CN103269934A - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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Publication number
CN103269934A
CN103269934A CN2011800624512A CN201180062451A CN103269934A CN 103269934 A CN103269934 A CN 103269934A CN 2011800624512 A CN2011800624512 A CN 2011800624512A CN 201180062451 A CN201180062451 A CN 201180062451A CN 103269934 A CN103269934 A CN 103269934A
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clutch
mentioned
engine
motor
slip
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CN2011800624512A
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CN103269934B (zh
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高村裕
芦泽裕之
谷岛香织
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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Abstract

在存在因加速增加而产生的发动机启动且第二离合器的滑动极性为负时减少发动机启动冲击。混合动力车辆的控制装置具备发动机(1)、电动发电机马达(2)、第一离合器(4)、第二离合器(5)以及启动开始允许控制单元(图13)。第一离合器(4)安装在发动机(1)与电动发电机(2)之间，在将电动发电机(2)作为启动马达的发动机启动时第一离合器(4)接合。第二离合器(5)安装在电动发电机(2)与轮胎(7、7)之间，在发动机启动时第二离合器(5)滑动接合。在发动机启动请求是因加速踏板开度的增加而产生的驱动力请求且第二离合器的滑动极性为负的情况下，启动开始允许控制单元(图13)在滑动极性变为正之前使发动机(1)的启动的开始等待。

Description

混合动力车辆的控制装置
技术领域
本发明涉及在一个马达两个离合器的传动系中按照发动机启动请求开始发动机启动控制的混合动力车辆的控制装置。
背景技术
以往，在具有一个马达两个离合器的传动系的混合动力车辆中，已知如下一种混合动力车辆：在伴随因加速踏板踩踏操作导致的加速增加而请求从“EV模式”切换为“HEV模式”、并基于该切换请求来启动发动机时，在第二离合器CL2正要滑动之前开始第一离合器CL1的接合，一边使第二离合器CL2滑动一边实施发动机启动(例如参照专利文献1)。
专利文献1：日本特开2007-69817号公报
发明内容
发明要解决的问题
在具有一个马达两个离合器的传动系的混合动力车辆中，在因脚离开加速踏板引起的滑行状态(Coasting state)的EV行驶期间，例如在μ滑动控制中、变速控制中有时一边使第二离合器CL2进行负滑动一边实现滑行驱动力。在此，“μ滑动控制(微滑动控制)”是指为了在EV行驶中减小摩擦扭矩而使第二离合器CL2略微滑动的控制。
