Control device for a hybrid vehicle

Abstract

To control an internal combustion engine correctly in accordance with a progress situation of start control.SOLUTION: A hybrid-vehicular control apparatus is incorporated in a hybrid vehicle that includes a frictional engagement device between an internal combustion engine and a motor and executes start control for starting the internal combustion engine by increasing a revolution speed of the internal combustion engine through a slip engagement of a clutch and assist control of the motor, when a start condition of the internal combustion engine is established in an electric travel mode in which the vehicle travels solely on power of the motor. The start control is to control the internal combustion engine by using a single control amount map selected from plural control amount maps of the internal combustion engine on the basis a progress situation of the start control.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle mounted on a hybrid vehicle provided with a friction engagement device between an internal combustion engine and an electric motor.

Background Art

[0002] Conventionally, as a control device for this type of hybrid vehicle, it is mounted on a hybrid vehicle provided with a friction engagement device (clutch) between an internal combustion engine and an electric motor, and when the starting condition of the internal combustion engine is satisfied, starting control is executed to start the internal combustion engine with slip engagement of the clutch and assist control by the electric motor (output of compensation torque from the electric motor) (see, for example, Patent Document 1). In this control device, in the starting control, the amount of deviation of the actual rotational speed with respect to the reference rotational speed of the electric motor is calculated, and the torque capacity when engaging the friction engagement device is changed according to the amount of deviation.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described control device for a hybrid vehicle, in the starting control, the engagement state of the friction engagement device changes according to the progress of the starting control. Therefore, it is desired to appropriately control the internal combustion engine according to the progress of the starting control.

[0005] The main object of the control device for a hybrid vehicle of the present invention is to appropriately control the internal combustion engine according to the progress of the starting control.

Means for Solving the Problems

[0006] To achieve the above main object, the control device for a hybrid vehicle according to the present invention has adopted the following means.

[0007] The control device for a hybrid vehicle according to the present invention is mounted on a hybrid vehicle equipped with a friction engagement device between an internal combustion engine and an electric motor, and when the starting condition of the internal combustion engine is satisfied in an electric driving mode in which the vehicle travels using only the power from the electric motor, starting control is executed to start the internal combustion engine by increasing the rotational speed of the internal combustion engine through slip engagement of the friction engagement device and assist control of the electric motor. The control device for a hybrid vehicle is characterized in that the starting control controls the internal combustion engine using one control amount map selected from a plurality of control amount maps for the internal combustion engine based on the progress of the starting control. This is the gist.

[0008] In the control device for a hybrid vehicle according to the present invention, the starting control controls the internal combustion engine using one control amount map selected from a plurality of control amount maps for the internal combustion engine based on the progress of the starting control. Thereby, the internal combustion engine can be controlled more appropriately according to the progress of the starting control.

[0009] In such a control device for a hybrid vehicle according to the present invention, the friction engagement device is a clutch, and the starting control starts ignition control of the internal combustion engine at a set ignition timing using a first map as the control amount map at a predetermined timing after the rotational speed of the internal combustion engine starts to increase by slip engagement of the clutch and assist control of the electric motor. After starting the ignition control, the clutch is released while continuing the ignition control of the internal combustion engine using a second map different from the first map as the control amount map, and the clutch may be fully engaged after the rotational speed of the internal combustion engine substantially matches the rotational speed of the electric motor. By doing so, the internal combustion engine can be started at a more appropriate ignition timing.

[0010] Further, in the control device for a hybrid vehicle of the present invention, the first map is a map for setting the ignition timing so as to improve the starting performance of the internal combustion engine and suppress the shock of the first explosion, and the second map may be a map for setting the ignition timing so as to improve the combustibility of the internal combustion engine and synchronize the rotation of the internal combustion engine and the rotation of the electric motor at an early stage. By doing so, it is possible to quickly ignite the internal combustion engine and suppress the shock of the first explosion. After igniting the internal combustion engine, it is possible to improve the combustibility of the internal combustion engine and synchronize the rotation of the internal combustion engine and the rotation of the electric motor at an early stage.

[0011] In this case, in the first map, when the torque is large when the electric motor cranks the internal combustion engine, the ignition timing is retarded compared to when it is small, when the rotational speed of the internal combustion engine is low, the ignition timing is retarded compared to when it is high, and when the rotational speed of the electric motor is high, the ignition timing may be advanced compared to when it is low.

