JP6777225B2 - Hybrid vehicle control method and hybrid vehicle control device - Google Patents

Description

The present disclosure relates to a control method and a control device for a hybrid vehicle.

Conventionally, when it is not possible to output the vehicle deceleration according to the demand only by the regenerative torque generated by the motor generator due to the regeneration limitation or the like, a control method of a hybrid vehicle that supplements the vehicle deceleration with the friction torque of the engine has been known. (See, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2012-218697

However, if it is determined that the required vehicle deceleration cannot be output only by the regenerative torque, the engine is connected to the drive wheels, and the vehicle deceleration is compensated by the engine friction torque, the compensation of the vehicle deceleration is delayed. Therefore, the reduction range of the vehicle deceleration due to the regeneration restriction becomes large, and a so-called G step is generated, which causes a problem that the driver feels uncomfortable. In particular, when driving on a coast where the amount of operation of the accelerator pedal is almost zero, the driver tends to feel fluctuations in vehicle deceleration, so it is necessary to appropriately suppress the reduction range of deceleration.

This disclosure focuses on the above problems, and provides a hybrid vehicle control method and a hybrid vehicle control device that can prevent a significant reduction in vehicle deceleration due to a limitation of regenerative torque during coastal driving. The purpose is to provide.

In order to achieve the above object, the engine is separated from the drive wheels during coast running by the accelerator release operation, and the coast regenerative torque generated by the motor generator is set as the target regenerative torque.
Further, when a predetermined regeneration limiting condition is satisfied, the upper limit value of the coast regeneration torque of the motor generator is limited to a value smaller than the maximum value of the regeneration torque that can be generated by the motor generator.
Then, a engagement command is output to the engine clutch from the start of limiting the upper limit value of the coast regenerative torque until the upper limit value of the coast regenerative torque matches the target regenerative torque.

Therefore, in the present disclosure, it is possible to prevent a significant reduction in vehicle deceleration due to the limitation of the regenerative torque during coastal driving.

It is an overall block diagram which shows the FF hybrid vehicle to which the control method and the control device of the hybrid vehicle of Example 1 are applied. It is a figure which shows an example of the mode transition map used in Example 1. FIG. It is a figure which shows an example of the shift schedule map used in Example 1. FIG. It is a block diagram which shows the structure of the clutch control part at the time of coast of Example 1. FIG. It is a figure which shows an example of the necessary deceleration setting map used in Example 1. FIG. It is a figure which shows an example of the engine speed upper limit value setting map used in Example 1. FIG. It is a flowchart which shows the flow of the clutch control processing executed in Example 1. FIG. It is a flowchart which shows the flow of the fuel cut processing composition at the time of coast executed in Example 1. FIG. A time chart showing the characteristics of vehicle speed, accelerator opening, brake pedal effort, first clutch command, coast regeneration torque, regeneration torque upper limit, and engine friction torque when motor regeneration is restricted during coast driving in Example 1. is there. It is a time chart which shows each characteristic of the motor rotation speed, the engine rotation speed, the vehicle deceleration, the fuel cut flag, the fuel cut prohibition flag, and the fuel cut state when the motor regeneration restriction occurs at the time of coast running in Example 1.

Hereinafter, a mode for implementing the hybrid vehicle control method and the control device of the present disclosure will be described with reference to the first embodiment shown in the drawings.

(Example 1)
First, the configuration will be described.
The hybrid vehicle control method and control device according to the first embodiment are applied to an FF hybrid vehicle provided with a parallel hybrid drive system called a 1-motor / 2-clutch. Hereinafter, the configuration of the FF hybrid vehicle to which the control method and the control device of the first embodiment are applied will be described as "detailed configuration of drive system", "detailed configuration of operation mode", "detailed configuration of control system", and "clutch at coast". The description will be divided into "control processing configuration" and "coast fuel cut processing configuration".

[Detailed configuration of drive system]
As shown in FIG. 1, the drive system of the FF hybrid vehicle consists of the engine Eng, the first clutch CL1 (engine clutch), the motor generator MG, the second clutch CL2, the continuously variable transmission CVT, and the final gear FG. It is equipped with a left drive wheel LT and a right drive wheel RT.

The engine Eng is torque-controlled so that the engine torque matches the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug. Further, when the engine Eng is in the cranking operation state in which the first clutch CL1 is engaged in the fuel cut state (fuel supply stop) instead of the combustion operation state, the engine friction torque is caused by the frictional sliding resistance between the piston and the inner wall of the cylinder. Occurs.

The first clutch CL1 is interposed at a position between the engine Eng and the motor generator MG, and corresponds to an engine clutch arranged between the engine Eng and the left and right drive wheels LT and RT. As the first clutch CL1, for example, a normally open dry multi-plate clutch or the like is used, and fastening / slip fastening / releasing between the engine Eng and the motor generator MG is performed. When the first clutch CL1 is engaged, the engine Eng is connected to the left and right drive wheels LT and RT, and the motor torque + engine torque is transmitted to the second clutch CL2. When the first clutch CL1 is in the released state, the engine Eng is disconnected from the left and right drive wheels LT and RT, and only the motor torque is transmitted to the second clutch CL2. Then, the engagement / slip engagement / release of the first clutch CL1 is performed by hydraulic pressure control in which a transmission torque (clutch torque capacity) is generated according to the clutch hydraulic pressure (pressing force).

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

The second clutch CL2 is a normally open wet multi-plate clutch or wet multi-plate brake provided in the forward / backward switching mechanism of the continuously variable transmission CVT, and transmits torque (clutch torque capacity) according to the clutch hydraulic pressure (pressing force). ) Occurs. The second clutch CL2 transfers 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 continuously variable transmission CVT and the final gear FG. To convey. As shown in FIG. 1, the second clutch CL2 is set at a position between the motor generator MG and the continuously variable transmission CVT, and at a position between the continuously variable transmission CVT and the left and right drive wheels LT and RT. May be set to.

The continuously variable transmission CVT is a pulley belt bridged between the primary pulley PrP connected to the transmission input shaft input, the secondary pulley SeP connected to the transmission output shaft output, and the primary pulley PrP and the secondary pulley SeP. It is a belt type continuously variable transmission having BE.

The primary pulley PrP has a fixed sheave fixed to the transmission input shaft input and a movable sheave slidably supported by the transmission input shaft input. The secondary pulley SeP has a fixed sheave fixed to the transmission output shaft output and a movable sheave slidably supported by the transmission output shaft output.

