes a first actuator 6A attached to the first clutch 1A and a second actuator 6B attached to the second clutch.

  The transmission 4 has two input systems and one output system. The first transmission mechanism 4A connected to the output shaft 1A of the engine 1 by the first clutch 2A, and the engine 1 by the second clutch 2B. And a second speed change mechanism 4B connected to the output shaft 1A. The output shaft of the first clutch 2A is connected to the input shaft (first input shaft) 40A of the first transmission mechanism 4A, and the motor 3 is equipped on the first input shaft 40A. Here, the first speed change mechanism 4A is equipped with a gear pair of even speed stages such as 2nd speed, 4th speed, and 6th speed, for example, and the second speed change mechanism 4B is an odd number such as 1st speed, 3rd speed, and 5th speed, for example. Equipped with a gear pair of gears.

Hereinafter, the configuration of the power transmission system including the clutches 2A and 2B and the speed change mechanisms 4A and 4B will be described in detail.
The first clutch 2A has one or more clutch plates as friction engagement elements on its input side and output side. These input side and output side clutch plates are connected and disconnected according to the hydraulic pressure (hydraulic pressure) by the attached first actuator 6A, and when the hydraulic pressure supply is cut off, the input side clutch plate and the output side clutch plate When the plates are separated from each other and the output shaft 1A of the engine 1 and the first input shaft 40A of the first transmission mechanism 4A are shut off, and when hydraulic pressure is supplied, the clutch plate on the input side and the output side clutch plate The clutch plate is brought into pressure contact with the clutch plate, and a connection state is established in which the output shaft 1A of the engine 1 and the first input shaft 40A of the first transmission mechanism 4A are connected.

  Although not shown in detail, the first actuator 6A includes, for example, a hydraulic chamber, a piston adjacent to the hydraulic chamber, and a return spring that returns the piston to a predetermined position. When hydraulic pressure (clutch pressure) is supplied to the hydraulic chamber, the piston moves against the return spring in response to this, and presses the clutch plates on the input side and output side of the first clutch 2A. At this time, as the clutch pressure increases, the input side and output side clutch plates of the first clutch 2A approach each other and engage. On the other hand, when the clutch pressure decreases, the piston is returned by the return spring and the clutch plates on the input side and the output side of the first clutch 2A are not pressed and are separated.

The disengagement state of the first clutch 2A that does not transmit the output of the engine 1 includes a separation state in which both clutch plates are separated with a certain clearance, and a precharge state in which clutch pressure is applied so that both clutch plates approach each other just before engagement. There are two states.
In the case of the separated state, the clutch pressure of the first actuator 6A may be sufficiently lowered to be substantially zero. On the other hand, the precharge state is a state corresponding to so-called looseness in which the clearance of the clutch plate of the separated first clutch 2A is brought close to zero. If the clutch pressure is compensated for the ineffective hydraulic pressure of the first actuator 6A, the first clutch 2A is in a precharged state.

Therefore, according to the clutch pressure of the first actuator 6A, the first clutch 2A is in the disengaged state or the precharged state, or in the connected state.
The first actuator 6A is connected to the vehicle ECU 50 via a control signal line, and the operation is controlled by the vehicle ECU 50.
The motor 3 functions as a drive source for the vehicle if it operates as an electric motor. Moreover, if the motor 3 operates as a generator, it functions as a power generator that recovers regenerative energy generated by output rotation of the engine 1 or braking of the vehicle. The rotor (rotor) of the motor 3 is fixed to the output shaft of the first clutch 2A, that is, the first input shaft 40A of the first transmission mechanism 4A.

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

The battery 10 is connected to the battery ECU 11 via a control signal line, and the state of charge (hereinafter also referred to as SOC) is managed by the battery ECU 11.
The inverter 20 is connected to the vehicle ECU 50 via the inverter ECU 21 via a control signal line, and the operation of the inverter 20 is controlled by the vehicle ECU 50 via the inverter ECU 21.
The first transmission mechanism 4A shifts and outputs the output rotation input to the first input shaft 40A, which is the input shaft, and is equipped with an even-numbered gear stage and a gear pair for the gear stage. Each engaging element such as a sleeve or a clutch gear for engaging or releasing. In the first transmission mechanism 4A, a travel range is set when a required engagement element is engaged, and a non-travel range is set when any of the engagement elements is released (non-engaged).

The first input shaft 40A of the first transmission mechanism 4A is equipped with the rotor of the motor 3, and the power transmission member 5 is connected to the output shaft of the first transmission mechanism 4A.
When the engaging element of the first transmission mechanism 4A is engaged, the gear pair corresponding to the engaging element to be engaged is engaged, and the corresponding gear stage is set. When the gear position is set, the first speed change mechanism 4A shifts at a gear ratio corresponding to the speed stage in which the output rotation of either or both of the engine 1 and the motor 3 input to the first input shaft 40A is set. Output to the output shaft. Note that the shift speed set when the output rotation of the engine 1 or the motor 3 is used for traveling is set in the traveling range.

