JP2009006781A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control the position of a moving element of a fastening element that connects and disconnects an engine and a motor, maintains the accuracy of control even when the fastening element is worn, etc., and can improve the response of engine start. Providing equipment.
A mover of the first clutch CL1 in the EV travel mode is set a predetermined distance away from the engagement start position at which the transmission torque capacity TCL1 of the first clutch CL1 that connects and disconnects the engine and the motor starts to be generated. Standby position setting means for setting the standby position of the piston), position control means for controlling the movable element (piston) to the standby position, and the movable element (piston) is moved to the fastening side in the EV traveling mode, or HEV traveling mode Standby position correction means for correcting the standby position based on detecting a change in a variable (engine speed Ne or the like) correlated with the transmission torque capacity TCL1 by sometimes moving the mover (piston) to the open side It was decided.
[Selection] Figure 6

Description

  The present invention relates to a vehicle control device including an engine and a motor as driving force sources.

As a control device for a vehicle including an engine and a motor as a driving force source, the technique of Patent Document 1 (hereinafter referred to as a conventional example) is disclosed. This hybrid vehicle includes an input clutch that connects and disconnects an engine and a motor, and an automatic transmission that is interposed between the motor and a drive wheel. The motor travels using only the motor as a power source as a travel mode. It has a mode and an engine travel mode in which the engine travels while including the engine as a power source, and these travel modes are automatically switched according to the travel state to improve fuel efficiency.
JP-A-11-82260

  In the conventional example, standby control is performed in which the engagement pressure of the input clutch is controlled, and the distance between the friction members of the input clutch is preliminarily set in the standby control region set between the motor traveling region and the engine traveling region. I do. That is, immediately before shifting to the engine running mode, the piston in the cylinder of the input clutch hydraulic servo is made to stand by at a marginal position where the input clutch can be fully engaged immediately while generating a slight transmission torque capacity of the input clutch. As a result, in order to switch from the motor travel mode to the engine travel mode, when the engine is started by the motor, the time from the input clutch engagement command to the actual complete engagement is shortened, and the engine start response is improved. Yes.

  However, in this conventional example, only the pressing force between the friction members of the clutch is controlled by controlling the hydraulic pressure acting on the piston (mover), and the stroke of the piston that determines the distance between the friction members. The amount, ie the piston position, cannot be finely controlled. For example, when the motor is running, it is difficult to control the piston position slightly to the open side from the fastening start position where the transmission torque capacity starts to occur and to make the piston stand by while setting the transmission torque capacity to zero in the hydraulic control.

  Therefore, regarding the clutch that connects and disconnects the engine and the motor, it is conceivable to directly control the position of the piston and the position of the friction member (determined by the piston position) instead of the fastening force (hereinafter referred to as a comparative example). And). In this comparative example, since the piston position is directly controlled, the friction member can be put on standby at a desired position. For example, the control accuracy of the clutch when switching to the engine running mode (= when starting the engine) is the conventional example. Can be improved.

  However, in this comparative example, the distance between the friction members is not actually detected to control the position of the piston. For this reason, for example, when the friction member is worn, even if the piston is moved to the target standby position, the distance between the friction members spread due to the wear cannot be filled. Therefore, the accuracy of clutch control at the time of engine start is lowered, and the problem that the engine start time cannot be sufficiently shortened remains.

  The present invention has been made paying attention to the above-mentioned problem. Even when the clutch is worn or the like, the clutch control of the clutch (fastening element) for connecting / disconnecting the engine and the motor is controlled. It is an object of the present invention to provide a vehicle control device capable of maintaining accuracy and improving engine responsiveness.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes an engine, a motor, and a mover that moves and connects the engine-side rotating member and the motor-side rotating member. A fastening element interposed between the engine and the motor; and a first traveling mode in which the fastening element is opened and the vehicle travels only by the driving force of the motor; and the engine is driven by fastening the fastening element. A vehicle control device capable of switching between a second travel mode that travels using force, and a first distance closer to the opening side than a fastening start position at which transmission torque capacity of the fastening element begins to be generated. Standby position setting means for setting the standby position of the mover in one travel mode; position control means for controlling the position of the mover to the standby position; and the mover on the fastening side in the first travel mode. Transfer Or standby position correction means for correcting the standby position based on detecting a change in a variable correlated with the transmission torque capacity by moving the mover to the open side in the second traveling mode. It was decided.

  Therefore, since the vehicle control apparatus of the present invention has the standby position correcting means for correcting the standby position of the mover (piston), the standby position is appropriately controlled even when the clutch is worn, etc. The accuracy of control and the responsiveness of engine start can be improved.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a vehicle control apparatus of the present invention will be described below based on the embodiments shown in the drawings.

(Configuration of drive system)
First, the configuration of the vehicle drive system in the first embodiment will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the vehicle control device of the first embodiment is applied. The drive system of this hybrid vehicle includes an engine E, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, a differential DF, a left drive shaft DSL, It has a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine E is a gasoline engine, and the opening degree of the throttle valve and the like are controlled based on a control command from the engine controller 1 described later. The engine output shaft A1 is provided with a flywheel FW.

  The first clutch CL1 is a fastening element interposed between the engine E and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. The engagement and release are controlled by the control oil pressure (first clutch pressure).

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving electric power supplied from the battery 4. When the rotor is rotated by an external force, an electromotive force is generated at both ends of the stator coil. The battery 4 can also be charged by functioning as a generator (this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is coupled to the input shaft of the automatic transmission AT via a damper.

(Second clutch)
The second clutch CL2 is a fastening element interposed between the motor generator MG and the left and right rear wheels RL, RR, and is produced by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The engagement and release are controlled by the controlled hydraulic pressure. The second clutch CL2 is not newly added as a hybrid vehicle exclusive clutch, and some of the fastening elements that are fastened at each gear stage of the automatic transmission AT are used. As the second clutch CL2, a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used, but other configurations may be used.

(Automatic transmission)
The automatic transmission AT automatically switches the stepped gear ratio such as the fifth forward speed and the first reverse speed according to a predetermined shift map stored in advance in the AT controller 7 according to the vehicle speed VSP, the accelerator opening APO, and the like. It is a transmission. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

(Driving mode)
The drive system of this hybrid vehicle has three travel modes corresponding to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter referred to as a motor use travel mode) that travels using only the power of the motor generator MG as a power source when the first clutch CL1 is in an open state during low load travel including when starting. "EV driving mode").

  The second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. For example, when the vehicle is traveling at a high load such as during sudden acceleration, the required driving force of the vehicle is large, and engine torque is required as the driving force. For this reason, when the required driving force becomes equal to or greater than a predetermined value, the first clutch CL1 is engaged, the engine E is started, and the mode is shifted to the HEV traveling mode.

  The third travel mode is an engine-use slip travel mode (hereinafter referred to as “WSC (Wet Start Clutch) travel) in which the first clutch CL1 is engaged and the second clutch CL2 is slip controlled and the engine E is included in the power source. Abbreviated as “mode”). This travel mode achieves creep travel especially when the battery SOC is low or the engine water temperature is low. Further, this is a travel mode in which the driving force can be output while starting the engine E when starting from the engine stop state.