The pulley belt BE is a metal belt wound between the primary pulley PrP and the secondary pulley SeP, and is sandwiched between the fixed sheave and the movable sheave. Here, as the pulley belt BE, a pin type belt or a VDT type belt is used.

In the continuously variable transmission CVT, the pulley widths of both pulleys PrP and SeP are changed, and the diameter of the holding surface of the pulley belt BE is changed to freely control the gear ratio (pulley ratio). Here, as the pulley width of the primary pulley PrP becomes wider and the pulley width of the secondary pulley SeP becomes narrower, the gear ratio changes to the Low side. Further, as the pulley width of the primary pulley PrP becomes narrower and the pulley width of the secondary pulley SeP becomes wider, the gear ratio changes to the High side.

[Detailed configuration of operation mode]
The FF hybrid vehicle of the first embodiment has an electric driving mode (hereinafter referred to as "EV mode"), a hybrid driving mode (hereinafter referred to as "HEV mode"), and the like as operation modes by the above-mentioned drive system. ..

In the "EV mode", the first clutch CL1 is released, the second clutch CL2 is engaged, the engine Eng is disconnected from the drive system, and the left and right drive wheels LT so that only the motor generator MG can transmit the driving force. , Connect to RT. As a result, in the "EV mode", the motor generator MG is controlled to the power running side during driving driving to apply a driving force to the vehicle, and this motor generator MG is used as a traveling driving source (motor). Further, during deceleration running in which a braking force is applied to the vehicle, the motor generator MG is controlled to the regenerative side and used as a power generation drive source (generator), and the regenerative torque generated at this time is used as the braking force.

In addition, "controlling the motor generator MG to the power running side" means that the motor generator is in a power running state in which power is supplied from the inverter 8 to the motor generator MG and the left and right drive wheels LT and RT are driven by the motor generator MG. It is to control MG. Further, "controlling the motor generator MG to the regenerative side" means controlling the motor generator MG so that the rotational energy of the motor generator MG and the left and right drive wheels LT and RT is in a regenerative state in which the rotational energy flows into the inverter 8. That is.

In the "HEV mode", the first clutch CL1 is engaged and the second clutch CL2 is engaged, and both the motor generator MG and the engine Eng are connected to the left and right drive wheels LT and RT so that the driving force can be transmitted. .. As a result, in the "HEV mode", the motor generator MG is controlled to the power running side and fuel is supplied to the engine Eng during driving driving, and the engine Eng and the motor generator MG are used as driving driving sources. Further, during deceleration running, the motor generator MG is controlled to the regenerative side, and the regenerative torque generated at this time is used as the braking force. Further, at the time of deceleration, the engine Eng is put into a cranking operation state (rotates around the motor generator MG) to generate friction torque, and the friction torque (engine friction torque) generated by this engine Eng is used as a braking force.

The mode transition between the "EV mode" and the "HEV mode" is performed using the target driving force and the mode transition map shown in FIG. That is, during driving driving, a positive target driving force (required acceleration) and an operating point P corresponding to the vehicle speed are set on the power running control region set above the target driving force zero axis shown in FIG. , "EV mode" is selected when the operating point P is in the EV region, and "HEV mode" is selected when the operating point P is in the HEV region. Further, during deceleration running, an operating point P corresponding to a negative target driving force (required deceleration) is set on the regeneration control region set below the target driving force zero axis shown in FIG. , "EV mode" is selected when the operating point P is in the EV region, and "HEV mode" is selected when the operating point P is in the HEV region.
The target driving force is calculated based on the vehicle speed, the driver's driving operation (here, the accelerator opening and the brake pedaling force), the target vehicle speed, and the actual vehicle speed.

[Detailed configuration of control system]
As shown in FIG. 1, the control system of the FF hybrid vehicle includes an integrated controller 14, a transmission controller 15, a clutch controller 16, an engine controller 17, a motor controller 18, and a battery controller 19. .. The sensors include a motor rotation speed sensor 6, a transmission input rotation speed sensor 7, an accelerator opening sensor 10, an engine rotation speed sensor 11, an oil temperature sensor 12, and a transmission output rotation speed sensor 13. , Is equipped. Further, the brake sensor 21, the lever position sensor 22, and the vehicle speed sensor 23 are provided.

The integrated controller 14 calculates a target driving force from the battery state, accelerator opening, vehicle speed (value synchronized with the transmission output speed), hydraulic oil temperature, and the like. Then, based on the calculation result of the target driving force, the command value for each actuator (motor generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT) is calculated, and the command value is calculated via the CAN communication line 25. Is transmitted to each of the controllers 15, 16, 17, 18, and 19.

The transmission controller 15 controls the shift by controlling the pulley hydraulic pressure supplied to the primary pulley PrP and the secondary pulley SeP of the continuously variable transmission CVT so as to achieve the shift command from the integrated controller 14.

The shift control by the transmission controller 15 uses the shift schedule map shown in FIG. 3 and the operation point based on the vehicle speed VSP and the target driving force DF (absolute value of the required acceleration or the required deceleration), and operates on the shift schedule. It is performed by determining the target primary rotation speed Npri * by the point (VSP, DF). As shown in FIG. 3, the shift schedule changes the gear ratio within the gear ratio range of the lowest gear ratio and the highest gear ratio according to the operating point (VSP, DF). The thick line in FIG. 3 indicates a coast shift line indicating the gear ratio during coast driving. For example, when the vehicle speed VSP decreases and decelerates during coast driving at the highest gear ratio, the maximum gear ratio is increased. Downshift toward the lowest gear ratio.

The clutch controller 16 inputs sensor information from the engine speed sensor 11, the motor speed sensor 6, the transmission input speed sensor 7, and the like, and outputs the clutch hydraulic pressure command value to the first clutch CL1 and the second clutch CL2. To do. As a result, the pressing force of the first clutch CL1 is set, and the pressing force of the second clutch CL2 is set.

The engine controller 17 inputs sensor information from the engine speed sensor 11 and controls the torque of the engine Eng so as to achieve the engine torque command value from the integrated controller 14. When a fuel cut command is input from the integrated controller 14, the fuel supply to the engine Eng is stopped.

The motor controller 18 outputs a control command to the inverter 8 so as to achieve the motor torque command value, the motor rotation speed command value, and the regenerative force command from the integrated controller 14, and controls the motor torque of the motor generator MG and the motor rotation. Performs numerical control and regenerative braking control. Further, the motor controller 18 manages the motor generator temperature and transmits the motor temperature information to the integrated controller 14.
The inverter 8 performs direct current / alternating current conversion, and when the motor generator MG is controlled to the power line side, the discharge current from the battery 9 is changed to the drive current of the motor generator MG, and the motor generator MG is regenerated. When controlled to the side, the generated current from the motor generator MG is converted into the charging current to the battery 9.

