WO2016147407A1

WO2016147407A1 - Control device for hybrid vehicles

Info

Publication number: WO2016147407A1
Application number: PCT/JP2015/058357
Authority: WO
Inventors: 孝夫安藤; 鈴木　健児
Original assignee: 日産自動車株式会社
Priority date: 2015-03-19
Filing date: 2015-03-19
Publication date: 2016-09-22
Also published as: JPWO2016147407A1; JP6414320B2

Abstract

A control device for hybrid vehicles, that: determines whether or not an accelerator position (APO) is fully open, by using a fully-open torque increase request unit (105) in an integrated controller (10); and, if the accelerator position is fully open, outputs a fully-open request command to an engine controller (13) from the integrated controller. If a fully-open request command is input to the engine controller from the integrated controller, a maximum output determination unit (132) in the engine controller determines whether or not maximum rated torque can be output. If a determination is made that the engine can output the maximum rated torque, the engine torque is controlled at the maximum rated torque and a signal for controlling at the maximum rated torque is output to the integrated controller.

Description

Control device for hybrid vehicle

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

There is known a hybrid vehicle that includes an engine, a motor, and a clutch provided therebetween, and travels using the engine and / or motor as a drive source in accordance with the clutch connection / disconnection (Patent Document 1).

JP 2014-73747 A

In this type of hybrid vehicle, the maximum torque that can be achieved by the engine varies depending on various conditions such as engine coolant temperature, engine oil temperature or intake / exhaust valve timing, and the maximum rated torque cannot be achieved even when the accelerator is fully opened. is there. If the engine torque command value is set to a value exceeding the maximum torque at that time, the engine torque fluctuates in an unstable manner, thereby generating a so-called surge in which the vehicle swings in the front-rear direction. For this reason, a surge suppression area is provided between the maximum rated torque when the accelerator is fully opened and the maximum torque at that time, which is slightly smaller than this, until the driving state where the maximum rated torque can be achieved even when the accelerator is fully opened. The torque command value is limited so that the torque corresponding to the fully opened accelerator is not generated.

Conventionally, such engine torque surge suppression control is executed by an engine controller capable of grasping the driving state of the engine. However, an integrated controller that controls the engine and the motor in an integrated manner includes the engine torque limit signal. Is not entered. As described above, in the conventional hybrid vehicle, the engine torque control by the engine controller is executed independently with respect to the drive torque command value output from the integrated controller. Transition to control causes a torque step. As a result, there is a problem that the behavior of the vehicle is disturbed.

The problem to be solved by the present invention is to provide a control device for a hybrid vehicle capable of preventing disturbance of vehicle behavior when suppressing the occurrence of engine surge.

In the present invention, the integrated controller determines whether or not the accelerator opening is fully opened. If the accelerator opening is fully open, the integrated controller outputs a full open request command to the engine controller, while the integrated controller inputs the full open request command to the engine controller. If the engine controller determines that the engine is in a state capable of outputting the maximum rated torque, and determines that the engine is in a state capable of outputting the maximum rated torque, the engine torque is determined. The above problem is solved by controlling the maximum rated torque and outputting a signal indicating that the maximum rated torque is controlled to the integrated controller.

According to the present invention, when the accelerator opening is fully open, a determination result indicating that the engine is in a state where the maximum rated torque can be output is fed back from the engine controller to the integrated controller. It can be reflected in the command value. As a result, the transition from the surge limit control to the maximum rated torque control at an unintended timing is suppressed from causing a torque step. As a result, it is possible to suppress the occurrence of surges and to prevent disturbance of vehicle behavior.

1 is a system diagram showing an example of a hybrid vehicle to which a hybrid vehicle control device according to the present invention is applied. It is a control block diagram which shows the arithmetic processing performed with the integrated controller and engine controller of FIG. It is a figure which shows an example of the driving mode selection control map (EV-HEV selection map) set to the mode selection part of the integrated controller of FIG. It is a hydraulic circuit diagram which shows the principal part of the hydraulic control circuit of the 1st clutch of FIG. 1, and a 2nd clutch. It is a flowchart which shows an example of the arithmetic processing procedure in the integrated controller and engine controller of FIG. It is a time chart which shows an example of operation | movement at the time of performing the arithmetic processing of FIG. It is a time chart which shows an example of operation at the time of performing control of Step S19 of Drawing 5. It is a time chart which shows an example of operation when not performing control of Step S19 of Drawing 5.

FIG. 1 is an overall system diagram showing an example of a parallel hybrid vehicle to which a hybrid vehicle control device 1 according to the present invention is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated. As shown in FIG. 1, the drive system of the parallel hybrid vehicle of this embodiment includes an engine (internal combustion engine) Eng, a first clutch (clutch) CL1, a motor generator (motor / generator) MG, A clutch CL2, a continuously variable transmission (belt type continuously variable transmission) CVT, a final gear FG, a left drive wheel LT, and a right drive wheel RT are provided. The vehicle drive system in the present embodiment is not particularly limited, and can be applied to the RR system and MR (midship) system in addition to the FF system, the FR system, and the 4WD system.

The engine Eng is one of driving sources for outputting driving energy by burning gasoline, light oil and other fuels, and is based on a control signal from the engine controller 13 which has received a control signal from the integrated controller 10. Is controlled such that the engine torque coincides with the engine torque command value by controlling the intake air amount by the fuel injector, the fuel injection amount by the fuel injector, and the ignition timing by the spark plug.

The first clutch CL1 is interposed at a position between the engine Eng and the motor generator MG. As the first clutch CL1, for example, a dry clutch that is normally open (normally open) by an urging force of a diaphragm spring, or a wet multi-plate clutch that continuously controls the oil flow rate and hydraulic pressure with a proportional solenoid, is used. And motor generator MG are fastened (including half-fastened (slip)) / opened. When the first clutch CL1 is in the fully engaged state, the total torque of the motor torque and the engine torque is transmitted to the second clutch CL2, and in the released state, only the motor torque is transmitted to the second clutch CL2. Is done. In the first clutch CL1, the hydraulic pressure control circuit 200 is controlled by a control signal from the clutch controller 12 based on a control signal from the integrated controller 10, whereby the engagement (semi-engagement (slip)) between the engine Eng and the motor generator MG is performed. ) / Release is performed. The half-engagement / release control is executed by stroke control on the hydraulic actuator.