然而，在以往的混合动力车辆的控制装置中，设为当存在发动机启动请求时立即开始发动机的启动的结构。因此，在开始启动之后，当第二离合器CL2的滑动极性从负切换为正时，由于零交叉而第二离合器CL2暂时不滑动。其结果是存在以下问题：不能遮断由第一离合器CL1的接合引起的输入扭矩的变动，有可能产生发动机启动冲击。
本发明是着眼于上述问题而完成的，其目的在于提供一种能够在存在因加速增加而产生的发动机启动且第二离合器的滑动极性为负时减少发动机启动冲击的混合动力车辆的控制装置。
用于解决问题的方案
为了实现上述目的，设为本发明的混合动力车辆的控制装置具备发动机、马达、第一离合器、第二离合器以及启动开始允许控制单元。上述第一离合器安装于上述发动机与上述马达之间，在将上述马达作为启动马达的发动机启动时上述第一离合器接合。上述第二离合器安装于上述马达与驱动轮之间，在上述发动机启动时上述第二离合器滑动接合。在上述发动机启动请求是因加速踏板开度的增加而产生的驱动力请求且上述第二离合器的滑动极性为负的情况下，上述启动开始允许控制单元在上述第二离合器的滑动极性变为正之前使上述发动机的启动的开始等待。
发明的效果
由此，在发动机启动请求是因加速踏板开度的增加而产生的驱动力请求且第二离合器的滑动极性为负的情况下，启动开始允许控制单元进行以下控制：在上述第二离合器的滑动极性变为正之前使发动机的启动的开始等待。
即，在按照发动机启动请求实施了发动机启动控制的情况下第二离合器的滑动极性从负切换为正时，由于零交叉而第二离合器暂时成为无滑动的离合器接合状态，伴随发动机启动而发生变动的输入扭矩的遮断效果降低。与此相对地，在存在因加速增加产生的发动机启动请求且第二离合器的滑动极性为负时，考虑输入扭矩的遮断效果降低的情况而等待发动机的启动的开始。由此，通过等到第二离合器的滑动极性变为正来开始启动，能够减少发动机启动冲击。
其结果是，在存在因加速增加产生的发动机启动且第二离合器的滑动极性为负时，能够减少发动机启动冲击。
附图说明
图1是表示应用了实施例1的控制装置的混合动力车辆的传动系的传动系结构图。
图2是表示应用了实施例1的控制装置的混合动力车辆的控制系统的控制系统结构图。
图3是表示实施例1的整合控制器的运算框图。
图4是表示实施例1的控制装置所使用的目标正常扭矩对应表(a)和MG辅助扭矩对应表(b)的对应图。
图5是表示实施例1的控制装置所使用的发动机启动停止线对应表的对应图。
图6是表示与实施例1的控制装置所使用的电池SOC相对的行驶中请求发电输出的特性图。
图7是表示实施例1的控制装置所使用的发动机的最佳燃料消耗线的特性图。
图8是表示实施例1的自动变速机的变速线的一例的变速对应图。
图9是表示由实施例1的整合控制器执行的整合控制运算处理的结构和流程的流程图。
图10是表示在图9的步骤S05中执行的目标行驶模式运算处理中的目标行驶模式转换的一例的目标行驶模式图。
图11是表示在图9的步骤S06中执行的过渡行驶模式运算处理的一例的运算框图。
图12是表示在图9的步骤S08中执行的目标输入扭矩运算处理的一例的运算框图。
图13是表示在图9的步骤S05中执行的启动开始允许判断运算处理的结构和流程的流程图。
图14是表示在比较例中，在EV行驶期间一边使CL2进行负滑动一边实现滑行驱动力时存在因加速增加而产生的发动机启动请求的情况下的加速踏板开度、车速、前后G、扭矩(马达扭矩、发动机扭矩、目标驱动扭矩)、转速(输出轴转速、马达转速)、CL1冲程、马达控制模式的各特性的时间图。
图15是表示在实施例1中，在EV行驶期间一边使CL2进行负滑动一边实现滑行驱动力时存在因加速增加而产生的发动机启动请求的情况下的加速踏板开度、车速、前后G、扭矩(马达扭矩、发动机扭矩、目标驱动扭矩)、转速(输出轴转速、马达转速)、CL1冲程、马达控制模式的各特性的时间图。
具体实施方式
下面，基于附图所示的实施例1来说明用于实现本发明的混合动力车辆的控制装置的最佳的方式。