The battery controller 19 manages the charge capacity SOC and the battery temperature of the battery 9, and transmits the SOC information and the battery temperature information to the integrated controller 14.

Further, in the first embodiment, the integrated controller 14 (hybrid vehicle control device) has a coast clutch control unit 30 and a coast fuel supply control unit 40.

When traveling on the coast, the coast clutch control unit 30 releases the first clutch CL1 to disconnect the engine Eng from the left and right drive wheels LT and RT, and generates a regenerative torque (coast regenerative torque) in the motor generator MG. In addition, regenerative braking control is performed to set this coast regenerative torque as the target regenerative torque. Then, when a predetermined regeneration limiting condition is satisfied during coast running, the upper limit value of the coast regeneration torque (upper limit value of the regenerative torque) is smaller than the maximum value of the regenerative torque that can be generated by the motor generator MG (maximum value of the regenerative torque). Limit to a value. Furthermore, between the time when the upper limit of the regenerative torque is started and the time when the upper limit of the regenerative torque matches the target regenerative torque, a engagement command is output to the first clutch CL1 to drive the engine Eng to the left and right drive wheels LT, Connect to RT.

As shown in FIG. 4, the coast clutch control unit 30 includes a coast determination unit 31, a coast regeneration control unit 32, a clutch control unit 33, and a regeneration limiting unit 34.

The coast determination unit 31 determines whether or not the FF hybrid vehicle is in the coast running state based on the accelerator opening degree and the brake pedal effort. Sensor information from the accelerator opening sensor 10 and the brake sensor 21 is input to the coast determination unit 31. Then, when the brake pedaling force is zero and the accelerator opening degree is in the release operation region, the coast determination unit 31 determines that the vehicle is in the coast running state and outputs a coast determination signal.
The "coast running" is a state in which the driver does not request a driving force and runs by inertia. Further, the "accelerator opening release operation area" is an arbitrary opening area in which it can be determined that the accelerator pedal is being released, for example, from the accelerator opening 2/8 to zero (accelerator foot release state). It is an area.

The coast regeneration control unit 32 receives the coast determination signal from the coast determination unit 31 and the sensor information from the accelerator opening sensor 10 and the vehicle speed sensor 23. The coast regeneration control unit 32 controls the motor generator MG to the regeneration side during coast traveling to generate coast regeneration torque. At this time, the regenerative brake is controlled so that the coast regenerative torque becomes the target regenerative torque, which is the target value. Here, the target regenerative torque is set according to the vehicle deceleration required (required deceleration) during coastal driving. The "required deceleration" is determined according to the vehicle speed and the accelerator opening, and FIG. 5 shows the relationship between the required deceleration and the vehicle speed when the accelerator opening is zero. In addition, this "required deceleration during coast driving" is set to a value smaller than the vehicle deceleration that occurs when the maximum value of regenerative torque (maximum regenerative torque) that can be generated by the motor generator MG is generated. To torque. The "maximum regenerative torque value" is determined by the rating of the motor generator MG.

Further, the coast regeneration control unit 32 sets an upper limit value (regeneration torque upper limit value) of the coast regeneration torque. Here, the upper limit value of the regenerative torque is set to the maximum value of the regenerative torque when the limit torque command is not input from the regeneration limiting unit 34. Further, this regenerative torque upper limit value is set to a value obtained by subtracting the limit torque ΔT from the maximum regenerative torque value when a limit torque command is input from the regenerative limit unit 34, and is limited to a value smaller than the maximum regenerative torque value. Toque. That is, the coast regenerative torque is limited according to the limiting torque command when the limiting torque command is input from the regeneration limiting unit 34.

The clutch control unit 33 receives a coast determination signal from the coast determination unit 31, target regeneration torque information and regeneration torque upper limit information from the coast regeneration control unit 32, and motor rotation speed sensor 6, vehicle speed sensor 23, and brake sensor 21. Various sensor information of is input. When the coast determination signal is input, the clutch control unit 33 outputs a CL1 release control command for releasing the first clutch CL1. Further, the clutch control unit 33 determines the magnitude of the upper limit of the regenerative torque and the magnitude of the motor rotation speed Nm, the upper limit of the regenerative torque reaches the maximum value of the target regenerative torque or less, and the motor rotation speed Nm is set in advance. When the engine speed upper limit value (Ne upper limit value) or less is reached, a CL1 engagement control command for engaging the first clutch CL1 is output. Further, the clutch control unit 33 outputs a first clutch release command when the brake pedal is depressed and the vehicle speed falls below a predetermined stop threshold value while the first clutch CL1 is engaged while traveling on the coast. Allow.

The "upper limit of engine speed" is the speed at which the driver does not feel uncomfortable due to the vibration and sound of the engine Eng when the engine Eng is put into the cranking operation state (the sound vibration performance can be tolerated). It is set according to the map shown in 6 and the vehicle speed. Further, the "stop threshold value" is a vehicle speed at which it can be determined that the vehicle has stopped, and is set to, for example, a detection limit value of the vehicle speed sensor 23.

The SOC information of the battery 9 and the temperature information of the motor generator MG are input to the regeneration limiting unit 34. The regeneration limiting unit 34 determines whether or not the regeneration limiting condition is satisfied based on the SOC and the motor temperature. Then, when it is determined that the regenerative limiting condition is satisfied, the limiting torque ΔT that limits the upper limit of the regenerative torque is calculated, and the limiting torque command is output. The limit torque information is input to the coast regeneration control unit 32 together with the limit torque command.
The "regeneration limiting condition" is a condition set based on, for example, a predetermined value of SOC or motor temperature. Further, the "limit torque ΔT" and its rate (slope of change) are set according to the SOC, the motor temperature, the speed of change, the amount of change, and the like. This "limit torque ΔT" is the limit amount of the upper limit value of the regenerative torque with respect to the maximum value of the regenerative torque.

The fuel supply control unit 40 at the time of coast prohibits the fuel supply to the engine Eng and does not allow the fuel supply request while the regenerative torque upper limit value is limited during coast running. That is, when the coast determination signal and the limit torque command are input, the coast fuel supply limiting unit 40 outputs a fuel cut command for stopping the fuel supply to the engine Eng and sets the fuel cut flag to "1". Set. As a result, for example, a fuel supply request is output by the heating ON operation, and even if the fuel cut prohibition flag is set to "1", the fuel supply to the engine Eng is not permitted, the fuel supply request is ignored, and the fuel cut state is established. To maintain.

