JP5287780B2 - Control device for hybrid vehicle - Google Patents

Description

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

  In a typical hybrid vehicle, driving and stopping of the engine and electric motor are controlled according to the driving state, so that the wheel is driven only by the torque of the electric motor, or the wheel is driven by the torque of both the engine and the electric motor. I try to do it. And in the control apparatus of a hybrid vehicle, according to the driving force requested | required by a driver, it switches between the EHV driving mode which drive | works using an engine and an electric motor as a power source, and the EV driving mode which drive | works only an electric motor as a power source Yes. In this case, when shifting from the EV travel mode to the EHV travel mode, the engine is cranked by the electric motor and the engine is started.

  As such a conventional hybrid vehicle control device, for example, there is one described in Patent Document 1 below. The hybrid drive mechanism described in Patent Document 1 adjusts slip by a converter lockup clutch so that the rotation speed and torque do not change at all or only within a predetermined range on the output side of the converter lockup clutch. In order to increase the rotation speed of the electric motor and transmit the torque pulse to the piston engine, close the clutch so that the first top dead center of the piston of the piston engine can be overcome, and the clutch slips the predetermined To adjust.

JP 2008-189299 A

  In the conventional hybrid drive mechanism described above, the converter lockup clutch is slipped when the engine is started, and the rotation speed of the electric motor is increased within a range in which the rotation speed and torque do not change at all on the output side of the converter lockup clutch. ing. By the way, if the control based on the number of revolutions is performed when the engine is started or stopped, the shock at this time can be absorbed. However, when the vehicle travels with the engine and the electric motor, the total torque of the engine and the electric motor is reduced. It is necessary to control, and it is desirable to perform control based on torque. However, when switching from the torque control to the rotational speed control, a deviation occurs between the target motor rotational speed and the actual motor rotational speed, and at this time, there is a possibility that a shock or a step is generated in the output torque.

  The present invention has been made in view of the above circumstances, and is a control device for a hybrid vehicle that can easily execute the rotation speed control by appropriately controlling the motor rotation speed when the internal combustion engine is started or stopped. The purpose is to provide.

  A control apparatus for a hybrid vehicle of the present invention includes an internal combustion engine, an electric motor coupled to the output shaft of the internal combustion engine, a torque converter coupled to the output shaft of the electric motor and having a lockup mechanism, and the torque converter A transmission connected to the output shaft of the engine, a lockup control unit that releases or locks the lockup mechanism when the internal combustion engine is started or stopped, and the lockup control unit releases the lockup mechanism. A target motor rotational speed setting unit that sets a target motor rotational speed of the electric motor based on an input shaft torque of the torque converter and a parameter obtained from the torque converter or the electric motor when a state or a sliding state is established; A motor control unit that controls the electric motor based on the target motor rotational speed. To.

  In the hybrid vehicle control device, a target torque converter input shaft torque calculation unit that calculates a target input shaft torque of the torque converter based on a requested driving force by a driver and a running state of the vehicle is provided, and the target motor rotation speed setting Preferably, the unit includes a response simulation calculation unit that performs a simulation process in consideration of response characteristics of the internal combustion engine or the electric motor with respect to the target input shaft torque.

  In the hybrid vehicle control device, a target torque converter input shaft torque calculation unit that calculates a target input shaft torque of the torque converter based on a requested driving force by a driver and a running state of the vehicle is provided, and the target motor rotation speed setting The unit preferably includes a torque limiting unit that performs a limiting process on the target input shaft torque in consideration of an operation state of the internal combustion engine or the electric motor.

  In the hybrid vehicle control device, the target motor rotational speed setting unit inputs and outputs using the input shaft torque of the torque converter, at least the capacity coefficient of the torque converter, and the moment of inertia in the torque converter and the electric motor. It is preferable to have a forward model calculation processing unit that sets a target motor rotational speed of the electric motor by a forward model in which the direction of the forward direction is the forward direction of control.

  In the hybrid vehicle control device, it is preferable that the target motor rotation speed setting unit sets the target motor rotation speed based on an actual motor rotation speed of the electric motor.