  Further, when the engaging element of the first transmission mechanism 4A is released (not engaged), no gear stage is set. In a state where the gear position is not set, the first transmission mechanism 4A does not transmit the output rotation of the engine 1 and the motor 3 input to the first input shaft 40A to the output shaft. In this case, an N range (neutral range) in which the rotation of the output shaft of the first transmission mechanism 4A is not restricted, or a P range (parking range) in which the rotation of the output shaft of the first transmission mechanism 4A is restricted is set. These N range and P range are set in a non-traveling range in which the output rotation of the engine 1 and the motor 3 is not used for traveling. When the N range is set in the first speed change mechanism 4A, the power transmission between the first input shaft 40A and the output shaft is interrupted, and the rotation of the output shaft and the power transmission member 5 is not restricted. Further, when the P range is set in the first transmission mechanism 4A, the power transmission between the first input shaft 40A and the output shaft is interrupted, and the rotation of the output shaft and the power transmission member 5 is restricted.

Such engagement or disengagement of each engagement element of the first transmission mechanism 4A is performed using hydraulic pressure by a gear shift unit (not shown), and the gear shift unit is controlled by the vehicle ECU 50.
The second clutch 2B has clutch plates on its input side and output side. These clutch plates are connected and disconnected according to the hydraulic pressure (hydraulic pressure) by the attached second actuator 6B. The other configuration of the second clutch 2B is the same as the configuration of the first clutch 2A, and the other configuration of the second actuator 6B is the same as the configuration of the first actuator 6A.

  The second speed change mechanism 4B shifts and outputs the output rotation input to the second input shaft 40B, which is the input shaft, and is used for a PTO device that drives a gear pair of an odd speed step and a PTO device. Gear pairs, and each engagement element such as a sleeve and a clutch gear for engaging or releasing a gear pair for a gear position or a PTO device. Note that the PTO device operates when a gear pair for the PTO device is engaged. Similar to the first transmission mechanism 4A, the second transmission mechanism 4B sets the travel range when a required engagement element is engaged, and only the gear pair for the PTO device is engaged or When both are released (non-engaged), the non-running range is set.

The power transmission member 5 is connected to the output shaft of the second transmission mechanism 4B.
When the engaging element of the second speed change mechanism 4B is engaged, the gear pair corresponding to the engaging element to be engaged is engaged, and the corresponding gear stage or the gear stage of the PTO device is set. When the gear stage or the gear stage of the PTO device is set, the second transmission mechanism 4B shifts the output rotation of the engine 1 input to the second input shaft 40B at a gear ratio according to the set gear stage or the like. Output to the output shaft or PTO device. Note that the gear stage using the output rotation of the engine 1 for traveling is set in the traveling range.

  Further, when the engaging element of the second speed change mechanism 4B is released (not engaged), neither the gear stage nor the gear stage of the PTO device is set. In a state where the gear stage and the gear stage of the PTO device are not set, the second transmission mechanism 4B does not transmit the output rotation of the engine 1 input to the second input shaft 40B to the output shaft. In this case, an N range or a P range is set in the second transmission mechanism 4B, and these N range and P range are set in a non-traveling range in which the output rotation of the engine 1 is not used for traveling.

Engagement or release of each engagement element of the second speed change mechanism 4B is controlled by the vehicle ECU 50.
Other configurations of the second transmission mechanism 4B are the same as the configurations of the first transmission mechanism 4A.
The power transmission member 5 includes a propeller shaft, a differential device, a drive shaft, and the like, and is interposed between the output shafts of the first transmission mechanism 4A and the second transmission mechanism 4B and the drive wheels 9, and the transmission mechanism 4A, Power transmission between 4B and the drive wheel 9 is performed in both directions.

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

In addition, although what shows P range, R range, N range, and D range is set to the shift part 30 here, not only this but driving ranges, such as L range, may be further provided. Moreover, the specific number of ranges set as a running range and a non-running range is not limited to this.
The shift unit 30 is connected to the vehicle ECU 50, and information on the range selected in the shift unit 30 is transmitted to the vehicle ECU 50.

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

Next, the configuration of the control system according to the hybrid vehicle control device will be described.
The engine 1, clutch 2, motor 3, transmission 4, battery 10 and inverter 20 are controlled or managed by electronic control using a computer. The battery ECU 11 for managing the battery 10 and the inverter 20 are controlled. And an inverter ECU 21 for controlling the operation of each.

A vehicle ECU 50 that controls the battery ECU 11, the inverter ECU 21, the engine 1, the clutch 2, the motor 3, and the transmission 4 is provided. Each of these ECUs 11, 21 and 50 is an electronic control device including, for example, a microprocessor, a ROM, a RAM, an input / output circuit, and the like.
The battery ECU 11 acquires information such as the temperature of the battery 10, the current to be charged / discharged, and the voltage, and calculates and detects the state of charge (SOC) of the battery 10 based on these information. This SOC can be expressed by the charge rate of the battery 10 or the charge amount calculated based on this charge rate. The SOC of the battery 10 detected by the battery ECU 11 is transmitted to the vehicle ECU 50.

  The vehicle ECU 50 includes a clutch control unit (clutch control unit) 51 that controls the operation of the clutch 2, a motor control unit (motor control unit) 52 that controls the operation of the motor 3, and a shift control unit (a control unit that controls the transmission 4). A shift control unit) 53, a specific control unit (specific control unit) 54 that performs specific control described later, a precharge prohibiting unit (precharge prohibiting unit) 55 that prohibits precharge control of the clutch pressure under specific conditions, and A driving mode selection unit (traveling mode selection means) 56 that selects at least one of the engine 1 and the motor 3 as a vehicle driving source and an output torque of the engine 1 and the motor 3 as a vehicle driving source are set. And an output torque setting unit (output torque setting means) 57 for performing.