[Coast clutch control processing configuration]
FIG. 7 is a flowchart showing the flow of the coast clutch control process executed by the coast clutch control unit of the first embodiment. Hereinafter, the coast clutch control processing configuration of the first embodiment will be described with reference to FIG. 7. The coast clutch control process is repeatedly executed at a preset cycle while the FF hybrid vehicle is traveling (while the vehicle speed exceeds a predetermined threshold value).

In step S1, the coast determination unit 31 determines whether or not the coast is running. If YES (coast running), the process proceeds to step S2, and if NO (non-coast running), step S1 is repeated.
Here, whether or not the vehicle is running on the coast is determined based on the accelerator opening and the brake pedaling force, and the coast is running when the accelerator opening is in the predetermined release operation region and the brake pedaling force is zero. Is judged.

In step S2, following the determination that the vehicle is running on the coast in step S1, the clutch control unit 33 outputs a CL1 release command for releasing the first clutch CL1 and proceeds to step S2. As a result, the engine Eng is separated from the left and right drive wheels LT and RT, and transitions to "EV mode".

In step S3, following the output of the CL1 release command in step S2, the coast regeneration control unit 32 sets the target regeneration torque, which is the target value of the coast regeneration torque generated by the motor generator MG, and proceeds to step S4.
Here, the target regenerative torque is set according to the required vehicle deceleration determined based on the accelerator opening degree and the vehicle speed.

In step S4, following the setting of the target regenerative torque in step S3, regenerative braking control is performed so that the coast regenerative torque matches the target regenerative torque set in step S3, and the process proceeds to step S5.

In step S5, following the implementation of the regenerative braking control in step S4, the regeneration limiting unit 34 determines whether or not the predetermined regeneration limiting condition is satisfied. If YES (condition is satisfied), the process proceeds to step S6, and if NO (condition is not satisfied), the process returns to step S3.
Here, whether or not the regeneration restriction condition is satisfied is determined based on the SOC information of the battery 9 and the temperature information of the motor generator MG.

In step S6, following the determination that the regeneration limiting condition is satisfied in step S5, the regeneration limiting unit 34 limits the upper limit value of the coast regeneration torque (regeneration torque upper limit value) by the limiting torque ΔT, and proceeds to step S7.
Here, the limiting torque ΔT is set according to the SOC, the motor temperature, the speed of change, the amount of change, and the like. Further, in order to limit the upper limit value of the regenerative torque, a value obtained by subtracting the limit torque ΔT from the maximum value of the regenerative torque is set as a new upper limit value of the regenerative torque.

In step S7, following the limitation of the regenerative torque upper limit value in step S6, the clutch control unit 33 determines whether or not the regenerative torque upper limit value limited in step S6 is equal to or less than the maximum value of the target regenerative torque. to decide. If YES (upper limit of regenerative torque ≤ maximum regenerative torque), the process proceeds to step S8, and if NO (upper limit of regenerative torque> maximum target regenerative torque), the process returns to step S6.
Here, the "maximum value of the target regenerative torque" is set according to the maximum value of the required deceleration (<maximum value of the regenerative torque) which is arbitrarily set.

In step S8, following the determination that the regenerative torque upper limit value ≤ the target regenerative torque maximum value in step S7, the clutch control unit 33 determines that the motor rotation speed Nm, which is the input rotation speed to the engine Eng, is the engine rotation preset. It is judged whether or not it is equal to or less than the upper limit of the number (Ne upper limit). If YES (Nm ≤ Ne upper limit value), the process proceeds to step S9, and if NO (Nm> Ne upper limit value), the process proceeds to step S10.
Here, the "engine speed upper limit value" is set according to the map and vehicle speed shown in FIG.

In step S9, following the determination of Nm ≤ Ne upper limit value in step S8, when the clutch control unit 33 puts the engine Eng into the cranking operation state, the vibration and sound of the engine Eng do not give a sense of discomfort to the driver. (The sound vibration performance can be tolerated), a CL1 engagement command for engaging the first clutch CL1 is output, and the process proceeds to step S11. As a result, the engine Eng is connected to the left and right drive wheels LT and RT, and transitions to the "HEV mode". At this time, the engine Eng is put into the cranking operation state when the fuel supply is prohibited.

In step S10, following the determination in step S8 that Nm> Ne upper limit value, when the engine Eng is put into the cranking operation state by the clutch control unit 33, the vibration and sound of the engine Eng give the driver a sense of discomfort ( Since the sound vibration performance is unacceptable), a motor rotation speed command for matching the motor rotation speed Nm with the engine speed upper limit value (Ne upper limit value) is output, and the process returns to step S8.

In step S11, following the output of the CL1 engagement command in step S9, the clutch control unit 33 determines whether or not the brake pedal has been depressed (ON operation). If YES (brake ON), the process proceeds to step S12, and if NO (brake OFF), step S11 is repeated.
Here, whether or not the brake pedal is depressed is determined based on the brake pedal force information from the brake sensor 21.

In step S12, following the determination that the brake is ON in step S11, the clutch control unit 33 determines whether or not the vehicle speed is equal to or less than a predetermined stop threshold value. If YES (vehicle speed ≤ stop threshold value), the process proceeds to step S13, and if NO (vehicle speed> stop threshold value), the process returns to step S11.

In step S13, following the determination that the vehicle speed ≤ the stop threshold value in step S12, the clutch control unit 33 permits the release of the first clutch CL1 and proceeds to the end, assuming that the driver intends to stop. As a result, if a HEV → EV transition request is generated based on the target driving force and the mode transition map shown in FIG. 2, a CL1 release command for releasing the first clutch CL1 is output to transition to the “EV mode”.

[Fuel cut processing configuration on coast]
FIG. 8 is a flowchart showing the flow of the coast fuel cut process executed by the coast fuel supply control unit of the first embodiment. Hereinafter, the coast fuel cut processing configuration of the first embodiment will be described with reference to FIG. It should be noted that this coast fuel cut process is repeatedly executed while the FF hybrid vehicle is traveling on the coast.

