CN101616831B - 混合动力车的控制方法 - Google Patents

混合动力车的控制方法 Download PDF

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Publication number
CN101616831B
CN101616831B CN2007800485585A CN200780048558A CN101616831B CN 101616831 B CN101616831 B CN 101616831B CN 2007800485585 A CN2007800485585 A CN 2007800485585A CN 200780048558 A CN200780048558 A CN 200780048558A CN 101616831 B CN101616831 B CN 101616831B
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speed
continuously variable
hybrid vehicle
explosive motor
variable unit
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CN101616831A (zh
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今关隆志
宫野隆
N·肖彻
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Bosch Corp
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Bosch Corp
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

减少在从马达行驶移动至混合动力行驶时的离合器接合时的滑动，以减少冲击。混合动力车(10)包括：内燃发动机(12)；发动机起动用的ISG马达(14)；驱动后轮的主马达(26)；设置在发动机输出轴与前轮车轴之间的CVT传送带(32)；设置在内燃发动机的输出轴和CVT传送带的输入轴(31)之间的离合器(16)；蓄电池(24)；以及混合动力控制器(50)。在混合动力控制器根据仅靠主马达(26)的车辆行驶状态判定为应该增加发动机驱动力时，在离合器(16)开放的状态下利用ISG马达(14)使发动机(12)起动，控制CVT的变速比，使得CVT输入速度达到目标接合速度，检测发动机速度，检测CVT输入速度，在两者的差进入规定的范围内时，控制各要素使得离合器(16)接合。

Description

混合动力车的控制方法
技术领域
本发明涉及混合动力车的控制方法。
背景技术
混合动力车中，作为对设置在发动机和马达之间的离合器的开放及接合进行控制的技术，有以下例子。
日本专利特开2006-160104号中公开了一种四轮驱动的混合动力车的控制装置的结构：该混合动力车由设置在发动机和马达之间的、利用从发动机和马达供给的驱动力来驱动的前轮和从别的马达供给的后轮构成，根据预测路面摩擦系数来算出后轮的最大驱动力，根据要求驱动力和后轮的最大驱动力算出前轮的驱动力，在无法依靠马达实现前轮的驱动力时，进行接合判断。然后，在分配要求驱动力时根据接合判断对离合器分配要求驱动力，控制发动机、离合器以及后轮用马达。
然而，在离合器开放状态下的车辆行驶中，离合器输入输出轴间存在转数差，若将离合器接合，则强制使离合器滑移，导致离合器耐久性的恶化，且给车辆带来冲击。
日本专利特开2003-237383号中公开了一种结构：设有在马达与旋转传递机构间断续动力的传递的离合器，作为控制该离合器的断续的装置，具有：在切换为离合器的连接状态时将离合器旋转传递机构侧的转数作为目标转数地控制马达的转数的装置；以及等待目标转数与离合器的旋转传递机构侧的转数的旋转差进入规定的容许范围、将离合器切换为连接状态的装置。
然而，在马达侧还连接有发动机的情况下，由于惯性的原因，存在增减转数要花费时间，且消耗多余能量的问题。
日本专利特开2000-255279号中公开了一种混合动力车的结构：具备使将发动机旋转传递至具有马达的驱动系统的离合器与马达以后的驱动系统的减速比无等级地变化的CVT，在离合器的温度超过设定温度的运转状态下的离合器的接合时，限制CVT的速度比使得离合器的输出侧转数为设定转数以下，在设定转数以下接合发动机和驱动系统，从而无需进行促使离合器磨耗的滑移动作，而在高温下迅速地进行接合动作，可将动力源从马达切换至发动机。
然而，为了防止离合器的耐久性恶化而使CVT速度比可变，但在该离合器仍处于被切断状态时，驱动车辆的马达由于CVT速度比的变化使马达转数变化，导致不得不在马达效率较差的区域运转，或驱动车辆的转矩偏离司机的要求值的问题。