  The clutch control unit 51 controls the operation of the clutch 2 in accordance with the driving situation of the vehicle. Specifically, the clutch control unit 51 controls the clutch pressure of the first actuator 6A attached to the first clutch 2A and the clutch pressure of the second actuator 6B attached to the second clutch 2B. Hereinafter, the control of the clutch pressure by the clutch control unit 51 will be described by exemplifying the first clutch 2A.

For clutch pressure control of the first actuator 6A by the clutch control unit 51, separation control performed when the first clutch 2A is switched from the connected state to the disconnected state, and when the first clutch 2A is switched from the disconnected state to the connected state It can be classified into connection control to be performed and precharge control to be performed at the time of transition from separation control to connection control.
In the separation control, the clutch pressure is reduced to substantially zero separation pressure. In the connection control, the clutch pressure is increased to an engagement pressure at which the clutch plate of the first clutch 2A is engaged. In the precharge control, the clutch pressure is separated. The pressure state is increased to a precharge pressure that compensates for the ineffective hydraulic pressure. At the time of transition from separation control to connection control, precharge control is always performed, and connection control is not performed without precharge control being performed.

For example, when the first clutch 2A is changed from the connected state to the disconnected state and then brought into the connected state again, the clutch control unit 51 performs the separation control to perform the precharge control, and then performs the connection control.
Switching of each control in such a case can be performed based on the state of the clutch pressure controlled by the clutch control unit 51. In this case, the clutch pressure can be directly grasped if there is a pressure sensor. In this apparatus, without relying on a pressure sensor, the clutch pressure is estimated from the duration of each control, and each control is performed. For example, when the connection control is switched to the shut-off control, the hydraulic oil starts to be discharged from the hydraulic chamber of the first actuator 6A. If sufficient time has passed since the start of the discharge, the clutch pressure is sufficiently reduced. It can be determined that the separation pressure is substantially zero. When the hydraulic oil is supplied to the hydraulic chamber from this remote pressure state and the clutch pressure is increased, the clutch pressure increases corresponding to the hydraulic oil supply time. Therefore, from the hydraulic oil supply time from the remote pressure state, It can also be estimated that the clutch pressure has reached the precharge pressure. When the precharge pressure is reached, this state is maintained, and thereafter, the connection control is performed at an appropriate timing.

In this way, the clutch control means 51 estimates the clutch pressure from the discharge time of the hydraulic oil from the hydraulic chamber and the supply time of the hydraulic oil to the hydraulic chamber, and realizes the switching of the above three-stage clutch pressure control. It has become.
The clutch control unit 51 also controls the second clutch 2B in the same manner, a separation control for bringing the second clutch 2B into a separation state, a precharge control for bringing the second clutch 2B into a precharge state, and a second clutch Connection control for setting 2B to the connected state is performed.

  Further, when the output torque setting unit 57 (to be described later) does not use the output torque of the engine 1 for traveling, that is, when the motor alone travels, the clutch control unit 51 determines which of the speed change mechanisms 4A and 4B in which the gear position is set. The clutch pressure of one of the clutches 2A and 2B connected to one of them is held at the precharge pressure, and the clutch pressure of the other clutch 2A and 2B is set to the separation pressure to be in the disconnected state.

The motor control unit 52 controls the operation of the motor 3 according to the driving situation of the vehicle. That is, the motor control unit 52 controls the power supply from the battery 10 to the motor 3 and the charging from the motor 3 to the battery 10 by controlling the operation of the inverter 20 via the inverter ECU 21.
The motor control unit 52 controls the output torque of the motor 3 to the output torque set by the output torque setting unit 57 described later.

The transmission control unit 53 controls the transmission 4 according to the driving situation of the vehicle. Specifically, the transmission control unit 53 controls each of the first transmission mechanism 4A and the second transmission mechanism 4B.
The shift control unit 53 controls the engagement and release of the engagement elements of the transmission mechanisms 4A and 4B. Thereby, the shift control unit 53 can perform switching control of the transmission mechanisms 4A and 4B between the set state of the travel range and the set state of the non-travel range.

  When the driving range is selected by the driver, the shift control unit 53 engages a required engagement element except when the shift stage is switched, and sets the shift stage according to the driving state of the vehicle. In addition, when the travel range is selected and the gear position is switched, the shift control unit 53 releases the engagement of the engagement elements and sets the N range, which is a non-travel range, and then the gear position after the switching. The engaging element corresponding to is engaged.

Further, when the driver performs a switching operation from the non-traveling range to the traveling range, the shift control unit 53 performs the normal range switching control and the specific range switching control.
The normal range switching control is performed when the clutches 2A and 2B are in the disconnected state and the non-traveling range is set in the transmission mechanisms 4A and 4B. That is, in the normal range switching control, when the non-traveling range is selected by the driver, all of the engaging elements of the transmission mechanisms 4A and 4B are released, and both of the clutches 2A and 2B are in the disconnected state. To be implemented.

In this normal range switching control, the shift control unit 53 engages an engagement element corresponding to a gear position according to the driving state of the vehicle among the released engagement elements.
Further, under normal range switching control, for example, when a switching operation from the P range or N range (non-traveling range) to the D range (traveling range) is performed at the start of the vehicle, the shift control unit 53 shifts the start gear. Engage the engagement elements corresponding to the steps.