In step S20, it is determined whether or not the predetermined regeneration restriction condition is satisfied. If YES (condition is satisfied), the process proceeds to step S21, and if NO (condition is not satisfied), the process proceeds to step S22.
Here, whether or not the regeneration restriction condition is satisfied is determined based on the SOC information of the battery 9 and the temperature information of the motor generator MG.

In step S21, following the determination that the regeneration restriction condition is satisfied in step S20, the fuel cut flag is set to "1" and the process proceeds to step S23.
Here, the "fuel cut flag" is a flag that prohibits the supply of fuel to the engine Eng (does not allow the supply of fuel).

In step S22, following the determination that the regeneration restriction condition is not satisfied in step S20, the fuel cut flag is set to "zero" and the process proceeds to return.
By setting this fuel cut flag to "zero", fuel supply to the engine Eng is permitted (fuel supply is not prohibited), and when a fuel supply request is made, the engine Eng is supplied with fuel.

In step S23, following the fuel supply flag = 1 in step S21, the fuel supply to the engine Eng is stopped (fuel cut is executed), and the process proceeds to step S24. As a result, when the engine Eng is connected to the left and right drive wheels LT and RT, the cranking operation state is reached only with the rotation of the motor generator MG.

In step S24, following the fuel cut in step S23, it is determined whether or not a fuel supply request has occurred. If YES (with fuel supply request), the process proceeds to step S25, and if NO (without fuel supply request), the process proceeds to step S26.
Here, the fuel supply request is generated, for example, by turning on the heating inside the vehicle.

In step S25, following the determination that there is a fuel supply request in step S24, the fuel cut prohibition flag is set to "1", and the process proceeds to step S27.
Here, the "fuel cut prohibition flag" is a flag that prohibits fuel cut (allows fuel supply).

In step S26, following the determination in step S24 that there is no fuel supply request, the fuel cut prohibition flag is set to "zero" and the process proceeds to return.
By setting this fuel cut prohibition flag to "zero", the request for fuel supply to the engine Eng is withdrawn.

In step S27, following the fuel cut prohibition flag = 1 in step S25, the fuel cut state is maintained and the process proceeds to return.
That is, when the regeneration restriction condition is satisfied in step S20, the state of the fuel cut flag has priority over the state of the fuel cut prohibition flag. As a result, the fuel supply request is ignored, no fuel is supplied to the engine Eng, and the engine Eng is maintained in the cranking operation state.

Next, the action will be described.
The control method and the operation in the control device of the hybrid vehicle of the first embodiment will be described separately by "deceleration fluctuation suppression effect at the time of regeneration limitation", "fuel cut maintenance action at the time of regeneration limitation", and "other characteristic action". To do.

[Suppression of deceleration fluctuation when regeneration is restricted]
9A and 9B show the vehicle speed, accelerator opening, brake pedal effort, first clutch command, coast regenerative torque, regenerative torque upper limit, engine friction torque, when motor regeneration is restricted during coast driving in Example 1. It is a time chart showing each characteristic of motor rotation speed, engine rotation speed, vehicle deceleration, fuel cut prohibition flag, and fuel cut state. Hereinafter, the deceleration fluctuation suppressing action at the time of regenerative restriction of Example 1 will be described with reference to FIGS. 9A and 9B.

The FF hybrid vehicle of Embodiment 1, during traveling, when the accelerator opening degree at time t ₁ when the time chart shown in FIGS. 9A and 9B is released operated to a predetermined release operation region, the brake in this case Since the pedaling force is zero, in the flowchart shown in FIG. 7, the process proceeds from step S1 → step S2 → step S3 → step S4.

That is, assuming that the vehicle is traveling on the coast, a release command is output to the first clutch CL1 and the first clutch CL1 is released. In the example shown in FIG. 9A, first clutch CL1 is in the released state from time t ₁ earlier. At this time, the motor generator MG is controlled by the regeneration side to generate the coast regenerative torque. In order, the coast regenerative torque outputs the vehicle deceleration according to the request based on the accelerator opening and the vehicle speed. The regenerative brake control of the motor generator MG is performed so as to match the set "target regenerative torque".

Then, when the coast regenerative torque is generated, the coast regenerative torque becomes a load on the left and right drive wheels LT and RT of the FF hybrid vehicle. As a result, vehicle deceleration occurs according to the demand, braking force is applied to the left and right drive wheels LT and RT, and the vehicle speed gradually decreases.

At time t ₂ when the temperature of the motor generator MG by performing the regeneration regeneration limitation condition is satisfied such as by increasing, in the flowchart shown in FIG. 7 proceeds to step S5 → step S6. As a result, the limit torque ΔT is calculated, and the upper limit value of the coast regenerative torque (regenerative torque upper limit value) is limited by this limit torque ΔT. That is, the value obtained by subtracting the calculated limit torque ΔT from the maximum value of the regenerative torque that can be generated by the motor generator MG is set as the new upper limit value of the regenerative torque. As a result, the upper limit of the regenerative torque is limited to a value smaller than the maximum regenerative torque.

In the example shown in FIGS. 9A and 9B, at time t ₂ when the absolute value of the target regenerative torque is below the absolute value of the regenerative torque upper limit value. Therefore, even if the upper limit of the regenerative torque is limited, the coast regenerative torque can be matched with the target regenerative torque, and the vehicle deceleration according to the request can be output. That is, the vehicle deceleration does not fluctuate (decrease).

At time t ₄ time, the regenerative torque upper limit value reaches the maximum value of the target regenerative torque, it is determined that regenerative torque upper limit value ≦ target regenerative torque maximum value. Then, the process proceeds from step S7 to step S8. Meanwhile, in this time t ₄ time, since the motor rotation speed Nm is the input rotational speed of the engine Eng is above the engine rotational speed upper limit value (Ne upper limit), the process proceeds to step S10, the motor rotation speed Nm The motor speed is controlled to match the engine speed upper limit (Ne upper limit).
Also in the time t ₄ when the absolute value of the target regenerative torque is below the absolute value of the regenerative torque upper limit value. Therefore, the coast regenerative torque can be matched with the target regenerative torque, the vehicle deceleration can be output according to the request, and the vehicle deceleration does not fluctuate (decrease).

At time t ₅ the time, when the motor rotation speed Nm becomes equal to the engine speed upper limit value (Ne upper limit), it is determined that Nm ≦ Ne upper limit, the process proceeds to step S8 → step S9. As a result, a engagement command is output to the first clutch CL1 and the first clutch CL1 is engaged. Then, when the first clutch CL1 is engaged, the engine Eng is connected to the left and right drive wheels LT and RT, and the engine friction torque can be transmitted to the left and right drive wheels LT and RT.