实施例1
首先，说明结构。
图1表示应用了实施例1的控制装置的混合动力车辆的传动系。下面，基于图1说明传动系结构。
如图1所示，实施例1的混合动力车辆的传动系具备发动机1、电动发电机2(马达)、自动变速机3、第一离合器4、第二离合器5、差动齿轮6以及轮胎7、7(驱动轮)。
实施例1的混合动力车辆是具备发动机和一个马达两个离合器的传动系结构，作为行驶模式，具有将第一离合器4接合而得到的“HEV模式”、将第一离合器4分离而得到的“EV模式”以及使第二离合器5为滑动接合状态来行驶的“WSC模式”。
上述发动机1的输出轴与电动发电机2(简称为MG)的输入轴经由扭矩容量可变的第一离合器4(简称为CL1)相连接。
上述电动发电机2的输出轴与自动变速机3(简称为AT)的输入轴相连接。
在上述自动变速机3的输出轴上经由差动齿轮6连接有轮胎7、7。
上述第二离合器5(简称为CL2)使用了由扭矩容量可变的离合制动器形成的接合元件中的一个，该离合器制动器负责根据自动变速机3的档位状态而不同的变速机内的动力传递。由此，自动变速机3将经由第一离合器4输入的发动机1的动力和从电动发电机2输入的动力进行合成并输出到轮胎7、7。
对于上述第一离合器4和上述第二离合器5，例如使用能够用比例电磁阀连续控制油流量和油压的湿式多片离合器等即可。在该传动系中，与第一离合器4的连接状态相应地存在两种运转模式，在第一离合器4的断开状态下是仅利用电动发电机2的动力行驶的“EV模式”，在第一离合器4的连接状态下是利用发动机1和电动发电机2的动力行驶的“HEV模式”。
而且，在传动系中设置有用于检测发动机1的转速的发动机旋转传感器10、用于检测电动发电机2的转速的MG旋转传感器11、用于检测自动变速机3的输入轴转速的AT输入旋转传感器12以及用于检测自动变速机3的输出轴转速的AT输出旋转传感器13。
图2表示应用了实施例1的控制装置的混合动力车辆的控制系统。下面，基于图2说明控制系统结构。
如图2所示，实施例1的控制系统具备整合控制器20、发动机控制器21、马达控制器22、逆变器8、电池9、电磁阀14、电磁阀15、加速踏板开度传感器17、CL1冲程传感器23以及SOC传感器16。
上述整合控制器20对传动系结构元件的运转点进行整合控制。利用该整合控制器20选择能够与加速踏板开度APO、电池充电状态SOC以及车速VSP(与自动变速机输出轴转速成比例)相应地实现运转者所期望的驱动力的运转模式。而且，向马达控制器22指示目标MG扭矩或者目标MG转速，向发动机控制器21指示目标发动机扭矩，向电磁阀14、15指示驱动信号。
上述发动机控制器21控制发动机1。上述马达控制器22控制电动发电机2。上述逆变器8驱动电动发电机2。上述电池9蓄积电能。上述电磁阀14控制第一离合器4的油压。上述电磁阀15控制第二离合器5的油压。上述加速踏板开度传感器17检测加速踏板开度(APO)。上述CL1冲程传感器23检测第一离合器4(CL1)的离合器活塞的冲程。上述SOC传感器16检测电池9的充电状态。
图3是表示实施例1的整合控制器20的运算框图。下面，基于图3说明整合控制器20的结构。
如图3所示，上述整合控制器20具备目标驱动扭矩运算部100、模式选择部200、目标发电输出运算部300、运转点指令部400以及变速控制部500。
上述目标驱动扭矩运算部100使用图4的(a)所示的目标正常驱动扭矩对应表和图4的(b)所示的MG辅助扭矩对应表，根据加速踏板开度APO和车速VSP来计算目标正常驱动扭矩和MG辅助扭矩。
上述模式选择部200使用以图5所示的每个车速的加速踏板开度而设定的发动机启动停止线对应表来运算运转模式(HEV模式、EV模式)。发动机启动线和发动机停止线被设定为如下特性：如发动机启动线(SOC高、SOC低)和发动机停止线(SOC高、SOC低)的特性所代表那样，随着电池SOC变低，朝向加速踏板开度APO变小的方向下降。