The specific range switching control is performed when at least one of the clutches 2A and 2B is in a connected state. That is, in the specific range switching control, the non-traveling range is selected by the driver, the non-traveling range is set in the first transmission mechanism 4A, and the non-traveling range (including the PTO operation state) is set in the second transmission mechanism 4B. To be implemented if
In this specific range switching control, if there is an engagement element that is engaged when the non-traveling range is selected, the shift control unit 53 releases the engagement of the engagement element, and then the driving state of the vehicle. The engagement element corresponding to the gear position corresponding to is engaged. For example, in the specific range switching control, for example, when a switching operation from the P range or the N range (non-traveling range) to the D range (traveling range) is performed at the start of the vehicle, the shift control unit 53 will be described later. 2. Engage the engagement elements corresponding to the starting gears after a predetermined time has elapsed.

The specific control unit 54 performs at least one specific control of stop power generation control, SOC balance control, and PTO control. This specific control is performed with at least one of the clutches 2A and 2B in a connected state. That is, during the execution of the specific control, when the non-traveling range is selected, at least one of the clutches 2A and 2B is in a connected state.
In the stop power generation control, when the SOC decreases to a reference value, the motor 3 is operated as a generator using the output rotation of the engine 1 when the vehicle is stopped, and the battery 10 is charged.

The stop power generation control is performed by the specific control unit 54 when the vehicle is stopped and the non-traveling range is selected, and the first clutch 2A is connected via the clutch control unit 51, and the motor control unit The motor 3 is operated as a generator via 52. Thereby, the battery 10 can be generated when the vehicle is stopped.
In the SOC balance control, the motor 3 is operated as a generator or an electric motor, and the SOC of the battery 10 is kept constant.

  This SOC balance control is performed by the specific control unit 54 when the non-traveling range is selected, the first clutch 2A is connected via the clutch control unit 51, and the motor 3 is controlled via the motor control unit 52. By operating as a generator or an electric motor, the SOC of the battery 10 is kept constant and managed. Thereby, the SOC of the battery 10 can be kept constant.

In addition, when these stop electric power generation control or SOC balance control is implemented, the non-traveling range is set in the transmission mechanisms 4A and 4B.
The PTO control is to operate the vehicle body using the output rotation of the engine 1.
The PTO control is performed by the specific control unit 54 when the non-traveling range is selected, the second clutch 2B is brought into the connected state via the clutch control unit 51, and the second speed change mechanism 4B is operated by the shift control unit 53. Engage the engagement elements corresponding to the gear pairs for the PTO device. As a result, the vehicle bodywork can be operated using the power of the engine 1. When this PTO control is being performed, the non-traveling range is set in the first transmission mechanism 4A.

The precharge prohibiting unit 55 performs precharge prohibiting control for prohibiting the precharge control by the clutch control unit 51 for a first predetermined time (predetermined time) under a specific condition.
The first predetermined time is experimentally or empirically determined in advance for the time required to bring the clutches 2A and 2B from the connected state to the disconnected state. For example, during the first predetermined time, discharge of hydraulic oil from the hydraulic chambers of the actuators 6A and 6B attached to the clutches 2A and 2B is started, and the clutch pressure is sufficiently reduced to become substantially zero clutch pressure (separation pressure). The time until is set experimentally or empirically in advance.

The specific condition is established when there is a switching operation from the non-traveling range to the traveling range when any of the clutches 2A and 2B is in the connected state in the non-traveling range.
That is, the precharge prohibiting unit 55 performs the precharge control by the clutch control unit 51 only for the first predetermined time when there is a switching operation from the non-traveling range in which either of the clutches 2A and 2B is connected to the traveling range. Is prohibited.

The travel mode selection unit 56 is based on a required output torque set by an output torque setting unit 57 (described later) and the SOC of the battery 10 detected by the battery ECU 11. -Select either the motor combined travel mode or the motor single travel mode.
However, the traveling mode selection unit 56 basically selects the motor single traveling mode when starting the vehicle, and sets the motor single traveling mode before completion of the precharge control by the clutch control unit 51 when starting the vehicle. select. In addition, after completion of the precharge control by the clutch control unit 51, the travel mode selection unit 56 is based on the SOC of the battery 10 detected by the battery ECU 11 and a preset predetermined charge amount (predetermined charge state). Select the driving mode.

  As the predetermined charge amount, a first predetermined charge amount and a second predetermined charge amount are set in advance. After the precharge control of the clutch control unit 51 is completed, for example, the SOC of the battery 10 is more than the first predetermined charge amount. Is greater than the maximum output torque of the motor 3, the driving mode selection unit 56 selects the engine / motor combined driving mode, and the driver's required torque is the maximum output of the motor 3. If it is below the torque, the motor single mode is selected. If the SOC of battery 10 is equal to or less than the first predetermined charge amount and greater than the second predetermined charge amount set to be smaller than the first predetermined charge amount, traveling mode selection unit 56 selects the engine / motor combined traveling. To do. Further, if the SOC of battery 10 is equal to or less than the second predetermined charge amount, travel mode selection unit 56 selects engine single travel.