  The control device for a hybrid vehicle according to the present invention provides a target motor rotation of an electric motor based on an input shaft torque of the torque converter and a parameter obtained from the torque converter or the electric motor when the lockup mechanism is in a released state or a slip state. Since the number is set, it is possible to easily execute the rotational speed control by appropriately controlling the motor rotational speed when the internal combustion engine is started or stopped.

FIG. 1 is a block diagram illustrating a hybrid vehicle control apparatus according to Embodiment 1 of the present invention. FIG. 2 is a control block diagram of the hybrid vehicle control apparatus according to the first embodiment. FIG. 3 is a control block diagram illustrating a target motor rotation speed calculation unit in the hybrid vehicle control apparatus according to the first embodiment. FIG. 4 is a control block diagram illustrating a calculation method using a forward model in the hybrid vehicle control apparatus of the first embodiment. FIG. 5 is a time chart showing the flow of processing by the control apparatus for a hybrid vehicle according to the second embodiment of the present invention.

  Embodiments of a hybrid vehicle control device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment.

Embodiment 1
FIG. 1 is a block diagram illustrating a hybrid vehicle control device according to Embodiment 1 of the present invention, FIG. 2 is a control block diagram of the hybrid vehicle control device according to Embodiment 1, and FIG. 3 is a hybrid vehicle according to Embodiment 1. FIG. 4 is a control block diagram illustrating a calculation method using a forward model in the hybrid vehicle control device of the first embodiment. FIG. 4 is a control block diagram illustrating a target motor rotation number calculation unit in the vehicle control device.

  In the hybrid vehicle control apparatus according to the first embodiment, as shown in FIG. 1, an engine 11 as an internal combustion engine is connected to a motor generator 13 as an electric motor via a hydraulic clutch 12. That is, in the engine 11, the front end portion of the crankshaft 14 is connected to one clutch plate constituting the hydraulic clutch 12, and the rotor 15 of the motor generator 13 is connected to the other clutch plate constituting the hydraulic clutch 12. In the motor generator 13, a stepped automatic transmission 17 is connected to the rotor 15 via a torque converter 16. A propeller shaft 18 is connected to the output shaft of the automatic transmission 17. The propeller shaft 18 is connected to the left and right drive shafts 20 via a differential gear 19, and left and right drive wheels 21 are connected to the drive shaft 20. It is connected.

  Therefore, when the engine 11 is driven, the driving force is output to the rotor 15 of the motor generator 13 via the hydraulic clutch 12. Further, when the motor generator 13 is driven, the rotor 15 is driven to rotate. The driving force of the rotor 15 is input to the input shaft of the automatic transmission 17 via the torque converter 16, and is decelerated to a predetermined gear ratio here. Then, the driving force after deceleration is output from the output shaft of the automatic transmission 17 to the propeller shaft 18 and transmitted from the propeller shaft 18 to the left and right drive shafts 20 via the differential gear 19 to drive the left and right drive wheels 21. Can rotate.

  The hydraulic clutch 12 can block drive transmission between the engine 11 and the drive wheels 21, in this embodiment, the motor generator 13. Therefore, when the hydraulic clutch 12 is in the connected state, only the driving force of the engine 11, or the driving force of the engine 11 and the driving force of the motor generator 13 can be transmitted to the drive wheels 21. On the other hand, when the hydraulic clutch 12 is disengaged, only the driving force of the motor generator 13 can be transmitted to the drive wheels 21.

  The hydraulic clutch 12 can be operated by a hydraulic actuator 22. The motor generator 13 can be driven as a generator and is configured as a well-known synchronous generator motor that can be driven as an electric motor, and exchanges electric power with the battery 24 via the inverter 23. In this case, the battery 24 is charged / discharged by electric power generated from the motor generator 13 or insufficient electric power.

  The torque converter 16 is a fluid clutch that transmits the rotation of the engine 11 and the motor generator 13 to the automatic transmission 17 via oil, and locks up the engine 11, the motor generator 13, and the automatic transmission 17 in a directly connected state. It has a mechanism (lock-up clutch). The lockup mechanism of the torque converter 16 is hydraulically controlled by a torque converter hydraulic control unit (lockup control unit) 25. The automatic transmission 17 is hydraulically controlled by the transmission hydraulic pressure control unit 26, and the transmission hydraulic pressure control unit 26 controls the hydraulic transmission timing of the automatic transmission 17 by controlling the hydraulic pressure of the automatic transmission 17.

