JP5896730B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that includes a control unit that receives a vehicle state signal and controls an internal combustion engine and an electric motor based on the state signal.

  2. Description of the Related Art Conventionally, development of a hybrid vehicle that has an internal combustion engine (engine) and an electric motor (motor) as driving sources and realizes low fuel consumption has been progressed by suppressing environmental deterioration such as global warming and energy saving measures. Such a hybrid vehicle includes, in addition to the engine and the motor, a hydraulic clutch that is in an engaged state in which power can be transmitted between the two or in a disconnected state in which power is not transmitted between the two. A hydraulic transmission is provided between the hydraulic clutch and the motor. The hydraulic clutch and the hydraulic transmission are supplied with oil from a hydraulic pump driven by an engine or a motor. Thereby, the engagement state or the disengagement state of the hydraulic clutch and the gear ratio of the hydraulic transmission can be controlled.

  As a technique for controlling a hybrid vehicle, for example, a technique described in Patent Document 1 is known. When the hybrid vehicle control apparatus described in Patent Document 1 determines that the deceleration of the vehicle is equal to or greater than a predetermined deceleration (rapid deceleration), the first hydraulic pressure of a mechanical hydraulic pump (hydraulic pump) driven by the motor is used. The clutch (hydraulic clutch) is released to a disconnected state, and then the sub hydraulic pump (electric hydraulic pump) driven by power different from that of the motor and engine is driven, and the first clutch is released by the hydraulic pressure of the sub hydraulic pump. Control to maintain. As a result, engine stall caused by sudden deceleration of the vehicle is prevented.

JP 2010-149630 A

  However, in the hybrid vehicle control device described in Patent Document 1 described above, when the rotational speed of the motor decreases during sudden deceleration and the hydraulic pressure of the mechanical hydraulic pump decreases, the opening of the first clutch is maintained. The hydraulic pressure is supplemented by a sub hydraulic pump. Therefore, the technique described in Patent Document 1 complicates the hydraulic system, such as requiring a sub hydraulic pump and a circuit for the sub hydraulic pump. The sub-hydraulic pump is for the first clutch and is not used for controlling the hydraulic transmission. If the hydraulic pressure drops to the hydraulic transmission during sudden deceleration, the hydraulic transmission is controlled correctly. In some cases, the clutch of the hydraulic transmission may wear out at an early stage. For example, when a continuously variable transmission is used as a hydraulic transmission, there is a problem that the tightening force of the pulley decreases due to insufficient hydraulic pressure, and the chain slips with respect to the pulley, and the pulley slips due to the sliding of the chain. Can occur.

  An object of the present invention is to ensure sufficient hydraulic pressure to a hydraulic transmission and reliably protect the hydraulic transmission even when the vehicle is suddenly decelerated during traveling by an electric motor without complicating the hydraulic system. An object of the present invention is to provide a control device for a hybrid vehicle.

The hybrid vehicle control device of the present invention is a hybrid vehicle control device including a control unit that receives a vehicle state signal and controls the internal combustion engine and the electric motor based on the state signal. A hydraulic clutch provided between the motor and a fastening state in which power is transmitted between the internal combustion engine and the motor or a shut-off state in which power is not transmitted; and provided between the hydraulic clutch and the motor. A hydraulic transmission that changes a gear ratio between the input member and the output member, the internal combustion engine side of the hydraulic clutch, and the hydraulic clutch A hydraulic port connected to the electric motor side so as to be capable of transmitting power and driven by the faster one of the internal combustion engine and the electric motor. And a flop, the transmission ratio of the hydraulic transmission is varied only by the hydraulic pressure from said hydraulic pump, said control unit during running by the electric motor, wherein the internal combustion engine is stopped and the hydraulic clutch are cut off When the vehicle speed suddenly decreases and the supply amount of the hydraulic fluid of the hydraulic pump rapidly decreases, the internal combustion engine is started while maintaining the disengaged state of the hydraulic clutch, and the hydraulic pressure is increased by the rotation of the internal combustion engine. and performing engine start control ensure the supply amount of hydraulic fluid from the pump.

  The control apparatus for a hybrid vehicle according to the present invention is characterized in that the hydraulic clutch is brought into an engaged state by supply of the oil liquid from the hydraulic pump, and is cut off by the discharge of the oil liquid.