[0012] Also, in this case, in the second map, when the rotational speed of the internal combustion engine is equal to or higher than the rotational speed of the electric motor, the ignition timing is retarded from the reference ignition timing corresponding to the torque required for running, when the rotational speed of the internal combustion engine is less than a predetermined rotational speed and the intake pipe pressure of the internal combustion engine is equal to or higher than a predetermined pressure, the ignition timing is retarded from the reference ignition timing, and when the rotational speed of the internal combustion engine is less than the predetermined rotational speed and the intake pipe pressure of the internal combustion engine is less than the predetermined pressure, the ignition timing may be advanced from the reference ignition timing.

[0013] Furthermore, in the control device for a hybrid vehicle of the present invention, the starting control may control the internal combustion engine so that the throttle opening becomes larger than the throttle opening corresponding to the required torque required for running. By doing so, it is possible to improve the starting performance and synchronize the rotation of the internal combustion engine with the rotation of the electric motor at an early stage.

Brief Description of the Drawings

[0014]

Figure 1

Figure 2

Figure 3

Mode for Carrying Out the Invention

[0015] Next, the mode for carrying out the present invention will be described using examples.

Example

[0016] FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device for a hybrid vehicle as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a motor 30, an inverter 32, a battery 36, a clutch K0, a torque converter 40, an automatic transmission 42, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0017] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or light oil from a fuel tank. The crankshaft 23 of this engine 22 is connected to the rotating shaft 31 (rotor) of the motor 30 via the clutch K0. The engine 22 is controlled for operation by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

[0018] The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, although not shown. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via the input ports. Examples of the signals input to the engine ECU 24 include the crank angle θcr of the crankshaft 23 from the crank position sensor 23a that detects the rotational position of the crankshaft 23 of the engine 22, the coolant temperature Tw of the engine 22 from a water temperature sensor (not shown) that detects the temperature of the coolant of the engine 22, and the intake pipe pressure Pin from the pressure sensor 22a that detects the pressure in the intake manifold (not shown) of the engine 22. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output ports. Examples of the signals output from the engine ECU 24 include a control signal to the throttle valve, a control signal to the fuel injection valve, and a control signal to the ignition plug. The engine ECU 24 is connected to the HV ECU 70 via the communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor 23a.

[0019] The motor 30 is configured as a synchronous generator motor and has a rotor with permanent magnets embedded in the rotor core and a stator with three-phase coils wound around the stator core. The rotating shaft 31 to which the rotor of this motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via the clutch K0 and is also connected to the torque converter 40. The inverter 32 is used to drive the motor 30 and is connected to the power line 37. The motor 30 is rotationally driven by switching control of a plurality of switching elements of the inverter 32 by a motor electronic control unit (hereinafter referred to as "motor ECU") 34.

[0020] The motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, although not shown in the figure. Signals from various sensors necessary for driving and controlling the motor 30 are input to the motor ECU 34 via the input ports. Examples of the signals input to the motor ECU 34 include the rotational position θm of the rotor of the motor 30 from a rotational position sensor 30a that detects the rotational position of the rotor of the motor 30, and the phase currents Iu and Iv of each phase of the motor 30 from a current sensor that detects the phase current of each phase of the motor 30. Control signals to the inverter 32 and the like are output from the motor ECU 34 via the output ports. The motor ECU 34 is connected to the HV ECU 70 via a communication port. The motor ECU 34 calculates the electrical angle θe, angular velocity ωm, and rotational speed Nm of the motor 30 based on the rotational position θm of the rotor of the motor 30 from the rotational position sensor 30a.

[0021] The battery 36 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the power line 37 together with the inverter 32.

[0022] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the HV ECU 70 to connect and disconnect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30.

[0023] The torque converter 40 is configured as a general fluid transmission device, and amplifies and transmits the power of the rotating shaft 31 of the motor 30 to the input shaft 43 of the automatic transmission 42, or transmits it as it is without amplifying the torque. This torque converter 40 has an input-side pump impeller 40p connected to the rotating shaft 31 of the motor 30, an output-side turbine runner 40t connected to the input shaft 43 of the automatic transmission 42, a stator that rectifies the flow of the working oil from the turbine runner 40t to the pump impeller 40p, a one-way clutch that limits the rotational direction of the stator to one direction, and a hydraulically driven lock-up clutch 40c that connects the pump impeller 40p and the turbine runner 40t.