  The HEV travel mode has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”. In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels RR and RL are moved using two of the engine E and the motor generator MG as power sources. In the “traveling power generation mode”, the motor generator MG is caused to function as a power generator while the drive wheels RR and RL are moved using the engine E as a power source.

  In the traveling power generation mode, the motor generator MG is operated as a generator using the power of the engine E during constant speed operation or acceleration operation, and the generated power is used for charging the battery 4. During deceleration operation, braking energy is used to operate motor generator MG as a generator to regenerate braking energy.

(Configuration of first clutch)
FIG. 2 shows an axial cross section of the first clutch CL1. The first clutch CL1 is a dry single-plate friction clutch similar to the clutch used in the manual transmission, and in the clutch cover 31 integrally coupled to the flywheel FW, a clutch disk 32, a pressure plate 33, a dish A release bearing 37 for elastically deforming the disc spring 34 (which also functions as a release lever), a piston 35 for reciprocating the release bearing 37 in the axial direction, and a piston 35 And a sleeve cylinder 36 to be accommodated.

  The clutch disk 32 is connected to the clutch plate 32a via a clutch plate 32a, clutch facings 32b and 32c which are friction members provided on the plate surface on the outer peripheral side of the clutch plate 32a, and a torsion spring 32e for absorbing vibration. A clutch hub 32d. The clutch hub 32d is splined to the motor output shaft A2 connected to the rotor, and is slidable in the axial direction.

  The ring-shaped sleeve cylinder 36 is fixedly installed so that its piston accommodation hole 36b opens to the engine E side. A motor output shaft A2 is rotatably provided in the shaft hole 36a of the sleeve cylinder 36. The ring-shaped piston 35 is accommodated in the piston accommodation hole 36b of the sleeve cylinder 36 so as to be slidable in the axial direction. A hydraulic chamber R is formed between the inner peripheral surface of the accommodation hole 36b and the end surface of the piston 35 on the motor generator MG side. When hydraulic oil is supplied to the hydraulic chamber R from the first clutch hydraulic unit 6 (inside the hydraulic control valve of the automatic transmission AT), the first clutch pressure is generated. The hydraulic oil is supplied and discharged, and the first clutch pressure is controlled, so that the piston 35 reciprocates in the axial direction.

  A release bearing 37 that is a thrust ball bearing is provided between the piston 35 and the disc spring 34. The release bearing 37 includes a ring-shaped release bearing contact portion 37b that is disposed to face the end surface of the piston 35 on the engine E side in the axial direction, and a release bearing contact portion 37b on the outer peripheral side of the release bearing contact portion 37b. And a plurality of balls 37a installed so as to be able to roll between the release bearing contact portion 37b and the end surface of the piston 35 on the engine E side. . The release bearing outer peripheral portion 37c is formed to extend in the axial direction toward the motor generator MG, and is disposed so as to cover the sleeve cylinder 36. The release bearing contact portion 37b and the release bearing outer peripheral portion 37c are provided so as to be rotatable in the direction around the axis with respect to the piston 35 and the sleeve cylinder 36.

  A stroke sensor 15 for detecting the axial position of the release bearing outer peripheral portion 37c is provided opposite to the outer peripheral surface of the release bearing outer peripheral portion 37c. Since the release bearing outer peripheral portion 37c moves in the axial direction integrally with the piston 35, the stroke sensor 15 detects the stroke position x of the piston 35. Further, a rotation speed sensor that detects the rotation speed of the release bearing outer peripheral portion 37c (and the release bearing contact portion 37b) is provided opposite to the outer peripheral surface of the release bearing outer peripheral portion 37c.

(Operation of the first clutch)
In FIG. 2, the upper side of the central shaft shows the fully engaged state of the first clutch CL1, and the lower side shows the fully opened state.

(Fully open)
When the first clutch CL1 is fully opened (EV travel mode), hydraulic oil is supplied to the hydraulic chamber R, and the stroke position x of the piston 35 does not generate the transmission torque capacity TCL1 of the first clutch CL1 due to the first clutch pressure. It is in the fully open area that is the stroke area.

  In the EV travel mode, engine E does not operate and only motor generator MG operates. Therefore, the flywheel FW connected to the engine output shaft A1 does not rotate, and the clutch disk 32 connected to the motor output shaft A2 rotates. Since the first clutch CL1 is released, torque is not transmitted to the flywheel FW. Therefore, the clutch cover 31 integrally coupled with the flywheel FW, the disc spring 34 in contact with the clutch cover 31, the release bearing contact portion 37b in contact with the disc spring 34, and the release bearing outer peripheral portion 37c are not rotated. Stay stationary.

(Completely open → fully engaged)
When the hydraulic oil is discharged from the hydraulic chamber R and the first clutch pressure is released, the piston 35 strokes in the axial direction on the motor generator MG side. Since the inner peripheral side of the disc spring 34 in contact with the release bearing contact portion 37b moves to the motor generator MG side, the disc spring 34 is elastically deformed using the contact portion 34a with the clutch cover 31 as a fulcrum, and the outer peripheral side of the disc spring 34 is Move to engine E side. Due to the elastic force of the disc spring 34, the outer peripheral side of the disc spring 34 presses the pressure plate 33 against the engine E side.

  When the pressure plate 33 presses the clutch disc 32 against the flywheel FW, a frictional force is generated between the pressure plate 33 and the clutch facing 32c, and between the clutch facing 32b and the flywheel FW. As a result, the transmission torque capacity TCL1 of the first clutch CL1 is generated. The stroke position of the piston 35 at which the transmission torque capacity TCL1 starts to be generated is defined as a fastening start position x3.

  When the transmission torque capacity TCL1 starts to be generated, torque having the transmission torque capacity TCL1 as an upper limit can be transmitted between the engine output shaft A1 and the motor output shaft A2. Therefore, the engine output shaft A1 starts to rotate using the motor torque Tm, and the engine speed Ne increases from 0 rpm.

  When the transmission torque capacity TCL1 starts to be generated, the load acting on the motor generator MG increases by the amount of motor torque Tm necessary to overcome the friction and inertial force of the engine E and rotate the engine output shaft A1. . Due to this increase in load, the motor rotational speed Nm decreases during motor torque control described later, and the motor torque Tm increases during motor rotational speed control described later.

  The time when the engine output shaft A1 starts to rotate using the motor torque Tm can be regarded as the same as the time when the transmission torque capacity TCL1 starts to be generated. Therefore, (1) When the engine speed Ne starts to increase from 0 rpm, (2) When the motor speed Nm starts to decrease (during motor torque control), or (3) When the motor torque Tm starts to increase (motor The stroke position x of the piston 35 during rotation speed control) can be regarded as the fastening start position x3.