At time t ₆ time, regenerative torque upper limit value in the middle engagement of the first clutch CL1 is equal to the target regenerative torque, then the absolute value of the target regenerative torque is greater than the absolute value of the regenerative torque upper limit value. As a result, the coast regenerative torque cannot be matched with the target regenerative torque, the vehicle deceleration cannot be output as required, and the vehicle deceleration is reduced.

However, in Example 1, before the time t ₆ when the decrease of the vehicle deceleration starts to occur, engagement command of the first clutch CL1 is output at time t ₅ the time. Therefore, the time t ₇ when immediately after time t _6, the occurrence of clutch torque capacity of the first clutch CL1 starts, the engine Eng is started to rotate. The first clutch CL1 is fully engaged at time t ₈ when the engine rotational speed and the motor speed is matched. Further, when the first clutch CL1 is completely engaged, the engine friction torque is sufficiently transmitted to the left and right drive LT and RT, and this engine friction torque becomes a load on the left and right drive LT and RT of the FF hybrid vehicle. That is, the engine friction torque compensates for the limit amount of the coast regenerative torque due to the regeneration limit, and it becomes possible to output the required vehicle deceleration.

The timing of the regenerative torque upper limit value is equal to the target regenerative torque (time t ₆ time), i.e., engaging the first clutch CL1 after detecting that became can match coasting regenerative torque to the target regenerative torque in the case of outputting the engagement command to become securely slower than the timing example 1 in which the first clutch CL1 is completely engaged (time t ₈ point). Therefore, as shown by the alternate long and short dash line in FIG. 9B, the timing for supplementing the coast regenerative torque by the engine friction torque is slower than that in the case of the first embodiment, and the vehicle deceleration is significantly reduced. Especially when driving on the coast, the driver's pedal operation is rarely performed, and the driver is likely to feel the fluctuation of deceleration. Therefore, the slower the compensation of the regenerative torque limit amount by the engine friction torque, the more uncomfortable the driver feels.

In contrast, in Example 1, engagement command of the first clutch CL1 is time t since the start of restriction of the upper limit value of coasting regeneration torque at _two time points, regeneration at time t ₆ when the torque upper limit target regenerative torque It is outputted during a match (time t ₅ when in the first embodiment). That is, the engagement command of the first clutch CL1 can be output before the coast regenerative torque cannot match the target regenerative torque.

Therefore, even if the coast regenerative torque is limited and the coast regenerative torque cannot be matched with the target regenerative torque, the engine friction torque can be applied to the left and right drive wheels LT, RT without waiting for the vehicle deceleration to decrease. Can be a load of. As a result, when the coast regenerative torque is limited during coast driving, the engine friction torque quickly compensates for the regenerative torque limit, and the vehicle deceleration is significantly reduced (rapidly reduced), causing discomfort for the driver. It can be prevented.

[Fuel cut maintenance effect when regeneration is restricted]
In the FF hybrid vehicle of the first embodiment, when step S20 is determined in the flowchart shown in FIG. 8 and the regeneration restriction condition is not satisfied (the upper limit value of the coast regeneration torque (the upper limit value of the regeneration torque) is limited) while traveling on the coast. If not, the process proceeds from step S20 to step S22. As a result, the fuel cut flag is set to "zero" and fuel cut is not prohibited. Therefore, when a fuel supply request is generated, fuel is appropriately supplied to the engine Eng.

On the other hand, as in the example shown in FIGS. 9A and 9B, at time t ₂ time, the regenerative limiting condition regenerative torque upper limit value is limited satisfied, in the flowchart shown in FIG. 8, step S20 → step S21 → Proceed to step S23.
Thus, as is in the regeneration limit, the fuel cut flag is set to "1" with the fuel supply is prohibited at time t ₂ time, the fuel cut is executed. In FIG. 9B, the time t ₂ than before the fuel cut is executed, the fuel supply state is in a "cut".

Then, at time t ₃ time, the fuel supply request occurs by being turned ON in the vehicle heating, the flow proceeds to step S24 → step S25 → step S27. As a result, the fuel cut prohibition flag is set to "1". However, since the setting of the fuel-cut flag than the fuel cut prohibition flag is prioritized, although the fuel cut prohibition flag at time t ₃ time is set to "1", fuel cut because the fuel supply is prohibited It will continue to be executed and the fuel supply will remain "cut".

As described above, in the first embodiment, when the coast regenerative torque is limited, even if a fuel supply request is generated to the engine Eng, this fuel supply request is ignored and the engine Eng maintains the cranking operating state. ..

As a result, it is possible to prevent the engine friction torque from suddenly decreasing with the fuel supply, suppress the sudden decrease in the vehicle deceleration, and prevent the driver from feeling uncomfortable.

In the example shown in FIG. 9B, when the vehicle heating at time t ₈ after the time t _{8 'fuel} supply request does not occur and such are OFF operation, the fuel cut prohibition flag proceeds to step S24 → step S26 Is set to "zero". However, at this time t ₈ ', since the fuel cut flag is set to "1", the fuel supply continues to be prohibited and the fuel cut state is maintained.

On the other hand, at time t ₉ when the brake pedal is depressed, coast traveling is released. As a result, the regeneration restriction condition is also not satisfied, so the process proceeds from step S20 to step S22, and the fuel cut flag is set to "zero". As a result, fuel can be supplied. For example, if a fuel supply request is generated in association with the heating ON operation, fuel supply to the engine Eng is executed.

[Other characteristic actions]
In the first embodiment, as described above, when the motor rotation speed Nm becomes equal to or less than the engine speed upper limit value (Ne upper limit value), the engagement command of the first clutch CL1 is output. Therefore, the first clutch CL1 is fully engaged, the engine Eng is left drive wheels LT, the time t ₇ when connected to RT, the engine speed Ne is equal to or less than the engine rotational speed upper limit value (Ne upper limit).

That is, when the motor rotation speed Nm, which is the input rotation speed to the engine Eng, is equal to or less than the predetermined upper limit rotation speed (engine rotation speed upper limit Ne upper limit), a engagement command is output to the first clutch CL1 and the engine Eng moves left and right. It is connected to the drive wheels LT and RT.

As a result, when the engine Eng is in the cranking operation state, the engine speed is suppressed from becoming unnecessarily high, and the vibration and sound generated by the rotation of the engine Eng prevent the driver from feeling uncomfortable. it can. That is, it is possible to prevent a decrease in sound vibration performance when compensating for vehicle deceleration by engine friction torque.