日本专利特开2004-308913号中记载了关于从仅靠马达的行驶状态转移至混合动力行驶时的离合器的接合及开放的控制。例如，仅利用驱动用马达使车辆从可驱动至某种程度的强劲混合动力车的仅利用轻负荷马达的驱动状态根据驾驶员的意图而急剧加速时，为了得到最大输出，必须先使发动机起动，在起动后使离合器接合，成为混合动力行驶。
此时，若离合器接合时的发动机转数与CVT输入轴的转数相差较大，会出现大的冲击，为了吸收冲击必须夹设转矩转换器等。另外，若等到转数相同时再接合，则等待时间较长，无法立即实现驾驶员期待的加速，发生响应延迟的问题。
专利文献1：日本专利特开2006-160104号
专利文献2：日本专利特开2003-237383号
专利文献3：日本专利特开2000-255279号
专利文献4：日本专利特开2004-308913号
发明内容
鉴于上述事实，本发明的目的在于，在从混合动力车的马达行驶移动至混合动力行驶时的发动机与马达间的离合器接合控制中，通过减少离合器的滑动来减小对离合器寿命的影响，且降低离合器接合的冲击。本发明的另一目的在于使从马达行驶移动至混合动力行驶时的初期加速延迟为最小。
鉴于上述事实，本发明的技术方案1的混合动力车的控制方法中，该混合动力车包括：内燃发动机；用以电动驱动该混合动力车的驱动用电动装置；设置在该内燃发动机的输出轴和第1驱动轮的车轴之间的无级变速装置；以及设置在所述内燃发动机的所述输出轴和该无级变速装置的输入轴之间的离合装置，所述控制方法执行下述各工序：根据所述车辆仅靠所述驱动用电动装置来行驶的状态来判定是否应该增加所述内燃发动机的驱动力，在判定为应该增加所述内燃发动机的驱动力时，在所述离合装置开放的状态下使所述内燃发动机起动，控制所述无级变速装置的速度比，使得所述无级变速装置的输入轴的旋转速度达到目标接合速度，检测所述内燃发动机的输出轴的旋转速度，检测所述无级变速装置的输入轴的旋转速度，在检测出的所述内燃发动机的输出轴的旋转速度与检测出的所述无级变速装置的输入轴的旋转速度之差进入规定的范围内时，使所述离合装置接合。
根据本发明的技术方案1，最初车辆仅依靠驱动用电动装置行驶。在此状态下，判定是否应该增加内燃发动机的驱动力。该判定工序中，最好是在驾驶员的要求转矩量超过驱动用装置能够达成的转矩时，判定为应增加内燃发动机的驱动力。在判定为应该增加内燃发动机的驱动力时，在离合装置开放的状态下使内燃发动机起动。该发动机起动最好是通过起动用电动装置的旋转来开始。而且，控制无级变速装置的速度比，使得无级变速装置的输入轴的旋转速度达到目标接合速度。目标接合速度最好设定为内燃发动机的空转速度。其间，检测内燃发动机的输出轴的旋转速度，检测无级变速装置的输入轴的旋转速度。在检测出的内燃发动机的输出轴的旋转速度与检测出的无级变速装置的输入轴的旋转速度之差进入规定的范围内时，使离合装置接合。因此，本发明的技术方案1中，在从混合动力车的马达行驶移动至混合动力行驶时的发动机与马达间的离合器接合控制中，减少离合器的滑动使得对离合器寿命的影响最小，且降低离合器接合的冲击。
可适用本发明的混合动力车的控制方法的混合动力车的较佳例为，所述驱动用电动装置与不同于所述第1驱动轮的车轴的第2驱动轮的车轴连结。更好的是，本混合动力车是具有所述第1驱动轮和所述第2驱动轮的四轮驱动车。
根据作为本发明的上述较佳例的技术方案1，在进行驱动用电动装置驱动第2驱动轮的电动行驶时，第1驱动轮处于随车辆的行驶被带动的状态。此时，通过控制无级变速装置的速度比，可如上所述地将无级变速装置的输入轴的速度调整为目标接合速度。
另外，最好还包括在判定工序中，为防患转矩要求量的增大，即使在判定为无需增加内燃发动机的驱动力时，也控制无级变速装置的速度比，使得无级变速装置的输入轴的旋转速度达到目标接合速度的工序。
本发明的技术方案2的混合动力车的控制方法中，该混合动力车包括：内燃发动机；用以电动驱动该混合动力车的驱动用电动装置；设置在该内燃发动机的输出轴和第1驱动轮的车轴之间的无级变速装置；设置在所述内燃发动机的所述输出轴和该无级变速装置的输入轴之间的离合装置；以及与所述内燃发动机的输出轴同轴地连接的起动用电动装置，所述控制方法执行下述各工序：根据所述车辆仅靠所述驱动用电动装置来行驶的状态来判定是否应该增加所述内燃发动机的驱动力，在判定为应该增加所述内燃发动机的驱动力时，在所述离合装置开放的状态下使用所述起动用电动装置使所述内燃发动机起动，控制所述无级变速装置的速度比，使得所述无级变速装置的输入轴的旋转速度达到目标接合速度，检测所述内燃发动机的输出轴的旋转速度，检测所述无级变速装置的输入轴的旋转速度，在检测出的所述内燃发动机的输出轴的旋转速度达到检测出的所述无级变速装置的输入轴的旋转速度以上时，执行用以使所述离合装置接合的动作。
最好还包括在所述内燃发动机的输出轴的旋转速度达到所述无级变速装置的输入轴的旋转速度以上时，将所述起动用电动装置的负荷给予所述内燃发动机的工序。更好的是，该起动用电动装置的负荷根据内燃发动机的输出轴的旋转速度与无级变速装置的输入轴的旋转速度之差来调整。起动用电动装置的负荷通过控制该起动用电动装置产生零转矩或负转矩来调整。