  Thus, since engine E and motor generator MG are configured to be connected / disconnected via first clutch CL1, engine E and engine generator MG are connected to engine E according to the engagement state (transmission torque capacity TCL1) of first clutch CL1. The motor generator MG exerts a load on each other. That is, the operating state of engine E and the operating state of motor generator MG influence each other. The present invention detects the engagement start position x3 based on the influence of the engagement state of the first clutch CL1 on these operation states.

  When the stroke position x is in the stroke region on the engagement side with respect to the engagement start position x3, the first clutch CL1 is in a semi-engagement state (half-clutch), and the torque according to the stroke position x, in other words, the disc spring 34 is fly. Torque corresponding to the force pressing the wheel 30 and the clutch facing 32b is transmitted. That is, the transmission torque capacity TCL1 is determined and controlled by the stroke position x of the piston 35.

(Fully fastened)
When the first clutch CL1 is completely engaged (HEV traveling mode, WSC traveling mode), the hydraulic oil is discharged from the hydraulic chamber R, and the stroke position x of the piston 35 is a stroke region that generates the maximum transmission torque capacity TCL1max. It is in the complete fastening area.

  In the fully engaged state, the flywheel FW (= engine output shaft A1) and the clutch disk 32 (= motor output shaft A2) rotate together. Further, the clutch cover 31, the disc spring 34, and the pressure plate 33 also rotate integrally with the engine output shaft A1 and the motor output shaft A2. On the other hand, the release bearing contact portion 37b and the release bearing outer peripheral portion 37c that do not contact the disc spring 34 remain stationary without rotating.

(Completely connected → fully open)
When hydraulic oil is supplied to the hydraulic chamber R, the piston 35 moves in the axial direction on the engine E side by the first clutch pressure. When the first clutch pressure exceeds a certain level, the release bearing contact portion 37b that moves integrally with the piston 35 contacts the inner peripheral side of the disc spring 34 and presses it against the engine E side. Accordingly, the disc spring 34 is elastically deformed with the contact portion 34a with the clutch cover 31 as a fulcrum. Therefore, the force with which the disc spring 34 presses the flywheel 30 and the clutch facing 32b begins to decrease, and the transmission torque capacity TCL1 begins to decrease. The stroke position x of the piston 35 at this time is defined as an opening start position x2.

  Since the first clutch CL1 is in a half-engaged (half-clutch) state when the piston 35 is at a stroke position closer to the opening side than the opening start position x2 and closer to the engagement side than the engagement start position x3, this stroke region is reduced to half. It is called a fastening area. In the half-engaged region, the transmission torque capacity TCL1 is determined and controlled by the stroke position x of the piston 35.

  When the piston 35 further strokes to the open side and moves to the open side from the fastening start position x3, the outer peripheral side of the disc spring 34 moves to the motor generator MG side. Then, the axial distance between the outer peripheral side of the disc spring 34 and the flywheel FW is widened, and the clutch disk 32 and the pressure plate 33 sandwiched between both can be moved in the axial direction. Therefore, an axial gap is formed between the clutch facing 32b and the flywheel FW, and the first clutch CL1 is completely released.

  When the piston 35 is stroked to the opening start position x2 as described above, the release bearing contact portion 37b contacts the inner peripheral side of the disc spring 34 and presses it against the engine E side. At this time, the disc spring 34 rotates integrally with the flywheel FW (= engine output shaft A1). For this reason, torque due to friction is transmitted from the disc spring 34 to the release bearing contact portion 37b. When the rotational inertia force transmitted on the flywheel FW (= engine output shaft A1) side thus overcomes the static frictional force of the release bearing 37, the release bearing contact portion 37b and the release bearing outer peripheral portion 37c The rotation starts with respect to the sleeve cylinder 36.

  When the torque due to the friction is transmitted to the release bearing abutting portion 37b and the transmitted rotary inertia force on the flywheel FW (= engine output shaft A1) side overcomes the static frictional force of the release bearing 37. The disc spring 34 is deformed and can be regarded as the same time when the transmission torque capacity TCL1 starts to decrease. Therefore, the stroke position x at which the release bearing outer peripheral portion 37c starts to rotate is the release start position x2.

  When the first clutch CL1 is completely opened and the flywheel FW (= engine output shaft A1) is stationary, no torque is transmitted from the disc spring 34 to the release bearing contact portion 37b, and the release bearing contact The portion 37b and the release bearing outer peripheral portion 37c also stop rotating and stop.

(Control system configuration)
Next, the control system of the hybrid vehicle in the first embodiment will be described. As shown in FIG. 1, in addition to various sensors and switches described later, the hybrid vehicle control system includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, An AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10 are included. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are provided in a hydraulic control valve provided in the automatic transmission AT.

  The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected to each other via a CAN communication line 11 that can exchange information. ing.

  The various sensors and switches include an engine speed sensor 12, a resolver 13, a first clutch hydraulic sensor 14, a stroke sensor 15, an accelerator opening sensor 16, a vehicle speed sensor 17, a second clutch hydraulic sensor 18, a wheel speed sensor 19, and a brake stroke. A sensor 20, a motor rotation speed sensor 21, a second clutch output rotation speed sensor 22, a release bearing rotation speed sensor 23, a brake hydraulic pressure sensor 24, and a battery power sensor 25 are provided.

(Engine controller)
The engine controller 1 gives a command for controlling the engine operating point (Ne, Te) based on information such as the engine speed Ne detected by the engine speed sensor 12 and the target engine torque command Te * from the integrated controller 10, for example. Output to the throttle valve actuator. Information on the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

(Motor controller)
The motor controller 2 controls the motor operating point (Nm, Tm) of the motor generator MG based on the rotor rotational position of the motor generator MG detected by the resolver 13 and the target motor torque command Tm * from the integrated controller 10. Is output to the inverter 3.

  Also provided is a motor torque estimation unit 2a that estimates a motor generator torque (hereinafter referred to as a motor torque Tm) based on the value of the current flowing through the motor generator MG (the driving torque and the regenerative torque are distinguished from each other depending on the sign of the current value). It has been. Information on the estimated motor torque Tm is supplied to the integrated controller 10 via the CAN communication line 11.

(First clutch controller)
Based on the first clutch control command (target stroke position x *) from the integrated controller 10, the first clutch controller 5 controls the engagement / release of the first clutch CL1 (first stroke position x * for realizing the first stroke position x *). (Clutch pressure command value) is calculated and output to the first clutch hydraulic unit 6. Further, the first clutch pressure command value is corrected based on the deviation between the stroke position x detected by the stroke sensor 15 and the target stroke position x *. Information on the detected stroke position x is input to the integrated controller 10 via the CAN communication line 11.

(AT controller)
The AT controller 7 includes an accelerator opening APO detected by the accelerator opening sensor 16, a vehicle speed VSP detected by the vehicle speed sensor (AT output rotation speed sensor) 17, a second clutch pressure detected by the second clutch hydraulic sensor 18, and integration. Based on the second clutch control command (target transmission torque capacity TCL2 *) from the controller 10 or the like, a command for controlling the engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8. Information on the accelerator opening APO and the vehicle speed VSP is input to the integrated controller 10 via the CAN communication line 11.