  An electronic control unit (ECU) 31 is mounted on the vehicle, and the ECU 31 can control the driving of the engine 11. That is, an air flow sensor 32 that measures the amount of intake air, a water temperature sensor 33 that detects the temperature of engine cooling water, an engine speed sensor 34 that detects the speed of the engine 11, and an accelerator pedal depression amount (accelerator opening) are detected. There are provided an accelerator position sensor 35 for detecting the throttle position, a throttle position sensor 36 for detecting the throttle opening of the electronic throttle device, and the like. The ECU 31 controls the fuel injection amount by the injector, the fuel injection timing, the ignition timing by the spark plug, and the like based on the detection results detected by the sensors 32 to 36.

  The ECU 31 can control the operation of the hydraulic clutch 12, that is, switching between the connected state and the disconnected state by the hydraulic actuator 22.

  The ECU 31 controls the drive of the motor generator 13 by the inverter 23 according to the motor speed and the state of charge of the battery 24 in addition to the driver's required driving force. The motor generator 13 is provided with a motor speed sensor 37 for detecting the motor speed and a motor temperature sensor 38 for detecting the motor temperature. The inverter 23 is provided with an inverter temperature sensor 39 that detects the inverter temperature and a water temperature sensor 40 that detects the temperature of the inverter cooling water. The battery 24 is provided with a charge amount detection sensor 41 for detecting remaining power (charge amount SOC) and a battery temperature sensor 42 for detecting battery temperature. Various sensors 37 to 42 output detection results to the ECU 31.

  The ECU 31 can control the operation of the lockup mechanism of the torque converter 16, that is, the switching between the direct connection state and the non-direct connection state, by the torque converter hydraulic control unit 25. The ECU 31 can perform shift control by hydraulically controlling the automatic transmission 17 by the transmission hydraulic pressure control unit 26. That is, an input shaft rotational speed sensor 43 that detects the input shaft rotational speed of the automatic transmission 17 and a shift position sensor 44 that detects a shift position by a shift lever device operated by a driver are provided. The ECU 31 controls the transmission hydraulic pressure control unit 26 based on the detection results detected by the various sensors 35, 43, and 44, and controls the automatic transmission 17 to control the shift timing.

  Further, a vehicle speed sensor 46 that detects the traveling speed of the hybrid vehicle is provided, and the detection result is output to the ECU 31.

  The ECU 31 functions as a hybrid electronic control unit that controls the entire power output device such as the engine 11 and the motor generator 13, and thus includes an engine ECU, a motor ECU (motor control unit), a battery ECU, and the like. The engine 11, the motor generator 13, the inverter 23, and the like are controlled.

  In the hybrid vehicle control apparatus of the first embodiment configured as described above, the ECU 31 can switch the travel mode in accordance with the travel state of the hybrid vehicle. In other words, the ECU 31 transmits only the driving force of the engine 11 and the driving force of the motor generator 13 to the driving wheels 21 so as to travel, and only the driving force of the motor generator 13 is applied to the driving wheels 21. It is possible to select and switch between a motor traveling mode (EV traveling mode) in which transmission is possible. In this case, the EHV traveling mode includes a traveling mode in which the motor generator 13 is stopped without energizing the motor generator 13 and only the driving force of the engine 11 is transmitted to the drive wheels 21 to travel.

  When the hybrid vehicle is switched from the EHV traveling mode to the EV traveling mode, the ECU 31 stops the fuel supply to the engine 11 to stop the engine 11 and disconnects the hydraulic clutch 12 to cause the engine 11 and the motor generator to be disconnected. The drive transmission with 13 is disabled. On the other hand, when the hybrid vehicle is switched from the EV traveling mode to the EHV traveling mode, the ECU 31 enables the drive transmission between the engine 11 and the motor generator 13 with the hydraulic clutch 12 in a connected state and supplies fuel to the engine 11. The engine 11 is started to start.