在此，在发动机启动处理中，在选择了“EV模式”的状态下加速踏板开度APO超过图5所示的发动机启动线时间点，控制第二离合器5的扭矩容量以使第二离合器5滑动。而且，在判断为第二离合器5开始滑动之后开始第一离合器4的接合使发动机旋转上升。如果发动机旋转达到能够初燃的转速则使发动机1进行燃烧动作，当马达转速与发动机转速接近时第一离合器4完全接合。之后，使第二离合器5锁止并转换为“HEV模式”。
上述目标发电输出运算部300使用图6所示的行驶中发电请求输出对应表，根据电池SOC来运算目标发电输出。另外，对从当前的运转点到图7所示的最佳燃料消耗线为止提高发动机扭矩所需的输出进行运算，将比上述目标发电输出少的输出作为请求输出并与发动机输出相加。
在上述运转点指令部400输入加速踏板开度APO、目标正常扭矩、MG辅助扭矩、目标模式、车速VSP以及请求发电输出。然后，上述运转点指令部400将这些输入信息作为运转点到达目标，来运算过渡性的目标发动机扭矩、目标MG扭矩、目标CL2扭矩容量、目标变速比、CL1电磁阀电流指令。
上述变速控制部500根据目标CL2扭矩容量和目标变速比，来对自动变速机3内的电磁阀进行驱动控制以实现该目标CL2扭矩容量和目标变速比。图8表示在变速控制中使用的变速线对应表的一例。根据车速VSP和加速踏板开度APO来判断从当前的变速级到下一个次变速级变了几级，如果存在变速请求则控制变速离合器来进行变速。
图9表示由实施例1的整合控制器20执行的整合控制运算处理的结构和流程。下面，说明图9的各步骤。
在步骤S01中从各控制器接收数据，在下一个步骤S02中读入传感器值，取入之后的运算所需的信息。
在步骤S03中，在步骤S02中读入传感器值之后，与车速VSP、加速踏板开度APO以及制动器制动力相应地运算目标驱动扭矩，进入步骤S04。
在步骤S04中，在步骤S03中运算出目标驱动扭矩之后，与目标驱动扭矩、电池SOC、加速踏板开度APO、车速VSP、路面坡度等车辆状态相应地选择目标行驶模式，进入步骤S06。
作为参考，图10表示将“EV模式”、“HEV模式”、“WSC模式”互相转换的目标行驶模式的要点。在该步骤S04的运算中，在选择了从“EV模式”向“HEV模式”或“WSC模式”进行模式转换的情况下实施发动机启动。
在步骤S05中，在步骤S04中运算出目标行驶模式之后，判断是否允许开始进行基于马达转速控制的发动机启动，进入步骤S06(参照图13)。
在此，在发动机启动请求为包括加速踏板开度在内的驱动力请求且第二离合器5(CL2)的滑动极性为负的情况下，在滑动极性变为正之前使发动机启动等待。基于图13在后面详细地叙述。
在步骤S06中，在步骤S05中的启动开始允许判断运算之后，进行与发动机启动时的第一离合器4(CL1)、第二离合器5(CL2)的状态相应地选择马达控制模式、发动机启动定时这样的过渡行驶模式的运算，进入步骤S07(参照图11)。
如图11所示，关于过渡行驶模式的运算，是与第一离合器4(CL1)、第二离合器5(CL2)的滑动状态、发动机完全燃烧状态相应地切换各设备状态并管理行驶状态。
在本运算中，参照在步骤S05中判断出的启动开始允许标志来决定马达转速控制。并且，当输入扭矩的极性为正时，开始第一离合器4(CL1)的接合。其理由是虽然能够基于|输入扭矩|>离合器扭矩容量来判断是滑动还是不滑动，但由于想要使启动进行正滑动，因此在判断为第二离合器5(CL2)滑动的朝向为正之后开始第一离合器4(CL1)的接合。
在步骤S07中，在步骤S06中的过渡行驶模式运算之后，与在步骤S05中决定的行驶状态和马达控制状态相应地运算目标输入转速，进入步骤S08。