在使内燃发动机起动的工序中，通过使该内燃发动机以最大功率驱动，可消除初期加速延迟。即使在这样的发动机速度的上升率非常大的情况下，由于如上所述地将起动用电动装置的负荷给予内燃发动机，因此可抑制发动机速度的上升，迅速地将发动机速度调整为目标接合速度。最好还包括在内燃发动机的输出轴的旋转速度达到无级变速装置的输入轴的旋转速度以上时，调整无级变速装置的控制动作以达到所述目标接合速度的工序。在内燃发动机的输出轴的旋转速度达到无级变速装置的输入轴的旋转速度以上的时刻，可根据旋转速度差等预测达到目标速度的时间，因此通过变更调整无级变速装置的速度比控制进度，可使无级变速装置的输入轴的旋转速度更迅速地到达目标接合速度。
可适用本发明的混合动力车的控制方法的混合动力车的较佳例为，还包括：设置于无级变速装置的内燃发动机输出侧的前后进及空档切换装置；以及设置于无级变速装置的第1驱动轮的车轴侧的齿轮装置，离合装置至少由设置于前后进及空档切换装置内的离合器来实现，驱动用电动装置与无级变速装置的输出轴同轴地连接。
可适用本发明的混合动力车的控制方法的混合动力车的别的较佳例为，还包括设置于无级变速装置的输出轴与第1驱动轮的车轴之间、且具备所述无级变速装置的输出轴的副轴的齿轮装置，离合装置为减振离合器，驱动用电动装置与副轴同轴地连接。
附图说明
图1是适用本发明实施例1的混合动力系统的控制方法的车辆的概略图。
图2是表示安装于图1的车辆的、实施例1的混合动力系统的控制方法的方框图。
图3是表示实施例1的混合动力系统的控制方法的流程的主流程图。
图4是表示实施例1的混合动力系统的控制方法的混合动力运转模式的流程的流程图。
图5是表示实施例2的混合动力系统的控制方法的混合动力运转模式的流程的流程图。
图6是适用本发明实施例的混合动力系统的控制方法的、代替实施例的车辆的概略图。
图7是适用本发明实施例的混合动力系统的控制方法的、别的代替实施例的车辆的概略图。
图8是本发明实施例1的混合动力系统的控制方法的概略时刻表。
图9是本发明实施例2的混合动力系统的控制方法的概略时刻表。
(符号说明)
10 混合动力车
12 内燃发动机
14 ISG马达
16 离合器
17a、17b、17c 第1驱动系
18 动力传递机构
20L、20R 前轮
22L、22R 后轮
24 蓄电池
26 主马达
27 第2驱动系
28 差动齿轮
30 前后进及空档切换装置
31 CVT输入轴
32 无级变速装置(CVT)传送带
33 CVT输出轴
34 齿轮装置
35a、35b、35c 无级变速机
36 差动齿轮
38 发动机控制器
40 变换器
42 离合器控制器
44 CVT控制器
46 变换器
48 蓄电池控制器
50 混合动力控制器
52 驱动转矩·输出要求值计算装置
54 蓄电池SOC判断装置
56 电动行驶(E-drive)模式控制指令产生装置
58 混合动力行驶(HEV-drive)模式控制指令产生装置
60 发动机发动模式控制指令产生装置
62 离合器接合模式控制指令产生装置
64 加速器开度传感器
66 车速传感器
67 CVT输入速度传感器
具体实施方式
以下，参照附图对本发明的各实施例进行说明。
(实施例1)
图1中表示了适用本发明实施例1的混合动力系统的控制方法的车辆10。车辆10构成为四轮驱动式混合动力车，包括：内燃发动机12；用以将该内燃发动机的驱动力传递至前轮20L、20R的车轴的第1驱动系17a；蓄电池24；以及用于向后轮22L、22R的车轴供给电动力的第2驱动系27。
第1驱动系17a包括：为了实现使发动机12起动的转矩的供给以及利用来自该发动机12的转矩的发电这两者而与蓄电池24连接的起动马达·发电机(ISG)14；输入侧与该起动马达·发电机的输入轴连接的离合器16；以及与该离合器16的出入侧连接的动力传递机构18。动力传递机构18由作为速度比能够进行无级变化的装置构成的无级变速机35a、以及差动齿轮36构成。在实施例1的较佳实施方法中，无级变速机35a包括：与离合器16的输出侧连接的前后进及空档切换装置30(可切换为推进、空档及逆行的任一项)；无级变速装置(CVT)传送带32(对应于权利要求记载的“无级变速装置”)；以及齿轮装置34。在离合器16接合时，来自于发动机12的驱动力通过前后进及空档切换装置30传递至CVT输入轴31，通过CVT传送带32、CVT输出轴33、齿轮装置34以及差动齿轮36传递至前轮的车轴上。
第2驱动系27包括由蓄电池24供电的主马达26、以及设置在后轮的车轴上的差动齿轮28。来自主马达26的电动力通过差动齿轮28传递至后轮车轴上。另外，主马达26也可在再生时段(sequence)时进行发电，对蓄电池24充电。
图2中进一步表示了可执行实施例1的混合动力系统的控制方法的、图1的车辆10的控制系。另外，图2中，对与图1相同的构成要素标注同一符号。