The motor generator MG is an AC synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator MG is provided with a rotation angle sensor such as a resolver for detecting a rotor rotation angle. It has been. Motor generator MG functions not only as an electric motor but also as a generator. When three-phase AC power is supplied from the inverter INV, the motor generator MG is driven to rotate (powering). On the other hand, when the rotor is rotated by an external force, motor generator MG generates AC power by generating electromotive force at both ends of the stator coil (regeneration). The AC power generated by the motor generator MG is converted into DC power by the inverter INV, and then charged to the battery BAT. Further, since a negative torque is generated in the motor generator MG during regeneration, the driving wheel also has a braking function. The motor generator MG is driven to rotate by rotational speed control or torque control based on the control signal from the motor controller 14 that has received the control signal from the integrated controller 10. Instead of motor generator MG, an electric motor (motor) that does not have a power generation function may be used.

As the battery BAT, an assembled battery in which a plurality of lithium ion secondary batteries, nickel hydride secondary batteries, and the like are connected in series or in parallel can be exemplified. A current / voltage sensor is attached to the battery BAT, and these detection results are output to the battery controller 15. The battery controller 15 calculates the state of charge SOC of the battery BAT and outputs this to the integrated controller 10.

The second clutch CL2 receives the torque output from the engine Eng and the motor generator MG (when the first clutch CL1 is engaged) via the belt-type continuously variable transmission CVT and the final gear FG. To communicate. The second clutch CL2 of this example includes a sun gear SG, a plurality of pinion gears (not shown), a ring gear RG, a single pinion planetary gear PG provided with a planet carrier PC, a forward clutch FC, and a reverse brake RB. Have. Ring gear RG of planetary gear PG is connected to motor output shaft MGout of motor generator MG, and sun gear SG of planetary gear PG is connected to transmission input shaft Ain of belt type continuously variable transmission CVT. The forward clutch FC is interposed between the motor output shaft MGout and the sun gear SG, and the reverse brake RB is interposed between the planet carrier PC and a clutch case (not shown).

Then, in the second clutch CL2, the torque transmission is disconnected (neutral state) by simultaneously releasing the forward clutch FC and the reverse brake RB. Further, the sun gear SG and the motor output shaft MGout are directly connected by engaging the forward clutch FC and releasing the reverse brake RB. Here, since the ring gear RG is connected to the motor output shaft MGout, the sun gear SG and the ring gear RG rotate at the same rotational speed, and transmission torque is generated, and the output rotation of the motor generator MG is in the positive direction. Is transmitted to. That is, forward clutch FC is a friction element that transmits the output rotation of motor generator MG in the positive direction. Normally, when the vehicle starts, the motor generator MG is rotated in the forward direction, the forward clutch FC is engaged, and the reverse brake RB is released, so that the output rotation in the forward direction of the motor generator MG is transmitted without being reversed. And move forward.

On the other hand, the planet carrier PC is fixed to the clutch case by engaging the reverse brake RB and releasing the forward clutch FC. That is, the planet carrier PC cannot be revolved. Therefore, the rotation transmitted from the motor output shaft MGout to the ring gear RG is transmitted to the sun gear SG via the planet carrier PC that rotates but does not revolve, and reversely rotates the sun gear SG. Thereby, transmission torque is generated and output rotation of motor generator MG is transmitted in the reverse direction. That is, reverse brake RB is a friction element that transmits the output rotation of motor generator MG in the reverse direction. Normally, when the vehicle moves backward, the motor generator MG is rotated in the forward direction, the reverse brake RB is engaged, and the forward clutch FC is released, so that the output rotation in the forward direction of the motor generator MG is reversed and transmitted. Move backward (reverse).

The forward clutch FC is a normally open wet multi-plate clutch, and the reverse brake RB is a normally open wet multi-plate brake. A transmission torque (clutch torque capacity) is generated according to the clutch pressing force (hydraulic pressure). Further, the forward clutch FC and the reverse brake RB each have a small heat capacity.

The belt-type continuously variable transmission CVT is a belt-type continuously variable transmission having a pair of pulleys and a pulley belt stretched between the pair of pulleys. The gear ratio (pulley ratio) is freely controlled by changing the pulley width of each of the pair of pulleys and changing the diameter of the surface that holds the pulley belt. The gear ratio of the belt type continuously variable transmission CVT is automatically switched based on the control signal of the transmission controller 11 that receives the control signal from the integrated controller 10 according to the vehicle speed, the accelerator opening, and the like. The hybrid vehicle control device 1 according to the present invention is not limited to a vehicle having a belt-type continuously variable transmission CVT, but also a stepped automatic transmission or a stepped automatic transmission that switches a gear ratio such as 7 forward speeds and 1 reverse speed. It can also be applied to a stepped manual transmission. The hybrid vehicle control device 1 of the present invention can also be applied to a motor generator MG or a motor and a transmission directly connected to each other instead of the second clutch CL2.

The input gear of the mechanical oil pump OP is connected to the motor output shaft MGout via the chain CH. The mechanical oil pump OP is a pump that is operated by the rotational driving force of the motor generator MG. For example, a gear pump or a vane pump is used. The mechanical oil pump OP is capable of discharging oil regardless of the rotation direction of the motor generator MG. Further, as the oil pump, an electric oil pump MOP that is operated by the rotational driving force of the sub motor SM is also provided. The mechanical oil pump OP and the electric oil pump MOP are used as a hydraulic pressure source that generates a control pressure for the first clutch CL1 and the second clutch CL2 and a control pressure for the belt-type continuously variable transmission CVT. With this hydraulic power source, when the amount of oil discharged from the mechanical oil pump OP is sufficient, the sub motor SM is stopped to stop the electric oil pump MOP, and when the hydraulic pressure discharged from the mechanical oil pump OP decreases, the sub motor SM To drive the electric oil pump MOP and to discharge the hydraulic oil from the electric oil pump MOP. In this embodiment, an example in which the mechanical oil pump OP is provided in the second clutch CL2 is shown. However, the installation position of the mechanical oil pump OP is closer to the drive wheels LT and RT than the first clutch CL1. If it exists, you may install not only in this position but in other positions, such as the inside of transmission CVT. In the present embodiment, oil is used as the working fluid, but it is not limited to oil as long as it is a liquid capable of transmitting pressure.

In the hybrid vehicle of the present embodiment, the drive source is set to the engine Eng and / or the motor generator MG, in other words, according to the engagement / semi-engagement (slip) / release state of the first clutch CL1 and the second clutch CL2. An electric vehicle traveling mode (hereinafter referred to as an EV traveling mode), a hybrid vehicle traveling mode (hereinafter referred to as an HEV traveling mode), a quasi-electric vehicle traveling mode (hereinafter referred to as a quasi-EV traveling mode), and driving torque control described below. It is possible to switch to each travel mode of the start mode (hereinafter referred to as WSC travel mode).

