CN103380038B - 混合动力车辆的离合器控制装置 - Google Patents

混合动力车辆的离合器控制装置 Download PDF

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Publication number
CN103380038B
CN103380038B CN201280009630.4A CN201280009630A CN103380038B CN 103380038 B CN103380038 B CN 103380038B CN 201280009630 A CN201280009630 A CN 201280009630A CN 103380038 B CN103380038 B CN 103380038B
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mentioned
clutch
master cylinder
clutch apparatus
motor
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CN103380038A (zh
Inventor
寺川智充
细井泰宏
北村雄郎
北村雄一郎
铃木良英
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Aisin Corp
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Aisin Seiki Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D29/00—Clutches and systems of clutches involving both fluid and magnetic actuation
    • F16D29/005—Clutches and systems of clutches involving both fluid and magnetic actuation with a fluid pressure piston driven by an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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Abstract

本发明提供混合动力车辆的离合器控制装置，在离合器的断开保持状态持续预定时间的情况下，能够使离合器装置暂时接合，确保离合器扭矩控制精度。混合动力车辆的离合器控制装置具有引擎、自动变速装置及离合器装置，并具有：离合器执行器，包括输出杆和主油缸，其中，输出杆通过执行器发生位移，主油缸借助输出杆的位移来工作，关闭与储液室相连通的怠速口来产生液压；从动油缸，经由连通路与主油缸相连通，借助主油缸中产生的液压来工作，控制上述离合器装置断开及接合；离合器接合保持控制部，在利用上述电动机行驶时上述离合器装置（14）的断开状态持续预定时间的情况下，使上述主油缸向开放上述怠速口的方向工作，来暂时使上述离合器装置处于接合保持状态。

Description

混合动力车辆的离合器控制装置
技术领域
本发明涉及一种具有引擎、电动机及自动化离合器装置并能够与工作油的热膨胀、热收缩无关地确保离合器执行器工作量与离合器扭矩之间的关系的混合动力车辆的离合器控制装置。
背景技术
以往，在将引擎作为驱动源的车辆中，例如，像专利文献1中所记载的一样，已知有在现有的手动变速器安装执行器，并根据驾驶员的意思或车辆状态来自动进行一系列的变速操作（离合器的断接、换挡及选择）的自动变速器（以下，称为AMT（自动手动变速器））。
在这种AMT中，在断开离合器的情况下，通过将电动机作为驱动源的离合器执行器来使主油缸工作，由此关闭怠速口，以使摩擦离合器的从动油缸（直接液压缸）工作，并使膜片弹簧变形，来减少离合器片对飞轮的压紧载荷。即，在离合器断开的状态下，主油缸的怠速口关闭，且将主油缸与从动油缸相连通的连通路被封闭。