如图2所示，车辆10的控制系包括：为控制发动机而执行必要控制的发动机控制器38；控制起动马达·发电机14的转数的变换器40；控制离合器16的接合、开放的离合器控制器42；用以控制CVT传送带32的速度比的CVT控制器44；用以控制蓄电池24的充放电的蓄电池控制器48；控制主马达26的转数的变换器46；通过管理·指令控制上述控制器及变换器来执行本发明实施例1的混合动力控制方法的混合动力控制器50。
图2中还表示了混合动力控制器50的功能方框图。根据该功能方框图所示，混合动力控制器50包括：根据来自加速器开度传感器64的加速器开度信号及来自车速传感器66的车速信号来计算驾驶员所要求的驱动转矩要求值及输出要求值的驱动转矩·输出要求值计算装置52；根据来自蓄电池控制器48的信号来判断蓄电池24的充电状态(SOC)的蓄电池SOC判断装置54；电动行驶(E-drive)模式控制指令产生装置56，其对应于判断的蓄电池24的充电状态(SOC)指令控制离合器42及变换器46从而在向电动行驶的切换及电动行驶时控制主马达26，且根据来自CVT输入速度传感器67的信号控制CVT传送带32的速度比；混合动力行驶(HEV-drive)模式控制指令产生装置58，其对应于判断的蓄电池24的充电状态(SOC)，指令由马达和发动机两者进行的混合行驶；为了控制发动机的起动而指令控制发动机控制器38及变换器40的发动机发动模式控制指令产生装置60；以及根据发动机的发动指令来指令离合器控制器42从而控制离合器的接合、开放的离合器接合模式控制指令产生装置62。
接下来，利用图3及图4的流程图对根据实施例1的混合动力控制方法进行处理的流程进行说明。
首先，在发动机12及ISG马达14停止、离合器16开放状态下，通过驱动主马达26使车辆10起步，图3的处理由此开始。
如图3所示，驱动转矩·输出要求值计算装置52检查来自加速器开度传感器64的信号并求出加速器开度Acc(步骤100)，检查来自车速传感器66的车速信号并求出车辆速度Vv(步骤102)。驱动转矩·输出要求值计算装置52将作为加速器开度Acc及车辆速度Vv的函数的转矩要求量T*的查询表103存储于存储器，检索该查询表103(步骤104)，计算对应于步骤100、102中求得的加速器开度Acc及车辆速度Vv的转矩要求量T*(步骤106)。然后，驱动转矩·输出要求值计算装置52单纯计算对应于转矩要求量T*的蓄电池24的功率要求量P*(步骤108)。
蓄电池SOC判断装置54检查蓄电池24的充电状态(SOC)、即相对于蓄电池24的最大充电量的充电量的比率，求出SOC(步骤110)，检查蓄电池24的温度求出蓄电池温度(步骤112)。
电动行驶模式控制指令产生装置56以步骤110中求得的SOC与步骤112中求得的蓄电池温度的函数来计算目前蓄电池24可供给的最大蓄电池功率S1，且根据步骤108中计算的功率要求量P*来计算目前蓄电池24所应该供给的功率P1(步骤114)。另外，功率P1由下式求得。
P1＝P*/效率E
这里所谓的效率E表示主马达26和变换器46能以多大的比率将蓄电池24供给的功率变换为转矩。
然后，电动行驶模式控制指令产生装置56根据步骤114中求得的S1及P1来判定仅靠主马达26的电动运转是否能够足以达到转矩要求量T*(步骤116)。该判定中，如图3的方框117所记载地，在下式(1)的条件成立时，仅靠电动运转就足够了。
转矩要求量T*＜马达26的最大转矩(马达速度)，且
P1＜可向马达26供给的最大功率，且
P1＜S1(1)
电动行驶模式控制指令产生装置56在判定为仅靠电动运转就足够时(步骤116肯定判定)，持续主马达26单独驱动后轮的电动运转模式(步骤118)。电动运转模式下，离合器16开放(步骤120)，ISG马达14停止(步骤122)，发动机12停止(步骤124)。另外，电动行驶模式控制指令产生装置56检查来自CVT输入速度传感器67的输出信号，求出CVT轴31的旋转速度Vt(步骤126)。
电动运转模式下，电动行驶模式控制指令产生装置56控制变换器46，以转矩要求量T*的转矩驱动控制马达26(步骤128)。此时，判定步骤126中求得的CVT轴31的旋转速度Vt是否小于要求的CVT输入轴速度I0(例如发动机空转转数)(步骤130)。若旋转速度Vt小于要求速度I0(步骤130肯定判定)，则返回步骤100，重复与上述相同的控制。
相对地，若CVT轴31的旋转速度Vt大于要求速度I0(步骤130否定判定)，则CVT控制器44控制CVT传送带32的速度比使得输入轴31的旋转速度Vt以最小能量损失状态变为速度I0(步骤132)。此时，在仅后轮被驱动的电动运转模式下，前轮20R、20L及动力传递机构18处于随车辆的移动被带动的状态。在此状态下，在通常的控制时，CVT的速度比和通常车的设定一样，对应于车速和加速器开度等，自动对应于变速样式变化，在车辆的速度实际上升时，CVT输入轴侧的旋转速度相应地升高。然而，本发明中，在此状态下，进行CVT的变速控制，使得CVT输入轴旋转速度到达预先设定的一定值I0附近。另外，其间，由于第1驱动系17a不产生驱动转矩，因此即使进行这种CVT的特别控制也不会对车辆的行驶产生任何影响。若执行CVT速度比控制，则返回步骤100，重复与上述相同的控制。