The EV traveling mode is a mode in which the first clutch CL1 is released and the second clutch CL2 is engaged, and the vehicle travels only with the power of the motor generator MG. The HEV traveling mode is a mode in which both the first clutch CL1 and the second clutch CL2 are engaged and the vehicle travels while including at least the power of the engine Eng as a drive source. The HEV travel mode includes a motor assist travel mode, a travel power generation mode, and an engine travel mode. In the motor assist travel mode, both the engine Eng and the motor generator MG are driven, and the drive wheels LT and RT are rotated using these two as power sources. In the traveling power generation mode, the drive wheels LT and RT are rotated using the engine Eng as a power source, and at the same time, the motor generator MG functions as a generator to charge the battery BAT. In the engine running mode, the drive wheels LT and RT are rotated using only the engine Eng as a power source without driving the motor generator MG.

The quasi-EV traveling mode is a mode in which the first clutch CL1 is in the engaged state but the engine Eng is turned off and the vehicle travels only with the power of the motor generator MG. The WSC travel mode (slip travel mode using engine, Wet Start Clutch) is a motor generator MG at the time of P, N → D select start from the HEV mode, or at the start of the D range from the EV travel mode or the HEV travel mode. Is controlled so as to maintain the slip engagement state of the second clutch CL2 and the clutch torque so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and the driver operation. This mode starts while controlling the capacity.

As shown in FIG. 1, the control system of the parallel hybrid vehicle of this embodiment includes an inverter INV, a battery BAT, an integrated controller 10, a transmission controller 11, a clutch controller 12, an engine controller 13, and a motor controller. 14, a battery controller 15, a battery voltage sensor 15a, a battery temperature sensor 15b, an engine speed sensor 21, an accelerator opening sensor 24, a transmission output speed sensor 25, a motor speed sensor 26, A second clutch output rotational speed sensor 28 and a hydraulic oil temperature sensor 29 are provided. These

controllers

10, 11, 12, 13, 14, and 15 are connected to each other via, for example, CAN communication.

The inverter INV converts the direct current power of the battery BAT into alternating current power during power running and outputs it to the motor generator MG, and converts the alternating current power generated by the motor generator MG into direct current power and outputs it to the battery BAT during regeneration. During power running, the output rotation of the motor generator MG is reversed by reversing the phase of the generated drive current. Battery BAT outputs DC power to motor generator MG during power running, and stores regenerative power from motor generator MG via inverter INV during regeneration.

The integrated controller 10 is detected by the transmission output speed sensor 25 as a value synchronized with the battery state inputted from the battery controller 15, the accelerator opening detected by the accelerator opening sensor 24, and the transmission output speed. The target drive torque is calculated from the vehicle speed. Based on the result, command values for the actuators (motor generator MG, engine Eng, first clutch CL1, second clutch CL2, belt type continuously variable transmission CVT) are calculated and transmitted to the controllers 11-15. Therefore, as shown in FIG. 2, the integrated controller 10 includes a target drive torque calculation unit 101, a mode selection unit 102, a target power generation output calculation unit 103, a target engine torque calculation unit 104, and a fully open torque increase request unit 105. An engine command torque calculator 106, a motor command torque calculator 107, and a clutch command capacity calculator 108.

The target drive torque calculation unit 101 calculates a target drive torque including engine torque and motor torque from the accelerator opening APO detected by the accelerator opening sensor 24 and the vehicle speed VSP detected by the transmission output speed sensor 25. Calculate and output to the target engine torque calculation unit 104.

The mode selection unit 102 uses a predetermined mode selection control map (hereinafter also referred to as an EV-HEV selection map) shown in FIG. 3 to calculate a target travel mode (HEV travel mode) from the accelerator opening APO and the vehicle speed VSP. , EV travel mode, WSC travel mode), and outputs to the target engine torque calculation unit 104. In the EV-HEV selection map shown in the figure, when the operating point (APO, VSP) existing in the EV region crosses, the EV → HEV switching line (engine start line) for switching to the HEV driving mode and the operating point existing in the HEV region are shown. Switch to EV travel mode when (APO, VSP) crosses HEV⇒EV switch line (engine stop line), and switch to WSC travel mode when the operating point (APO, VSP) enters the WSC area when HEV mode is selected HEV⇒WSC switching line is set. The HEV → EV switching line and the EV → HEV switching line are set with a hysteresis amount as a line dividing the EV area and the HEV area. The HEV => WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idle speed when the belt-type continuously variable transmission CVT has the minimum speed ratio. However, when the state of charge SOC (obtained from the battery voltage and battery temperature) of the battery BAT becomes equal to or lower than a predetermined value, for example, while the “EV mode” is selected, the HEV traveling mode (mainly the traveling power generation mode or the engine traveling mode) is forcibly set. Is the target travel mode. Therefore, when the operation mode selected by the mode selection unit 102 is switched from the EV mode to the HEV mode, the engine Eng is started.

The target power generation output calculation unit 103 calculates a target power generation output based on the SOC of the battery BAT using a predetermined power generation request output map during travel, and outputs the target power generation output to the target engine torque calculation unit 104. Also, it calculates the output required to increase the engine torque from the current engine operating point (rotation speed, torque) to the best fuel consumption line, and adds a smaller output as a required output compared to the target power output to the engine output. .

The target engine torque calculation unit 104 calculates a torque to be output by the engine Eng alone among the target drive torques calculated by the target drive torque calculation unit 101. The target drive torque, the target travel mode, and the vehicle speed VSP are calculated. Then, the target engine torque is calculated from the requested power generation output using the engine torque map and the motor assist torque map, and is output to the full-open torque increase request unit 105 and the engine command torque calculation unit 106.

The fully open torque increase requesting unit 105 fully opens the accelerator opening APO based on the target engine torque calculated by the target engine torque calculating unit 104 and the accelerator opening APO (a state where the accelerator pedal is fully depressed). And whether or not the target engine torque is equal to or greater than the maximum torque of the engine Eng. If the accelerator opening APO is fully open and the target engine torque is equal to or greater than the maximum torque of the engine Eng, an ON signal for a fully open request is sent. In other cases, it outputs to the engine controller 13, and in other cases, an OFF signal for full opening request is output to the engine controller 13 (or nothing is output). Although details will be described later, the maximum torque of the engine Eng is the maximum torque for each rotational speed that can be output according to the driving state of the engine Eng at that time, and includes the engine coolant temperature including the rotational speed, This value varies depending on various conditions such as engine oil temperature and intake / exhaust valve opening / closing timing. On the other hand, the maximum rated torque of the engine Eng means the maximum torque for each rotational speed that can be output by the engine Eng, and the engine torque for each rotational speed that can be output when the engine operating conditions are optimal. It shall be said.