在此，在发动机启动过程中的启动时进行控制，以维持第二离合器5(CL2)的滑动。在判断为发动机1完全燃烧之后进行控制，以使第二离合器5(CL2)的滑动收敛。
在步骤S08中，在步骤S07中的目标输入转速运算之后，运算考虑到目标驱动扭矩和各种设备保护的目标输入扭矩，进入步骤S09(参照图12)。
在启动发动机时，为了使第二离合器5(CL2)易于滑动，如图12所示那样对目标驱动扭矩加上CL2滑动促进扭矩。此时，通过一边使CL2扭矩容量降低一边进行本运算，来积极地生成实际输入扭矩>第二离合器扭矩容量的状态，由此促进滑动。
在步骤S09中，在步骤S08中的目标输入扭矩运算之后，考虑在步骤S08中计算出的目标输入扭矩和发电请求，来决定针对发动机1和电动发电机2的扭矩分配，计算出各自的目标值，进入步骤S10。
在步骤S10中，在步骤S09中运算出目标发动机扭矩/马达扭矩之后，与通过步骤S06的过渡行驶模式运算而决定的指示相应地运算第一离合器4(CL1)的目标离合器扭矩容量，进入步骤S11。
在步骤S11中，在步骤S10运算出目标离合器1扭矩容量之后，与通过步骤S06决定的行驶状态、CL2滑动转速相应地运算第二离合器5(CL2)的目标离合器扭矩容量，进入步骤S12。
在步骤S12中，在步骤S11中运算出目标离合器2扭矩容量之后，向各控制器发送数据，进入结束。
图13表示在图9的步骤S05中执行的启动开始允许判断运算处理的结构和流程。(启动开始允许控制单元)。下面，说明图13的各步骤。此外，在EV行驶时开始该处理。
在步骤S101中，判断目标行驶模式是否为“HEV模式”或者“WSC模式”。在“是”(在HEV、WSC模式下存在发动机启动请求)的情况下进入步骤S103，在“否”(在EV模式下不存在发动机启动请求)的情况下进入步骤S102。
也就是说，在EV行驶中目标行驶模式切换为“HEV模式”或者“WSC模式”的情况下，发出因加速增加而产生的发动机启动请求。
在步骤S102中，在步骤S101中判断为在EV模式下不存在发动机启动请求、或者在步骤S103中判断为在EV行驶中进行负滑动、或者在步骤S104中判断为输入扭矩≤0、或者在步骤S105中判断为CL2滑动>阈值未经过规定时间，之后将启动开始允许标志设定为关(OFF)，进入结束。
在步骤S103中，在步骤S101中判断为在HEV、WSC模式下存在发动机启动请求之后，判断在EV行驶中是否为正滑动。在“是”(在EV行驶中为正滑动)的情况下进入步骤S104，在“否”(在EV行驶中为负滑动)的情况下进入步骤S102。
在步骤S104中，在步骤S103中判断为在EV行驶中为正滑动之后，判断输入扭矩是否为输入扭矩>0。在“是”(输入扭矩>0)的情况下进入步骤S105，在“否”(输入扭矩≤0)的情况下进入步骤S102。
在步骤S105中，在步骤S104中判断为输入扭矩>0之后，判断CL2滑动>阈值(正)是否经过了规定时间。在“是”(CL2滑动>阈值经过规定时间)的情况下进入步骤S106，在“否”(CL2滑动>阈值未经过规定时间)的情况下进入步骤S102。
在步骤S106中，在步骤S105中判断为CL2滑动>阈值经过了规定时间之后，将启动开始允许标志从启动开始允许标志=关(OFF)改写为启动开始允许标志=开(ON)，进入结束。
接着，说明作用。
首先，对“比较例的问题”进行说明。接着，将实施例1的混合动力车辆的控制装置的作用分为“启动开始允许判断运算处理作用”和“启动开始允许控制作用”来进行说明。
[关于比较例的问题]
将如下例子设为比较例(图14)：在EV行驶中一边使CL2进行负滑动一边实现滑行驱动力时存在因加速增加而产生的发动机启动请求的情况下，响应于发动机启动请求立即开始启动。
在从图14的时刻t1至时刻t2的因脚离开加速踏板而引起的滑行状态下，当仍然维持μ滑动控制来进行EV行驶时，在时刻t1至时刻t2的中途时间点第二离合器CL2从正滑动(马达转速>输出轴转速)向负滑动(马达转速<输出轴转速)切换。也就是说，一边使第二离合器CL2进行负滑动一边实现滑行驱动力。