  When the hybrid vehicle is switched from the EV travel mode to the EHV travel mode, when an engine start request is input to the ECU 31, the ECU 31 first causes the torque converter hydraulic control unit 25 to connect the lockup mechanism of the torque converter 16 from the direct connection state to the non-direct connection state. The control hydraulic pressure is lowered so as to be in the state, that is, the slip state. On the other hand, since torque converter 16 is in the slip state, ECU 31 increases the motor speed of motor generator 13. When the torque converter 16 is completely slipped, the ECU 31 gradually increases the control hydraulic pressure of the hydraulic clutch 12 and switches to the connected state. Then, since the engine 11 and the motor generator 13 are gradually switched to the drive transmission state, when the fuel supply to the engine 11 is started and cranking is started, the engine speed is increased and the engine is started. Make sure that the connection is complete.

  Thus, when ECU31 switches the driving mode of a hybrid vehicle and starts (or stops) the engine 11, it is necessary for ECU31 to switch from torque control to rotation speed control. That is, when the hybrid vehicle travels in the EV travel mode or the EHV travel mode, the ECU 31 executes torque control because it is necessary to manage the torque of the engine 11 and the torque of the motor generator 13. On the other hand, when the engine 11 is started or stopped, the ECU 31 executes the rotational speed control because it is necessary to reduce a shock at the time of connection or disconnection. Therefore, when the engine 11 is started or stopped, the ECU 31 needs to set the motor speed of the motor generator 13 to an appropriate value.

  Therefore, in the hybrid vehicle control apparatus of the first embodiment, the ECU 31 controls the input shaft torque of the torque converter 16 and the torque converter 16 or the torque converter 16 when the torque converter hydraulic pressure control unit 25 sets the lockup mechanism in the released state or the slipped state. A target motor rotational speed of the motor generator 13 is set based on parameters obtained from the motor generator 13, and the motor generator 13 is controlled based on the target motor rotational speed.

  Specifically, as shown in FIG. 2, the ECU 31 includes a target torque converter input shaft torque calculation unit 51, a target motor rotation number calculation unit (target motor rotation number setting unit) 52, and a feedback control unit 53. doing. As shown in FIG. 3, the target motor rotation speed calculation unit 52 includes a response simulation calculation unit 54, a torque limiting unit 55, and a forward model calculation processing unit 56.

  As shown in FIG. 2, the target torque converter input shaft torque calculation unit 51 calculates the target input shaft torque Tct of the torque converter 16 based on the driving force required by the driver and the traveling state of the vehicle. In this case, the required driving force by the driver is the accelerator opening detected by the accelerator position sensor 35, and the traveling state of the vehicle is the vehicle speed detected by the vehicle speed sensor 46. In this case, a target driving force may be set from the accelerator opening and the vehicle speed, and the target input shaft torque Tct may be calculated based on the target driving force. Further, not only the accelerator opening and the vehicle speed, but also the throttle opening, the engine speed, the motor speed, and the like may be used.

  As shown in FIG. 3, the target motor rotational speed calculation unit 52 calculates the target motor rotational speed Nmt of the motor generator 13 based on the target input shaft torque Tct of the torque converter 16 and the parameters obtained from the torque converter 16 and the motor generator 13. It is to set. Here, the response simulation calculation unit 54 simulates the response characteristics of the engine torque in the engine 11 and the response characteristics of the motor torque in the motor generator 13 to the target input shaft torque Tct (response delay process, annealing process, etc.). I do. For example, the response simulation calculation unit 54 may approximate the first-order lag characteristic or dead time of the engine torque or motor torque with the response characteristic, and introduces a flow model or an electromagnetic model of the air flowing in the engine 11. May be set.

  In the target motor rotation number calculation unit 52, the response simulation calculation unit 54 performs a simulation process considering the response characteristics of the engine 11 and the motor generator 13 with respect to the target input shaft torque Tct, and sets the target motor rotation number Nmt. By doing so, output torque characteristics simulating engine torque and motor torque can be obtained, and even when rotational speed control is being executed, the same response as when torque control is being executed can be obtained. The driver does not feel uncomfortable when the engine 11 is started or stopped. At this time, since the transient characteristic of the input shaft torque of the automatic transmission 17 does not change, the transmission hydraulic pressure control unit 26 can use the transmission hydraulic pressure adaptation value and the like.