现有技术文献
专利文献
专利文献1：日本特开2008-75814号公报
发明内容
发明所要解决的问题
但是，在将专利文献1中所公开的技术适用于具有引擎和电动发电机（从存储在电池的电力产生向驱动轮传递的驱动力，再生时通过驱动轮来进行驱动，以再生电力的电动机）的混合动力车辆的情况下，在仅借助电动发电机的电动机扭矩来行驶时，将引擎与自动变速器相连结的离合器装置保持断开状态，因而该离合器断开状态持续规定时间，封闭在连通路的工作油就会随着环境温度的变化进行热膨胀或热收缩。由此，即使主油缸不工作，从动油缸也会工作，并且离合器执行器的工作量与离合器扭矩之间的关系发生变化。
像这样，若离合器执行器的工作量与离合器扭矩之间的关系发生变化，在AMT中，变速时的离合器断开操作和接合操作就不会按照所意图的时机进行。例如，若离合器断开时间超过所意图的时间而变长，则具有在离合器断开中来自引擎的扭矩不传递到车轮且驾驶员感到失速感的担忧。并且，若离合器断开时间变长，则具有不受负荷的引擎过于上升而导致离合器接合工作时引擎的转速与自动变速器的输入轴转速之差变大，而产生过大的变速冲击的担忧。
本发明是鉴于上述问题而提出的，其目的在于，提供一种混合动力车辆离合器控制装置，在离合器的断开保持状态持续预定时间的情况下，能够使离合器装置暂时接合，确保离合器扭矩控制精度。
用于解决问题的手段
为了解决上述问题，技术方案1的发明的特征在于，具有：自动变速器，将输入轴的旋转以多个挡的变速比来进行变速并向上述车辆的驱动轮传递，上述输入轴适合于借助搭载在车辆上的引擎所输出的引擎扭矩来旋转的轴；电动机，与上述驱动轮相连结来传递旋转；离合器装置，使上述引擎的输出轴和上述自动变速装置的上述输入轴接合/脱离，并将从上述输出轴向上述输入轴传递的离合器扭矩控制为目标离合器扭矩；离合器执行器，包括输出杆和主油缸，其中，上述输出杆通过执行器来发生位移，上述主油缸借助上述输出杆的位移来工作，关闭与储液室相连通的怠速口来产生液压；从动油缸，经由连通路与上述主油缸相连通，借助上述主油缸中产生的液压来工作，控制上述离合器装置断开及接合；离合器接合保持控制部，在利用上述电动机行驶时上述离合器装置的断开状态持续预定时间的情况下，使上述主油缸向开放上述怠速口的方向工作，来暂时使上述离合器装置处于接合保持状态。
技术方案2的发明的特征在于，在技术方案1中，在上述离合器接合保持控制部使上述离合器装置处于接合保持状态持续了预定时间之后，使上述离合器装置恢复断开保持状态。
技术方案3的发明的特征在于，在技术方案1或技术方案2中，在利用上述电动机行驶时，上述离合器接合保持控制部在车辆停止的条件下使上述离合器装置处于接合保持状态。
技术方案4的发明的特征在于，在技术方案1或技术方案3中，在利用上述电动机行驶且上述引擎为了驱动辅助机构而旋转的情况下，在将上述自动变速装置退挡为空挡状态之后，上述离合器接合保持控制部使上述离合器装置处于接合保持状态。
技术方案5的发明的特征在于，在技术方案2中，在利用上述电动机行驶且上述引擎为了驱动辅助机构而旋转的情况下，在将上述自动变速装置退挡为空挡状态之后，上述离合器接合保持控制部使上述离合器装置处于接合保持状态。
技术方案6的发明的特征在于，在技术方案5中，在使上述离合器装置恢复到断开保持状态之后，使上述自动变速装置处于上述退挡为空挡状态之前的挡位状态。
技术方案7的发明的特征在于，在技术方案1中，在上述离合器装置保持断开状态的情况下，上述主油缸关闭上述怠速口。
发明的效果
根据本发明，具有离合器接合保持控制部，在利用上述电动机行驶时上述离合器装置的断开状态持续预定时间的情况下，上述离合器接合保持控制部使主油缸向开放怠速口的方向工作，来暂时使离合器装置处于接合保持状态，因而离合器扭矩不会因将主油缸与从动油缸相连通的连通路中的工作油的热膨胀或热收缩而相对于离合器执行器的工作量发生变化，能够确保离合器扭矩控制精度。