These first and second predetermined charge amounts are set experimentally or empirically in advance.
The output torque setting unit 57 sets the output torque (requested output torque) _Td required for the engine 1 and the motor 3 according to the driver's request. In the output torque setting unit 57, the engine 1 and the motor are _generated from the required output torque _Td according to any of the travel modes set in the travel mode selection unit 56 based on the required output torque _Td and the SOC of the battery 10. Each output torque of 3 is set and distributed. The set output torque of the engine 1 is realized as the output torque of the engine 1 by the vehicle ECU 50, and the set output torque of the motor 3 is realized as the output torque of the motor 3 by the motor control unit 52.

  Specifically, the output torque setting unit 57 sets the output torque of the engine 1 to a torque that maintains the idling state (idling torque) until the precharge control is completed under specific conditions, and the driver's requested torque Is equal to or less than the maximum output torque of the motor 3, the output torque of the motor 3 is set to the driver's required torque. Further, until the precharge control is completed and the driver's required torque is larger than the maximum output torque of the motor 3, the output torque of the motor 3 is set to the maximum output torque, and the output torque of the engine 1 is idling. Set the torque to maintain the state. Further, after the precharge control is completed, the output torque setting unit 57 sets the total output torque of the output torque of the engine 1 and the output torque of the motor 3 as the driver's requested output torque.

  Further, the output torque setting unit 57 performs a so-called annealing process that slows down the change in the required torque in order to ensure control stability when the driver's required torque changes suddenly, for example, when the accelerator pedal is suddenly depressed. It is preferable. In other words, the output torque setting unit 57 suppresses the increase in the required torque to a predetermined increase rate (within the limit value or within the limit value) when the increase rate of the required torque becomes a predetermined limit value or more. It is preferable to set the output torque of the engine 1 or the motor 3 with a delay to the timing when the engine speed increases rapidly.

[Action / Effect]
Since the hybrid vehicle control device according to an embodiment of the present invention is configured as described above, if the driver performs a switching operation from the non-travel range to the travel range during specific control, the following control is performed. To be implemented. Such control will be described with reference to FIG.
FIG. 2 (a) is a time chart showing an example of the time variation of the clutch pressure with the vertical axis representing the clutch pressure and the horizontal axis representing the time, and FIGS. 2 (b) to 2 (d) are FIG. 2 (a). The operation | movement of each part corresponding to the time change of the clutch pressure of is shown. Here, the clutch pressure in FIG. 2 exemplifies the clutch pressure of the first clutch 2A when the stop power generation control (specific control) or the SOC balance control (specific control) is performed.

As shown in FIG. 2A, the clutch pressure P is maintained at the pressure P ₃ (engagement pressure) until time t ₀ . This pressure P ₃ is a pressure required to bring the first clutch 2A into the connected state. That is, until the time point t ₀ , the clutch plate of the first clutch 2A is engaged and the first clutch 2A is maintained in the engaged state by the connection control in which the clutch pressure P is set to the pressure P ₃ by the clutch control unit 51. doing. Further, as shown in FIG. 2 (b), until the time point t _0, the position of the shift unit 30 to be operated by a driver is non-running range is selected.

That is, until the time point t ₀ , at least the first clutch 2A is in the engaged state, and the specific control unit 54 performs the specific control.
As shown in FIG. 2 (b), at the time point t _0, when the specific control is carried out, the shift unit 30 is operated by the driver, the switching operation from the non-driving range to the driving range is. At the same time, the precharge control by the clutch control unit 51 is prohibited by the precharge prohibiting unit 55 for the first predetermined time.

As shown in FIG. 2A, from time t ₀ to time t ₂ , the clutch control unit 51 controls the clutch pressure by separating the hydraulic oil in the hydraulic chamber of the actuator 6A attached to the first clutch 2A. P is reduced to substantially zero (separation pressure). The time from the time t ₀ to the time t ₂ is set experimentally or empirically in advance as the first predetermined time, and the precharge control by the clutch control unit 51 is prohibited by the precharge prohibiting unit 55 only for the first predetermined time. Is done.

In the period from time t ₀ to time t _2, from time t ₀ to time t ₁ , the clutch pressure P decreases and changes from pressure P ₃ to pressure P ₂ . This pressure P ₂ is an upper limit value of the clutch pressure P at which no shock is generated even if the engine 1 does not stall or the engaging element of the first transmission mechanism 4A is engaged. The period from time t ₀ to time t ₁ is set as a second predetermined time in advance experimentally or empirically.

As shown in FIG. 2 (c), the time t _1, setting the gear stage of the first transmission mechanism 4A is initiated by the shift control unit 53. Here, the shift control unit 53 engages the engaging element of the first transmission mechanism 4A corresponding to the shift stage (start stage) selected to start the vehicle. After the time point t ₁ and before the time point t ₂ , the setting of the gear position is completed, and thereafter, as shown in FIG. 2D, the motor 3 is operated by the motor control unit 52 to drive the motor alone. To implement. That is, at the time point t ₁ , the gear position of the first speed change mechanism 4A is set to start the vehicle with the motor alone, and then the motor control unit 52 performs the motor alone travel.

As shown in FIG. 2A, from the time point t ₁ to the time point t ₂ , the clutch pressure P decreases and becomes substantially zero from the pressure P ₂ .
At time t _2, the clutch pressure P is substantially zero, the pre-charge control is started by the clutch control unit 51.
From time t ₂ to time t _3, the precharge control by the clutch control unit 51 is performed, the clutch pressure P is increased from substantially zero to a pressure P ₁ (pre-charge pressure).