(Brake controller)
The brake controller 9 is based on the wheel speeds of the four wheels FR, FL, RR, and RL detected by the wheel speed sensor 19, the brake stroke BS detected by the brake stroke sensor 20, and the regenerative cooperative control command from the integrated controller 10. Regenerative cooperative brake control is performed. For example, when the brake is depressed, if the regenerative braking force is insufficient with respect to the required braking force calculated from the brake stroke BS, control is performed so that the insufficient amount is compensated by the mechanical braking force (friction braking force).

(Integrated controller)
The integrated controller 10 mainly has a function of managing energy consumption of the entire vehicle and running the vehicle with the highest efficiency. The integrated controller 10 includes a motor rotational speed Nm detected by the motor rotational speed sensor 21, a second clutch output rotational speed N2out detected by the second clutch output rotational speed sensor 22, and a release bearing rotational speed detected by the release bearing rotational speed sensor 23. , Brake pressure detected by the brake hydraulic pressure sensor 24, usable power capacity of the battery 4 (hereinafter referred to as battery SOC) detected by the battery power sensor 25, and each information obtained via the CAN communication line 11, that is, engine rotation It receives inputs such as number Ne, stroke position x, first and second clutch pressures, accelerator opening APO, vehicle speed VSP, and brake stroke BS.

(Control content of integrated controller 10)
Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

(Target driving force calculation)
The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using a predetermined target driving force map.

(Target driving mode calculation)
The mode selection unit 200 calculates a target travel mode from the travel state (accelerator pedal opening APO and vehicle speed VSP) using the EV-HEV selection map shown in FIG. However, if the battery SOC is equal to or less than the predetermined value, the “HEV travel mode” is forcibly set as the target travel mode.

  In the EV-HEV selection map, the WSC travel mode is set in order to output a large driving force when the accelerator pedal opening APO is large in the low vehicle speed region. The HEV → WSC switching line or EV → WSC switching line is set to a vehicle speed VSP1 that is smaller than the idle speed of the engine E when the automatic transmission AT is in the first speed. In FIG. 4, the shaded area is the WSC travel mode area. The shaded area is a hysteresis area when switching between the WSC drive mode and the EV drive mode.

(Target charge / discharge calculation)
Target charge / discharge calculation section 300 calculates target charge / discharge power tP from battery SOC using a predetermined target charge / discharge amount map.

  The operating point command unit 400 includes an engine control unit 410, a motor control unit 420, a first clutch control unit 430, a second clutch control unit 440, and an engine start control unit 450.

(Engine control)
The engine control unit 410 calculates a target engine torque Te * based on the target driving force tFoO and outputs it to the engine controller 1 to control the operation of the engine E.

(Motor control)
The motor control unit 420 calculates the target motor rotational speed Nm * and the target motor torque Tm * based on the target driving force tFoO and outputs them to the motor controller 2 to control the operation of the motor generator MG. That is, motor speed control and motor torque control are performed. In the motor rotation speed control, the target motor rotation speed Nm * is set so that the motor rotation speed Nm (the rotation speed on the motor generator MG side of the second clutch CL2) is higher than the second clutch output rotation speed N2out. In the motor torque control, the target motor torque Tm * is set based on the target driving force tFoO and the estimated motor torque Tm, and control is performed so that the motor torque Tm becomes the target motor torque Tm *. In the EV travel mode, motor torque control is performed.

(1st clutch control)
The first clutch control unit 430 calculates the target stroke position x * of the piston 35 and outputs it to the first clutch controller 5. Thus, the engagement and release of the first clutch CL1 are controlled to switch between the EV traveling mode and the HEV traveling mode (including the WSC traveling mode, the same applies hereinafter). In the EV travel mode, the piston 35 is placed on standby at the standby position.

(Second clutch control)
The second clutch control unit 440 calculates the target transmission torque capacity TCL2 * of the second clutch CL2 based on the target driving force tFoO, and outputs this to the shift control unit 500 to output the transmission torque capacity TCL2 of the second clutch CL2. To control.

(Engine start control)
The engine start control unit 450 performs start control of the engine E when the target travel mode is switched from the EV travel mode to the HEV travel mode and an engine start request is made. Hereinafter, the control contents of the engine start control unit 450 will be described.

  When an engine start request is made, the engine start control unit 450 outputs a control command to the first clutch control unit 430 in order to transmit the torque of the motor generator MG to the engine E and increase the rotational speed of the engine E. Slip control of the first clutch CL1 is performed. Specifically, the target stroke position x * is set to a predetermined value corresponding to the target transmission torque capacity TCL1 * within the half-engagement region. When the transmission torque capacity TCL1 of the first clutch CL1 is generated, the engine output shaft A1 is rotated and the engine speed Ne is increased from 0 rpm. That is, the cranking of the engine E is performed. When the predetermined condition is satisfied, the engine is ignited and the engine E starts to rotate independently. When it is confirmed that the engine speed Ne has reached a value indicating self-sustained rotation, a control command is output to the first clutch control unit 430 to increase the target transmission torque capacity TCL1 * to the maximum value TCL1max at a constant rate. As a result, the first clutch CL1 is completely engaged, and the engine start is completed.

  Also, a control command is output to the motor control unit 420 to switch from motor torque control to motor rotation speed control. Further, a control command is output to the second clutch control unit 440, and the second clutch CL2 is slip-controlled. Specifically, the transmission torque capacity TCL2 of the second clutch CL2 is controlled based on the target driving force tFoO. By the motor rotation speed control, the target motor rotation speed Nm * of the motor generator MG is set to a value obtained by adding a predetermined slip amount to the second clutch output rotation speed N2out. This prevents excessive slip of the second clutch CL2.

  By this motor rotation speed control, a target motor torque Tm * larger than the target driving force tFoO and the transmission torque capacity TCL2 of the second clutch CL2 is automatically set. In addition, when the transmission torque capacity TCL1 of the first clutch CL1 is increased as described above, the target motor torque Tm * that is higher by the increase in the load (cranking torque) acting on the motor generator MG is automatically reset. . Therefore, even if the engine generator MG generates torque for starting the engine in addition to the driving torque, the driving force required for vehicle travel does not decrease, and the transmission torque of the second clutch CL2 is transmitted to the driving wheels RR and RL. Capacitance TCL2 equivalent value is output reliably. Therefore, while achieving the target driving force tFoO, it is possible to prevent torque greater than the transmission torque capacity TCL2 from being output to the driving wheels RR and RL, thereby achieving stable running or smooth starting.

  When the engine start is completed, the motor speed control is switched again to the motor torque control, and the second clutch CL2 is completely engaged.

(Shift control)
The operating point command unit 400 automatically sets the target gear position (target AT shift) according to the shift schedule and outputs the target gear stage to the shift control unit 500. The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target shift stage, and controls the transmission torque of each clutch in the automatic transmission AT. In this shift schedule, a target gear stage is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO, and an upshift line, a downshift line, and the like are set.