但是，在时刻t2开始加速踏板踩踏操作，之后当在时刻t3发出发动机启动请求时，如图14的箭头A所示，第二离合器CL2仍为负滑动。当以该状态响应于发动机启动请求并立即开始发动机的启动时，在启动开始后不久，在第二离合器CL2的滑动极性从负切换为正的图14的箭头B所示的区域成为零交叉状态(马达转速=输出轴转速)。在该零交叉状态下，第二离合器CL2的输入转速与输出转速相同并且第二离合器CL2成为接合状态，第二离合器CL2暂时无滑动。
其结果是，当伴随第一离合器CL1的接合而导致马达扭矩(输入扭矩)发生变动时(图14的箭头C)，不能够通过第二离合器CL2的滑动接合来发挥变动扭矩的遮断效果，变动扭矩经由第二离合器CL2被直接传递到驱动轮。因此，如图14的箭头D所示，前后G发生变动，产生发动机启动冲击。
[启动开始允许判断运算处理作用]
在EV行驶中、目标行驶模式维持“EV模式”期间，在图13的流程图中反复进行进入步骤S101→步骤S102→结束的流程，在步骤S102中，启动开始允许标志仍被设定为启动开始允许标志=关(OFF)。
而且，即使在EV行驶中目标行驶模式变为“HEV模式”、“WSC模式”且存在发动机启动请求，只要在第二离合器5(CL2)的滑动极性为负的期间就在图13的流程图中反复进行进入步骤S101→步骤S103→步骤S102→结束的流程。也就是说，在步骤S102中，仍维持启动开始允许标志=关(OFF)的设定。
而且，即使第二离合器5(CL2)的滑动极性变为正，在输入扭矩≤0期间也在图13的流程图中反复进行进入步骤S101→步骤S103→步骤S104→步骤S102→结束的流程。也就是说，在步骤S102中，仍维持启动开始允许标志=关(OFF)的设定。
而且，即使在第二离合器5(CL2)的滑动极性为正且输入扭矩>0，在到CL2滑动>阈值经过规定时间之前的期间，也在图13的流程图中反复进行进入步骤S101→步骤S103→步骤S104→步骤S105→步骤S102→结束的流程。也就是说，在步骤S102中，仍维持启动开始允许标志=关(OFF)的设定。
而且，当第二离合器5(CL2)的滑动极性为正、输入扭矩>0且CL2滑动>阈值经过规定时间之类的各条件成立时，在图13的流程图中反复进行进入步骤S101→步骤S103→步骤S104→步骤S105→步骤S106→结束的流程。也就是说，在步骤S106中，启动开始允许标志从启动开始允许标志=关(OFF)切换为启动开始允许标志=开(ON)。
实施例1的启动开始允许控制以下述各点为特征。
(a)在步骤101中，在EV行驶中目标行驶模式变为“HEV模式”、“WSC模式”时，在第二离合器5(CL2)的滑动极性为负的情况下，在滑动极性变为正之前使发动机1的启动的开始等待。
(b)在步骤101中，当伴随目标行驶模式的变更而存在发动机启动请求时，将对目标驱动扭矩追加第二离合器5(CL2)的滑动促进扭矩而得到的扭矩设定为目标输入扭矩。
(c)在步骤S103中，当第二离合器5(CL2)的滑动极性为正并且驱动扭矩的极性为正时，开始电动发电机2的马达转速控制。
(d)在步骤S104中，当输入扭矩的极性为正时，开始第一离合器4(CL1)的接合。
[启动开始允许控制作用]
基于图15的流程图说明实施例1中的启动开始允许控制作用，该图15表示在EV行驶中一边使CL2进行负滑动一边实现滑行驱动力时，存在因加速增加而产生的发动机启动请求的情况下的各特性。
当在从图15的时刻t1至时刻t2的因脚离开加速踏板而引起的滑行状态下仍维持μ滑动控制来进行EV行驶时，在时刻t1至时刻t2的中途时间点第二离合器CL2从正滑动(马达转速>输出轴转速)切换为负滑动(马达转速<输出轴转速)。也就是说，一边使第二离合器CL2进行负滑动一边实现滑行驱动力。