The control apparatus for a hybrid vehicle according to the present invention is characterized in that the control unit performs clutch engagement control for engaging the hydraulic clutch after the internal combustion engine start control.
In the control apparatus for a hybrid vehicle of the present invention, the control unit is at least one of a rising state of a deceleration request signal from a brake sensor, a magnitude of an output signal from a longitudinal acceleration sensor, and a change amount per unit time of a vehicle speed. On the basis of this, it is determined whether or not the vehicle speed is drastically decreased and the supply amount of the hydraulic fluid of the hydraulic pump is drastically decreased.

  According to the hybrid vehicle control device of the present invention, a hydraulic clutch is provided between the internal combustion engine and the electric motor so as to be in the engaged state or the disconnected state, and the input member is provided on the electric motor side and the output member is provided on the axle side. A hydraulic transmission for changing a gear ratio is provided, a hydraulic pump connected to the internal combustion engine side and the electric motor side of the hydraulic clutch and driven by the faster rotation of the internal combustion engine and the electric motor is provided. When the vehicle speed is drastically reduced during traveling by the motor in which the hydraulic clutch is in the stopped state and the hydraulic clutch is in the disconnected state, internal combustion engine start control is performed to start the internal combustion engine while maintaining the disconnected state of the hydraulic clutch. Thereby, even if the rotation speed of the electric motor decreases, the internal combustion engine can be started and the hydraulic pump can be driven, and sufficient hydraulic fluid can be supplied to the hydraulic transmission. Therefore, it is possible to reliably protect the hydraulic transmission by preventing a decrease in hydraulic pressure to the hydraulic transmission. Further, since the hydraulic pump is driven by the faster one of the internal combustion engine and the electric motor, the hydraulic system can be constructed by one hydraulic pump, and the hydraulic system can be simplified as compared with the conventional system. .

  According to the control apparatus for a hybrid vehicle of the present invention, the hydraulic clutch is engaged when oil is supplied from the hydraulic pump and is disconnected when oil is discharged. Liquid can be concentrated and supplied to the hydraulic transmission. Therefore, it is possible to more reliably protect the hydraulic transmission while suppressing an increase in load on the internal combustion engine and improving fuel efficiency.

  According to the control apparatus for a hybrid vehicle of the present invention, the control unit performs clutch engagement control for engaging the hydraulic clutch after the internal combustion engine start control, so that the hydraulic pressure to the hydraulic transmission is ensured, that is, hydraulic transmission The hybrid vehicle can be smoothly accelerated by driving the internal combustion engine in a state where the gear can be controlled correctly.

It is a skeleton figure which shows the outline | summary of the drive device which drives a hybrid vehicle. It is a block diagram which shows the outline | summary of the control apparatus which controls the drive device of FIG. It is a flowchart figure explaining the operation | movement content of the control apparatus of FIG. It is a timing chart figure explaining operation at the time of sudden deceleration. (A), (b) is the elements on larger scale corresponding to FIG. 1 explaining the operation | movement at the time of rapid deceleration.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram showing an outline of a driving apparatus for driving a hybrid vehicle, and FIG. 2 is a block diagram showing an outline of a control apparatus for controlling the driving apparatus of FIG.

  A hybrid vehicle (not shown) includes a hybrid drive device 10 as shown in FIG. The hybrid drive device 10 is mounted on the front side of the hybrid vehicle and includes an engine (internal combustion engine) 11 and a motor (electric motor) 12. The engine 11 includes a crankshaft (output shaft) 11 a, one end side (left side in the figure) of the crankshaft 11 a is disposed in the engine 11, and the other end side (right side in the figure) of the crankshaft 11 a faces the motor 12. It is extended.

  An ISG motor 13 having a function as an alternator that generates electric power by driving the engine 11 in addition to a function as a starter for starting the engine 11 is provided at a side portion of the engine 11. The ISG motor 13 includes a rotating shaft 13a, and a gear 13b is provided on one end side of the rotating shaft 13a. The gear 13b of the rotating shaft 13a is engaged with a gear 11b provided on one end side of the crankshaft 11a, and the rotating shaft 13a and the crankshaft 11a can transmit power to each other. However, the rotating shaft 13a and the crankshaft 11a are not limited to gear meshing, and power transmission is possible via a timing belt, a fan belt, a chain, or the like.