(Details of the first clutch control)
As shown in FIG. 3, the first clutch control unit 430 includes a target transmission torque capacity calculation unit 431, a torque-stroke map 432, a target stroke position calculation unit 433, and a standby position correction unit 434. Yes.

  The target transmission torque capacity calculation unit 431 calculates the target value of the transmission torque capacity TCL1 of the first clutch CL, that is, the target transmission torque capacity TCL1 *, based on the engine speed Ne, the motor speed Nm, and the like.

  The torque-stroke map 432 is a characteristic map showing the correlation between the transmission torque capacity TCL1 and the stroke position x of the piston 35, as shown in FIG. This correlation characteristic is defined in advance as a design value. The distance between any two stroke positions x is the stroke amount of the piston 35.

  When the piston 35 is in the complete engagement region from the minimum stroke position x1 to the release start position x2, the transmission torque capacity TCL1 becomes a predetermined maximum value TCL1max, and the first clutch CL is in the complete engagement state.

  When the piston 35 is in the half-engagement region from the opening start position x2 to the engagement start position x3, the first clutch CL is in a half-engaged (half-clutch) state. That is, the transmission torque capacity TCL1 takes a value between zero and the maximum value TCL1max, and changes according to the characteristics of the disc spring 34 according to the stroke amount. In the half-engaged region, when a predetermined transmission torque capacity TCL1 is given, a predetermined stroke position x corresponding to the predetermined transmission torque capacity TCL1 is uniquely determined. Although FIG. 5 shows a linear graph in which the stroke position x transitions to the engagement side as the transmission torque capacity TCL1 increases, a non-linear characteristic may be used.

  When the piston 35 is in the complete release region from the engagement start position x3 to the maximum stroke position x5, the transmission torque capacity TCL1 becomes the minimum value = 0, and the first clutch CL is in the fully open state.

  In the completely open region, the standby position x4 is set at a position closer to the fastening side than the maximum stroke position x5 and offset from the fastening start position x3 to the opening side by a predetermined stroke amount α. This stroke amount α is sufficient for the time until the piston 35 moves from the standby position x4 to the engagement side by the stroke amount α, that is, the time until the transmission torque capacity TCL1 is actually generated after the engagement command of the first clutch CL1 is sufficient. The distance is set to be shorter. In addition, the stroke amount α does not generate a frictional force between the clutch facing 32b and the flywheel FW due to a control error of the standby position x4 caused by disturbance such as oil temperature, and the transmission torque capacity TCL1 is determined during EV traveling. The distance is set so as not to occur.

  The target stroke position calculation unit 433 calculates a target stroke position x *, which is a target value of the stroke position x, using the torque-stroke map 432 based on the target travel mode and the target transmission torque capacity TCL1 *. In the EV travel mode, the target stroke position x * is set to the standby position x4. In the HEV travel mode, the target stroke position x * is set to a predetermined value (for example, the minimum stroke position x1) within the complete fastening region. At the time of switching between the EV travel mode and the HEV travel mode, the target stroke position x * is set to a predetermined value corresponding to the target transmission torque capacity TCL1 * within the semi-engagement region, and slip control is performed.

  The standby position correction unit 434 learns and corrects the standby position x4 set in the torque-stroke map 432. Specifically, in each control cycle, the piston 35 is moved to the engagement side in the EV travel mode, and the piston 35 is moved to the open side in the HEV travel mode to detect a change in a variable correlated with the transmission torque capacity TCL1. Based on this, the standby position x4 is corrected.

  The standby position correction unit 434 includes a travel distance measurement unit 435 and a wear amount estimation unit 436. The travel distance measuring unit 435 measures the travel distance L of the vehicle from the time when the correction of the standby position x4 was performed last time to the current time. The wear amount estimation unit 436 detects the number of start times of the engine E from the time when the correction of the standby position x4 was executed to the present time, in other words, the number of times of engagement of the first clutch CL1, and based on this number of times, between the above two time points. The wear amount S of the first clutch CL1 is estimated.

(Standby position correction control)
Hereinafter, the contents of control by the standby position correction unit 434 will be described with reference to the flowchart of FIG.

  In step S1, the measured travel distance L or the estimated wear amount S is read, and the process proceeds to step S2.

  In step S2, it is determined whether a learning correction start condition is satisfied. When the start condition is satisfied, the process proceeds to step S3. When the start condition is not satisfied, the process proceeds to step S13 to hold the previous standby position x4. The start condition is that the measured travel distance L is equal to or greater than a predetermined threshold, or the estimated wear amount S is equal to or greater than a predetermined threshold. The start condition may be that both of these two conditions are satisfied, or the start condition may be set using another variable indicating wear of the first clutch CL1.

  In step S3, it is determined whether or not the target travel mode is an EV travel mode. When the vehicle is running on EV, the process proceeds to step S4. Otherwise, the process proceeds to step S7.

(In EV driving mode)
In step S4, the first clutch pressure is decreased by a predetermined amount, and the piston 35 is stroked to the engagement side by a predetermined amount. Thereafter, the process proceeds to step S5. The predetermined amount is a value less than the stroke amount α.

  In step S5, a change in a variable correlated with the transmission torque capacity TCL1 of the first clutch CL1 is detected. Specifically, it is detected whether or not the motor rotational speed Nm has started to decrease, or whether or not the engine rotational speed Ne has started to increase. If a change (decrease or increase) in these variables (Nm or Ne) is detected, the process proceeds to step S6, and if not detected, the process returns to step S4. Note that a change in only one of the variables may be detected.

  In step S6, the fastening start position x3 is calculated. The stroke position x when the change of the variable is detected becomes the fastening start position x3. Therefore, the detection value of the stroke sensor 15 is read and the fastening start position x3 is set. Thereafter, the process proceeds to step S11.

  That is, as described above, (1) engine rotational speed Ne> 0 rpm, (2) motor rotational speed Nm decreasing (during motor torque control), and (3) motor torque Tm increasing (during motor rotational speed control). The stroke position satisfying any of the above is the fastening start position x3. In the first embodiment, motor torque control is performed during EV travel. Therefore, when the transmission torque capacity TCL1 is generated by stroking the piston 35 in the EV travel mode for correcting the standby position x4, motor torque control is performed. For this reason, the stroke position x at which the engine rotational speed Ne starts to increase from 0 rpm or the stroke position x at which the motor rotational speed Nm starts to decrease becomes the fastening start position x3 (conditions (1) and (2) above).

  In addition, when both of these two conditions are satisfied, the detection value of the stroke sensor 15 may be read to set the fastening start position x3.

  In step S11, the torque-stroke map 432 is corrected based on the calculated fastening start position x3. Specifically, the fastening start position x3 set in the torque-stroke map 432 is replaced with the calculated value and corrected. Thereafter, the process proceeds to step S12.