另一方面，在步骤116中，在判定为仅靠电动运转不足以达到转矩要求量T*时(步骤116否定判定)，转移至混合动力行驶模式控制指令产生装置58的混合动力运转模式(步骤140)。
接下来，利用图4对混合动力运转模式的流程进行说明。
如图4所示，在转移至混合动力运转模式后(步骤140)，转移至发动机起动工序(步骤152)。在发动机起动工序中，在离合器16开放的状态下(步骤154)，ISG马达14控制为动作启动(步骤156)，从而发动机12起动(步骤158)。
另外，与上述发动机起动工序并行地转移至混合动力运转模式后(步骤140)，在离合器16保持开放状态(步骤142)，后轮的电动运转继续进行(步骤144)。当然，该电动运转以对后轮的马达转矩小于转矩要求量T*的状态执行。此时，检查来自CVT输入速度传感器67的输出信号，求出CVT输入轴31的旋转速度Vt(步骤146)。判定步骤146中求得的CVT输入轴31的旋转速度Vt是否小于要求的CVT输入轴速度I0(例如发动机空转转数)(步骤148)。若CVT输入轴31的旋转速度Vt大于要求速度I0(步骤148肯定判定)，则控制CVT传送带32的速度比使得输入轴31的旋转速度Vt以最小能量损失状态变为速度I0(步骤150)。
控制使CVT输入轴的速度变为速度I0的期间，检查通过发动机起动工序(步骤152)而开始旋转的发动机12的空转速度，求出空转速度I1(步骤160)。
接下来，判定步骤160中求得的空转速度I1是否在一定的容许范围内与I0实质上相等(步骤162)。具体为判定以下不等式(2)成立与否。
I0-m＜I1＜I0+m    (2)
在此，m是设定的常数。
若上述不等式(2)成立(步骤162肯定判定)，转移至离合器接合工序(步骤164)。若上述不等式(2)不成立(步骤162否定判定)，返回图3的流程图的B点，再次从步骤100开始重复上述处理。
执行离合器接合工序后，再次检查来自CVT输入速度传感器67的输入信号，求出CVT输入轴31的旋转速度Vt(步骤166)。然后，判定发动机空转速度I1与步骤166中求得的CVT输入轴速度Vt的差是否收束在一定范围内(步骤168)。具体为判定以下不等式(3)成立与否。
-n＜I1-Vt＜+n    (3)
在此，n是设定的常数
若上述不等式(3)成立(步骤168肯定判定)，由于视为空转速度I1与CVT输入轴速度Vt事实上相等，因此，可不进行滑移控制地使离合器16接合(步骤170)。相对地，若上述不等式(3)不成立(步骤168否定判定)，由于略微残余有空转速度I1与CVT输入轴速度Vt的差，因此一边执行滑移控制、即一边以规定的时间常数使离合器压力上升，一边缓慢使离合器16接合(步骤172)。无论如何，根据本发明的实施例1，在发动机12的转数与通过CVT速度比控制实现的CVT输入轴31的转数实质上一致或转数的差较小的状态下使离合器16接合，因此可减轻离合器的滑动使得对离合器寿命的影响最小，且降低离合器接合的冲击。
离合器16接合后，发动机12的转矩通过动力传递机构18输出至前轮的车轴(步骤174)。由此，实现四轮驱动的混合动力行驶。然后，返回图3的流程图的B点，在此从步骤100开始重复上述处理。
利用图3及图4并结合图8的流程图对到达上述混合动力运转模式的控制的概略进行说明。
如图8所示，四轮驱动式混合动力系统中，在时刻t0车辆起步时，首先，在蓄电池的SOC(充电状态)、车速、加速器开度达到既定值前的期间内，驱动后轮的马达26来进行电力汽车行驶(t0～t5)。在最初的期间(t0～t2)内，发动机12停止，离合器16保持切断(t0～t4)，前轮驱动系不产生转矩，因此，前轮如实线302所示，处于对应于车辆的行驶被带动的状态。在此状态下，现有的CVT的速度比和通常车的设定一样，对应于车速和加速器开度等，自动对应于变速样式变化，在车辆的速度实际上升时，如虚线304所示，CVT输入轴侧的旋转速度相应地升高。然而，本发明中，在此状态下，规定的期间(t1～t4)，进行CVT的变速控制，使得CVT输入轴旋转速度到达预先设定的一定值(例如发动机空转转数)附近。其间，由于前轮驱动系不产生驱动转矩，因此即使进行这种CVT的特别控制也不会对车辆的行驶产生任何影响。
此状态下，然后，在蓄电池SOC、车速及加速器开度达到既定值时(时刻t2)，以该离合器保持切断的状态，驱动与发动机轴结合的马达(ISG)使发动机起动，如实线306所示，在发动机空转期间(t3～t5)内使其以一定旋转速度旋转。该发动机转数如实线300及306所示，与先前用CVT速度比控制来实现的CVT输入轴转数一致。因此，然后，即使在时刻t4使离合器瞬时连接，也不会发生离合器的滑动，可使对离合器寿命的影响最小，且降低离合器接合的冲击。还可使离合器的控制简略化并实现低成本化。而且，在时刻t5以后，若增加发动机的驱动力，可通过CVT流畅地驱动前轮。