[0024] The automatic transmission 42 is configured as a six-speed automatic transmission and includes an input shaft 43, an output shaft 44 connected to the drive wheels 49 via a differential gear 48, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches, brakes). The automatic transmission 42 forms forward and reverse gears from the first speed to the sixth speed by engaging and disengaging the plurality of friction engagement elements, and transmits power between the input shaft 43 and the output shaft 44.

[0025] For the clutch K0, the lock-up clutch 40c, and the automatic transmission 42, the hydraulic pressure of the working oil from a mechanical oil pump or an electric oil pump is regulated and supplied by a hydraulic control device (not shown). The hydraulic control device includes a valve body in which a plurality of oil passages are formed, a plurality of regulator valves, a plurality of linear solenoid valves, and the like. This hydraulic control device is controlled by the HVECU 70.

[0026] The HVECU 70 includes, although not shown, a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the HVECU 70 via the input ports. Examples of the signals input to the HVECU 70 include the voltage Vb of the battery 36 from a voltage sensor 36a attached between the terminals of the battery 36, the current Ib of the battery 36 from a current sensor 36b attached to the output terminal of the battery 36, and the temperature Tb of the battery 36 from a temperature sensor 36c attached to the battery 36. Also included are the rotational speed Nin of the input shaft 43 (the rotational speed Nt of the turbine runner 40t) from a rotational speed sensor 43a attached to the input shaft 43 of the automatic transmission 42, and the rotational speed Nout of the output shaft 44 from a rotational speed sensor 44a attached to the output shaft 44 of the automatic transmission 42. Further examples include the ignition signal from the ignition switch 80 and the shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81. Also included are the accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from a vehicle speed sensor 87, and the acceleration α from an acceleration sensor 88.

[0027] Various control signals are output from the HVECU 70 via the output ports. Examples of the signals output from the HVECU 70 include control signals to a hydraulic control device (the clutch K0, the lock-up clutch 40c of the torque converter 40, and the automatic transmission 42). The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via the communication ports.

[0028] The HVECU 70 calculates the state of charge SOC of the battery 36 based on the current Ib of the battery 36 from the current sensor 36b, and calculates the output limit Wout as the allowable output power of the battery 36 based on the calculated state of charge SOC and the temperature Tb of the battery 36 from the temperature sensor 36c.

[0029] In the hybrid vehicle 20 of the embodiment configured in this way, the engine 22, the clutch K0, the motor 30, the torque converter 40 (lock-up clutch 40c), and the automatic transmission 42 are controlled so as to travel in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode) by the cooperative control of the HVECU 70, the engine ECU 24, and the motor ECU 34. Here, the HV driving mode is a mode in which the vehicle travels using the power from the engine 22 and the motor 30 with the clutch K0 engaged, and the EV driving mode is a mode in which the vehicle travels using only the power from the motor 30 with the clutch K0 disengaged.

[0030] In the control of the automatic transmission 42 in the HV driving mode and the EV driving mode, the HVECU 70 sets the target gear stage M* of the automatic transmission 42 based on the accelerator opening Acc and the vehicle speed V, and controls the automatic transmission 42 so that the gear stage M of the automatic transmission 42 becomes the target gear stage M*. Further, in the control of the lock-up clutch 40c in the HV driving mode and the EV driving mode, the lock-up clutch 40c is controlled based on the rotational speed Nm of the motor 30 and the like.