  The motor 12 includes a rotor 12b to which a rotating shaft 12a is fixed, and is configured by, for example, a three-phase brushless DC motor having a U phase, a V phase, and a W phase. The motor 12 is power-driven or regeneratively driven by a control device 40 (see FIG. 2) mounted in a passenger compartment or the like (not shown), and the hybrid vehicle is driven by the power-running drive and exercises by regeneratively driving. The energy is recovered as electric energy, and an in-vehicle battery (not shown) is charged.

  Between the crankshaft 11a of the engine 11 and the rotating shaft 12a of the motor 12, from the engine 11 side, there are a torque converter 14, a first one-way clutch 15, a hydraulic clutch 16, a second one-way clutch 17, and a continuously variable transmission 18. Is provided.

  The first one-way clutch 15 is connected to the engine 11 side of the hydraulic pump 20 via the first gear mechanism 19, and the second one-way clutch 17 is connected to the motor 12 side of the hydraulic pump 20 via the second gear mechanism 21. Has been. That is, the hydraulic pump 20 is connected to the engine 11 side of the hydraulic clutch 16 and the motor 12 side of the hydraulic clutch 16 so that power can be transmitted. The hydraulic pump 20 is driven to rotate in one direction by rotation in one direction of the engine 11 and rotation in one direction of the motor 12.

  Thus, by providing the first one-way clutch 15 and the second one-way clutch 17 on the engine 11 side and the motor 12 side of the hydraulic pump 20, the hydraulic pump 20 has a faster rotation of the engine 11 and the motor 12. Are driven to rotate. However, the hydraulic pump 20 is not limited to the rotational drive by the gear, but may be rotationally driven by a timing belt, a fan belt, a chain, or the like.

  The torque converter 14 includes a pump impeller 14a and a turbine runner 14b, and a stator 14c is provided between the pump impeller 14a and the turbine runner 14b. Oil having a relatively low viscosity (not shown) circulates inside the torque converter 14, and the inertial force of the oil accompanying the rotation of the pump impeller 14a is transmitted to the turbine runner 14b. An output shaft 14d fixed to the runner 14b rotates.

  The other end side of the crankshaft 11a is connected to the first one-way clutch 15 via the pump impeller 14a, and the other end side of the output shaft 14d is connected to the fixed case 16a of the hydraulic clutch 16. The stator 14c is fixed to a transmission case (housing) 22 that houses the torque converter 14, the hydraulic clutch 16, the continuously variable transmission 18, and the like. Furthermore, one end side of the rotating shaft 12 a forming the motor 12 is connected to the moving member 16 b of the hydraulic clutch 16.

  The hydraulic clutch 16 includes a fixed case 16a fixed to the output shaft 14d on the engine 11 side, and a moving member 16b fixed to the rotary shaft 12a on the motor 12 side and moving toward the fixed case 16a. . The moving member 16b is moved toward the fixed case 16a by the supply of the oil liquid from the hydraulic pump 20. Then, by supplying the hydraulic fluid to the hydraulic clutch 16, the moving member 16b moves toward the fixed case 16a, and then the two are integrated into a fastening state in which the driving force is transmitted to each other. Further, by discharging the oil liquid from the hydraulic clutch 16, the moving member 16b moves backward (separates) from the fixed case 16a, and the driving force is not transmitted. Here, the fastening force of the hydraulic clutch 16 is proportional to the amount of oil supplied. That is, when the supply amount of the oil liquid is increased, the fastening force is also increased accordingly.

  The continuously variable transmission 18 as a hydraulic transmission is provided between the hydraulic clutch 16 and the motor 12 and shifts and outputs the rotational speeds of the engine 11 and the motor 12. The continuously variable transmission 18 includes a primary pulley (input member) 23 and a secondary pulley (output member) 24, and a chain 25 is wound between the pulleys 23 and 24.