(实施例2)
接下来，对本发明实施例2的混合动力系统的控制方法进行说明。实施例2可适用于图1所示的车辆10，可通过图2所示的控制系来实现。因此，实施例2使用与图1及图2所示的相同的构成要素来进行说明。另外，实施例2中新增加的功能可通过混合动力控制器50来实现。
实施例2的混合动力系统得控制方法中，到达电动行驶模式前的处理的流程按照图3的流程图来控制，在图3的步骤116的判定中转移至混合动力运转模式(步骤140)后的流程，与实施例1不同，按照图5所示的流程图。以下，利用图5来说明实施例2。
如图5所示，在转移至混合动力运转模式(步骤140)后，各自并列执行主要控制程序200、控制ISG马达14使发动机起动的ISG控制程序220、执行离合器16的接合进度的离合器控制程序240、以及控制CVT传送带32的速度比的CVT控制程序250。
在主要控制程序200中，持续进行利用主马达26的后轮的电动运转模式(步骤202)。该后轮的电动运转模式下，主马达26的转矩被控制为步骤106中求得的转矩要求量T*与主马达26的最大转矩中较小的一方(步骤204)。在该控制的期间，利用下述离合器控制程序240及ISG控制程序220，在离合器16开放的状态下，通过ISG马达的摇动，使发动机12起动并旋转。另一方面，CVT传送带32的输入轴31处于随车辆的前进被带动的状态。
在此，判定发动机12的发动机速度I2是否为CVT传送带32的输入轴速度Vt以上(步骤206)。实施例1中，比较发动机空转速度I1，但在实施例2中的发动机速度I2并不限定为空转速度，也可适用比其更高的速度。若发动机速度I2小于CVT输入轴速度Vt(步骤206否定判定)，则通过B点返回图3的步骤100，从最初开始再次执行同样的处理。若发动机速度I2为CVT输入轴速度Vt以上(步骤206肯定判定)，则转移至混合输出运转(步骤208)。另外，若步骤208的条件成立，则将要执行通过下述离合器控制程序240的步骤244的离合器接合进度以及通过CVT控制250的步骤258的CVT输入速度变更的进度。
在此，判定离合器16是否完全接合(步骤210)。若离合器16完全接合(步骤210肯定判定)，则发动机12的转矩通过动力传递机构18输出至前轮的车轴，实现四轮驱动的混合动力行驶。然后，返回图3的流程图的B点，再次从步骤100开始重复上述处理。若离合器16没有完全接合(步骤210否定判定)，则返回图3的流程图的B点，再次从步骤100开始重复上述处理。
在ISG控制程序220中，使ISG马达14动作启动，产生摇动(cranking)转矩(步骤222)。利用该摇动转矩使发动机12旋转，供给燃料，点火，以使发动机12起动(步骤224)。此时，为了在最小时间内得到最大加速，最好使油门全开使得发动机转矩保持最大转矩。发动机起动后，检查发动机12的速度，求出发动机速度I2(步骤226)。
然后，判定步骤226中求得的发动机速度I2是否为下述CVT控制250的步骤256中求得的CVT传送带32的输入轴速度Vt以上(步骤228)。若发动机速度I2小于CVT输入轴速度Vt(步骤228否定判定)，则ISG控制220终了。若发动机速度I2为CVT输入轴速度Vt以上(步骤228肯定判定)，则使ISG马达14停止(步骤230)。此时，ISG马达14给予发动机12的转矩实质上为零。
然后，判定发动机速度I2与CVT输入轴速度Vt的差是否为阈值Limit以上(步骤232)。若发动机速度I2与CVT输入轴速度Vt的差小于阈值Limit(步骤232否定判定)，则发动机速度I2与CVT输入轴速度Vt的差视为实际上不存在，使ISG控制程序220终了来执行离合器接合进度。若发动机速度I2与CVT输入轴速度Vt的差为阈值Limit以上(步骤232肯定判定)，则判定为发动机转数对于离合器接合过快，根据发动机速度I2与CVT输入轴速度Vt的差来计算为抑制发动机转数的上升速度所必需的负的减速转矩T＝-Tslow(步骤234)。负的减速转矩-Tslow是根据发动机全开转矩、CVT输入轴速度(根据下述步骤258的进度)、惯性(发动机侧、CVT输入侧)以及各自的速度变化(发动机侧、CVT输入侧、车辆速度)来计算的。
然后，使ISG马达14动作启动，进行控制使得产生步骤234中计算的负的转矩T＝-Tslow(步骤236)。该负的减速转矩T＝-Tslow作用于发动机12，从而抑制发动机转数的上升速度，发动机速度缓缓上升。随着车辆速度的上升，被带动的CVT输入轴31的速度也上升，但由于发动机的转数的上升速度被抑制，因此在某时刻，CVT输入轴的速度会赶上发动机转数。然后，使ISG控制程序220终了。另外，负的减速转矩-Tslow通过ISG马达的再生动作来产生。因此，此时多余的发动机输出作为电能储存于蓄电池。