[0031] In the control of the engine 22 and the motor 30 in the HV running mode, the HVECU 70 first sets the required torque Torq required for the output shaft 44 of the automatic transmission 42 based on the accelerator opening Acc and the vehicle speed V. Subsequently, the rotation speed ratio Gt is calculated by dividing the rotation speed Nm of the motor 30 by the rotation speed Nout of the output shaft 44 of the automatic transmission 42, and the required torque Tmrq required for the rotation shaft 31 of the motor 30 is calculated by dividing the required torque Torq by the rotation speed ratio Gt. Then, the smoothing process is performed on the required torque Tmrq to set the target torque Tmtg, and the target torque Te* of the engine 22 and the torque command Tm* of the motor 30 are set so that the set target torque Tmtg is output to the rotation shaft 31 of the motor 30. The target torque Te* of the engine 22 is transmitted to the engine ECU 24, and the torque command Tm* of the motor 30 is transmitted to the motor ECU 34. Note that the torque command Tm* of the motor 30 is set within the range not exceeding the maximum allowable torque Tmmax of the motor 30. In the embodiment, the smaller of the rated maximum torque Tmrt of the motor 30 and the maximum torque Tmbt caused by the battery obtained by dividing the output limit Wout of the battery 36 by the rotation speed Nm of the motor 30 is used as the maximum allowable torque Tmmax. When receiving the target torque Te*, the engine ECU 24 performs the operation control (such as intake air amount control, fuel injection control, ignition control, etc.) of the engine 22 so that the engine 22 is operated at the target torque Te*. When receiving the torque command Tm*, the motor ECU 34 performs the switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*. In this HV running mode, when the stop condition of the engine 22 is satisfied, the stop process of the engine 22 is executed to shift to the EV running mode.

[0032] In the control of the motor 30 in the EV driving mode, the HV ECU 70 sets the required torque Tmrq and the target torque Tmtg of the rotating shaft 31 of the motor 30 in the same manner as in the HV driving mode, and sets the torque command Tm* of the motor 30 so that the set target torque Tmtg is output to the rotating shaft 31 of the motor 30, and transmits it to the motor ECU 34. Note that the torque command Tm* of the motor 30 is set within the range not exceeding the maximum allowable torque Tmmax of the motor 30. The control of the inverter 32 by the motor ECU 34 has been described above. In this EV driving mode, when the starting condition of the engine 22 is satisfied, the starting process (starting control) of the engine 22 is executed to shift to the HV driving mode.

[0033] FIG. 2 is an explanatory diagram showing an example of the time change of the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the torque of the clutch K0 (clutch torque) in the starting process of the engine 22. In the starting process of the engine 22, after the engine speed Ne of the engine 22 starts to increase by the slip engagement of the clutch K0 and the assist control of the motor 30, the fuel injection control, ignition control, intake air amount control, etc. of the engine 22 are started at the timing when the piston of the engine 22 reaches the first (initial) top dead center or the second top dead center. After that, while continuing the fuel injection control and ignition control of the engine 22, the clutch K0 is released and the assist control of the motor 30 is terminated, and the engine speed Ne of the engine 22 is further increased. The period from when the clutch K0 starts to slip engage until the assist control of the motor 30 is terminated is referred to as the "pre-start control period". Then, the clutch K0 is fully engaged after the engine speed Ne of the engine 22 substantially coincides with the motor speed Nm of the motor 30. The period from when the clutch K0 is released until the clutch K0 is fully engaged is referred to as the "mid-start control period". After that, the vehicle starts to run in the above-described HV running mode. The period from when the clutch K0 is fully engaged until the vehicle starts to run in the HV running mode is referred to as the "post-start control period". Here, in the assist control, within the range below the maximum allowable torque Tmmax of the motor 30, the torque command Tm* of the motor 30 is set to the sum of the target torque Tmtg and the assist torque Tmas so that the target torque Tmtg is output to the rotation shaft 31 of the motor 30 while increasing the engine speed Ne of the engine 22, and the motor 30 (inverter 32) is controlled. The assist torque Tmas is a value that changes according to the engine state, environment, and engine starting method, and is determined by experiments, analysis, etc. Note that during the execution of the assist control, the required torque Tmrq may be upper-limited and guarded by the value when the starting condition of the engine 22 is satisfied.

[0034] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured will be described, particularly the operation when controlling the engine 22 in the engine start process. FIG. 3 is a flowchart showing an example of an engine control routine executed by the engine ECU 24. This routine is repeatedly executed when the engine start process of the engine 22 is being executed.

[0035] When this routine is executed, the CPU of the engine ECU 24 executes a process of inputting the intake pipe pressure Pin, the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the assist torque Tmas, and the target torque Te* of the engine 22 (step S100). The intake pipe pressure Pin inputs the value detected by a pressure sensor 22a that detects the pressure in an intake manifold (not shown) of the engine 22. The engine speed Ne of the engine 22 inputs the calculated value. The motor speed Nm of the motor 30 inputs the value calculated by the motor ECU 34 via communication from the motor ECU 34. As described above, the assist torque Tmas inputs a value determined by experiments, analysis, etc. The target torque Te* inputs a value set by the same method as the control of the engine 22 and the motor 30 in the HV driving mode via communication from the HVECU 70.