但是，在时刻t2开始加速踏板踩踏操作，之后当在时刻t3发出发动机启动请求时，如图15的箭头E所示，第二离合器CL2仍为负滑动。当该第二离合器CL2为负滑动时，等待发动机1的启动开始。而且，当在图15的箭头F所示的区域内第二离合器CL2的滑动极性从负切换为正并且驱动扭矩的极性为正时，如图15的马达控制模式特性所示那样开始马达转速控制。而且，当在图15的箭头G所示的区域内输入扭矩的极性为正时，如图15的箭头H所示的区域内的CL1冲程特性所示那样开始第一离合器4(CL1)的接合。这样，第二离合器5(CL2)的滑动极性为正且输入扭矩>0这样的条件成立，之后当成为CL2滑动>阈值经过规定时间这样的条件成立的时刻t4时，启动开始允许标志为开(ON)，不受任何限制地实施发动机启动控制。
其结果是，即使伴随第一离合器CL1的接合而马达扭矩(输入扭矩)发生变动，也能够通过第二离合器CL2的滑动接合来发挥变动扭矩的遮断效果，通过第二离合器CL2来遮断变动扭矩。因此，如图15的箭头I所示，能够抑制前后G的变动，减少发动机启动冲击。
如上所述，在实施例1中，采用以下结构：在发动机启动请求是由加速踏板开度的增加产生的驱动力请求且第二离合器5(CL2)的滑动极性为负的情况下，在滑动极性变为正之前使发动机1的启动的开始等待。
即，当在第二离合器5(CL2)的滑动极性为负时立即开始启动时，则由于零交叉而第二离合器5(CL2)暂时无滑动，考虑降低输入扭矩的遮断效果的情况来等待启动的开始。
因而，在第二离合器5(CL2)的滑动极性为负的期间，通过等待启动的开始能够减少发动机启动冲击。
在实施例1中，采用以下结构：当第二离合器5(CL2)的滑动极性为正并且驱动扭矩的极性为正时，开始电动发电机2的马达转速控制。
即，当第二离合器5(CL2)的滑动极性从负变为正并且驱动扭矩的极性为正时，能够消除使输入扭矩的遮断效果降低的零交叉因素。
因而，通过消除使输入扭矩的遮断效果降低的零交叉因素，能够可靠地减少发动机启动冲击。
在实施例1中，采用当输入扭矩的极性为正时开始第一离合器4(CL1)的接合的结构。
即，不仅考虑马达扭矩和第二离合器5(CL2)的扭矩容量的绝对值的大小关系，还考虑第二离合器5(CL2)的滑动后的滑动转速的极性，来开始第一离合器4(CL1)的接合。
因而，通过消除使输入扭矩的遮断效果降低的第二离合器5(CL2)的滑动转速极性因素，能够可靠地减少发动机启动冲击。
在实施例1中，采用以下结构：当伴随目标行驶模式的变更而存在发动机启动请求时，将对目标驱动扭矩追加第二离合器5(CL2)的滑动促进扭矩而得到的扭矩设定为目标输入扭矩。
即，通过追加滑动促进扭矩，即使在油压控制精度低的低扭矩区域也能够可靠地使第二离合器5(CL2)滑动。
因而，通过对使输入扭矩的遮断效果降低的第二离合器5(CL2)促进滑动，即使在低扭矩区域中的发动机启动时也能够可靠地减少发动机启动冲击。
接着，说明效果。
实施例1的混合动力车辆的控制装置能够得到下面列举的效果。
(1)具备：发动机1；马达(电动发电机2)；第一离合器4，其安装在上述发动机1与上述马达(电动发电机2)之间，在将上述马达(电动发电机2)作为启动马达的发动机启动时该第一离合器4接合；第二离合器5，其安装在上述马达(电动发电机2)与驱动轮(轮胎7、7)之间，在启动上述发动机时第二离合器5滑动接合；以及启动开始允许控制单元(图13)，其在上述发动机启动请求是因加速踏板开度的增加而产生的驱动力请求的情况下，并且在上述第二离合器5的滑动极性为负的情况下，在滑动极性变为正之前等待上述发动机1的启动的开始。
因此，在因加速增加而产生的发动机启动且第二离合器5的滑动极性为负时，能够减少发动机启动冲击。