The engine command torque calculation unit 106 calculates an engine torque command value corresponding to the target engine torque calculated by the target engine torque calculation unit 104 and outputs it to the engine controller 13. The motor command torque calculation unit 107 calculates a motor torque command value to be assisted by the motor generator MG from the target engine torque calculated by the target engine torque calculation unit 104 and the target drive torque, and outputs the motor torque command value to the motor controller 14. . The clutch command capacity calculator 108 calculates a clutch capacity command value for each of the first clutch CL1 and the second clutch CL2 from the target engine torque calculated by the target engine torque calculator 104 and the target drive torque, and a clutch controller. 12 is output.

The transmission controller 11 performs shift control according to a predetermined shift control map so as to achieve the shift command from the integrated controller 10. The shift control is performed by controlling the hydraulic pressure supplied to the belt type continuously variable transmission CVT via the hydraulic control circuit 200. The clutch controller 12 includes a clutch capacity control unit 121, a second clutch input rotational speed (detected by the motor rotational speed sensor 26), a second clutch output rotational speed (detected by the second clutch output rotational speed sensor 28), clutch oil The temperature (detected by the hydraulic oil temperature sensor 29) is input. The clutch controller 12 is provided in the hydraulic control circuit 200 so as to realize the clutch hydraulic pressure (current) command value supplied from the hydraulic control circuit 200 in response to the CL1 solenoid current command from the integrated controller 10. Controls the current of the solenoid valve. Thereby, the clutch stroke amount of the first clutch CL1 is set.

The engine controller 13 includes an engine torque control unit 131, inputs the engine rotation speed detected by the engine rotation speed sensor 21, and performs engine torque control so as to achieve the engine torque command value from the integrated controller 10. As will be described in detail later, a maximum output determination unit 132 that determines whether or not the engine Eng can output the maximum rated torque when the accelerator opening APO is fully open, based on the driving state of the engine; And a maximum torque calculator 133 for calculating the maximum torque at that time. The motor controller 14 includes a motor torque control unit 141 and controls the motor generator MG so as to achieve the motor torque command value (or the motor rotation speed command value) from the integrated controller 10. The battery controller 15 manages the state of charge SOC of the battery BAT and transmits the information to the integrated controller 10. The battery SOC indicating the state of charge is calculated based on the power supply voltage detected by the battery voltage sensor 15a and the battery temperature Tbat detected by the battery temperature sensor 15b.

FIG. 4 is a hydraulic circuit diagram showing a hydraulic control circuit 200 controlled by the clutch controller 12 in order to control connection / disconnection of the first clutch CL1 and the second clutch CL2. The mechanical oil pump OP discharges hydraulic oil to the transmission hydraulic circuit 201. The transmission hydraulic circuit 201 supplies a line pressure PL adjusted by a line pressure regulator valve 202, which will be described later, to the belt-type continuously variable transmission CVT, the second clutch CL2, and the command hydraulic control unit 210, and the drain thereof. The hydraulic oil is supplied toward the first clutch CL1. The command oil pressure control unit 210 operates a solenoid valve (not shown) that operates according to the CVT solenoid current command and the CL1 solenoid current command from the integrated controller 10 to control the command oil pressure (PS1, PS2, PA, etc. described later). Generate. In addition, the line pressure PL is determined by the hydraulic pressure formed in response to the target CVT shift in the pressure adjusting unit 220 having a valve (not shown) for the belt-type continuously variable transmission CVT. (Not shown).

The transmission hydraulic circuit 201 is provided with a line pressure regulator valve 202 for adjusting the line pressure PL. The line pressure regulator valve 202 includes a spool 202sp that moves in the axial direction as necessary to release the transmission hydraulic circuit 201 to the first clutch hydraulic circuit (decompression side circuit) 204 to reduce the line pressure PL. This spool 202sp is schematically shown, but receives feedback pressure from the feedback circuit 201f in one of the axial directions (rightward in the drawing). Further, the spool 202sp receives the urging force of the spring 202a and the first control pressure PS1 output from the command hydraulic control unit 210 in the opposite direction (left direction in the drawing). The line pressure regulator valve 202 generates a line pressure PL corresponding to the resultant force of the first control pressure PS1 and the urging force of the spring 202a. If the line pressure PL is excessive, the excess hydraulic oil is supplied. The transmission hydraulic circuit 201 is removed to the first clutch hydraulic circuit 204. The first control pressure PS1 is generated by the command hydraulic control unit 210 in order to generate a line pressure PL corresponding to the input torque in the belt-type continuously variable transmission CVT based on the CVT solenoid current command output from the integrated controller 10. The hydraulic pressure that is formed.

The first clutch hydraulic circuit 204 is provided with a first clutch pressure regulator valve 205 and a clutch pressure control valve 206. The first clutch pressure regulator valve 205 adjusts the hydraulic pressure of the first clutch hydraulic circuit 204 to the first clutch regulator pressure PRCL, and includes a spool 205sp schematically shown in the drawing. The spool 205sp receives the hydraulic pressure of the first clutch hydraulic circuit 204 from the feedback circuit 204f as a feedback pressure in one axial direction (leftward in the figure). Further, the spool 205sp receives the urging force of the spring 205a and the control pilot pressure PA generated by the command hydraulic control unit 210 in the direction opposite to the feedback pressure (leftward in the drawing). Therefore, the first clutch pressure regulator valve 205 generates the first clutch regulator pressure PRCL corresponding to the resultant force of the control pilot pressure PA and the urging force of the spring 205a, and when the first clutch regulator pressure PRCL is excessive, The excess hydraulic oil is drawn out to the drain circuit 207. In addition, the hydraulic oil withdrawn to the drain circuit 207 is turned to lubrication of the first clutch CL1.

The clutch pressure control valve 206 generates a clutch engagement pressure PCL1 for engaging the first clutch CL1, and outputs the clutch engagement pressure PCL1 to an output circuit 208 communicated with the first clutch CL1. The clutch pressure control valve 206 includes a spool 206sp that moves in the axial direction schematically shown in the drawing. The spool 206sp receives a biasing force of the spring 206a in one of the axial directions (leftward in the figure), and in the opposite direction (rightward in the figure), the second control pressure PS2 output from the command hydraulic pressure control unit 210 and The feedback pressure from the feedback circuit 208f is received. Therefore, the clutch pressure control valve 206 draws hydraulic fluid from the output circuit 208 to the drain circuit 207 when the clutch engagement pressure PCL1 is larger than a value corresponding to the second control pressure PS2. On the other hand, when the clutch engagement pressure PCL1 is smaller than a value corresponding to the clutch control pressure PSCL, the first clutch regulator pressure PRCL of the first clutch hydraulic circuit 204 is supplied to the output circuit 208. The second control pressure PS2 is a hydraulic pressure generated by the command hydraulic pressure control unit 210 in response to the CL1 solenoid current command signal from the integrated controller 10.