[0036] Subsequently, it is determined whether the startup process is in progress, that is, whether the current stage is the early stage of startup control, the middle stage of startup control, or the late stage of startup control (step S110). When it is determined that it is the early stage of startup control, the target ignition timing Tfire* is set based on the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the assist torque Tmas, and a first map Map1 described later, and the target throttle opening TH* is set to a predetermined opening THref (step S120). The first map Map1 is a map representing the relationship between the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the assist torque Tmas, and the ignition timing of the engine 22 in the early stage of startup control. In the first map Map1, when the engine speed Ne of the engine 22 is high, the ignition timing is retarded (the ignition timing is made later) compared to when it is low to suppress the shock of the first explosion when starting the ignition of the engine 22. When the motor speed Nm of the motor 30 is high, the ignition timing is advanced (the ignition timing is made earlier) compared to when it is low to increase the torque output from the engine 22 when starting the ignition of the engine 22 and rapidly increase the engine speed Ne of the engine 22. When the assist torque Tmas of the motor 30 is high, the ignition timing is retarded compared to when it is low so that the engine speed Ne of the engine 22 does not increase too steeply. By using the first map Map1, the target ignition timing Tfire* can be set to improve the starting performance of the engine 22 and suppress the shock of the first explosion.

[0037] After setting the target ignition timing Tfire* and the target throttle opening TH* in this way, in the early stage of startup control, the engine 22 is ignited at the target ignition timing Tfire* at the timing when the piston of the engine 22 reaches the first (initial) top dead center or the second top dead center, and the engine 22 is controlled so that the opening of the throttle valve becomes the target throttle opening TH* (step S150), and this routine is terminated. By such control, in the early stage of startup control, the starting performance of the engine 22 can be improved and the shock of the first explosion can be suppressed.

[0038] When it is determined that it is the mid - stage of starting control in step S110, the target ignition timing Tfire* is set from the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the intake pipe pressure Pin, and a second map Map2 described later, and at the same time, the target throttle opening TH* is set to a predetermined opening THref (step S130). The second map Map2 is a map showing the relationship between the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the intake pipe pressure Pin, and the ignition timing of the engine 22 in the mid - stage of starting control. In the second map Map2, when the engine speed Ne of the engine 22 is equal to or higher than the motor speed Nm of the motor 30, the ignition timing is retarded from the reference ignition timing, which is the ignition timing determined to efficiently output the target torque Te* from the engine 22 (the ignition timing is made slower) to reduce the engine speed Ne of the engine 22 and synchronize the rotation of the engine 22 and the rotation of the motor 30. When the engine speed Ne of the engine 22 is less than a predetermined speed Neref and the intake pipe pressure Pin is equal to or higher than a predetermined pressure Pref, it is determined that the engine speed Ne from a stop is increasing, and the ignition timing is retarded from the reference ignition timing (the ignition timing is made slower) to suppress the engine speed Ne of the engine 22 from becoming higher than the motor speed Nm of the motor 30. When the engine speed Ne of the engine 22 is less than a predetermined speed Neref and the intake pipe pressure Pin is less than a predetermined pressure Pref, the ignition timing is advanced from the reference ignition timing (the ignition timing is made faster) to improve the combustibility of the engine 22. By using the second map Map2, the target ignition timing Tfire* can be set so that the combustibility of the engine 22 is improved and the rotation of the engine 22 and the rotation of the motor 30 are synchronized early. Note that the predetermined speed Neref and the predetermined pressure Pref may be constant values with respect to the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the intake pipe pressure Pin, or may be values that change according to the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the intake pipe pressure Pin.

[0039] When the target ignition timing Tfire* and the target throttle opening TH* are set in this way, when the engine 22 ignites at the target ignition timing Tfire*, the engine 22 is controlled so that the opening degree of the throttle valve becomes the target throttle opening TH* (step S150), and this routine is terminated. By such control, in the middle stage of the starting control, the combustibility of the engine 22 can be improved, and the rotation of the engine 22 and the rotation of the motor 30 can be synchronized early.