At time t ₃ , the clutch pressure P is the pressure P ₁ and the first clutch 2A is in the precharge state. That is, the precharging of the first clutch 2A is completed at time t _3.
From this time point t ₀ to time point t ₃ , the output torque setting unit 57 sets the output torque of the engine 1 to a torque that maintains the idling state, and the travel mode selection unit 56 selects the motor single travel mode.

After time t ₃ , the travel mode of the vehicle is selected by the travel mode selection unit 56 based on the SOC of the battery 10. FIG. 2 shows a case where the motor control unit 52 continues to run the motor alone after time t ₃ , and the clutch pressure P is maintained at the pressure P ₁ . After the time point t ₃ , when the travel mode selection unit 56 selects a travel mode using the engine 1 in the engine / motor combined travel mode or the engine single travel mode, the output torque setting unit 57 selects the engine 1, each output torque is appropriately set in the motor 3, the clutch 4A in accordance with the operating condition of the vehicle by the clutch control unit 51, a connection control for connecting any of the 4B is performed, the clutch pressure P is raised to a pressure P ₃ The

Here, the time point t ₀ Previously, it stops the power generation control or SOC balancing control as specific control was described as an example the case where it is implemented, even if the time t ₀ before the PTO control only (specific control) were performed Similarly, the starting gear stage is set after the second predetermined time has elapsed from the start of the decrease in the clutch pressure of the second clutch 2B.

  Next, a control flow in the hybrid vehicle control device of the present invention will be described with reference to FIGS. FIG. 3 shows a control flow when the vehicle starts under specific conditions, and FIG. 4 shows a control flow of post-start control which is a subroutine of the control flow of FIG.

The control flow in FIG. 3 is periodically performed by the vehicle ECU 50 during the execution of the specific control in which one of the clutches 2A and 2B is engaged in the non-traveling range.
In step S10, it is determined whether or not there is a switch from the non-traveling range to the traveling range. If there is a switch from the non-travel range to the travel range, the process proceeds to step S20, and if there is no switch from the non-travel range to the travel range, the control ends (end).

In step S20, the timer t is set to zero and started. The start time of this timer corresponds to the time t ₀ in FIG. 2, and the value of the timer t is an elapsed time from the range switching in step S10. Then, the process proceeds to step S30.
In step S30, it is determined whether a second predetermined time has elapsed since the range was switched. If the second predetermined time has elapsed, the process proceeds to step S40. If the second predetermined time has not elapsed, the determination in step S30 is performed until the value of the timer t becomes larger than the second predetermined time.

In step S40, the gear position is set and the motor alone travels. In other words, the shift control unit 53 engages an engagement element corresponding to the start stage of the first transmission mechanism 4A to set the shift stage, and the motor control unit 52 executes the motor alone. Incidentally, the time of this step S40 corresponds to the time t ₁ of FIG. 2 in which the second predetermined time has elapsed.
In step S50, it is determined whether or not a first predetermined time has elapsed since the range was switched. If the first predetermined time has elapsed, the process proceeds to step S60. If the first predetermined time has not elapsed, the determination in step S50 is performed until the value of the timer t becomes larger than the first predetermined time.

In step S60, the clutch 2 is precharged. That is, the precharge control of either one of the clutches 2A and 2B is started by the clutch control unit 51 in accordance with the driving situation of the vehicle. Incidentally, the time of this step S60 corresponds to the time t ₂ in FIG.
In step S70, it is determined whether or not precharge control is completed. If the precharge control is completed, the process proceeds to step S80. If the precharge control is not completed, the determination in step S70 is performed until the precharge control is completed.

In step S80, the timer t is reset to zero. Time of this step S80 corresponds to the time point t ₃ in FIG. 2.
In step S90, a control subroutine after starting is performed, and the control ends (end).

  Next, the post-start control shown in step S90 of FIG. 3 will be described using the flowchart of FIG.

In step S110, information on the SOC of the battery 10 detected by the battery ECU 11 and the accelerator opening θ _ACC detected by the accelerator position sensor (APS) 31 is acquired. The vehicle ECU 50 calculates the driver's required torque T _d based on the acquired information on the accelerator opening θ _ACC .
In step S120, it determines whether the SOC of the battery 10 is greater than the first predetermined charge amount SOC _1. Is larger than SOC first predetermined charge amount SOC ₁ of battery 10 proceeds to step S130, SOC of the battery 10 shifts to step S150 if the first predetermined state of charge SOC ₁ or less.

In step S < _b > 130, it is determined whether or not the driver's required torque T _d calculated based on the accelerator opening θ _ACC is larger than the maximum output torque T _{m of the} motor 3. Required torque T _d of the driver proceeds to step S140 is larger than the maximum output torque T _m of a motor 3, the required torque T _d is shifted to step S145 if less than the maximum output torque T _m of a motor 3.
In step S140, the traveling mode selection unit 56 selects the engine / motor combined traveling mode, and the combined traveling by the engine 1 and the motor 3 is performed. In step S140, the output torque setting unit 57 sets the total output torque of the output torque of the motor 3 and the output torque of the engine 1 to be the required output torque _Td by the driver. Then, this subroutine is ended (returned), and the process returns to the control flow of FIG.