并且，根据本发明，在上述离合器接合保持控制部使上述离合器装置处于接合保持状态持续了预定时间之后，使上述离合器装置恢复断开保持状态，因而离合器装置的暂时的接合保持状态不对车辆产生影响。
并且，根据本发明，在利用电动机行驶时，离合器接合保持控制部在车辆停止的条件下使离合器装置处于接合保持状态，因而即使使离合器装置处于接合保持状态，动力也不会从驱动轮一侧传递到引擎一侧。
并且，根据本发明，在基于电动机行驶时且引擎为了驱动辅助机构而旋转的情况下，在将自动变速器退挡为空挡状态之后，通过离合器接合保持控制部来使离合器装置处于接合保持状态，因而即使在通过使离合器装置处于接合保持状态来将引擎的旋转传递到自动变速器的情况下，引擎扭矩也不会向驱动轮传递。
附图说明
图1是包括本发明的实施方式的变速控制装置的混合动力车辆的简要结构图。
图2是图1的引擎、自动变速器及离合器装置的简要结构图。
图3是表示离合器执行器工作量与离合器扭矩之间的关系的离合器扭矩映象图。
图4是表示本实施方式的离合器控制装置的控制状态的流程图。
图5是表示主油缸与从动油缸的连接状态的图2的局部放大图。
图6是表示图5的工作状态的图。
具体实施方式
下面，将根据附图对本发明的实施方式进行说明。图1示意性地示出了混合动力车辆10的结构，混合动力车辆10具有引擎11及电动发电机12（相当于本发明的电动机）作为行驶驱动源，可通过引擎11及电动发电机12中的任一种或两种来驱动驱动轮16a、16b。并且，混合动力车辆10具有自动变速器13或离合器装置14等。
图2是表示图1中的引擎11、自动变速器13及离合器装置14的简要结构的图。在图1及图2中，使结构装置之间相连接的虚线的箭头示出了控制的流动。
如图1所示，在驱动轮16a、16b的相比车轴15a、15b更靠前的一侧横向地配设有引擎11。引擎11、离合器装置14及自动变速器13这三个按照记载顺序沿着车辆宽度方向并排地配设，引擎11的输出轴17与自动变速器13的输入轴31之间共有旋转轴线。引擎11的输出轴17的附近设有用于检测输出轴17的转速的非接触式的引擎转速传感器27。并且，如图2示意性地示出，在引擎11设有用于调整空气吸入量的节气门28及与空气吸入量建立关联地调整燃料供给量的未图示出的喷油器。进而，在引擎11设有用于调整节气门28的节气门开度的节气门用执行器29及用于检测节气门开度的节气门传感器30。
离合器装置14是干式、单板式液压操作型摩擦离合器。离合器装置14由飞轮41、离合器片42、离合器摩擦片43、压盘44、膜片弹簧45、离合器盖46、从动油缸（直接液压缸）47及离合器执行器48等构成。如图2所示，飞轮41呈厚的圆板状，具有维持惯性的质量，并以同轴方式固定在引擎11的输出轴17。从飞轮41的与引擎11相反的一侧的外周侧朝向轴线方向立设有大致筒状的离合器盖46。在离合器盖46的内侧与飞轮41相邻地配设有大致圆板状的离合器片42。离合器片42的中心部与自动变速器13的输入轴31花键结合并以一体的方式旋转，上述离合器片42的外周侧的双面固定有离合器摩擦片43。与离合器片42相邻地，以可沿着轴线方向移动的方式设有大致环状的压盘44。作为驱动压盘44的部件设有膜片弹簧45及环状的从动油缸47。
进而，作为离合器驱动机构设有用于操作从动油缸47的离合器执行器48。离合器执行器48由直流电动机61（相当于本发明的执行器）、由蜗轮形成的减速机构62、输出轮63、输出杆64、主油缸65、辅助弹簧66及位移传感器67等构成。
若离合器执行器48的直流电动机61被转动驱动，则经由减速机构62使输出轮63转动，并使输出杆64向前方（图2的左方）或后方（图2的右方）移动。由此，经由枢销与输出杆64相连结的活塞杆65a工作，并在主油缸65产生液压。
在主油缸65产生的液压经由连通路68传递到从动油缸47，使得从动油缸47工作，经由膜片弹簧45沿着轴线方向驱动压盘44。压盘44与飞轮41之间可嵌入并按压离合器片42，使相对于飞轮41滑动旋转的离合器片42的离合器摩擦片43的压紧载荷发生变化。此外，辅助弹簧66辅助输出杆64向后方的恢复，位移传感器67检测输出杆64的工作量Ma。