离合器控制程序240中，最初进行控制以使离合器16开放(步骤242)。只有在该离合器开放状态与在ISG控制程序220的步骤228中发动机速度I2为CVT输入轴速度Vt以上的情况双方均成立时(AND243为真)，才依照规定的离合器接合进度使离合器16接合(步骤244)。另外，也可通过预测发动机旋转速度达到离合器接合时的目标速度的时间，并根据该时间调整接合的时机，从而变更离合器接合进度。然后，使离合器控制程序240终了。
在CVT控制程序250中，开始控制CVT的进度以达到摇动所需的目标速度I0(步骤252)，控制CVT速度比使得实际的CVT输入轴速度Vt与目标速度I0一致(步骤254)。该控制中，为使CVT的速度比与发动机接合时的目标速度吻合而变速为低速齿轮(使速度比增大)。此时，CVT的输入轴31的转数下降，储存于输入轴的动能通过CVT传送带32作为CVT输出轴33的转矩增加而出现。另外，要校正改变CVT的速度比时的转矩变化(通过输入轴的运动量变化)也可使用主马达26。
然后，检查CVT输入轴31的速度，求出CVT输入轴31的旋转速度Vt(步骤256)。求得的旋转速度Vt也在主要控制程序200的步骤206及ISG控制程序220的步骤228中被利用。在求得旋转速度Vt的情况与离合器控制程序240的AND操作符243为真的情况的两者均成立时(AND操作符257为真)，向着离合器接合，对达到目标速度I0的CVT速度比控制的进度做适当变更(步骤258)。预测发动机转速达到离合器接合时的目标速度的时间，为了在该时间内达到可接合的CVT输入速度而调整CVT速度比的时间变化样式，从而执行该进度的变更。然后，CVT控制程序250终了。
利用图5并结合图9的时刻表对到达上述混合动力运转模式的控制的概略进行说明。
图9中表示了CVT速度比、CVT输入、车辆速度及发动机速度的时间变化、以及、主马达转矩、ISG马达转矩、发动机转矩、轮胎所产生的力、离合器控制压力的时间变化。
在时刻S0，主马达转26以一定的转矩驱动开始，持续车辆速度一定的状态直到时刻S1(电动运转模式)。在该电动运转模式下，CVT速度比保持一定，从而CVT输入速度也一定。此时的CVT速度比调整为在CVT空转状态下损失为最小。
在时刻S1，根据驾驶员的加速要求使主马达的转矩增大。另外，ISG马达的转矩也为了发动机起动而增加转矩，开始摇动。在摇动模式的后半，发动机起动，利用自身产生的转矩使转数急剧上升。如实线390所示，ISG马达转矩急剧增加，然后，在摇动模式的大部分的期间内，维持一定转矩。与此同时，主马达的转矩也如实线392所示地增大，然后维持一定。另一方面，在摇动模式下，CVT速度比如实线394所示地下降，从而CVT输入速度如实线396所示地减少，从而为达到目标速度I0。
在摇动模式下，发动机12起动，如实线398所示，控制为从摇动模式的后半以后开始发动机转矩急剧增加，与此同时发动机速度增大。发动机最好以全开转矩控制。由此，在极短时间内，发动机速度在时刻S2到达CVT输入速度，并在该时刻以后超越。
从时刻S2开始，如实线416所示，进行离合器控制(例如离合器位置)，转移至离合器接合模式(在摇动模式下打开，变为接合准备阶段)。由于在离合器接合模式下边使发动机速度上升边进行能够取得更大的在转移至混合动力模式时的输出(速度×转矩)，因此，使CVT的速度比一点点增大地变化，使CVT输入速度上升(实线406)。另一方面，由于判断为发动机起动，因此使ISG马达转矩为零(实线412)以进一步抑制发动机速度上升。此时，若发动机速度与CVT输入速度的差过大(虚线402与实线406)，则为了抑制发动机速度的上升而从ISG马达给予负的转矩(虚线414)，控制变为实线404。通过该控制，CVT输入速度与发动机速度的差不会变为设定值以上。
在时刻S3，发动机速度与CVT输入速度大致一致，离合器的连接完成。然后，在离合器控制压力保持一定的状态下，车辆以最大输出功率4轮驱动的混合动力运转行驶。由此，实现从马达的正常运转向发动机起动后的混合动力行驶的流畅的转化。
另外，可在时刻S3预测发动机速度与CVT输入速度大致一致，通过调整离合器速度比控制的进度(实线400)以及离合器压力的控制进度(实线416)，从而更迅速地完成接合。另外，若设置有可测量离合器的转矩的装置，则根据离合器转矩与发动机全开转矩的差来精确预测发动机旋转上升率，因此可更早地调整ISG马达的转矩。
根据实施例2，不是被动地等到发动机速度与CVT输入速度大致一致的时刻，而是在将ISG马达的负荷给予在最大转矩附近旋转的发动机，使得发动机速度接近目标值的同时，进行使CVT速度比接近目标值的动作，因此，可使从马达行驶向混合动力行驶转移时的初期加速延迟为最小。而且，在这样的离合器接合的过渡状态下，也能够使离合器滑动量最小，从而降低离合器要求热量。
在上述实施例1、2中，如图1所示，前轮侧设有用发动机驱动的第1驱动系17，后轮侧设有具有主马达26的第2驱动系27，然而，也可在前轮侧(或后轮侧)设置用内燃发动机及主马达两者来驱动的驱动系，使后轮侧(或前轮侧)为非驱动。此类代替实施例在图6及图7中表示。另外，在图6及图7中，对于与图1相同的构成要素标注同一符号并省略详细说明。