  The primary pulley 23 is provided on the rotating shaft 12a, and includes a fixed sheave 23a fixed to the rotating shaft 12a and a movable sheave 23b movable in the axial direction of the rotating shaft 12a. Oil liquid is supplied to and discharged from the primary pump 23 from the hydraulic pump 20, and by supplying the oil liquid to the primary pulley 23, the movable sheave 23b moves toward the fixed sheave 23a, and as a result. As a result, the winding diameter of the chain 25 with respect to the primary pulley 23 becomes larger, and as a result, the gear ratio changes to the high speed side. On the other hand, by discharging the oil liquid from the primary pulley 23, the movable sheave 23b moves away from the fixed sheave 23a, and on the contrary, the winding diameter of the chain 25 becomes smaller, and the gear ratio changes to the low speed side.

  The secondary pulley 24 is provided on a parallel shaft 26 that is parallel to the rotary shaft 12 a, and includes a fixed sheave 24 a that is fixed to the parallel shaft 26 and a movable sheave 24 b that is movable in the axial direction of the parallel shaft 26. ing. Oil liquid is supplied to the secondary pulley 24 from the hydraulic pump 20, and by supplying the oil liquid to the secondary pulley 24, the movable sheave 24b is moved toward the fixed sheave 24a. The chain 25 is prevented from loosening at the time of shifting. As a result, power transmission between the pulleys 23 and 24 is efficiently performed, and damage to the pulleys 23 and 24 due to slack (slip) of the chain 25 is prevented.

  The driving force of the secondary pulley 24 transmitted from the primary pulley 23 is transmitted to the driving shaft 29 via the parallel shaft 26, the third gear mechanism 27, and the output clutch 28. The driving force transmitted to the drive shaft 29 is output to the axle 31 on which the drive wheels are mounted via the differential gear 30. That is, the secondary pulley 24 is connected to the axle 31 so that power can be transmitted. Here, the output clutch 28 is brought into an engaged state or a disconnected state by supply / discharge of the oil from the hydraulic pump 20. Specifically, the engaged state is established when the shift position is drive (D) or reverse (R), and the disconnected state is established when the shift position is parking (P) or neutral (N).

  Next, the control device 40 that controls the hybrid drive device 10 formed as described above will be described in detail with reference to the drawings.

  As shown in FIG. 2, the control device 40 includes a HEVCU (hybrid vehicle control unit) 41 that comprehensively controls the hybrid drive device 10 (see FIG. 1). The HEVCU 41 includes a TCU (transmission control unit) 42. , ECU (engine control unit) 43, MCU (motor control unit) 44 and ISG motor 13 are electrically connected. Here, HEVCU41, TCU42, ECU43, and MCU44 comprise the control unit in this invention.

  The HEVCU 41 is electrically connected to an accelerator sensor 45, a brake sensor 46, and a shift position sensor 47 that output a driving state signal (state signal) of the hybrid vehicle. The accelerator sensor 45 outputs an acceleration request signal α when the operator depresses an accelerator pedal (not shown), and the brake sensor 46 decelerates (stops) when the operator depresses a brake pedal (not shown). The request signal ST is output, and the shift position sensor 47 outputs a drive signal D, a parking signal P, and the like by a change operation of a shift lever (not shown) by the operator. As a result, the HEVCU 41 calculates and grasps the current running state of the hybrid vehicle (acceleration state, deceleration state, stop state, etc.), and sends a request signal to the TCU 42, ECU 43, MCU 44 and ISG motor 13. Various signals such as drive signals are output to control the hybrid vehicle in an integrated manner.

  A hydraulic clutch solenoid 16c, a supply primary solenoid 23c, a discharge primary solenoid 23d, and a secondary solenoid 24c are electrically connected to the TCU 42. The TCU 42 drives the hydraulic clutch solenoid 16c based on the hydraulic clutch request signal CL from the HEVCU 41, thereby controlling the amount of oil supplied to the hydraulic clutch 16 (see FIG. 1). Further, the TCU 42 drives the supply primary solenoid 23c, the discharge primary solenoid 23d, and the secondary solenoid 24c based on the gear ratio request signal SC from the HEVCU 41, thereby shifting the continuously variable transmission 18 (see FIG. 1). Shift control is performed. Further, the current state of the hydraulic clutch 16 and the current state of the continuously variable transmission 18 are output from the TCU 42 to the HEVCU 41 as a feedback signal FB1, whereby the HEVCU 41 applies correction control to the TCU 42, and the hydraulic clutch 16 The engaged state and the speed change state of the continuously variable transmission 18 can be optimally controlled.