Next, travel control executed by the integrated controller 10, the engine controller 13, and the motor controller 14 will be described with reference to the flowchart of FIG. 5 and the time charts of FIGS. In the travel control of the present embodiment, the fully open torque increase request unit 105 of the integrated controller 10 determines whether or not the accelerator opening APO is fully opened. If the accelerator is fully open, the integrated controller 10 determines the maximum output of the engine controller 13. When the full-open request command is input to the maximum output determination unit 132 of the engine controller 13 from the full-open torque increase request unit 105 of the integrated controller 10 while the full-open request command is output to the unit 132, the maximum output determination of the engine controller 13 is performed. When it is determined by the unit 132 whether or not the engine Eng is capable of outputting the maximum rated torque, and it is determined that the engine Eng is capable of outputting the maximum rated torque, the maximum torque calculating unit 133 and the engine Torque control unit 131 sets engine torque at maximum rated torque In addition, a signal indicating that the control is performed with the maximum rated torque is transmitted from the maximum torque calculation unit 133 of the engine controller 13 to the target drive torque calculation unit 101, the full-open torque increase request unit 105, and the engine command torque calculation unit 106 of the integrated controller 10. It is characterized by being output to. The engine torque at this time is estimated, and the estimated engine torque value is output to the motor command torque calculation unit 107 of the integrated controller 10.

The process shown in this flowchart starts when a vehicle start button (so-called ignition switch) is turned on, and repeats each process at predetermined time intervals until the start button is turned off. That is, as shown in FIG. 6, when the start button of the vehicle is pressed at time t1, engine Eng and motor generator MG are on standby, and at time t2, the accelerator pedal is started to be depressed, and the accelerator pedal is gradually depressed. An example of the process when the accelerator pedal is fully depressed at time t5 will be described.

In step S1, the target drive torque calculation unit 101 of the integrated controller 10 reads the accelerator opening APO and the vehicle speed VSP at predetermined time intervals, and calculates the target drive torque (total of engine torque and motor torque) at predetermined time intervals. At the same time, the mode selection unit 102 of the integrated controller 10 reads the accelerator opening APO and the vehicle speed VSP at predetermined time intervals, and uses the EV-HEV selection map shown in FIG. 3 to drive the travel modes (EV, HEV or WSC). Then, the clutch command capacity calculation unit 108 of the integrated controller 10 outputs a control signal for performing connection / disconnection of the first clutch CL1 and the second clutch CL2 to the clutch controller 12 so that the selected travel mode is realized. . At the same time, the target power generation output calculation unit 103 of the integrated controller 10 reads the state of charge SOC of the battery BAT, uses the power generation request map during travel, and obtains the necessary charge amount in the SOC that requires charging. The target power generation output (engine torque) is calculated.

In step S <b> 2, the target engine torque calculation unit 104 calculates the target drive torque calculated by the target drive torque calculation unit 101, the travel mode calculated by the mode selection unit 102, and the target calculated by the target power generation output calculation unit 103. The power generation output is read, and the target engine torque required for the engine Eng alone is calculated. For example, when the accelerator opening APO is small and the vehicle speed is slow, such as immediately after time t2 shown in FIG. 6A, the EV travel mode is selected according to the EV-HEV selection map of FIG. When the state of charge SOC of the BAT does not require power generation, the target engine torque required for the engine Eng alone is zero. However, even when the accelerator opening APO is small and the vehicle speed is slow as just after the time t2 shown in FIG. 6A, the state of charge SOC of the battery BAT is equal to or less than a predetermined value that requires charging. Since the traveling in the EV traveling mode is inappropriate, an engine traveling mode (a kind of HEV traveling mode) using only the engine Eng as a traveling drive source is selected. FIGS. 6C and 6D show an example of the latter case.

Also, in the case where the accelerator opening APO just before time t3 shown in FIG. 6A is medium and the vehicle speed is also medium speed, the HEV driving mode is selected according to the EV-HEV selection map of FIG. When the state of charge SOC of the battery BAT does not require power generation, the target engine torque required for the engine Eng alone is the target engine torque according to the target engine torque map. Further, in this case, when the state of charge SOC of the battery BAT requires power generation, the target engine torque required for the engine Eng alone is obtained by adding the target power generation output to the target engine torque based on the target engine torque map. Torque.

In step S3, it is determined whether the target engine torque exceeds the maximum torque and the accelerator opening APO is fully opened. Here, the maximum torque means the maximum torque for each rotational speed that can be output according to the driving state of the engine Eng at that time, and is calculated by the engine controller 13 in the same manner as in step S14 described later. The maximum torque of the engine Eng varies depending on engine operating conditions such as engine coolant temperature, engine oil temperature, intake / exhaust valve opening / closing timing, and the maximum torque calculator 133 of the engine controller 13 determines the maximum torque at this time. Calculate and output this to the fully-open torque increase request unit 105 of the integrated controller 10. Then, fully-open torque increase request unit 105 determines whether or not the target engine torque exceeds the maximum torque of the engine at that time. For example, since the temperature of the engine coolant or engine oil has not risen sufficiently at the beginning of startup, even if the maximum rated torque of the potential of the engine Eng is 200 Ps, only a maximum torque of 190 Ps or less, for example, Cannot be realized. In such a case, it is determined whether or not the maximum torque of 190 Ps, which is smaller than the maximum rated torque 200 Ps, is exceeded. When the accelerator is fully opened and the engine torque command value is set to the maximum torque when the accelerator is fully opened at the time of acceleration immediately after starting the vehicle, the temperature of the engine coolant or engine oil is low, or the intake / exhaust valve The engine Eng may not be able to output the maximum rated torque due to various factors, such as when the opening / closing timing of the engine is not set to the timing for steady operation. If the engine torque command value is set to the value when the accelerator is fully opened in such a driving state, a torque fluctuation of the engine may occur and a surge may occur that causes the vehicle to swing in the front-rear direction. For this reason, in the engine Eng of this embodiment, a surge suppression region is provided between the maximum rated torque and a smaller maximum torque (surge limiting torque) at that time, and even when the accelerator is fully depressed, the target engine is Control is performed to limit the torque command value to the surge limit torque so that a torque corresponding to the torque limit torque is not generated even if the torque exceeds the surge limit torque.

In step S3, if the target engine torque does not exceed the maximum torque or the accelerator opening APO is not fully opened, the process proceeds to step S6, and in step S6, the full open request of the full open torque increase request unit 105 of the integrated controller 10 is turned OFF. Set. This full open request is used for determination by the maximum output determination unit 132 of the engine controller 13 in step S11 described later. Then, in the next step S7, it is determined whether or not the target engine torque exceeds the maximum torque. If the target engine torque does not exceed the maximum torque, the process proceeds to step S8, and the engine torque limit count is reset. The engine torque limit count will be described later in the description of steps S9 and S18.