(2)上述启动开始允许控制单元(图13)在上述第二离合器5的滑动极性和驱动扭矩的极性均为正时，开始上述马达(电动发电机2)的转速控制(步骤S103)。
因此，除了(1)的效果以外，通过消除使输入扭矩的遮断效果降低的零交叉因素，能够可靠地减少发动机启动冲击。
(3)上述启动开始允许控制单元(图13)在输入扭矩的极性为正时，开始上述第一离合器4的接合(步骤S104)。
因此，除了(1)或者(2)的效果以外，通过消除使输入扭矩的遮断效果降低的第二离合器5的滑动转速极性因素，能够可靠地减少发动机启动冲击。
(4)设置对向上述第二离合器5的目标输入扭矩进行控制的目标输入扭矩控制单元(步骤S08)，当存在上述发动机启动请求时，上述启动开始允许控制单元(图13)将对目标驱动扭矩追加上述第二离合器5的滑动促进扭矩而得到的扭矩设定为上述目标输入扭矩(图12)。
因此，除了(1)至(3)的效果以外，通过对使输入扭矩的遮断效果降低的第二离合器5(CL2)促进滑动，即使在低扭矩区域中的发动机启动时也能够可靠地减少发动机启动冲击。
以上，基于实施例1说明了本发明的混合动力车辆的控制装置，但对于具体的结构，并不限于该实施例1，只要不脱离权利要求书的各权利要求所涉及的发明的要旨，允许进行设计的变更、追加等。
在实施例1中，作为启动开始允许控制单元，示出了如下例子：如果第二离合器5(CL2)的滑动极性为正、输入扭矩>0且CL2滑动>阈值经过规定时间之类的各条件成立，则从启动开始允许标志=关(OFF)切换为启动开始允许标志=开(ON)。但是，作为启动开始允许控制单元，可以设为如下例子：在存在发动机启动请求时第二离合器的滑动极性为负的情况下，基于发动机启动请求在用计时器设定的规定时间内等待启动，也可以设为如下例子：在基于滑动极性由负→正的条件决定的设定时间内等待启动。另外，还可以设为如下例子：在存在发动机启动请求时第二离合器的滑动极性为负的情况下，针对实施发动机启动控制时的各动作使条件各不相同，并且设定为到各条件成立为止的等待时间。
在实施例1中，示出了适用于后轮驱动的混合动力车辆的例子，该后轮驱动的混合动力车辆具有在发动机与电动发电机之间安装有第一离合器的一个马达两个离合器类型的传动系。但是，也能够适用于具有一个马达两个离合器类型的传动系的前轮驱动的混合动力车辆。
相关申请的互相参照
本申请主张2010年10月25日于日本专利局申请的特愿2010-238150的优先权，通过参照将其全部公开完全编入本说明书。

Claims (4)

1.一种混合动力车辆的控制装置，其特征在于，具备：
发动机；
马达；
第一离合器，其安装在上述发动机与上述马达之间，在将上述马达作为启动马达的发动机启动时该第一离合器接合；
第二离合器，其安装在上述马达与驱动轮之间，在上述发动机启动时该第二离合器滑动接合；以及
启动开始允许控制单元，其在发动机启动请求为因加速踏板开度的增加而产生的驱动力请求且上述第二离合器的滑动极性为负的情况下，在上述第二离合器的滑动极性变为正之前使上述发动机的启动的开始等待。
2.根据权利要求1所述的混合动力车辆的控制装置，其特征在于，
上述启动开始允许控制单元在上述第二离合器的滑动极性和驱动扭矩的极性均为正时开始上述马达的转速控制。
3.根据权利要求1或2所述的混合动力车辆的控制装置，其特征在于，
上述启动开始允许控制单元在输入扭矩的极性为正时开始上述第一离合器的接合。
4.根据权利要求1至3中的任一项所述的混合动力车辆的控制装置，其特征在于，
设置对向上述第二离合器的目标输入扭矩进行控制的目标输入扭矩控制单元，
其中，当存在上述发动机启动请求时，上述目标输入扭矩控制单元将对目标驱动扭矩追加上述第二离合器的滑动促进扭矩而得到的扭矩设定为上述目标输入扭矩。
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