离合器执行器48的主油缸65开口形成有与储液室69相连接的怠速口70。在离合器装置14保持接合状态时，即在主油缸65的活塞杆65a位于图2的右方端（后端）时，怠速口70向主油缸65开口，由此，连通路68经由怠速口70与储液室69相连通。相对地，在主油缸65的活塞杆65a向图2的左方前进的情况下，活塞杆65a关闭怠速口70。通过关闭怠速口70，来使随着主油缸65工作而产生的液压经由连通路68传递到从动油缸47，并使离合器装置14保持断开状态。
离合器装置14可以在使引擎11的输出轴17和自动变速器13的输入轴31相连结来传递旋转的接合状态和断开状态之间进行切换操作。通过可调整的离合器扭矩Tc来实现输出轴17与输入轴31的接合。图3是表示离合器装置14的扭矩传递特性的一例的图。在图3中，横轴示出了离合器执行器48的工作量，即输出杆64的工作量Ma，纵轴示出了可传递的离合器扭矩Tc。离合器装置14作为工作量Ma=0时处于离合器扭矩Tc最大的完全接合状态的始终接合型离合器，随着工作量Ma增加，半连接状态的可传递的离合器扭矩Tc减少，而在工作量Ma=Mmax的条件下，处于断开状态。
自动变速器13是向通过驾驶员的换挡杆操作来选择性地使多个齿轮系33中的一个啮合结合的手动变速器附加各个执行器来将变速操作自动化的AMT（自动手动变速器）。如图1中用虚线所示，自动变速器13具有平行轴齿轮啮合式的结构，即，在平行配置的输入轴31与输出轴32之间包括具有前进5挡、后退1挡的齿轮系33。经由离合器装置14借助从引擎11输出的引擎扭矩驱动输入轴31使其旋转。输入轴31的附近设有用于检测向输入轴31的输入转速的转速传感器37。输出轴32与配设在车辆宽度方向的中央的差动装置18的输入侧齿轮结合，并经由差动装置18与驱动轮16a、16b相连结来传递旋转。
并且，如图1及图2所示，自动变速器13作为选择性地使齿轮系33中的一个啮合结合的齿轮切换机构，具有换挡执行器34及选择执行器35。换挡执行器34及选择执行器35的驱动方法是公知的，因而省略其详细的说明（例如，参照日本特开2004-176894号公报）。
如图1所示，电动发电机12配设在驱动轮16a、16b的相比车轴15a、15b更靠后的一侧。电动发电机12是混合动力车辆中通常所使用的三相交流旋转电机。电动发电机12的未图示出的输出轴经由未图示出的减速机构与差动装置18的输入侧相连结来传递旋转。因此，电动发电机12的输出轴与自动变速器13的输出轴32、驱动轮16a、16b的双方相连结来传递旋转。
逆变器55及电池56搭载于混合动力车辆10的后侧，以驱动电动发电机12。逆变器55与电动发电机12相连接，并与电池56相连接。逆变器55同时具有将从电池56所输出的直流电转换为可变频的交流电并向电动发电机12供给的直流/交流转换功能和将电动发电机12发电的交流电转换为直流电来对电池56充电的交流/直流转换功能。此外，电池56可以设在行驶驱动专用，也可以与其他用途兼用。
若供给交流电，电动发电机12就发挥电动机的功能，并产生可与引擎扭矩加算的辅助扭矩，从而辅助驱动驱动轮16a、16b。并且，若利用引擎扭矩Te的一部分的发电扭矩部分来驱动，电动发电机12就发挥发电机的功能，并对电池56进行充电。
设有多个电子控制装置（以下，简称为ECU），以控制混合动力车辆10，。即，如图1所示，设有引擎ECU21、变速器ECU22、电动机ECU23及电池ECU24。进而，设有总体控制混合动力车辆10的整体的混合动力ECU25。负责各个部的ECU21～24分别经由CAN（控制器局域网络）与混合动力ECU25相连接，并相互交换所需信息，并且被混合动力ECU25管理和控制。各个ECU21～25分别具有用于执行运算处理的CPU部、用于保存程序或各种映象等的ROM（只读存储器）或RAM（随机存储器）等存储部、用于交换信息的输入输出部。
并且，混合动力ECU25具有用于选择混合动力车辆10的行驶模式的模式选择部。模式选择部根据由未图示出的电池状态检测传感器检测出的电池状态、由未图示出的车速传感器检测出的车速、由未图示出的加速器操作检测传感器检测出的加速踏板的操作量、由未图示出的制动操作检测传感器检测出的制动踏板的操作量等来适当选择行驶模式及选择各个行驶模式的变速挡。