  The ECU 43 is electrically connected to a fuel injection device 11c, a throttle device 11d, and an ignition device 11e, which are auxiliary machinery of the engine 11. The ECU 43 controls the fuel injection device 11c, the throttle device 11d, and the ignition device 11e at predetermined timings based on the engine torque request signal TQE, the injection request signal TH, and the target injection speed TN from the HEVCU 41, respectively. It has become. Further, the ECU 43 outputs the current state of the engine 11, that is, the current rotational speed of the engine 11, the current driving torque generated by the engine 11, and the like to the HEVCU 41 as a feedback signal FB2. Accordingly, the HEVCU 41 applies correction control or the like to the ECU 43 so that the rotational speed of the engine 11 and the driving torque of the engine 11 can be optimally controlled.

  The motor 12 is electrically connected to the MCU 44. The MCU 44 controls driving of the motor 12 based on the motor torque request signal TQM from the HEVCU 41. Here, the drive control of the motor 12 is performed via an inverter (not shown), and the inverter converts the electric power from the in-vehicle battery (such as a lithium ion secondary battery) into three phases to generate a drive current. The generated drive current is supplied to the motor 12. Further, the MCU 44 outputs the current state of the motor 12, that is, the current rotational speed of the motor 12, the current driving torque generated by the motor 12, and the like to the HEVCU 41 as a feedback signal FB3. . Accordingly, the HEVCU 41 performs correction control and the like on the MCU 44 so that the rotational speed of the motor 12 and the driving torque of the motor 12 can be optimally controlled.

  The ISG motor 13 is electrically connected to the HEVCU 41, and the HEVCU 41 outputs a cranking request signal CR to the ISG motor 13. Here, the cranking request signal CR is a driving current for driving the ISG motor 13 as a starter, and the ISG motor 13 starts the engine 11 when receiving the cranking request signal CR. That is, the cranking request signal CR is output when it is necessary to start the engine 11 under various conditions.

  Next, the operation content of the control device 40 formed as described above will be described in detail with reference to the drawings.

  FIG. 3 is a flowchart for explaining the operation of the control device of FIG. 2, FIG. 4 is a timing chart for explaining the operation during sudden deceleration, and FIGS. 5 (a) and 5 (b) show the operation during sudden deceleration. Partial enlarged views corresponding to FIG. 1 to be described are respectively shown.

[Motor travel area (time t1 to t2)]
When the remaining capacity (SOC) of the in-vehicle battery is sufficient, the driver is performing a gentle accelerator operation, and the hybrid vehicle is running at a substantially constant speed, the hybrid drive device 10 (see FIG. 1) Shows the behavior of time t1 to t2 of FIG. 4 and FIG. 5 (a). That is, the hybrid vehicle travels at a vehicle speed V1 (for example, 40 km / h), and the control amount (oil amount) to the hydraulic clutch 16 at this time is zero due to the non-driven state of the hydraulic clutch solenoid 16c (FIG. 5A). The broken line arrow). That is, the hydraulic clutch 16 is in a disconnected state in which power is not transmitted.

  Here, the vehicle speeds V1 and V2 of the hybrid vehicle are calculated from, for example, the feedback signal FB1 output from the TCU 42 to the HEVCU 41. Specifically, the vehicle speed is calculated by using the current shift information and the current rotation speed information of the primary pulley 23 included in the feedback signal FB1. However, the vehicle speed may be directly detected based on a detection signal from a rotation sensor (not shown) that detects the rotation speed of the axle 31 (see FIG. 1).

  From time t1 to t2, since the engine 11 is in a stopped state, the rotational speed of the engine 11 (crankshaft 11a) is 0 rpm. At this time, the hydraulic pump 20 is rotationally driven by the driving force of the motor 12 as indicated by an arrow MP in FIG. The oil liquid from the hydraulic pump 20 is concentrated and supplied to the primary pulley 23 and the secondary pulley 24 of the continuously variable transmission 18 as indicated by solid line arrows in FIG. That is, a sufficiently controlled amount of oil is supplied to the continuously variable transmission 18, and therefore the gear can be controlled accurately by supplying and discharging oil to and from the primary pulley 23, and to the secondary pulley 24. Thus, the chain 25 can be reliably prevented from slipping by supplying an oil liquid having a predetermined pressure.