  Further, the torque limiting unit 55 performs a limiting process on the target input shaft torque Tct simulated by the response simulation calculation unit 54 in consideration of the operation state of the engine 11 and the motor generator 13. For example, the operating states of the engine 11 and the motor generator 13 include the motor temperature of the motor generator 13 detected by the motor temperature sensor 38, the inverter temperature of the inverter 23 detected by the inverter temperature sensor 39, and the inverter 23 detected by the water temperature sensor 40. The inverter cooling water temperature, the battery temperature of the battery 24 detected by the battery temperature sensor 42, the temperature of a catalyst provided in an exhaust pipe (not shown), and the like. Based on these detection results, the torque limiter 55 sets an upper limit value and a lower limit value of engine torque that can be output by the engine 11, and an upper limit value and a lower limit value of motor torque that can be output by the motor generator 13, Perform guard processing.

  In the target motor rotational speed calculation unit 52, the torque limiting unit 55 performs a limiting process on the target input shaft torque Tct in consideration of the operating state of the engine 11 and the motor generator 13, and sets the target motor rotational speed Nmt. Thus, it is possible to eliminate the target motor rotation speed that cannot be realized according to the driving state of the vehicle.

  As shown in FIG. 4, the forward model calculation processing unit 56 obtains at least the input shaft torque Tc of the torque converter 16, the capacity coefficient C of the torque converter 16, and the inertia moment I in the torque converter 16 and the motor generator 13. The target motor rotational speed Nmt of the motor generator 13 is set using a forward model in which the input / output direction is the forward direction of control.

That is, the reaction force Tcr of the input shaft torque of the torque converter 16 is calculated from the following formula using the obtained target motor rotation speed Nmt and the capacity coefficient C of the torque converter 16.
Tcr = C · Nm ²

Then, the comparator 57 calculates the net motor torque Tu actually required by the motor generator 13 by subtracting the reaction force Tcr from the target input shaft torque Tct subjected to the simulation process and the limit process. Then, using this net motor torque Tu and the moment of inertia I in the torque converter 16 and the motor generator 13, the rate of change of the motor speed in the motor generator 13, that is, the differential value d (Nm) of the motor speed, from the following formula. Is calculated.
d (Nm) = (60 / 2πI) · Tu
Then, the target motor rotation speed Nmt is calculated by integrating the differential value d (Nm) of the motor rotation speed.

  When the target motor rotation speed Nmt is calculated in this way, the actual motor rotation speed Nm is fed back and compared by the comparator 58 as shown in FIG. Is done. The feedback control unit 53 controls the torque converter 16 and the motor generator 13 so that the actual motor rotation speed Nm matches the target motor rotation speed Nmt.

  As described above, in the hybrid vehicle control apparatus according to the first embodiment, the engine 11, the motor generator 13, the torque converter 16, and the automatic transmission 17 are connected to each other while the engine 11 is started or stopped. Is provided with a torque converter hydraulic pressure control unit 25 for releasing or slipping, and the ECU 31 obtains the input shaft torque of the torque converter 16 from the torque converter 16 or the motor generator 13 when the lockup mechanism is set to the released state or the slip state. The target motor rotational speed of the motor generator 13 is set based on the parameters to be controlled, and the motor generator 13 is controlled based on the target motor rotational speed.

  Therefore, when the engine 11 is started or stopped, the motor generator 13 can be appropriately controlled based on the target motor rotational speed, and the rotational speed control of the motor generator 13 can be easily executed.