在实施方式中，混合动力车辆10具有仅将电动发电机12的电动机扭矩传递到驱动轮16a、16b的引擎停止中的电动机行驶模式（以下，称为EV模式）、仅将引擎11的引擎扭矩传递到驱动轮16a、16b的引擎模式、并联地将电动发电机12的电动机扭矩和引擎11的引擎扭矩均传递到驱动轮16a、16b的并联模式、仅将电动发电机12的电动机扭矩传递到驱动轮16a、16b并通过引擎11的引擎扭矩来使空调用压缩机（未图示）、交流发电机等辅助机构驱动的引擎工作中的电动机行驶模式（以下，称为串联模式），上述混合动力车辆10通过模式选择部来选择一种行驶模式。
引擎ECU21根据未图示出的点火开关的操作来驱动起动机26（参照图1），并启动引擎11。并且，引擎ECU21从引擎转速传感器27取得输出轴17的引擎转速的信号，并从节气门传感器30取得节气门开度的信号。然后，引擎ECU21一边监视输出轴17的引擎转速，一边向节气门用执行器29发送指令从而开闭节气门28，并且，通过控制未图示出的喷油器来控制引擎扭矩及引擎转速。此外，在本实施方式中，不是仅通过驾驶员踏下的加速踏板的踏下操作量来控制引擎转速，而是通过来自混合动力ECU25的指令来优先控制上述引擎转速。
变速器ECU22将离合器装置14及自动变速器13建立关联地进行控制，来执行变速控制。变速器ECU22驱动离合器执行器48的直流电动机61，从来控制可传递的离合器扭矩Tc，进而，从位移传感器67取得输出杆64的操作量Ma的信号，来掌握这一时刻的离合器扭矩Tc。并且，变速器ECU22从自动变速器13的转速传感器37取得输入转速，进而，驱动换挡执行器34及选择执行器35，来择性地与齿轮系33中的一个啮合结合，切换控制变速挡。
例如，如果具有如上结构的本实施方式的混合动力车辆10通过混合动力ECU25的模式选择部来选择EV模式，电动发电机12就会起动，并通过电动发电机12的电动机扭矩来驱动驱动轮16a、16b。若选择引擎模式，点火开关就会接通（ON），使得引擎11起动，离合器装置14保持接合状态，引擎11的引擎扭矩经由离合器装置14传递到自动变速器13，并经由齿轮系33驱动驱动轮16a、16b。并且，若选择并联模式，电动发电机12就会起动，且引擎11起动，车辆借助电动发电机12及引擎11的两个扭矩行驶。另一方面，若选择串联模式，电动发电机12就会起动，且引擎11以怠速转速旋转，但是，向驱动轮16a、16b仅传递电动发电机12的电动机扭矩，并通过引擎11的怠速旋转来驱动空调压缩机（未图示）、交流发电机等辅助机构。
但是，在混合动力车辆10以上述EV模式或串联模式行驶的状态下，离合器装置14保持断开状态，将主油缸65与从动油缸47相连通的连通路68保持封闭状态（参照图6）。因此，若该状态持续长时间（例如，10分钟以上），则因连通路68中的工作油的热膨胀或热收缩而使得主油缸65与从动油缸47的关系发生变化。
即，若连通路68的封闭状态持续长时间，环境温度就会发生变化，例如，混合动力车辆10行驶中产生的离合器片42的滑动引起的发热致使连通路68中的工作油的温度上升，致使连通路68中的工作油热膨胀。或者，若从引擎驱动切换为仅基于电动发电机12的行驶，引擎11就支变凉，使得连通路68中的工作油的温度下降，致使连通路68中的工作油热收缩。其结果，即使主油缸65不工作，从动油缸47也会工作，致使相对于离合器执行器48的工作量的离合器扭矩发生变化。
于是，在本实施方式中，在连通路68的封闭状态持续长时间的情况下，可以使主油缸65复位，来开放怠速口70，并将连通路68与储液室69相连通，从而确保基于工作油的热膨胀或热收缩的相对于离合器执行器48的工作量的离合器扭矩的关系。
下面，将根据图4的流程图来对本实施方式的离合器装置14的控制工作进行说明。