  Here, the number of revolutions N1 of the primary pulley 23 is equal to the number of revolutions of the motor 12 (rotating shaft 12a), and when the hybrid vehicle is running at a substantially constant speed, that is, shifting by the continuously variable transmission 18 is performed. When the control is not performed, it changes in proportion to the vehicle speed V1.

[Motor travel area (time t2 to t3)]
When the driver performs a brake operation from the state where the hybrid vehicle is running at a substantially constant speed, the deceleration control logic shown in FIG. 3 is executed (step S1). That is, the deceleration control logic is executed with the deceleration request signal ST from the brake sensor 46 being input to the HEVCU 41 as a trigger. In subsequent step S2, it is determined whether or not the brake operation by the driver is sudden.

  Here, the HEVCU 41 determines whether or not the deceleration request signal ST rising from the brake sensor 46 indicating the depression speed of the brake pedal is abrupt, and when the deceleration request signal ST is rising rapidly. In addition, it is determined that the vehicle is in a sudden deceleration state in which the vehicle speed rapidly decreases. However, instead of determining the rising state of the deceleration request signal ST from the brake sensor 46, for example, the deceleration is estimated by an output signal from a longitudinal acceleration sensor (not shown), or the vehicle speed per unit time is estimated. The deceleration may be estimated from the amount of change.

  If it is determined in step S2 that the vehicle is not in a sudden deceleration state (no determination), the process proceeds to step S7 without executing the deceleration control logic, and the deceleration control logic is stopped (terminated). On the other hand, if it determines with it being a rapid deceleration state in step S2 (yes determination), it will progress to step S3. Here, as shown in FIG. 4, the driver's sudden braking operation causes the hybrid vehicle to suddenly decelerate, and the vehicle speed rapidly decreases from V1 to V2 (for example, 10 km / h) (V1> V2). Immediately after such a rapid deceleration, the continuously variable transmission 18 continues to be in a state where the shift control is not performed, and the rotational speed of the primary pulley 23 also suddenly decreases from N1 to N2 (N1> N2) as the vehicle speed rapidly decreases. It will be. Therefore, the rotational speed of the motor 12 having the rotary shaft 12a that supports the primary pulley 23 also decreases rapidly with a rapid decrease in the rotational speed of the primary pulley 23, whereby the amount of oil supplied from the hydraulic pump 20 also increases. Decreases rapidly.

  In step S3, in order to maintain the hydraulic clutch 16 in a disconnected state where no power is transmitted, a process for prohibiting the supply of drive current to the hydraulic clutch solenoid 16c is continuously executed. Thereby, the disengagement state of the hydraulic clutch 16 is maintained between the times t2 and t3 after the rapid deceleration.

  In the subsequent step S4, since the hybrid vehicle is decelerated suddenly and the rotational speed of the motor 12 is rapidly decreasing, the cranking request signal CR is output from the HEVCU 41 to the ISG motor 13, thereby rotating the ISG motor 13. The engine 11 is started by being driven. Here, the engine torque request signal TQE, the spray request signal TH, and the target spray speed TN are output from the HEVCU 41 to the ECU 43, and the engine 11 is subjected to idling control. As a result, the hydraulic pump 20 is driven by the engine 11 (step S5). Here, the control contents executed in step S3 and step S4 constitute the internal combustion engine start control in the present invention.

  The rotational speed of the engine 11 after the start is set to 800 rpm, which is the idling rotational speed. In this embodiment, this setting is from the hydraulic pump 20 that is generated only by driving the engine 11 at the idling rotational speed. This is because the oil amount is a sufficient control amount for the continuously variable transmission 18. That is, the number of revolutions of the engine 11 after the start is such that the amount of oil from the hydraulic pump 20 at that time is an amount of oil that can accurately control the continuously variable transmission 18 and prevent the chain 25 from slipping. Set to

  After the engine 11 is started, the rotation speed (800 rpm) of the engine 11 exceeds the rotation speed (for example, 300 rpm) of the motor 12 (primary pulley 23), and as shown by the arrow EP in FIG. The engine 11 is rotationally driven. As a result, a sufficiently controlled amount of oil is supplied to the primary pulley 23 and the secondary pulley 24 of the continuously variable transmission 18 as shown by the solid line arrows in FIG. 5B (see step S6 in FIG. 3). ).