In step S10, the engine command torque calculator 106 of the integrated controller 10 sets the engine torque command value to the smaller of the target engine torque calculated in step S2 and the preset maximum torque, Proceed to steps S11 and S17.

In step S11, the maximum output determination unit 132 of the engine controller 13 determines whether or not a full open request is output from the full open torque increase request unit 105 of the integrated controller 10. Since the full open request is OFF in step S6 as described above, the process proceeds to step S14, and in step S14, the maximum torque of the engine Eng according to the driving state at that time is calculated. In subsequent step S15, the engine torque control unit 131 controls the engine Eng based on the engine torque command value set in step S10. In step S16, the engine torque control unit 131 detects the drive state at that time, and calculates the estimated engine torque. This is calculated and output to the motor command torque calculation unit 107 of the integrated controller 10.

On the other hand, when the target transmission input torque exceeds the value obtained by adding the maximum torque of the engine Eng and the maximum torque of the motor generator MG in step S17, the transmission controller 11 determines that the engine maximum torque and the motor It limits with the value which added the maximum torque of generator MG.

In step S18, it is determined whether or not the engine torque limit count exceeds a predetermined value (time) set in advance and the full opening request for the accelerator opening APO is ON. Although the details will be described later, the predetermined value means a time during which the engine torque command value is limited by the surge limiting torque, as in the time t3 to t5 in FIG. In step S18, if the engine torque limit count does not exceed a predetermined value (time) set in advance, or if the full opening request for the accelerator opening APO is OFF, the process proceeds to step S20. As described above, in the above description, the fully open request is turned OFF in step S6, and the engine torque limit count is reset (zero) in step S8, so the process proceeds to step S20 in any case.

In step S20, the motor command torque calculation unit 107 of the integrated controller 10 sets a value obtained by subtracting the engine estimated torque from the target transmission input torque as the motor torque command value. Here, when the travel mode is the power generation travel mode (a kind of HEV travel mode), a resistance torque for causing the motor generator MG to function as a generator is required among the target engine torque. For this reason, the target transmission input torque is a value obtained by subtracting the power generation torque calculated by the target power generation output calculation unit 103 from the target engine torque calculated by the target engine torque calculation unit 104. The estimated engine torque is estimated engine torque calculated by the engine torque control unit 131 of the engine controller 13, and is output from the engine controller 13 to the motor command torque calculation unit 107 in step S16 as described above. .

As described above, the control that proceeds to step S1, step S2, step S3, step S6, step S8, step S10, step S11, step S14, step S15, step S16, step S17, step S18, and step S20 is performed as shown in FIG. For example, this corresponds to a traveling example of time t2 to t3, that is, a traveling state in which the vehicle gradually accelerates from the start. The full open request OFF by the full open torque increase request unit 105 of the integrated controller 10 is output to the maximum output determination unit 132 of the engine controller 13, and the engine torque command value by the engine command torque calculation unit 106 is the engine torque of the engine controller 13. The motor torque command value output from the motor command torque calculating unit 107 is output to the motor torque control unit 141 of the motor controller 14, and the clutch capacity command value output from the clutch command capacity calculating unit 108 is output from the clutch controller 12. It is output to the clutch capacity control unit 121.

Next, returning to step S7 in FIG. 5, when the above-described control flow proceeds from step S1, step S2, step S3, step S6, and step S7, the target engine torque calculation unit 104 calculates in step S7. It is determined whether or not the target engine torque exceeds the maximum torque of the engine Eng at that time. If the target engine torque exceeds the maximum torque, the process proceeds to step S9, and the engine torque limit count (time) is set. Count up. This corresponds to the time t3 to t5 in FIG. In step S10, the engine command torque calculation unit 106 of the integrated controller 10 sets the engine torque command value to the smaller of the target engine torque and the maximum torque calculated in step S2. In this case, The engine torque command value is set to the maximum torque, and the process proceeds to steps S11 and S17. That is, whatever the engine Eng drive state is, if the target engine torque exceeds the maximum engine Eng torque at that time, the engine torque command value is replaced with the target engine torque, By limiting to the maximum torque of the engine Eng at the time, the occurrence of surge of the engine Eng is suppressed. The maximum torque in such a case is also referred to as surge limiting torque.

In step S11, the maximum output determination unit 132 of the engine controller 13 determines whether or not a full open request is output from the full open torque increase request unit 105 of the integrated controller 10. Since the full open request is OFF in step S6 as described above, the process proceeds to step S14, and in step S14, the maximum torque of the engine Eng according to the driving state at that time is calculated. In the following step S15, the engine torque control unit 131 controls the engine Eng based on the engine torque command value set in step S10 (that is, the maximum torque that is the surge limiting torque), and in step S16, at that time , The estimated engine torque is calculated, and this is output to the motor command torque calculation unit 107 of the integrated controller 10.

On the other hand, in step S17, if the target transmission input torque exceeds the value obtained by adding the maximum torque of the engine Eng and the maximum torque of the motor generator MG, the maximum torque of the engine Eng. And the maximum torque of the motor generator MG.

In step S18, it is determined whether or not the engine torque limit count exceeds a predetermined value (time) set in advance and the full opening request for the accelerator opening APO is ON. As described above, this predetermined value means a time during which the engine torque command value is limited by the maximum torque (surge limiting torque) as shown in time t3 to t5 in FIG. This is a determination time for determining whether or not the target engine torque due to is in a surge limiting region, whether it is temporary or transient when the accelerator opening APO is fully open. That is, if the target engine torque rises temporarily due to the accelerator opening APO, the engine torque command value is limited to the maximum torque (surge limit torque) in order to suppress the occurrence of a surge. If the opening degree APO is transitional to fully open, the engine torque command value is changed to the maximum rated torque when the predetermined value is exceeded in order to meet the demand. It is a count (time) for determining which of these states.

If it is determined in step S18 that the engine torque limit count does not exceed a predetermined value (time) set in advance, or if the full opening request for the accelerator opening APO is OFF, the process proceeds to step S20. In the above description as described above, since the full open request is turned off in step S6, the process proceeds to step S20.

In step S20, the motor command torque calculation unit 107 of the integrated controller 10 sets a value obtained by subtracting the engine estimated torque from the target transmission input torque as the motor torque command value. Here, when the travel mode is the power generation travel mode (a kind of HEV travel mode), a resistance torque for causing the motor generator MG to function as a generator is required among the target engine torque. For this reason, the target transmission input torque is a value obtained by subtracting the power generation torque calculated by the target power generation output calculation unit 103 from the target engine torque calculated by the target engine torque calculation unit 104. The estimated engine torque is estimated engine torque calculated by the engine torque control unit 131 of the engine controller 13 and is output from the engine controller 13 to the motor command torque calculation unit 107 in step S16 as described above.