  In step S12, a standby position is determined. Specifically, the standby position x4 is determined at a position where the calculated fastening start position x3 is offset to the open side by a predetermined stroke amount α. Then, the standby position x4 set in the torque-stroke map 432 is replaced with the determined value and corrected. Thereafter, the current control cycle is terminated.

(In HEV mode)
In step S7, it is determined whether the target travel mode is the HEV travel mode (including the WSC travel mode). When HEV is running, the process proceeds to step S8, and otherwise, the process returns to step S3.

  In step S8, the first clutch pressure is increased by a predetermined amount, and the piston 35 of the first clutch CL1 is stroked to the open side by a predetermined amount. Thereafter, the process proceeds to step S9. The predetermined amount is a value less than the stroke amount δ when the stroke position at the time of complete engagement is set to the minimum stroke position x1, for example.

  In step S9, a change in a variable correlated with the transmission torque capacity TCL1 is detected. Specifically, it is detected whether rotation of the release bearing outer peripheral portion 37c has occurred. If a change (generation) of this variable (release bearing rotation speed) is detected, the process proceeds to step S10, and if not detected, the process returns to step S8.

  In step S10, the opening start position x2 is calculated. The stroke position x when the generation of the release bearing rotation speed is detected becomes the opening start position x2. Therefore, the detection value of the stroke sensor 15 is read to set the opening start position x2. Thereafter, the process proceeds to step S11. It should be noted that the sensor detection value reading timing is synchronized between the release bearing rotation speed sensor 23 and the stroke sensor 15.

  In step S11, the torque-stroke map 432 is corrected based on the calculated opening start position x2. Specifically, the opening start position x2 set in the torque-stroke map 432 is replaced with the calculated value and corrected. Thereafter, the process proceeds to step S12.

  In step S12, the standby position x4 is determined. Specifically, the fastening start position x3 is assumed to be a position where the calculated opening start position x2 is offset to the opening side by a predetermined stroke amount γ. The stroke amount γ is a value set in advance according to the initial characteristic (torque-stroke characteristic) of the disc spring 34 as the stroke amount from the opening start position x2 to the fastening start position x3. Further, the standby position x4 is determined at a position where the assumed engagement start position x3 is offset to the opening side by the stroke amount α. Then, the standby position x4 set in the torque-stroke map 432 is replaced with the determined value and corrected. Thereafter, the current control cycle is terminated.

[Effects of Example 1]
Hereinafter, the operation and effects of the vehicle control device of the present invention, which are grasped from the first embodiment, will be listed.

  (1) The vehicle control apparatus of the present invention includes an engine E, a motor (motor generator MG), a rotating member (flywheel FW, etc.) on the engine E side by moving, and a rotating member (clutch) on the motor generator MG side. A first clutch CL1 having a mover (piston 35) for connecting / disconnecting the disc 32 and the like and interposed between the engine E and the motor generator MG, and releasing the first clutch CL1 to provide a motor generator A vehicle control device capable of switching between an EV driving mode in which only the driving force of the MG runs and an HEV driving mode (including the WSC driving mode) in which the first clutch CL1 is engaged and the driving force of the engine E is used. In addition, the stamper of the piston 35 in the EV travel mode is disposed on the opening side by a predetermined distance (stroke amount α) from the engagement start position x3 at which the transmission torque capacity TCL1 of the first clutch CL1 starts to be generated. A standby position setting means (torque-stroke map 432, target stroke position calculation unit 433) for setting the position x4 and position control means (first clutch control unit 430) for controlling the stroke position x of the piston 35 to the standby position x4. Then, the piston 35 is moved to the fastening side in the EV travel mode, or the piston 35 is moved to the open side in the HEV travel mode, and changes in variables (such as the engine speed Ne) that correlate with the transmission torque capacity TCL1 are detected. Thus, standby position correction means (standby position correction unit 434) for correcting the standby position x4 is provided.

  That is, in the EV travel mode, the piston 35 is made to wait at the standby position x4 on the opening side by the stroke amount α from the fastening start position x3. Thus, it is possible to reliably prevent a situation in which the engagement capacity TCL1 is generated and the load torque acts on the motor generator MG during EV traveling. Therefore, it is possible to reliably prevent wasteful battery power consumption and deterioration of the characteristics and durability of the first clutch CL1. In addition, the control logic is not complicated and the control can be simplified as compared with the case where the piston 35 is accurately waited at the fastening start position x3.

  Further, when switching to the HEV traveling mode, the time from when the first clutch CL1 is engaged to when the transmission torque capacity TCL1 is actually generated and the engine E is started is shortened. For example, when the piston 35 is stroked from the maximum stroke position x5 shown in FIG. 5 and the first clutch CL1 is engaged, the stroke amount β up to the engagement start position x3 is large (β> α). For this reason, the idling stroke amount of the piston 35 is large, and the idling time until the transmission torque capacity TCL1 is actually generated becomes long. On the other hand, in the vehicle control apparatus of the present invention, since the idling time is shortened, the response of starting the engine from the fastening command can be improved.

  Further, in the configuration in which only the pressing force between the friction members of the clutch is controlled by controlling the hydraulic pressure acting on the piston, the stroke position of the piston is not directly controlled, and the transmission torque capacity is set to zero and quickly. The piston cannot be controlled in a delicate position that can be fastened. On the other hand, since the present invention has a position control means for directly controlling the stroke position x of the piston 35, the piston 35 can be put on standby at a desired position, and the first clutch at the time of starting the engine The control accuracy of CL1 can be improved.

  Further, it has standby position correction means (standby position correction unit 434) that can correct the standby position x4 during EV driving or HEV driving. For this reason, even when the clutch facing 32b of the first clutch CL1 is worn out or varies due to individual differences (assembly clearance), even when the actual engagement start position x3 deviates from the set value, the standby position x4 can be controlled appropriately. Therefore, there is an effect that the accuracy of clutch control can be maintained and the response of starting the engine can be improved with certainty.

  (2) The stroke sensor 15 for detecting the stroke position x of the piston 35 is provided, and the standby position correction means (standby position correction unit 434) corrects the standby position x4 based on the stroke position x when the change of the variable is detected. It was decided to.

  For example, in the EV travel mode, the stroke position x when the generation of the engine speed Ne or the decrease in the motor speed Nm is detected becomes the engagement start position x3. Therefore, the detection value of the stroke sensor 15 is read and the fastening start position x3 is set. The standby position x4 is determined at a position where the calculated fastening start position x3 is offset to the opening side by a predetermined stroke amount α. Thus, the standby position x4 can be optimized based on the detection value of the stroke sensor 15.

  (3) The standby position correction means (standby position correction unit 434) moves the piston 35 to the engagement side in the EV travel mode, detects the engagement start position x3 based on the change in the above variable, and stands by based on the engagement start position x3. The position x4 was corrected.