根据图6的代替实施例，在驱动系17b中，与CVT输出轴33同轴地连接有主马达26，省略了离合器16。发动机12与CVT输入轴31之间的断续及接合的离合动作可由设置于前后进及空档切换装置30的离合器70的动作来代用。图6的实施例中，与ISG马达·发电机14的输出侧连接的前后进及空档切换装置30、无级变速装置(CVT)传送带32以及齿轮装置34构成无级变速机35b。
根据图7的代替实施例，在驱动系17c中，主马达26与CVT输出轴33的副轴74连接。另外，取消了前后进及空档切换装置30，配置有F/W缓冲离合器76。图7的实施例中，无级变速装置(CVT)传送带32以及齿轮装置34构成无级变速机35c。
另外，上述实施例1、2中，在电动行驶模式下，无级变速装置处于随前轮被带动的状态，然而在图6、图7的实施例中，在电动行驶模式下，CVT输出轴利用主马达26同时转动，对应于CVT的齿轮比CVT输入轴也回转。
以上是本发明的各实施例，但本发明并不限定于上述例子，可在权利要求书划定的本发明的范围内作任意适当的变更。例如，在图1的结构中，在前轮侧设置用发动机驱动的第1驱动系17，在后轮侧设置具有主马达26的第2驱动系27，但也可以在前轮侧设置具有主马达26的第2驱动系27，在后轮侧设置用发动机驱动的第1驱动系17。另外，在图6及图7的结构中，说明了将驱动系17b及17c设置于前轮侧的情况，但也可设置于后轮侧。

Claims (12)

1.一种混合动力车的控制方法，其特征在于，
所述混合动力车包括：内燃发动机；用以电动驱动该混合动力车的驱动用电动装置；设置在该内燃发动机的输出轴和第1驱动轮的车轴之间的无级变速装置；设置在所述内燃发动机的所述输出轴和该无级变速装置的输入轴之间的离合装置；以及与所述内燃发动机的输出轴同轴地连接的起动用电动装置，
所述控制方法执行下述各工序：
根据所述混合动力车仅靠所述驱动用电动装置来行驶的状态来判定是否应该增加所述内燃发动机的驱动力，
在判定为应该增加所述内燃发动机的驱动力时，
在所述离合装置开放的状态下使用所述起动用电动装置使所述内燃发动机起动，
控制所述无级变速装置的速度比，使得所述无级变速装置的输入轴的旋转速度达到目标接合速度，
检测所述内燃发动机的输出轴的旋转速度，
检测所述无级变速装置的输入轴的旋转速度，
在检测出的所述内燃发动机的输出轴的旋转速度达到检测出的所述无级变速装置的输入轴的旋转速度以上、且检测出的所述内燃发动机的输出轴的旋转速度与检测出的所述无级变速装置的输入轴的旋转速度的差为阈值以上时，将所述起动用电动装置的负荷施加于所述内燃发动机，执行用以使所述离合装置接合的动作。
2.如权利要求1所述的混合动力车的控制方法，其特征在于，所述起动用电动装置的负荷根据所述内燃发动机的输出轴的旋转速度与所述无级变速装置的输入轴的旋转速度之差来调整。
3.如权利要求2所述的混合动力车的控制方法，其特征在于，所述起动用电动装置的负荷通过控制该起动用电动装置产生零转矩或负转矩来调整。
4.如权利要求1所述的混合动力车的控制方法，其特征在于，还包括在所述内燃发动机的输出轴的旋转速度达到所述无级变速装置的输入轴的旋转速度以上时，调整所述无级变速装置的控制动作以趋向所述目标接合速度的工序。
5.如权利要求1所述的混合动力车的控制方法，其特征在于，在使所述内燃发动机起动的工序中，使该内燃发动机以最大功率驱动。
6.如权利要求1所述的混合动力车的控制方法，其特征在于，所述目标接合速度设定为所述内燃发动机的空转速度。
7.如权利要求1所述的混合动力车的控制方法，其特征在于，在所述判定工序中，若驾驶员的要求转矩量超过所述驱动用电动装置能够达成的转矩，则判定为应增加所述内燃发动机的驱动力。
8.如权利要求1所述的混合动力车的控制方法，其特征在于，还包括在所述判定工序中，即使在判定为无需增加所述内燃发动机的驱动力时，也控制所述无级变速装置的速度比，使得所述无级变速装置的输入轴的旋转速度达到目标接合速度的工序。
9.如权利要求1所述的混合动力车的控制方法，其特征在于，所述驱动用电动装置与不同于所述第1驱动轮的车轴的第2驱动轮的车轴连结。
10.如权利要求9所述的混合动力车的控制方法，其特征在于，所述混合动力车是具有所述第1驱动轮和所述第2驱动轮的四轮驱动车。
11.如权利要求1所述的混合动力车的控制方法，其特征在于，所述混合动力车还包括：设置于所述无级变速装置的所述内燃发动机输出侧的前后进及空档切换装置；以及设置于所述无级变速装置的所述第1驱动轮的车轴侧的齿轮装置，
所述离合装置至少由设置于所述前后进及空档切换装置内的离合器来实现，
所述驱动用电动装置与所述无级变速装置的输出轴同轴地连结。
12.如权利要求1所述的混合动力车的控制方法，其特征在于，所述混合动力车还包括设置于所述无级变速装置的输出轴与所述第1驱动轮的车轴之间、且具备所述无级变速装置的输出轴的副轴的齿轮装置，
所述驱动用电动装置与所述副轴同轴地连结。
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