  In step S145, the motor mode selection unit 56 selects the motor single mode, and the motor 3 performs single mode. In step S145, the output torque setting unit 57 sets the output torque of the motor 3 to the output torque requested by the driver, and the output torque of the engine 1 is set to a torque that maintains the idling state. The clutch pressure of one of the clutches 2A and 2B connected to one of the speed change mechanisms 4A and 4B for which the gear position is set is maintained at the precharge pressure, and the other clutch pressure of the clutches 2A and 2B is separated. The pressure is controlled to be cut off. Then, this subroutine is ended (returned), and the process returns to the control flow of FIG.

Further, in step S150, the determining whether the SOC of the battery 10 is larger than the second predetermined charge amount SOC _2. Larger SOC of the battery 10 than the second predetermined charge amount SOC ₂ proceeds to step S160, SOC of the battery 10 shifts to the second predetermined charge amount SOC ₂ step S170 if less.
In step S160, the traveling mode selecting unit 56 selects the engine / motor combined traveling mode, and the combined traveling by the engine 1 and the motor 3 is performed. In step S160, similarly to S140, the output torque setting unit 57 sets the total output torque of the output torque of the motor 3 and the output torque of the engine 1 to be the required output torque _Td by the driver. Then, this subroutine is ended (returned), and the process returns to the control flow of FIG.

In step S170, the traveling mode selection unit 56 selects the engine traveling mode, and the traveling by the engine 1 is performed. In step S170, the output torque of the motor 3 is set to zero by the output torque setting unit 57, and the output torque of the engine 1 is set to be the required output torque _Td by the driver. Then, this subroutine is ended (returned), and the process returns to the control flow of FIG.

Therefore, the precharge prohibiting unit 55 is set in advance when the transmission 4 is switched from the non-traveling range to the traveling range during the specific control, that is, when the driver performs a switching operation from the non-driving range to the traveling range. Since the precharge control is prohibited for a predetermined time, it is possible to secure a time for sufficiently reducing the clutch pressure, and to appropriately reduce the clutch pressure P when the clutch control unit 51 starts the precharge control. Since the clutch pressure P at the start of precharge is sufficiently reduced, the clutch pressure P can be appropriately set to the precharge pressure P ₁ without detecting the clutch pressure P, and the clutch plate during the precharge can be engaged. There is no invitation. As a result, it is possible to eliminate the risk of a shock at the time of setting the gear position.

The motor control unit 52 operates the motor 3 after the completion of the setting of the start gear stage in the transmission 4 to execute the motor alone, so the time for sufficiently reducing the clutch pressure P (first predetermined time) The vehicle can be promptly started without waiting for completion of precharge.
As a result, when the non-traveling range is switched to the traveling range, the vehicle can be started quickly and the shock at the time of setting the gear position can be eliminated.

  The first speed change mechanism 4A includes a first input shaft 40A connected to the engine 1 via the first clutch 2B and provided with the motor 3. The second speed change mechanism 4B is connected to the engine 1 via the second clutch 2B. In the hybrid vehicle equipped with the so-called DCT, when the vehicle is switched from the non-traveling range to the traveling range, the vehicle is quickly started and pre-loaded. Since the clutch plate is not engaged during charging, a shock at the time of setting the gear position can be eliminated.

Before completion of the precharge also required torque T _d is a greater than the maximum output torque T _m of a motor 3, as a single running by the motor 3 at the maximum output torque T _m of a motor 3 is carried out Therefore, the vehicle can be started quickly without using the output torque of the engine 1 and without waiting for the connection of the clutches 2A and 2B. In addition, when an output torque greater than the maximum output torque T _m of the motor 3 is required at the start of the vehicle, there are many cases in which the required torque, for example, when the accelerator pedal is stepped on rapidly increases, In response to such a sudden increase in the required torque, the output torque setting unit 57 may perform an annealing process that slows down the change in the required torque. That is, a process for increasing the output torque _Td transmitted to the drive wheels after the timing when the required torque rapidly increases is performed. Smoothing process has been requested torque T _d is until the first predetermined time has elapsed is equal to or less than the maximum output torque T _m of a motor 3, greater than the maximum output torque T _m of a motor 3 after a first predetermined time Therefore, it is possible to suppress or prevent a sense of incongruity due to insufficient output torque when the vehicle starts.

After the precharge is completed, the vehicle is driven by the engine 1 or the motor 3 with an output torque corresponding to the required torque _Td , so that it is possible to prevent a sense of incongruity due to a shortage of output torque when the vehicle is running. Can do.
In a state where the transmission 4 is set to the non-traveling range and the output of the engine 1 is not used for traveling of the vehicle, at least one of the clutches 2A and 2B is connected, and the stop power generation control, the SOC balance control, and the PTO control Even if at least one of the above is performed, when the non-traveling range is switched to the traveling range, the vehicle is quickly started and the clutch plate is not engaged during precharging. Therefore, the shock at the time of setting the gear position can be eliminated.

  After the precharge is completed, when the SOC of the battery 10 is lower than the first predetermined charge amount, the clutch control unit 51 controls connection of one of the clutches 2A and 2B, and the travel mode selection unit 56 drives the engine alone. Since the mode or the engine / motor combined driving mode is selected, an appropriate driving source is selected according to the SOC of the battery 10 to prevent excessive discharge and to make the SOC of the battery 10 appropriate. be able to.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment, a vehicle equipped with a so-called DCT is shown. However, the present invention is not limited to this, and a hybrid vehicle that does not include the second component (the second clutch 2B and the second transmission mechanism 4B) and includes a single clutch. You may apply the control apparatus of this invention.

