CN104736406A - 混合动力车辆的模式切换控制装置 - Google Patents

混合动力车辆的模式切换控制装置 Download PDF

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Publication number
CN104736406A
CN104736406A CN201380055428.XA CN201380055428A CN104736406A CN 104736406 A CN104736406 A CN 104736406A CN 201380055428 A CN201380055428 A CN 201380055428A CN 104736406 A CN104736406 A CN 104736406A
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China
Prior art keywords
driving engine
engine
electrical motor
speed ratio
propulsive effort
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CN201380055428.XA
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CN104736406B (zh
Inventor
高野亮
大盐伸太郎
儿玉仁寿
平野拓朗
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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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

一种混合动力车辆的模式切换控制装置，响应EV→HEV模式切换请求(t2)进行发动机起动及离合器(CL)的联接。在发动机起动完成时(t3)对发动机输入发动机旋转，因此可计算实际变速比(Ip)。在该实际变速比(Ip)与目标变速比(tIp)不同的情况下，驱动力相对于请求产生二者间的变速比偏差(ΔIp)量的不足，给驾驶员带来不适感。通过以消除驱动力的不足所需的电动机扭矩修正量(ΔTe)对电动机扭矩(Tm)进行增大修正，或者以消除上述驱动力的不足所需的发动机扭矩修正量(ΔTe)对发动机扭矩(Te)进行增大修正，从而能够消除变速比偏差(ΔIp)引起的驱动力不足，消除驾驶员的不适感。