  Here, since the hydraulic clutch 16 is in the disconnected state between the times t2 and t3, the corresponding amount of oil can be concentrated and supplied to the continuously variable transmission 18. Therefore, the load on the engine 11 is minimized to prevent the fuel consumption from deteriorating. In this way, the deceleration control logic is executed when the hybrid vehicle is in a sudden deceleration state, and then the routine proceeds to step S7 where the deceleration control logic is completed.

[Transition from motor running to engine running (time t3 to t4)]
When the control amount (oil amount) for the continuously variable transmission 18 is ensured by starting the engine 11, that is, when the internal combustion engine start control (deceleration control logic) is completed, thereafter, as shown at times t3 to t4 in FIG. Further, clutch engagement control is executed by HEVCU 41 and TCU 42. This clutch engagement control is executed based on the fact that the hydraulic pump 20 is supplying a sufficient amount of fluid by starting the engine 11, and specifically, the hydraulic clutch request signal CL is output from the HEVCU 41 to the TCU 42, As a result, the TCU 42 drives the hydraulic clutch solenoid 16c. Then, the hydraulic fluid is supplied to the hydraulic clutch 16 by driving the hydraulic clutch solenoid 16c, and the moving member 16b of the hydraulic clutch 16 moves toward the fixed case 16a (see FIG. 1). Thereafter, the moving member 16b and the fixed case 16a rotate integrally, and as a result, the traveling mode of the hybrid vehicle shifts from motor traveling to engine traveling.

  Here, since the rotational speed of the engine 11 and the rotational speed of the primary pulley 23 are close to each other compared to when the engine 11 is stopped, the fastening operation of the hydraulic clutch 16 can be performed smoothly. As a result, the fastening shock (vibration) of the hydraulic clutch 16 is hardly transmitted to the driver or the passenger of the hybrid vehicle.

  The hybrid vehicle that has shifted to the engine running is, for example, after the time t4, the engine 11 is increased in rotational speed (rotation) in accordance with the accelerator operation by the driver, for example, in a state where the engagement state of the hydraulic clutch 16 is maintained. (Torque increase) gradually increases the vehicle speed. The speed change control of the continuously variable transmission 18 at this time is optimal under a sufficient control amount (oil amount) depending on the number of rotations and torque of the engine 11, the magnitude of the acceleration request signal α, the degree of increase in the vehicle speed, and the like. To be controlled.

  As described above in detail, according to the control apparatus 40 for a hybrid vehicle according to the present embodiment, the hydraulic clutch 16 is provided between the engine 11 and the motor 12 so that the both are engaged or disconnected. A primary pulley 23 on the 12 side and a secondary pulley 24 on the axle 31 side are provided, and a continuously variable transmission 18 for changing the gear ratio is provided. The continuously variable transmission 18 is connected to the engine 11 side and the motor 12 side of the hydraulic clutch 16. Among them, a hydraulic pump 20 that is driven by the faster one is provided. The HEVCU 41, the TCU 42, the ECU 43 and the MCU 44 cooperate with each other so that the hydraulic clutch 16 is disengaged when the vehicle speed is drastically reduced while the engine 11 is running and the hydraulic clutch 16 is disengaged. The internal combustion engine start control is performed to start the engine 11 while maintaining it.

  Thereby, even if the rotation speed of the motor 12 decreases, the engine 11 can be started and the hydraulic pump 20 can be driven, and sufficient oil can be supplied to the continuously variable transmission 18. Therefore, the continuously variable transmission 18 can be reliably protected by preventing a decrease in hydraulic pressure to the continuously variable transmission 18. Further, since the hydraulic pump 20 is driven by the faster one of the engine 11 and the motor 12, the hydraulic system can be constructed by one hydraulic pump 20, and the hydraulic system is simplified as compared with the conventional system. be able to.

  Further, according to the hybrid vehicle control device 40 according to the present embodiment, the hydraulic clutch 16 is in the engaged state when the oil liquid is supplied from the hydraulic pump 20 and is disconnected when the oil liquid is discharged. In the starting control, the oil liquid from the hydraulic pump 20 can be concentrated and supplied to the continuously variable transmission 18. Accordingly, the continuously variable transmission 18 can be more reliably protected while suppressing an increase in the load on the engine 11 and improving fuel efficiency.