As described above, the control that proceeds to step S1, step S2, step S3, step S6, step S9, step S10, step S11, step S14, step S15, step S16, step S17, step S18, and step S20 is performed as shown in FIG. For example, this corresponds to a traveling example of time t3 to t5, that is, a traveling state in the latter half where acceleration has been continued. Then, during this time t3 to t5, as shown in FIG. 6C, the engine torque command value decreases by the amount by which the target engine torque exceeds the maximum torque (surge limit torque). Similarly, the estimated engine torque estimated in step S1 also decreases. Therefore, the motor torque command value calculated by the motor command torque calculation unit 107 is increased corresponding to the decrease value of the estimated engine torque as shown in FIG. Thereby, the target drive torque according to the accelerator opening APO can be realized while suppressing the occurrence of a surge in the engine Eng.

Next, returning to step S3 in FIG. 3, as a result of determining whether or not the target engine torque exceeds the maximum torque and the accelerator opening APO is fully opened in step S3, the target engine torque exceeds the maximum torque and the accelerator opening APO is determined. If is fully open, the process proceeds to step S4. In step S4, the fully-open torque increase requesting unit 105 of the integrated controller 10 determines that the target engine torque calculated by the target engine torque calculating unit 104 is the maximum rated torque of the engine Eng read from the maximum torque calculating unit 133 of the engine controller 13 ( It is determined whether or not the engine Eng exceeds the maximum torque that can be output when the operating conditions are optimal.

In step S4, when the target engine torque does not exceed the maximum rated torque of the engine Eng, the process proceeds to step S6, and the control is executed according to the procedure described above. On the other hand, if the target engine torque exceeds the maximum rated torque of the engine Eng in step S4, the process proceeds to step S5, the full open request is turned on, and this is output to the maximum output determination unit 132 of the engine controller 13. To do. In step S10, the engine command torque calculation unit 106 of the integrated controller 10 sets the engine torque command value to the smaller one of the target engine torque calculated in step S2 and the maximum engine torque, and step S11. Proceed to In this case, since the engine torque command value exceeds the maximum torque in steps S3 and S4 described above, the engine torque command value is set to the maximum torque (surge limit torque), and the process proceeds to steps S11 and S17. That is, by suppressing the engine torque command value with the maximum torque (surge limiting torque), the suppression of the occurrence of surge in the engine Eng is continued.

In step S11, the maximum output determination unit 132 of the engine controller 13 determines whether or not a full open request is output from the full open torque increase request unit 105 of the integrated controller 10. Since the full open request is ON in step S5 as described above, the process proceeds to step S12, and in step S12, it is determined whether or not the drive state is capable of increasing the torque to the maximum rated torque. If the vehicle travels over a certain period of time after the vehicle is started, the engine cooling water, engine oil, intake / exhaust valve opening / closing timing, etc. reach a steady state, so that the maximum rated torque can be output. The maximum output determination unit 132 detects a drive state that affects such torque, and determines whether or not the maximum rated torque can be output through the surge region that has been limited so far. If it is determined that the engine Eng can output the maximum rated torque, the process proceeds to step S13, and the maximum torque calculator 133 calculates the maximum torque of the engine Eng according to the driving state at that time. In subsequent step S15, the engine torque control unit 131 controls the engine Eng by setting the maximum torque (maximum rated torque) calculated in step S13 as the engine torque command value, and in step S16, the driving at that time is performed. The state is detected, the estimated engine torque is calculated, and this is output to the motor command torque calculation unit 107 of the integrated controller 10.

In step S18, it is determined whether or not the engine torque limit count exceeds a predetermined value (time) set in advance and the full opening request for the accelerator opening APO is ON. As described above, this predetermined value means a time during which the engine torque command value is limited by the surge limiting torque, as shown by time t3 to t5 in FIG. 6C, and the target engine torque based on the accelerator opening APO. Is a determination time for determining whether it is a temporary one or a transient one in which the accelerator opening APO is fully opened. In other words, if the increase in the target engine torque due to the accelerator opening APO is a transient transition to the full opening of the accelerator opening APO, the engine torque command value is set to the maximum rated torque when this predetermined value is exceeded to meet the demand. Change to In the above control flow, since the full open request is turned on in step S5, when the count of the engine torque limit exceeds a predetermined value (time) set in advance, this is shown in FIG. 6 (a). Considering that the target engine torque is transiently increased to the fully open accelerator opening APO, the process proceeds to step S19.

In step S19, the engine torque command value is set to the maximum rated torque, but the rate of change of the target transmission input torque is limited, and a steep torque step occurs when the surge limiting torque is changed to the maximum rated torque. To suppress. This is shown in FIG. The driving example shown in FIG. 6 is the same, but when the engine torque command value before setting the engine torque command value to the maximum rated torque is set to the surge limit torque as shown in FIG. This is a case where the stepping in is not abrupt and is gradually stepped on. Therefore, if the time during which the engine torque command value is limited by the surge limit torque in step S18 exceeds a predetermined value, the amount of torque change per unit time from the surge limit torque to the maximum rated torque (temporal) (Torque change rate) is set small and gradually approaches the maximum rated torque. Thereby, the torque level | step difference which a passenger | crew senses is suppressed and smooth driving | running | working is realizable.

On the other hand, as shown in FIG. 8, when the accelerator is fully depressed from the low-speed traveling state t3 of the vehicle, such as when overtaking another vehicle, the engine torque command value is set to the maximum rated torque. The change rate of the target transmission input torque is not limited. In such a case, since there is no sense of incongruity even if the occupant himself intends to accelerate rapidly and there is a slight torque step, priority is given to shifting to the maximum rated torque in a short time.

As described above, the control proceeds to step S1, step S2, step S3, step S6, step S9, step S10, step S11, step S12, step S13, step S15, step S16, step S17, step S18, step S19, and step S20. 6 corresponds to a traveling example after time t5, that is, a traveling state when the accelerator is fully opened in the latter half after continuing acceleration. And after this time t5, as shown in FIG.6 (e), a target drive torque becomes a value according to the accelerator opening. Thereby, the target drive torque according to the accelerator opening APO can be realized while suppressing the occurrence of a surge in the engine Eng.

As described above, according to the hybrid vehicle control device 1 of the present embodiment, when the target engine torque exceeds the maximum torque (surge limit torque) at that time, the engine torque command value is set to the maximum torque (surge limit torque) at that time. Therefore, it is possible to suppress the occurrence of surge in the engine Eng regardless of the driving state of the engine Eng. According to the hybrid vehicle control device 1 of the present embodiment, since the torque difference when the engine torque command value is limited to the surge limit torque is compensated by the motor torque, the target drive torque corresponding to the accelerator opening APO is realized. be able to.