  Thus, even when the engagement start position x3 is displaced due to wear of the first clutch CL1, the actual engagement start position x3 can be detected, and the standby position x4 is corrected based on the detected engagement start position x3. The standby position x4 needs to be set based on the stroke position (fastening start position x3) of the piston 35 at which the transmission torque capacity TCL1 actually starts to be generated. Thus, the standby position x4 is directly based on the actual fastening start position x3. Since x4 can be optimized, there is an effect that the accuracy of clutch control can be maintained and the responsiveness of engine start can be reliably improved.

  (4) The standby position correction means (standby position correction unit 434) moves the piston 35 to the open side in the HEV travel mode, and detects the open start position x2 from which the transmission torque capacity TCL1 starts to decrease based on the change in the above variable. The standby position x4 is corrected based on the opening start position x2.

  Thus, even when the release start position x2 and the engagement start position x3 are displaced due to wear of the first clutch CL1, the actual release start position x2 can be detected, and the detected release start position x2 and a given torque − The standby position x4 is corrected based on the stroke characteristics. Therefore, even during HEV traveling, the standby position x4 can be optimized according to changes in the opening start position x2 and the like, and the responsiveness of engine starting from the next time can be reliably improved.

  (5) The standby position setting means (torque-stroke map 432, target stroke position calculation unit 433) is based on the torque-stroke map 432 in which the correlation between the stroke position x of the piston 35 and the transmission torque capacity TCL1 is stored in advance. x4 is set, and the standby position correction means (standby position correction unit 434) moves the piston 35 to the engagement side in the EV travel mode to detect the engagement start position x3 and opens the piston 35 in the HEV travel mode. , The opening start position x2 at which the transmission torque capacity TCL1 begins to decrease is detected, and the torque-stroke map 432 is corrected based on the detected engagement starting position x3 and opening start position x2.

  Having such a torque-stroke map 432 not only controls the piston 35 to the standby position x4 during EV travel, but also controls the stroke position x based on the torque-stroke map 432 when starting the engine. Desired transmission torque capacity TCL1 can be obtained (half-engagement control of first clutch CL1). Here, by correcting the torque-stroke map 432 based on the detected engagement start position x3 and release start position x2, the torque-stroke map can be obtained even when the engagement start position x3 is displaced due to wear of the first clutch CL1. 432 torque-stroke characteristics can be optimized. Therefore, even when the actual engagement start position x3 or the like changes, not only can the standby position x4 be optimized to improve engine start response, but also the characteristics of the torque-stroke map 432 can be optimized to perform the above-described half-engagement. The clutch controllability in the control can be improved.

  (6) The vehicle has a travel distance measuring unit 435 that measures the travel distance L of the vehicle, and the standby position correction means (standby position correction unit 434) has the travel distance L after executing the previous correction becomes a predetermined value or more. This time, we decided to execute this correction.

  That is, if the standby position x4 is frequently corrected during traveling, it may be considered that the vehicle behavior is affected. Therefore, the above correction is performed when the travel distance L is equal to or greater than the predetermined value and it is predicted that a deviation will actually occur in the fastening start position x3 or the like. Therefore, the standby position x4 can be effectively optimized, while the vehicle behavior can be reliably stabilized by limiting the number of correction executions.

  (7) Wear amount estimation means for estimating the wear amount S of the first clutch CL1 is provided, and the standby position correction means (standby position correction unit 434) has the wear amount S after performing the previous correction equal to or greater than a predetermined value. When this happens, this correction is executed. Specifically, the wear amount S is estimated based on the number of start times of the engine E.

  As described above, when the wear amount S becomes equal to or greater than the predetermined value and it is expected that a deviation will occur in the fastening start position x3 or the like, the above correction is executed. Therefore, the standby position x4 can be effectively optimized, while the vehicle behavior can be reliably stabilized by limiting the number of correction executions.

  (9) The first clutch CL1 is a dry friction clutch.

  In general, dry clutches have a high degree of wear due to fastening and releasing operations because the friction plates are not lubricated. For this reason, changes over time in the piston stroke position and torque-stroke characteristics are larger than in the wet clutch. Therefore, when the present invention is applied to a dry friction clutch, the above-described effects can be obtained more effectively.

  (10) An elastic member (disc spring 34) that presses or separates the rotating members (flywheel FW, clutch disk 32) on the engine E side and the motor (motor generator MG) side by elastic force is provided. By moving, the elastic member (the disc spring 34) is elastically deformed to generate the transmission torque capacity TCL1 corresponding to the stroke position x.

  That is, the elastic deformation amount of the elastic member and the transmission torque capacity TCL1 have a correlation. In other words, the correlation characteristic between the stroke position of the piston 35 and the transmission torque capacity TCL1 is determined according to the correlation characteristic between the deformation amount of the elastic member and the elastic force. Therefore, a desired transmission torque capacity TCL1 can be generated by controlling the stroke position x of the piston 35. Thus, since the torque-stroke characteristic can be clearly grasped in advance, there is an effect that the control of the standby position x4 and the semi-fastening control using this are accurate and reliable.

  (11) The elastic member is a disc spring 34.

  Generally, a disc spring used for a clutch also has a function of a release lever, and when the inner peripheral side of the disc spring is pressed, the outer peripheral side is displaced with an intermediate portion of the disc spring as a fulcrum. Therefore, if the distance between the contact portion 34a and the outer peripheral side 34c is set smaller than the distance between the inner peripheral side 34b of the disc spring 34 and the contact portion 34a serving as a fulcrum (the release lever ratio is increased). If so, the amount of change in elastic force generated with respect to the amount of deformation of the disc spring 34 can be reduced. Therefore, when the disc spring 34 is used, also in the torque-stroke characteristic, the rate of change in the transmission torque capacity TCL1 can be reduced with respect to the change in stroke amount. This means that when controlling using the torque-stroke characteristic, there is a high degree of freedom in which the transmission torque capacity TCL1 can be controlled more finely according to the stroke position x. Therefore, the effect of the above (10) can be obtained more effectively than when other elastic members (for example, coil springs) are used. A member such as a pivot ring may be newly provided as the contact portion 34a serving as the fulcrum.

  (12) A vehicle control device including a second clutch CL2 that is interposed between the motor (motor generator MG) and the drive wheels RR and RL and connects and disconnects the motor (motor generator MG) and the drive wheels RR and RL. It was decided that.

  Therefore, when the present invention is applied to this type of vehicle, the above-described effects can be obtained.

  (13) The motor is a motor generator MG having a power generation function.

  Therefore, when the present invention is applied to this type of vehicle, the above-described effects can be obtained.

  As mentioned above, although the vehicle control apparatus of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the gist of the invention according to each claim of the claims. Unless it deviates from the above, design changes and additions are included in the present invention.

  For example, in the first embodiment, the motor torque control is switched to the motor speed control at the engine start control, but the motor torque control is continued without switching to the motor speed control at the engine start, and the second clutch CL2 is completely closed. The torque required for starting the engine may be added to the motor generator MG (target motor torque Tm *) while being fastened or slip controlled.