Further, in the embodiment 1, at time t ₉ when shown in FIGS. 9A and 9B, the brake pedal force is generated, when the brake pedal is determined to depressing operation is performed, step S11 → step in the flowchart shown in FIG. 7 Proceed to S12. Then, at time t _10, if the vehicle speed reaches a stop threshold value, the release of the first clutch CL1 is permitted proceeds to step S13.
In this Example 1 are shown in FIGS. 9A and 9B, at the timing when the release of the first clutch CL1 is permitted (time t ₁₀ time), release command to the first clutch CL1 is output.

Here, the fact that the brake pedal is depressed and the vehicle speed falls below the stop threshold indicates that the driver intends to stop. On the other hand, when the vehicle is stopped at the will of the driver, there is a demand to stop the rotation of the engine Eng to alleviate the discomfort caused by the engine noise.

On the other hand, in the first embodiment, when the brake pedal is depressed and the vehicle speed becomes equal to or lower than the stop threshold value and it is determined that the driver intends to stop, the first clutch CL1 is allowed to be released. That is, it is permitted to output a release command to the first clutch CL1. As a result, the engine Eng can be separated from the left and right drive wheels LT and RT to be in the "EV mode" when the vehicle is stopped at the driver's will, and the discomfort that the engine noise is generated when the vehicle is stopped can be alleviated.

In particular, at the timing when it is determined that there is a stop intended driver as in Example 1 (time t ₁₀ time), in the case where disengagement command to the first clutch CL1 is output, releasing control of the first clutch CL1 is immediately This is done, and the engine Eng can be quickly separated from the left and right drive wheels LT and RT.

Next, the effect will be described.
In the control method and control device for the hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The engine clutch (first clutch CL1) is provided with an engine Eng, a motor generator MG, and an engine clutch (first clutch CL1) arranged between the engine Eng and the drive wheels LT and RT. In a method for controlling a hybrid vehicle, the engine Eng is engaged to connect the drive wheels LT and RT, and the engine clutch (first clutch CL1) is released to disconnect the engine Eng from the drive wheels LT and RT.
When traveling on the coast by releasing the accelerator, the engine clutch (first clutch CL1) is released to disconnect the engine Eng from the drive wheels LT and RT, and the coast regenerative torque generated by the motor generator MG is the target regenerative torque. West,
When a predetermined regeneration limiting condition is satisfied, the upper limit value of the coast regeneration torque (upper limit value of the regenerative torque) is set to a value smaller than the maximum value of the regenerative torque that can be generated by the motor generator MG (maximum value of the regenerative torque). Limit and
The engine clutch is used between the time when the upper limit value of the coast regenerative torque (upper limit value of the regenerative torque) is started and the time when the upper limit value of the coast regenerative torque (upper limit value of the regenerative torque) matches the target regenerative torque. The engagement command is output to (1st clutch CL1).
As a result, it is possible to prevent a significant reduction in vehicle deceleration due to the limitation of the regenerative torque during coastal driving, and to prevent the driver from feeling uncomfortable.

(2) When the upper limit value of the coast regenerative torque (upper limit value of the regenerative torque) is limited, the fuel supply to the engine Eng is prohibited and the fuel supply request is not permitted.
As a result, in addition to the effect of (1), the fuel cut can be maintained, and the driver's discomfort due to a sudden decrease in engine friction torque can be prevented.

(3) When outputting the engagement command to the engine clutch (first clutch CL1), set the input rotation speed (motor rotation speed Nm) to the engine Eng to a predetermined upper limit rotation speed (engine rotation speed upper limit value) or less. It was configured.
As a result, in addition to the effects of (1) or (2), when the engine Eng is connected to the drive wheels LT and RT, it is suppressed that the engine speed becomes unnecessarily high, and it is caused by vibration and sound when the engine is connected. It is possible to prevent a feeling of strangeness.

(4) When the driver's intention to stop is detected while the engine clutch (first clutch CL1) is engaged, the engine clutch (first clutch CL1) is allowed to be released.
As a result, in addition to the effects of any one of (1) to (3), it is possible to alleviate the discomfort that the engine noise is generated when the vehicle is stopped by the driver's will.

(5) In a hybrid vehicle control device including an engine Eng, a motor generator MG, and an engine clutch (first clutch CL1) arranged between the engine Eng and the drive wheels LT and RT.
A clutch control unit 33 that releases the engine clutch (first clutch CL1) to disconnect the engine Eng from the drive wheels LT and RT during coastal driving by the accelerator release operation.
A coast regenerative control unit 32 that controls the coast regenerative torque generated in the motor generator MG to a target regenerative torque during the coast running,
When the predetermined regeneration limiting condition is satisfied, the upper limit value of the coast regeneration torque (the upper limit value of the regenerative torque) is set to a value smaller than the maximum value of the regenerative torque that can be generated by the motor generator MG (the maximum value of the regenerative torque). It is equipped with a regeneration limiting unit 34 that limits
The clutch control unit 33 starts limiting the upper limit value (regenerative torque upper limit value) of the coast regeneration torque until the upper limit value (regeneration torque upper limit value) of the coast regeneration torque matches the target regenerative torque. In the meantime, the engagement command is output to the engine clutch (first clutch CL1).
As a result, it is possible to prevent a significant reduction in vehicle deceleration due to the limitation of the regenerative torque during coastal driving, and to prevent the driver from feeling uncomfortable.

Although the control method and control device for the hybrid vehicle of the present disclosure have been described above based on the first embodiment, the specific configuration is not limited to this embodiment and relates to each claim in the claims. Design changes and additions are permitted as long as they do not deviate from the gist of the invention.

In the first embodiment, the upper limit of the regenerative torque reaches the maximum value of the target regenerative torque, and after it is determined that the upper limit of the regenerative torque ≤ the maximum value of the target regenerative torque, the first clutch CL1 is determined at the timing when it is determined that Nm ≤ Ne upper limit. An example in which a fastening command is output is shown in. However, when the upper limit of the regenerative torque reaches the maximum value of the target regenerative torque (when it is determined that the upper limit of the regenerative torque ≤ the maximum value of the target regenerative torque), the engagement command is output to the first clutch CL1. It is also good.
That is, a engagement command is output to the first clutch CL1 from the start of limiting the upper limit of the regenerative torque until the upper limit of the regenerative torque matches the maximum value of the target regenerative torque, and the engine Eng is driven to the left and right wheels. It may be connected to LT or RT.