首先，在步骤100中，判断离合器装置14是否处于断开状态。在离合器装置14保持接合状态的情况（“否”的情况）下，如图5所示，使主油缸65的怠速口70开口，使离合器扭矩不因连通路68中的工作油的热膨胀或热收缩而相对于离合器执行器48的工作量发生变化，因而结束程序。
在离合器装置14保持断开状态的情况（“是”的情况）下，转移到步骤102，并判别通过模式选择部来选择的行驶模式是不是引擎停止中的电动机行驶模式（EV模式）。在判别为引擎停止中的电动机行驶模式的情况（“是”的情况）下，转移到步骤104，在该步骤104中，判断车速是0（车速=0）且离合器装置14的断开状态是否持续预定时间t1。在步骤104中，若判断车速为0断开状态且持续预定时间t1，则在下一个步骤106中，向离合器执行器48发出应当接合离合器装置14的指令。
由此，直流电动机61驱动，输出轮63经由减速器62沿着图2的顺时针方向转动。随着输出轮63转动，主油缸65沿着图2的右方向工作，由此，如图5所示，怠速口70开放，使连通路68与储液室69相连通。其结果，从动油缸47的液压减少，因而膜片弹簧45按压压盘44，使离合器片4对飞轮41的压紧载荷增加，离合器装置14保持接合。
此时，随着主油缸65的向图2的右方向工作，主油缸65的怠速口70开放，使连通路68与储液室69相连通，因而可以防止连通路68中的工作油的热膨胀或热收缩引起相对于离合器执行器48的工作量的离合器扭矩的变化，并确保离合器扭矩控制精度。像这样，可通过使处于断开状态的离合器装置14接合，来与工作油的热膨胀或热收缩无关地确保相对于离合器执行器48的工作量的离合器扭矩的关系。
另一方面，在步骤102中，在判别为不是引擎停止中的电动机行驶模式的情况（“否”的情况）下，即判别为引擎工作中的电动机行驶模式的情况下，转移到步骤108，在该步骤108中，判断车速不是0（车速≠0）且离合器装置14的断开状态是否持续预定时间t2。在步骤108中，若判断为车速不是0且断开状态持续预定时间t2，则在下一个步骤110中，将自动变速器13退挡为空挡状态之后，在步骤112中，向离合器执行器48发出应当接合离合器装置14的指令。
因此，与如上所述的一样，直流电动机61驱动，主油缸65经由减速器62及输出轮63工作，怠速口70开放，使连通路68与储液室69相连通，并使离合器装置14处于接合保持状态。此时，即使通过退挡来保持离合器装置14接合，引擎11的引擎扭矩也不会经由离合器装置14及自动变速器13传递到驱动轮16a、16b。
在通过上述步骤106、步骤112，离合器装置14的断开状态持续预定时间的情况下，离合器接合保持控制部暂时使离合器装置14处于接合保持状态。
在各个步骤114、步骤116中，若判别为离合器装置14的接合时间持续预定时间，则在步骤118、步骤120中，定时器时间到，在下一个步骤122、步骤124中，向离合器执行器48发出应当断开离合器装置14的指令。
因此，直流电动机61沿着与上述情况的方向相反的方向驱动，主油缸65沿着图2的左方向工作，怠速口70关闭，经由连通路68使离合器装置14的从动油缸47工作。因此，经由从动油缸47使膜片弹簧45工作，离合器片42相对于飞轮41的压紧载荷下降，离合器装置14恢复到原来的断开状态。
此外，在引擎停止中的电动机行驶模式中，若离合器装置14处于断开保持状态（步骤122），程序就结束，另一方面，在引擎工作中的电动机行驶模式中，若离合器装置14处于断开保持状态（步骤124），则在步骤126中自动变速器13从空挡状态进挡到原来的挡位状态之后，结束程序。
根据上述实施方式，在离合器装置14的断开保持状态持续预定时间的情况下，暂时使离合器装置14处于接合保持状态，持续了预定时间之后，使离合器装置14恢复原来的断开状态，因而可以与将主油缸65与从动油缸47相连通的连通路68中的工作油的热膨胀或热收缩无关地总是将相对对离合器执行器48的工作量Ma的离合器扭矩Tc的关系维持为图3中所示的所需的关系，并稳定地确保离合器扭矩控制精度。
并且，在串联模式时，将自动变速器13退挡为空挡来连接离合器装置14，因而即使引擎11驱动的情况下，引擎11和驱动轮16a、16b也不处于连结状态，并且，在EV模式时，在混合动力车辆10停止的条件下，连接离合器装置14，因而即使自动变速器13的变速齿轮处于1挡的情况下，也不成问题。