Further, although the first transmission mechanism 4A is equipped with even-numbered gear pairs and the second transmission mechanism 4B is equipped with odd-numbered gear pairs, the present invention is not limited to this. You may comprise so that each gear mechanism may be arbitrarily equipped with the gear stage for PTO apparatuses which do not overlap.
Moreover, although the clutch control part 51 showed what implement | achieves separation control and pre-charge control by switching the time which supplies hydraulic pressure to the hydraulic chamber of the actuator 6, it is not restricted to this but is further equipped with a clutch pressure sensor. The clutch may be controlled so that the clutch pressure detected by the clutch pressure sensor becomes the separation pressure and the precharge pressure.

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

DESCRIPTION OF SYMBOLS 1 Engine 1A Output shaft 2 Clutch 2A 1st clutch 2B 2nd clutch 3 Motor 4 Transmission 4A 1st transmission mechanism 4B 2nd transmission mechanism 5 Power transmission member 6 Actuator 6A 1st actuator 6B 2nd actuator 9 Drive wheel 10 Battery 11 Battery ECU (battery state detection means)
20 Inverter 21 Inverter ECU
30 shift unit 31 accelerator position sensor (required torque detection means)
32 Crank angle sensor 50 Vehicle ECU
51 Clutch control unit (clutch control means)
52 Motor control unit (motor control means)
53 Shift control section (shift control means)
54 Specific control unit (specific control means)
55 Precharge prohibition section (precharge prohibition means)
56 Travel mode selection unit (travel mode selection means)
57 Output torque setting section (output torque setting means)

Claims (5)

Engine,
A motor,
A clutch that is interposed between the engine and the motor and is supplied with hydraulic pressure and connected;
A travel range that includes an input shaft provided with the motor, shifts the output rotation of at least one of the engine and the motor and transmits the output rotation to the drive wheel, and a non-travel range that does not transmit the output rotation to the drive wheel; A transmission having
Controlling the clutch to the separated state and the connected state, before you switch the clutch from the separated state to the connected state, the clutch control means for performing a precharge control for precharging the fluid pressure to the clutch,
Motor control means for controlling the operation of the motor;
Shift control means for switching and controlling the transmission to the travel range or the non-travel range;
A control device for a hybrid vehicle having
In the state where the transmission is set to the non-traveling range and the output of the engine is not used for traveling of the vehicle, the specific control using the output rotation of the engine is performed by connecting the clutch according to a control command. Specific control means to implement;
During the specific control, if there is a start operation of the vehicle in which the transmission is switched from the non-traveling range to the traveling range, a predetermined time set in advance as a time required to shift the clutch from the connected state to the separated state Precharge prohibiting means for prohibiting the precharge control only,
The clutch control means switches the clutch to a disengaged state while the precharge control is prohibited, and executes the precharge control after releasing the prohibition of the precharge control,
The said motor control means operates the said motor after the completion of the setting of the said driving | running | working range for start, The motor single-unit driving | running | working is characterized by the above-mentioned. The clutch has a first clutch and a second clutch,
The transmission includes a first transmission mechanism and a second transmission mechanism,
The first speed change mechanism includes a first input shaft connected to the engine via the first clutch and provided with the motor.
2. The control apparatus for a hybrid vehicle according to claim 1, wherein the second speed change mechanism includes a second input shaft connected to the engine via the second clutch. Requested torque detecting means for detecting the requested torque of the driver;
Output torque setting means for setting output torques of the engine and the motor according to the required torque detected by the required torque detection means,
The output torque setting means includes
Before the completion of the precharge, the engine output torque is set to an idling torque that maintains an idling state, and when the required torque detected by the required torque detection means is less than or equal to the maximum output torque of the motor, When the output torque of the motor is set to the required torque detected by the required torque detection means, and the required torque detected by the required torque detection means is larger than the maximum output torque of the motor, the output of the motor Set the torque to the maximum output torque of the motor,
After completion of the precharge, the total output torque of the engine output torque and the motor output torque is set to the required torque detected by the required torque detection means,
The clutch control means disconnects the clutch when the output torque of the engine is set to the idling torque by the output torque setting means,
The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the motor control means controls the output torque of the motor to the output torque set by the output torque setting means. A battery that is discharged when the motor is operated as an electric motor and charged when the motor is operated as a generator;
The specific control is
When the vehicle stops, stop power generation control that charges the battery by operating the motor as a generator using output rotation of the engine;
SOC balance control for operating the motor as a generator or an electric motor to keep the state of charge of the battery constant;
The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the control apparatus is at least one of PTO control for operating the vehicle body using the output rotation of the engine. . Battery state detection means for detecting the state of charge of the battery;
Travel that selects any one of an engine single travel mode, an engine / motor combined travel mode, and a motor single travel mode as a travel mode of the vehicle based on the state of charge of the battery detected by the battery state detection means Mode selection means,
When the state of charge of the battery detected by the battery state detection unit is lower than a predetermined charge state after completion of the precharge, the clutch control unit sets the clutch to a connected state, and the travel mode selection unit 5. The hybrid vehicle control device according to claim 4, wherein the engine single mode or the engine / motor combined mode is selected by the control.

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