[0040] When it is determined in step S110 that it is the late stage of the starting control, the target ignition timing Tfire* is set to the reference ignition timing as the ignition timing for efficiently outputting the target torque Te* from the engine 22, and the target throttle opening TH* is set to the reference opening degree as the throttle opening when outputting the target torque Te* from the engine 22 (step S140). When the engine 22 ignites at the target ignition timing Tfire*, the engine 22 is controlled so that the opening degree of the throttle valve becomes the target throttle opening TH* (step S150), and this routine is terminated. By such control, the target torque Te* can be output from the engine 22.

[0041] As described above, in the embodiment, in the starting process (starting control), based on the progress of the starting process (starting control) (whether it is the early stage of the starting control or the middle stage of the starting control), one map is selected from the first and second maps Map1 and Map2, and the selected map is used to control the engine 22. Therefore, the engine 22 can be appropriately controlled according to the progress of the starting control. Further, in the late stage of the starting control, the target ignition timing Tfire* is set to the reference ignition timing as the ignition timing for efficiently outputting the target torque Te* from the engine 22, and the target throttle opening TH* is set to the reference opening degree as the throttle opening when outputting the target torque Te* from the engine 22. Therefore, the target torque Te* can be output from the engine 22.

[0042] According to the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment described above, in the starting process (starting control), one map is selected from the first and second maps Map1 and Map2 based on the progress of the starting control, and the engine 22 is controlled using the selected map. Therefore, the engine 22 can be properly controlled according to the progress of the starting process (starting control).

[0043] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, the first map Map1 is a map representing the relationship between the rotational speed Ne of the engine 22, the rotational speed Nm of the motor 30, the assist torque Tmas, and the ignition timing of the engine 22 in the early stage of starting control. Based on the rotational speed Ne of the engine 22, the rotational speed Nm of the motor 30, the assist torque Tmas, and the first map Map1, the target ignition timing Tfire* of the engine 22 is set. However, the first map Map1 may be a map representing the relationship between at least one of the rotational speed Ne of the engine 22, the rotational speed Nm of the motor 30, and the assist torque Tmas in the early stage of starting control and the ignition timing of the engine 22, and the target ignition timing Tfire* of the engine 22 may be set from at least one of the rotational speed Ne of the engine 22, the rotational speed Nm of the motor 30, and the assist torque Tmas and the first map Map1.

[0044] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, in the first map Map1, when the rotational speed Ne of the engine 22 is large, the ignition timing is retarded compared to when it is small. When the rotational speed Nm of the motor 30 is high, the ignition timing is advanced compared to when it is low. When the assist torque Tmas of the motor 30 is large, the ignition timing is retarded compared to when it is small. However, since the ignition timing in the early stage of starting control may be set so as to improve the startability of the engine 22 and suppress the shock of the first explosion, depending on the specifications of the engine 22, it may be set with a tendency different from that of the embodiment with respect to the rotational speed Ne of the engine 22, the rotational speed Nm of the motor 30, and the assist torque Tmas of the motor 30.

[0045] In a hybrid vehicle 20 equipped with the control device for a hybrid vehicle according to the embodiment, the second map Map2 is a map showing the relationship between the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the intake pipe pressure Pin, and the ignition timing of the engine 22 in the middle stage of the start control. Based on the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the intake pipe pressure Pin, and the second map Map2, the target ignition timing Tfire* of the engine 22 is set. However, the second map Map2 is a map showing the relationship between at least one of the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the intake pipe pressure Pin and the ignition timing of the engine 22 in the middle stage of the start control, and the target ignition timing Tfire* of the engine 22 may be set from at least one of the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the intake pipe pressure Pin and the second map Map2.