此外，在上述实施方式中，例举说明的是以平行轴齿轮啮合式来构成自动变速器13，但也可以利用行星齿轮。
以上，对本发明的实施方式进行了说明，但是，本发明并不局限于实施方式，当然，在不脱离专利技术方案的范围中所记载的本发明的主旨的范围内，可进行多种变形。
其中，附图标记说明如下：
10：混合动力车辆
11：引擎
12：电动机
13：自动变速器
14：离合器装置
25：混合动力ECU
47：从动油缸
48：离合器执行器
61：执行器
65：主油缸
68：连通路
69：储液室
70：怠速口
106：步骤
112：离合器接合保持控制部

Claims (7)

1.一种混合动力车辆的离合器控制装置，其特征在于，具有：
自动变速装置，将输入轴的旋转以多个挡的变速比来进行变速并向上述车辆的驱动轮传递，上述输入轴适合于借助搭载在车辆上的引擎所输出的引擎扭矩来旋转的轴；
电动机，与上述驱动轮相连结来传递旋转；
离合器装置，使上述引擎的输出轴和上述自动变速装置的上述输入轴接合/脱离，并将从上述输出轴向上述输入轴传递的离合器扭矩控制为目标离合器扭矩；
离合器执行器，包括输出杆和主油缸，上述输出杆通过执行器发生位移，上述主油缸借助上述输出杆的位移来工作，关闭与储液室相连通的怠速口来产生液压；
从动油缸，经由连通路与上述主油缸相连通，借助上述主油缸中产生的液压来工作，控制上述离合器装置断开及接合；
离合器接合保持控制部，在利用上述电动机行驶时上述离合器装置的断开状态持续预定时间的情况下，使上述主油缸向开放上述怠速口的方向工作，来暂时使上述离合器装置处于接合保持状态；
在利用上述电动机行驶时，上述离合器接合保持控制部在车辆停止的条件下使上述离合器装置处于接合保持状态。
2.根据权利要求1所述的混合动力车辆的离合器控制装置，其特征在于，在上述离合器接合保持控制部使上述离合器装置处于接合保持状态持续了预定时间之后，使上述离合器装置恢复断开保持状态。
3.根据权利要求1所述的混合动力车辆的离合器控制装置，其特征在于，在上述离合器装置保持断开状态的情况下，上述主油缸关闭上述怠速口。
4.一种混合动力车辆的离合器控制装置，其特征在于，具有：
自动变速装置，将输入轴的旋转以多个挡的变速比来进行变速并向上述车辆的驱动轮传递，上述输入轴适合于借助搭载在车辆上的引擎所输出的引擎扭矩来旋转的轴；
电动机，与上述驱动轮相连结来传递旋转；
离合器装置，使上述引擎的输出轴和上述自动变速装置的上述输入轴接合/脱离，并将从上述输出轴向上述输入轴传递的离合器扭矩控制为目标离合器扭矩；
离合器执行器，包括输出杆和主油缸，上述输出杆通过执行器发生位移，上述主油缸借助上述输出杆的位移来工作，关闭与储液室相连通的怠速口来产生液压；
从动油缸，经由连通路与上述主油缸相连通，借助上述主油缸中产生的液压来工作，控制上述离合器装置断开及接合；
离合器接合保持控制部，在利用上述电动机行驶时上述离合器装置的断开状态持续预定时间的情况下，使上述主油缸向开放上述怠速口的方向工作，来暂时使上述离合器装置处于接合保持状态；
在利用上述电动机行驶且上述引擎为了驱动辅助机构而旋转的情况下，在将上述自动变速装置退挡为空挡状态之后，上述离合器接合保持控制部使上述离合器装置处于接合保持状态。
5.根据权利要求4所述的混合动力车辆的离合器控制装置，其特征在于，在上述离合器接合保持控制部使上述离合器装置处于接合保持状态持续了预定时间之后，使上述离合器装置恢复断开保持状态。
6.根据权利要求4所述的混合动力车辆的离合器控制装置，其特征在于，在使上述离合器装置恢复到断开保持状态之后，使上述自动变速装置处于上述退挡为空挡状态之前的挡位状态。
7.根据权利要求4所述的混合动力车辆的离合器控制装置，其特征在于，在上述离合器装置保持断开状态的情况下，上述主油缸关闭上述怠速口。
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