  Further, the motor rotation speed control may be performed in the EV travel mode. In this case, when the standby position x4 is corrected in the EV traveling mode, the engagement start position x3 can be detected based on the stroke position at the time when the increase in the motor torque Tm (current value flowing through the motor generator MG) occurs (the above condition ( 3)).

  In the first embodiment, a single-plate clutch is used as the first clutch CL1, but a multi-plate clutch may be used. A wet clutch may be used.

  In the first embodiment, the disc spring 34 is used as an elastic member that presses or separates the rotating members (flywheel FW, clutch disk 32) on the engine E side and the motor generator MG side by an elastic force. An elastic member may be used.

  In the first embodiment, the first clutch CL1 is a normally closed type in which the piston 35 is at the minimum stroke position x1 and the stroke amount is zero and the maximum transmission torque capacity TCL1max is fully engaged. However, the stroke amount is zero. It is also possible to use a normally open type clutch in which the transmission torque capacity TCL1 becomes zero and is completely released at this time.

  In the first embodiment, the present invention is applied to a clutch that uses a piston that moves (strokes) by hydraulic pressure as a mover. However, an electromagnetic clutch that uses a member that moves by electromagnetic attraction as a mover, or an actuator (motor The present invention may be applied to a so-called EMB (Electric Motor Brake) in which a member that moves according to the pitch amount of the screw that is rotationally driven is used as a mover.

  In the first embodiment, an example in which a clutch built in the automatic transmission AT is used as the second clutch CL2 is shown. However, a second clutch CL2 is additionally provided between the motor generator and the transmission, Alternatively, a second clutch CL2 may be additionally provided between the transmission and the drive wheel. Furthermore, the present invention can be applied to a hybrid vehicle having only the first clutch CL1.

1 is an overall system diagram illustrating a vehicle to which a control device according to a first embodiment is applied. FIG. 3 is an axial sectional view of a first clutch. FIG. 3 is a control block diagram of an integrated controller in the control device according to the first embodiment. This is an EV-HEV selection map. 3 is a characteristic map (torque-stroke map) showing a correlation between a transmission torque capacity of a first clutch and a piston stroke position. It is a flowchart showing correction control of a standby position.

Explanation of symbols

E Engine A1 Engine output shaft FW Flywheel CL1 First clutch A2 Motor output shaft MG Motor generator CL2 Second clutch AT Automatic transmission RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
5 First clutch controller 6 First clutch hydraulic unit 10 Integrated controller 12 Engine speed sensor 15 Stroke sensor 21 Motor speed sensor 23 Release bearing speed sensor 32 Clutch disc 32b Clutch facing 34 Belleville spring 35 Piston 37 Release bearing 37c Release bearing Outer peripheral part 430 First clutch control part 431 Target transmission torque capacity calculation part 432 Torque-stroke map 433 Target stroke position calculation part 434 Standby position correction part 435 Travel distance measurement part 436 Wear amount estimation part 450 Engine start control part

Claims (19)

Engine,
A motor,
A fastening element interposed between the engine and the motor having a mover that connects and disconnects the rotating member on the engine side and the rotating member on the motor side by moving,
Control of a vehicle capable of switching between a first travel mode in which the fastening element is opened and the vehicle travels only by the driving force of the motor and a second travel mode in which the fastening element is fastened and travels using the driving force of the engine A device,
A standby position setting means for setting the standby position of the mover in the first traveling mode on the opening side by a predetermined distance from the fastening start position at which the transmission torque capacity of the fastening element starts to be generated;
Position control means for controlling the position of the mover to the standby position;
Based on detecting a change in a variable correlated with the transmission torque capacity by moving the mover to the fastening side in the first travel mode or moving the mover to the open side in the second travel mode. Standby position correcting means for correcting the standby position;
A control device for a vehicle. A position detecting means for detecting the position of the mover;
2. The vehicle control device according to claim 1, wherein the standby position correction unit corrects the standby position based on a position of the mover when a change in the variable is detected.   The standby position correcting means moves the mover to a fastening side in the first traveling mode, detects the fastening start position based on a change in the variable, and corrects the standby position based on the fastening start position. The vehicle control device according to claim 1 or 2.   The vehicle control device according to claim 3, wherein the variable is a rotational speed of the engine.   The vehicle control device according to claim 3, wherein the variable is a torque or a rotation speed of the motor.   The standby position correcting means moves the mover to the opening side in the second traveling mode, detects the opening start position where the transmission torque capacity starts to decrease based on the change of the variable, and based on the opening start position The vehicle control device according to claim 1, wherein the standby position is corrected. Between the rotating member on the engine side or the motor side and the mover, a support member that is rotatable relative to the rotating member and the mover is installed,
The mover is provided so as to be able to press the rotating members through the support member,
The vehicle control device according to claim 6, wherein the variable is a rotation speed of the support member. The standby position setting means sets the standby position based on a map that stores in advance the correlation between the position of the mover and the transmission torque capacity,
The standby position correcting means moves the mover to the fastening side during the first travel mode, detects the fastening start position, and moves the mover to the open side during the second travel mode, The vehicle according to any one of claims 1 to 7, wherein an opening start position at which the transmission torque capacity starts to decrease is detected, and the map is corrected based on the detected fastening start position and the opening start position. Control device.   The vehicle control device according to claim 8, wherein the variable used for detecting the fastening start position is a rotational speed of the engine.   The vehicle control device according to claim 8 or 9, wherein the variable used for detecting the fastening start position is a torque or a rotation speed of the motor. A support member that is rotatable with respect to the rotating member and the piston is installed between the rotating member on the engine side or the motor side and the mover,
The mover is provided so as to be able to press the rotating members through the support member,
The vehicle control device according to claim 8, wherein the variable used for detecting the opening start position is a rotation speed of the support member. Having mileage measuring means for measuring the mileage of the vehicle;
The vehicle according to any one of claims 1 to 11, wherein the standby position correcting means executes the current correction when the travel distance after executing the previous correction becomes a predetermined value or more. Control device. A wear amount estimating means for estimating a wear amount of the fastening element;
The vehicle according to any one of claims 1 to 12, wherein the standby position correcting means executes the current correction when the amount of wear after performing the previous correction becomes a predetermined value or more. Control device.   14. The vehicle control device according to claim 13, wherein the wear amount estimation means estimates the wear amount based on the number of times the engine is started.   15. The vehicle control device according to claim 1, wherein the fastening element is a dry friction fastening element. An elastic member that presses or separates the rotating members on the engine side and the motor side by elastic force is provided,
The vehicle according to any one of claims 1 to 15, wherein the mover elastically deforms the elastic member by moving to generate the transmission torque capacity according to the position of the mover. Control device.   The vehicle control device according to claim 16, wherein the elastic member is a disc spring.   The vehicle control device according to any one of claims 1 to 17, further comprising a second fastening element interposed between the motor and the drive wheel to connect and disconnect the motor and the drive wheel. .   The vehicle control device according to claim 1, wherein the motor is a motor generator having a power generation function.

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