  In the hybrid vehicle control apparatus of the first embodiment, the target input shaft torque of the torque converter 16 is calculated based on the required driving force by the driver and the running state of the vehicle, and the engine 11 and the motor generator are used as the target input shaft torque. The simulation process considering the 13 response characteristics is performed. Therefore, output torque characteristics simulating engine torque and motor torque can be obtained, and even when the rotational speed control is executed, the same response as when torque control is executed can be obtained. The driver does not feel uncomfortable when the engine 11 is started or stopped. At this time, since the transient characteristic of the input shaft torque of the automatic transmission 17 does not change, the transmission hydraulic pressure control unit 26 can use the transmission hydraulic pressure adaptation value and the like.

  In the hybrid vehicle control apparatus according to the first embodiment, the target input shaft torque is subjected to restriction processing in consideration of the operation state of the engine 11 and the motor generator 13. Therefore, by removing the upper limit region and the lower limit region where the operation of the engine 11 and the motor generator 13 becomes impossible with respect to the target input shaft torque, the target motor rotation speed that can be realized according to the driving state of the vehicle is appropriately set. Can be set.

  In the hybrid vehicle control apparatus of the first embodiment, the input / output direction is controlled using the input shaft torque of the torque converter 16, at least the capacity coefficient of the torque converter 16, and the moment of inertia in the torque converter 16 and the motor generator 13. The target motor rotational speed of the motor generator 13 is set by a forward model that is a forward direction. Therefore, a realistic target motor rotational speed is set in consideration of the responsiveness of the torque converter 16 and the motor generator 13, and fluctuations in the response of the output torque when switching between torque control and rotational speed control are suppressed. Occurrence of shocks and steps can be suppressed.

[Embodiment 2]
FIG. 5 is a time chart showing the flow of processing by the control apparatus for a hybrid vehicle according to the second embodiment of the present invention. The basic configuration of the hybrid vehicle control device of the present embodiment is substantially the same as that of the above-described first embodiment, and is a member that will be described with reference to FIG. Are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the hybrid vehicle control apparatus according to the second embodiment, as shown in FIG. 1, the ECU 31 controls the input shaft torque of the torque converter 16 when the torque converter hydraulic control unit 25 puts the lockup mechanism in the released state or the slipped state. A target motor rotational speed of the motor generator 13 is set based on parameters obtained from the torque converter 16 or the motor generator 13, and the motor generator 13 is controlled based on the target motor rotational speed. Then, the target motor rotation speed setting unit constituting the ECU 31 sets the target motor rotation speed based on the actual motor rotation speed of the motor generator 13.

  Here, the start control of the engine 11 when the hybrid vehicle is switched from the EV travel mode to the EHV travel mode will be described. As shown in FIG. 5, when an engine start request is input to the ECU 31 at time t1, the ECU 31 first controls the lock-up mechanism of the torque converter 16 by the torque converter hydraulic control unit 25, so that the direct connection state is not directly connected. The control hydraulic pressure is lowered so as to be in the state, that is, the slip state. On the other hand, since torque converter 16 is in the slip state, ECU 31 increases the motor speed of motor generator 13. At this time, the hydraulic clutch 12 is in a connected state.

  When the torque converter 16 is completely slipped at time t2, the ECU 31 reduces the control hydraulic pressure of the hydraulic clutch 12 from the connected state to the disconnected state, and then gradually increases the control hydraulic pressure again. Switch to connected state. Then, since the engine 11 and the motor generator 13 are gradually switched to the drive transmission state, the fuel supply to the engine 11 is started here, and the cranking of the engine 11 is started. When the engine speed of the engine 11 increases, the engine 11 starts at time t3, and then the hydraulic clutch 12 is completely connected.

  When an engine start request is input to the ECU 31 at time t1 when the engine 11 is started, the actual motor rotational speed Nm in the motor generator 13 and the target motor rotational speed Nmt are deviated. Therefore, the ECU 31 here sets the target motor rotational speed Nmt to a value that takes into account the actual motor rotational speed Nm of the motor generator 13. Specifically, the forward model calculation processing unit initializes the target motor rotational speed Nmt of the forward model using the motor rotational speed Nm immediately before the motor generator 13, that is, sets the motor rotational speed Nm.

  Therefore, even when an error is included in the forward model used by the forward model calculation processing unit, or when there is an error in the torque realizability of the engine 11 and the motor generator 13, the target motor rotational speed, the motor torque Since the command value and the engine torque command value are continuous, no shock or step is generated when switching between the torque control and the rotational speed control, and the driving force in the vehicle becomes smooth.