Further, according to the hybrid vehicle control device 1 of the present embodiment, the engine controller 13 determines whether or not the engine Eng can output the maximum rated torque, and the engine Eng can output the maximum rated torque. Is fed back from the engine controller 13 to the integrated controller 10, so that the integrated controller 10 can reflect this in the drive torque command value. As a result, the transition from the surge limit control to the maximum rated torque control at an unintended timing is suppressed from causing a torque step. As a result, it is possible to suppress the occurrence of surges and to prevent disturbance of vehicle behavior.

Further, according to the hybrid vehicle control apparatus 1 of the present embodiment, when the engine torque command value is limited by the surge limit torque for a time exceeding a predetermined value, the surge limit torque is changed to the maximum rated torque. Set the amount of torque change per unit time (temporal torque change rate) to a small value and gradually approach the maximum rated torque. Thereby, the torque level | step difference which a passenger | crew senses is suppressed and smooth driving | running | working is realizable.

On the other hand, according to the hybrid vehicle control device 1 of the present embodiment, if the time during which the engine torque command value is limited by the surge limiting torque does not exceed the predetermined value, the maximum value from the surge limiting torque is obtained. Does not limit the rate of torque change to the rated torque. In such a situation, even if there is a slight torque step even if the occupant himself intends rapid acceleration, there is no sense of incongruity, so priority can be given to making the transition to the maximum rated torque in a short time.

The motor generator MG corresponds to the motor according to the present invention, the first clutch CL1 corresponds to the clutch according to the present invention, the accelerator opening sensor 24 corresponds to the accelerator opening detection unit according to the present invention, The transmission output rotation speed sensor 25 corresponds to a vehicle speed detection unit according to the present invention, and the engine command torque calculation unit 106, the motor command torque calculation unit 107, and the clutch command torque calculation unit 108 correspond to a command value calculation according to the present invention. The full-open torque increase request unit 105 corresponds to a full-open determination unit according to the present invention.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle control apparatus 10 ... Integrated controller 101 ... Target drive torque calculating part 102 ... Mode selection part 103 ... Target power generation output calculating part 104 ... Target engine torque calculating part 105 ... Full open torque up request | requirement part 106 ... Engine command torque calculation 107: Motor command torque calculator 108 ... Clutch command capacity calculator 11 ... Transmission controller 12 ... Clutch controller 121 ... Clutch capacity controller 13 ... Engine controller 131 ... Engine torque controller 132 ... Maximum output determination unit 133 ... Maximum torque Calculation unit 14 ... motor controller 141 ... motor torque control unit 15 ... battery controller 15a ... battery voltage sensor 15b ... battery temperature sensor 21 ... engine rotation speed sensor 24 ... accelerator opening sensor 25 ... transmission output rotation Sensor 26 ... Motor rotation speed sensor 27 ... Motor temperature sensor 28 ... Second clutch output rotation speed sensor 29 ... Hydraulic oil temperature sensor 30 ... Engine water temperature sensor 200 ... Hydraulic control circuit 201 ... Transmission hydraulic circuit 201f ... Feedback circuit 202 ... line Pressure regulator valve 202a ... Spring 202sp ... Spool 204 ... First clutch hydraulic circuit 204f ... Feedback circuit 205 ... First clutch pressure regulator valve 205a ... Spring 205sp ... Spool 206 ... Clutch pressure control valve 206a ... Spring 206sp ... Spool 207 ... Drain circuit 208 ... Output circuit 208f ... Feedback circuit 210 ... Command oil pressure control unit 220 ... Pressure adjustment unit PL ... Line pressure CL1 ... First clutch CL2 ... Second clutch CVT ... Belt type continuously variable transmission En ... engine MG ... motor-generator OP ... mechanical oil pump LT ... left driving wheel RT ... right drive wheels

Claims

An engine, a motor, a clutch for connecting and disconnecting a driving force between the engine and the motor, and an output shaft of the engine and a drive wheel connected directly or indirectly to the output shaft of the motor. A control device that outputs a control signal to the hybrid vehicle,
An engine controller for controlling the driving of the engine;
A motor controller for controlling the driving of the motor;
An integrated controller for controlling at least the engine controller and the motor controller;
An accelerator position detector for detecting an accelerator position of the hybrid vehicle;
A vehicle speed detector for detecting the vehicle speed of the hybrid vehicle,
The integrated controller is
A target drive torque calculation unit that calculates a target drive torque of the hybrid vehicle based on the accelerator opening detected by the accelerator opening detection unit and the vehicle speed detected by the vehicle speed detection unit;
A mode selection unit that selects a traveling mode of the hybrid vehicle based on connection / disconnection of the engine, the motor, and the clutch based on the accelerator opening and the vehicle speed;
A command value calculation unit that calculates an engine torque command value of the engine, a motor torque command value of the motor, and a clutch capacity command value of the clutch according to the travel mode selected by the mode selection unit;
Determining whether or not the accelerator opening is fully open, and when fully open, a full open determination unit that outputs a full open request command to the engine controller, and
When the target engine torque shared by the engine out of the target drive torque exceeds the maximum torque at that time, which is smaller than the maximum rated torque of the engine, the command value calculation unit calculates the torque command value of the engine. Limited to the maximum torque,
The engine controller
A maximum output determination unit that determines whether or not the engine is capable of outputting the maximum rated torque when the full-open request command is input from the integrated controller;
When the maximum output determination unit determines that the engine is in a state capable of outputting the maximum rated torque, the engine is controlled with the maximum rated torque and controlled with the maximum rated torque. An engine torque controller that outputs a signal to the target drive torque calculator of the integrated controller;
A control apparatus for a hybrid vehicle comprising:
The engine controller calculates an estimated engine torque based on the driving state of the engine and outputs the estimated engine torque to the integrated controller;
The integrated controller outputs, to the motor controller, a control signal that compensates for the differential torque between the target engine torque and the maximum torque with the motor torque of the motor when the torque command value of the engine is limited to the maximum torque. The hybrid vehicle control device according to claim 1.
The engine controller
A torque change from the maximum torque to the maximum rated torque when the maximum output determination unit determines that the engine is in a state capable of outputting the maximum rated torque and controls the engine with the maximum rated torque. The hybrid vehicle control device according to claim 1 or 2, wherein the rate is limited.
The engine controller
When the maximum output determination unit determines that the engine is in a state capable of outputting the maximum rated torque, and the engine is controlled with the maximum rated torque,
When the torque command value of the engine immediately before is limited to the surge limit torque for a predetermined time or more, the torque change rate from the maximum torque to the maximum rated torque is limited,
The hybrid vehicle control according to claim 3, wherein when the torque command value of the engine immediately before that is not limited to the maximum torque for a predetermined time or more, the rate of torque change from the maximum torque to the maximum rated torque is not limited. apparatus.