[0046] In a hybrid vehicle 20 equipped with the control device for a hybrid vehicle according to the embodiment, in the second map Map2, when the engine speed Ne of the engine 22 is equal to or higher than the motor speed Nm of the motor 30, the ignition timing is retarded from the reference ignition timing as the ignition timing determined to efficiently output the target torque Te* from the engine 22 (the ignition timing is made slower). When the engine speed Ne of the engine 22 is less than the predetermined speed Neref and the intake pipe pressure Pin is equal to or higher than the predetermined pressure Pref, the ignition timing is retarded from the reference ignition timing (the ignition timing is made slower). When the engine speed Ne of the engine 22 is less than the predetermined speed Neref and the intake pipe pressure Pin is less than the predetermined pressure Pref, the ignition timing is advanced from the reference ignition timing. However, since the ignition timing in the middle stage of the start control may be set so as to improve the combustibility of the engine 22 and synchronize the rotation of the engine 22 and the rotation of the motor 30 earlier, depending on the specifications of the engine 22, it may be set with a tendency different from that of the embodiment with respect to the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, and the intake pipe pressure Pin.

[0047] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, the first and second maps Map1 and Map2 are maps showing the relationships between the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, the assist torque Tmas, the intake pipe pressure Pin, and the ignition timing of the engine 22. However, the first and second maps Map1 and Map2 may be maps showing the relationships between the engine speed Ne of the engine 22, the motor speed Nm of the motor 30, parameters such as the assist torque Tmas and the intake pipe pressure Pin that change according to driving in the hybrid vehicle, and other control amounts for controlling the engine 22, for example, other control amounts such as the fuel injection amount.

[0048] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, in steps S120 and S130, the target throttle opening TH* is set to a predetermined opening THref. However, in steps S120 and S130, the target throttle opening TH* may be set to a reference opening as the throttle opening when the target torque Te* is output from the engine 22.

[0049] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, the clutch K0 is configured as a hydraulically driven friction clutch, but it may be configured as a dry clutch such as an electromagnetic clutch.

[0050] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, the automatic transmission 42 is configured as a six-speed automatic transmission, but it may be configured as an automatic transmission with four speeds, five speeds, eight speeds, ten speeds, etc.

[0051] In the hybrid vehicle 20 equipped with the control device for the hybrid vehicle of the embodiment, the engine ECU 24, the motor ECU 34, and the HV ECU 70 are provided. However, at least two of these may be integrally configured.

[0052] Describe the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems. In the embodiment, the engine ECU 24, the motor ECU 34, and the HV ECU 70 correspond to the "control device for a hybrid vehicle".

[0053] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is an example for specifically explaining the form for implementing the invention described in the column of means for solving the problems in the embodiment. Therefore, it does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description in that column, and the embodiment is only a specific example of the invention described in the column of means for solving the problems.

[0054] As described above, the embodiments of the form for implementing the present invention have been described using examples. However, the present invention is not limited to such examples, and it goes without saying that the present invention can be implemented in various forms without departing from the gist of the present invention.

Industrial Applicability

[0055] The present invention can be used in the manufacturing industry of control devices for hybrid vehicles and the like.

Explanation of Reference Numerals

[0056] 20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 23a Crank position sensor, 24 Engine ECU, 30 Motor, 30a Rotation position sensor, 31 Rotation shaft, 32 Inverter, 34 Motor ECU, 36 Battery, 36a Voltage sensor, 36b Current sensor, 36c Temperature sensor, 37 Power line, 40 Torque converter, 40c Lock-up clutch, 40p Pump impeller, 40t Turbine runner, 42 Automatic transmission, 43 Input shaft, 43a Rotational speed sensor, 44 Output shaft, 44a Rotational speed sensor, 48 Differential gear, 49 Driving wheel, 70 HVECU, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 88 Acceleration sensor.

Claims

【Claim 1】 When mounted on a hybrid vehicle equipped with a clutch between an internal combustion engine and an electric motor, and when the starting condition of the internal combustion engine is satisfied in an electric driving mode in which the vehicle runs using only the power from the electric motor, a control device for a hybrid vehicle that executes starting control for starting the internal combustion engine by increasing the rotational speed of the internal combustion engine by slip engagement of the clutch and assist control of the electric motor, The starting control starts ignition control of the internal combustion engine at an ignition timing set using a first map as a control amount map of the internal combustion engine at a predetermined timing after the rotational speed of the internal combustion engine starts to increase by slip engagement of the clutch and assist control of the electric motor. After starting the ignition control of the internal combustion engine, while continuing the ignition control of the internal combustion engine using a second map different from the first map as the control amount map, the clutch is released and the assist control of the electric motor is terminated, and the clutch is fully engaged after the rotational speed of the internal combustion engine substantially matches the rotational speed of the electric motor. A control device for a hybrid vehicle.

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