  As described above, in the hybrid vehicle control apparatus according to the second embodiment, the input shaft torque of the torque converter 16 and the parameters obtained from the torque converter 16 or the motor generator 13 when the lockup mechanism is in the released state or the slipped state. The target motor speed of the motor generator 13 is set based on the above, and at this time, the target motor speed is set based on the actual motor speed of the motor generator 13.

  Therefore, when the engine 11 is started or stopped, the target motor rotation speed is set to the actual motor rotation speed so that the motor torque command value and the engine torque command value are continuous, and when the torque control and the rotation speed control are switched. It is possible to improve the drivability by suppressing the generated shocks and steps and making it possible to smoothly change the driving force of the vehicle.

  In each of the embodiments described above, the automatic transmission is configured as the stepped automatic transmission 17, but may be a belt-type continuously variable transmission. Further, the driving system of the internal combustion engine and the electric motor in the hybrid vehicle may be a parallel type or a series type.

  As described above, the control apparatus for a hybrid vehicle according to the present invention is based on the input shaft torque of the torque converter and the parameters obtained from the torque converter or the electric motor when the lockup mechanism is in the released state or the sliding state. By setting the target motor speed of the motor, it is possible to easily execute the speed control by appropriately controlling the motor speed at the start and stop of the internal combustion engine, and control any hybrid vehicle. It is useful also for the apparatus which performs.

11 Engine (Internal combustion engine)
12 Hydraulic clutch 13 Motor generator (electric motor)
16 Torque Converter 17 Automatic Transmission 21 Drive Wheel 22 Hydraulic Actuator 23 Inverter 24 Battery 25 Torque Converter Hydraulic Control Unit (Lockup Control Unit)
26 Transmission Hydraulic Control Unit 31 Electronic Control Unit, ECU (Motor Control Unit)
51 target torque converter input shaft torque calculation unit 52 target motor rotation number calculation unit (target motor rotation number setting unit)
53 Feedback Control Unit 54 Response Simulation Calculation Unit 55 Torque Limiting Unit 56 Forward Model Calculation Processing Unit

Claims (5)

An internal combustion engine;
An electric motor coupled to the output shaft of the internal combustion engine;
A torque converter coupled to the output shaft of the electric motor and having a lock-up mechanism;
A transmission coupled to the output shaft of the torque converter;
A lockup control unit for releasing or sliding the lockup mechanism when the internal combustion engine is started or stopped;
The target motor rotation of the electric motor based on the input shaft torque of the torque converter and the parameters obtained from the torque converter or the electric motor when the lock-up control unit puts the lock-up mechanism in the released state or the slip state. A target motor speed setting unit for setting the number,
A motor control unit for controlling the electric motor based on the target motor rotational speed;
A control apparatus for a hybrid vehicle, comprising:   A target torque converter input shaft torque calculation unit for calculating a target input shaft torque of the torque converter based on a requested driving force by a driver and a running state of the vehicle is provided. The hybrid vehicle control device according to claim 1, further comprising a response simulation calculation unit that performs a simulation process in consideration of response characteristics of the internal combustion engine or the electric motor.   A target torque converter input shaft torque calculation unit for calculating a target input shaft torque of the torque converter based on a requested driving force by a driver and a running state of the vehicle is provided. The hybrid vehicle control device according to claim 1, further comprising a torque limiting unit that performs a limiting process in consideration of an operation state of the internal combustion engine or the electric motor.   The target motor rotational speed setting unit uses the input shaft torque of the torque converter, at least the capacity coefficient of the torque converter, and the moment of inertia in the torque converter and the electric motor as a forward direction of control. 4. The hybrid vehicle control device according to claim 1, further comprising a forward model calculation processing unit configured to set a target motor rotational speed of the electric motor based on a forward model. 5.   5. The hybrid vehicle control according to claim 1, wherein the target motor rotation speed setting unit sets a target motor rotation speed based on an actual motor rotation speed of the electric motor. 6. apparatus.

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