  Furthermore, according to hybrid vehicle control apparatus 40 in accordance with the present embodiment, HEVCU 41, TCU 42, ECU 43 and MCU 44 cooperate to perform clutch engagement control for engaging hydraulic clutch 16 after internal combustion engine start control. Therefore, the hybrid vehicle can be smoothly accelerated by driving the engine 11 in a state where the hydraulic pressure to the continuously variable transmission 18 is secured, that is, in a state where the continuously variable transmission 18 can be correctly controlled.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above-described embodiment, the case where the continuously variable transmission 18 is employed as the hydraulic transmission is shown. However, the present invention is not limited to this, and the transmission ratio is changed between the input member and the output member. Other types of hydraulic transmissions that can be used are also possible.

  Further, in the above embodiment, the trigger for starting the internal combustion engine start control is a brake operation by the driver, and the engine 11 is started when the rising speed of the deceleration request signal ST from the brake sensor 46 is abrupt. Although the hydraulic pump 20 is driven, the present invention is not limited to this. For example, when the amount of decrease in the rotational speed of the motor 12 (rotating shaft 12a and primary pulley 23) per unit time is large, the rotational speed of the rotating shaft 12a after a predetermined time has been estimated, and the predetermined time has elapsed. You may make it start the engine 11 before. In this case, the hydraulic pump 20 can be more smoothly shifted from the driving state by the motor 12 to the driving state by the engine 11. Furthermore, the internal combustion engine start control can be started when the amount of decrease in the vehicle speed per unit time is large. In short, it is only necessary to start the internal combustion engine start control based on a vehicle state signal (state information) that can estimate sudden deceleration of the hybrid vehicle.

10 Hybrid Drive 11 Engine (Internal Combustion Engine)
12 Motor (electric motor)
16 Hydraulic clutch 18 Continuously variable transmission (hydraulic transmission)
20 Hydraulic pump 23 Primary pulley (input member)
24 Secondary pulley (output member)
31 Axle 40 Control device 41 HEVCU (control unit)
42 TCU (control unit)
43 ECU (Control Unit)
44 MCU (Control Unit)
ST Deceleration request signal (status signal)

Claims (4)

A hybrid vehicle control device including a control unit that receives a vehicle state signal and controls an internal combustion engine and an electric motor based on the state signal,
A hydraulic clutch that is provided between the internal combustion engine and the electric motor, and is in an engaged state in which power is transmitted between the internal combustion engine and the electric motor or in a disconnected state in which power is not transmitted;
A hydraulic transmission that includes an input member provided between the hydraulic clutch and the electric motor, and an output member connected to an axle, and changes a gear ratio between the input member and the output member;
A hydraulic pump connected to the internal combustion engine side of the hydraulic clutch and the electric motor side of the hydraulic clutch so that power can be transmitted, and driven by a faster rotation of the internal combustion engine and the electric motor,
The transmission ratio of the hydraulic transmission is changed only by the hydraulic pressure from the hydraulic pump,
The control unit is configured such that when the internal combustion engine is stopped and the hydraulic clutch is disengaged, the vehicle speed rapidly decreases during traveling by the electric motor, and the amount of hydraulic fluid supplied from the hydraulic pump decreases rapidly . wherein while maintaining the disconnected state of the hydraulic clutch to start the said internal combustion engine, a hybrid vehicle, wherein the rotation of the internal combustion engine to perform an internal combustion engine starting control that to ensure the supply amount of the hydraulic fluid from the hydraulic pump Control device.   2. The control system for a hybrid vehicle according to claim 1, wherein the hydraulic clutch is brought into an engaged state by supply of an oil liquid from the hydraulic pump and is brought into a cut-off state by the discharge of the oil liquid. apparatus.   3. The hybrid vehicle control device according to claim 1, wherein the control unit performs clutch engagement control for engaging the hydraulic clutch after the internal combustion engine start control. 4. The hybrid vehicle control device according to any one of claims 1 to 3, wherein the control unit includes a degree of deceleration request signal from the brake sensor, a magnitude of an output signal from the longitudinal acceleration sensor, and a vehicle speed unit. A hybrid characterized in that, based on at least one of the amount of change per hour, it is determined whether or not the vehicle speed is drastically decreased and the amount of oil supplied to the hydraulic pump is drastically decreased. Vehicle control device.

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