Here, the equal driving force line that defines the maximum value of the target regenerative torque is set to be the minimum value that does not cross the EV-HEV switching line. Therefore, when the upper limit of the regenerative torque is lower than the maximum value of the target regenerative torque, the equal driving force line that defines the driving force according to the vehicle speed straddles the EV region and the HEV region. Therefore, even if the target regenerative torque is constant, the operating point on the operation mode setting map moves from "EV area" to "HEV area" to "EV area" as the vehicle speed decreases. The operation mode is hunted as "EV mode"-> "HEV mode"-> "EV mode", and the first clutch CL1 is repeatedly engaged / released in a short period of time.

On the other hand, if the first clutch CL1 is engaged and the engine Eng is connected to the left and right drive wheels LT and RT until the upper limit of the regenerative torque matches the maximum value of the target regenerative torque, the operation mode of the FF hybrid vehicle Is fixed to "HEV mode". Therefore, it is possible to prevent the occurrence of hunting (EV-HEV hunting) in the operation mode.

In particular, EV-HEV hunting occurs when the engagement command is output to the first clutch CL1 at the timing when the upper limit of the regenerative torque matches the maximum value of the target regenerative torque and the engine Eng is connected to the left and right drive wheels LT and RT. It is possible to efficiently regenerate by delaying the timing when the engine friction torque becomes the load of the motor generator MG while preventing the above.

Further, the timing of outputting the engagement command to the first clutch CL1 is not limited to the example shown in the first embodiment. For example, the first clutch engagement command may be output immediately after the limitation of the upper limit value of the regenerative torque starts. In addition, when the difference between the upper limit of the regenerative torque and the target regenerative torque becomes an arbitrarily set value after the limit of the upper limit of the regenerative torque starts, or when the difference between the upper limit of the regenerative torque and the maximum regenerative torque becomes. The first clutch engagement command may be output when the value reaches an arbitrarily set value.

Furthermore, the motor rotation speed Nm has fallen below the engine rotation speed upper limit value even before the timing when the regeneration torque upper limit value reaches the maximum value of the target regeneration torque (when it is determined that the regeneration torque upper limit value ≤ the target regeneration torque maximum value). If so, the first clutch engagement command may be output immediately after it is determined that the regenerative torque upper limit value ≤ the target regenerative torque maximum value.

Further, as long as the upper limit of the coast regenerative torque is until the target regenerative torque is matched, the first clutch engagement command may be output with reference to the time. That is, the first clutch engagement command may be output after a predetermined time (<time until the upper limit of the regenerative torque matches the target regenerative torque) elapses after the start of limiting the upper limit of the regenerative torque.

Further, in the first embodiment, an example is shown in which the upper limit value of the coast regenerative torque is limited by a predetermined constant limiting rate after the limitation of the upper limit value of the regenerative torque is started, but the present invention is not limited to this. The limit rate of the upper limit of the regenerative torque is arbitrarily set according to the motor temperature, the battery temperature, the rate of change of the SOC, the amount of change, the magnitude of the target regenerative torque, and the like. That is, the limit rate may be such that after the limit of the upper limit of the regenerative torque is started, the upper limit of the regenerative torque is rapidly limited and then gently limited.

Further, in the first embodiment, an example is shown in which the “accelerator opening release operation region” is, for example, a region from the accelerator opening 2/8 to zero (accelerator foot release state), but the present invention is not limited to this. When the accelerator operation amount is zero (accelerator foot release state), the "accelerator opening release operation area" may be set, and it may be determined that the vehicle is traveling on the coast.

The method for controlling the hybrid vehicle in the first embodiment has been applied to an FF hybrid vehicle provided with a parallel hybrid drive system called one motor and two clutches, but the present invention is not limited to this. The hybrid vehicle control method of the present disclosure has an engine clutch that connects / disconnects the engine Eng to the drive wheels LT and RT, and controls the motor generator MG to the regenerative side during coast running to generate coast regenerative torque. It can be applied if it is a vehicle.

Claims (5)

In the control method of a hybrid vehicle, in which the driving force of both the motor generator and the engine can be transmitted to the driving wheels, and the driving force of the motor generator alone can be transmitted to the driving wheels by separating the engine from the driving wheels.
When traveling on the coast by releasing the accelerator, the engine clutch arranged between the engine and the drive wheels is released to disconnect the engine from the drive wheels, and the coast regenerative torque generated by the motor generator is set as the target regenerative torque. ,
When a predetermined regenerative limiting condition is satisfied, the upper limit of the coastal regenerative torque of the motor generator is limited to a value smaller than the maximum value of the regenerative torque that can be generated by the motor generator.
After starting the limitation of the upper limit value of the coast regenerative torque, the engine clutch is operated between the time when the upper limit value of the coast regenerative torque matches the maximum value of the target regenerative torque and the time when the upper limit value matches the target regenerative torque. A control method for a hybrid vehicle, which is characterized by outputting a fastening command to a vehicle. In the hybrid vehicle control method according to claim 1,
A method for controlling a hybrid vehicle, characterized in that when the upper limit of the coast regenerative torque is limited, the fuel supply to the engine is prohibited and the fuel supply request is not permitted. In the method for controlling a hybrid vehicle according to claim 1 or 3.
A method for controlling a hybrid vehicle, characterized in that, when an engagement command is output to the engine clutch, the input rotation speed to the engine is set to a predetermined upper limit rotation speed or less. In the method for controlling a hybrid vehicle according to any one of claims 1 or 3 or 4.
A method for controlling a hybrid vehicle, comprising permitting the release of the engine clutch when the driver's intention to stop is detected while the engine clutch is engaged. In a hybrid vehicle control device comprising an engine, a motor generator, and an engine clutch arranged between the engine and drive wheels.
A clutch control unit that releases the engine clutch and disconnects the engine from the drive wheels during coastal driving by releasing the accelerator.
A coast regenerative control unit that controls the coast regenerative torque generated by the motor generator to the target regenerative torque during the coast running.
A regenerative limiting unit that limits the upper limit of the coastal regenerative torque of the motor generator to a value smaller than the maximum value of the regenerative torque that can be generated by the motor generator when a predetermined regenerative limiting condition is satisfied is provided.
After the clutch control unit starts limiting the upper limit value of the coast regenerative torque, the upper limit value of the coast regenerative torque matches the maximum value of the target regenerative torque until it matches the target regenerative torque. A control device for a hybrid vehicle, characterized in that a engagement command is output to the engine clutch in the meantime.

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