Description

混合动力车辆的模式切换控制装置
技术领域
本发明涉及作为动力源搭载发动机及电动机，可选择仅利用电动机进行行驶的电气行驶模式(EV模式)和利用电动机及发动机进行行驶的混合动力行驶模式(HEV模式)的混合动力车辆的模式切换控制装置。
背景技术
作为这样的混合动力车辆，目前已知有例如专利文献l记载的技术。
该混合动力车辆将一方的动力源即发动机依次经由无级变速器及离合器与车轮可分离地驱动结合，将另一方的动力源即电动机总是与该车轮结合。
上述混合动力车辆通过使发动机停止且将上述离合器释放，能够进行仅基于电动机的EV模式下的电气行驶(EV行驶)，通过使发动机起动且将该离合器联接，能够进行基于电动机及发动机的HEV模式下的混合动力行驶(HEV行驶)。
另外，通过在EV行驶中如上所述地释放离合器，停止状态的发动机(在存在有变速器的情况下，变速器也)从车轮分离，在EV行驶中不带着该发动机(变速器)旋转(拉拽)，能够避免相应的能量损失而提高能效。
专利文献l：(日本)特开2000－199442号公报
在上述混合动力车辆中，在使发动机停止且将离合器释放的EV行驶中踏入油门踏板等运转状态发生了变化的情况下，使发动机再起动且将离合器联接而从EV行驶模式向HEV行驶模式切换。
但是，在专利文献l中，对该EV→HEV模式切换时的驱动力控制及变速器的变速控制未作提及，产生以下的问题。
即，变速器通常作为介质对来自被发动机驱动的油泵的动作油进行变速控制，在向使发动机停止的EV行驶模式转换之后，不从油泵排出动作油，也与变速器自身不旋转相结合而成为不能变速控制的状态。
在EV行驶中，变速器并非保持在向EV行驶模式转换时(发动机停止时)的变速比，变速控制系统内的动作油发生泄漏，或变速控制机构内的基于弹簧等的预加载下使变速控制机构稍动作，故而在EV行驶中，变速比从向EV行驶模式转换时(发动机停止时)的变速比逐渐偏移，无论如何在EV行驶中不能把握实际变速比。
另外，在EV→HEV模式切换时起动发动机，但直至发动机旋转因爆燃而成为起动完成时的值，油泵的排出油量成为可控制变速的量为止，从EV→HEV模式切换的开始在相当的响应延迟之后，在此期间，变速器也保持在不能变速控制的状态。
由该理由，在发动机基于爆燃的起动完成后，从油泵排出足够量的动作油，在变速器可进行变速控制时的实际变速比和对应于运转状态的目标变速比之间具有较大的背离，车轮驱动力相对于对应于运转状态的目标驱动力而产生实际变速比及目标变速比之间的变速比偏差量的过度或不足。
并且，在专利文献l记载的构成为代表的现有的混合动力车辆中，未试着消除EV→HEV模式切换时的上述变速比偏差引起的驱动力的过度或不足，对驾驶员赋予不能得到按照运转操作的驱动力的不适感。
发明内容
本发明的目的在于提出一种改进的混合动力车辆的模式切换控制装置，在EV→HEV模式切换时，减少上述变速比偏差引起的驱动力的过度或不足而可避免上述的问题。
为了实现该目的，本发明的混合动力车辆的模式切换控制装置如下地构成。
首先，对作为本发明前提的混合动力车辆进行说明时，其作为动力源除了发动机之外还具有电动机，所述发动机经由变速器与车轮驱动结合，这些变速器及车轮之间通过离合器可分离，除了通过将该离合器且使所述发动机停止而可选择仅利用所述电动机进行行驶的电气行驶模式之外，通过使所述发动机起动且将所述离合器联接而可选择利用所述电动机及发动机进行行驶的混合动力行驶模式。
本发明的模式切换控制装置在上述混合动力车辆从所述电气行驶模式向混合动力行驶模式的模式切换时，将所述电动机及/或发动机的输出控制成对应于车辆运转状态的值，但在所述变速器的实际变速比与对应于车辆运转状态的目标变速比不同的情况下，对所述电动机及/或发动机的输出进行修正，以减少这些实际变速比及目标变速比之间的变速比偏差引起的驱动力的过度或不足。
在本发明的混合动力车辆的模式切换控制装置中，在从电气行驶模式向混合动力行驶模式的模式切换时，将电动机及/或发动机的输出控制成对应于车辆运转状态的值，在变速器的实际变速比与对应于车辆运转状态的目标变速比不同的情况下，修正电动机及/或发动机的输出以减少其二者间的变速比偏差引起的驱动力的过度或不足，故而能够消除上述模式切换时的变速比偏差引起的驱动力的过度或不足，能够产生按照运转操作的驱动力变化，能够消除与运转操作不同的驱动力产生的不适感。
附图说明
图1是表示具有本发明一实施例的模式切换控制装置的混合动力车辆的驱动系及其整体控制系统的概略系统图；
图2表示可适用本发明的模式切换控制装置的其他型式的混合动力车辆，图2(a)为表示该混合动力车辆的驱动系及其整体控制系统的概略系统图，图2(b)是该混合动力车辆的驱动系中的内设于V型带式无级变速器的副变速器内的变速摩擦元件的联接理论图；
图3是表示图1中的复合控制器执行的EV→HEV模式切换控制程序的流程图；
图4是图3的模式切换控制下的EV→HEV模式切换的动作时间图。
标记说明
1：发动机(动力源)
2：电动机(动力源)
3：起动电动机
4：V型带式无级变速器
5：驱动车轮
6：初级带轮
7：次级带轮
8：V型带
CVT：无级变速机构
T/C：液力变矩器
CL：变速器离合器(离合器)
9、11：主减速器组
12：蓄电池
13：变换器
14：制动盘
15：制动钳
16：制动踏板
17：负压式制动助力器
18：主缸
19：油门踏板
21：复合控制器
22：发动机控制器
23：电动机控制器
24：变速器控制器
25：蓄电池控制器
26：制动开关
27：油门开度传感器
28：初级带轮旋转传感器
29：次级带轮旋转传感器
O/P：油泵
E/P：电动泵
31：副变速器
H/C：高档离合器
R/B：后退制动器
L/B：低档制动器
32：车速传感器
33：车辆加速度传感器
35：管路压力电磁阀
36：锁止电磁阀
37：初级带轮压力电磁阀
38：低档制动器压力电磁阀
39：高档离合器压力和后退制动器压力电磁阀
41：开关阀
具体实施方式
以下，基于附图对本发明的实施例进行说明。
实施例1
<构成>
图1是表示具有本发明一实施例的模式切换控制装置的混合动力车辆的驱动系及其整体控制系统的概略系统图。
图1的混合动力车辆作为动力源而搭载发动机l及电动机2，发动机1通过起动电动机3而起动。
发动机1经由V型带式无级变速器4与驱动车轮5可适当分离地驱动结合，以下大致说明V型带式无级变速器4。
V型带式无级变速器4将由初级带轮6、次级带轮7、卷挂在这些带轮6、7之间的V型带8构成的无级变速机构CVT作为主要的构成元件。
初级带轮6经由锁止式液力变矩器T/C与发动机1的曲柄轴结合，并且次级带轮7依次经由变速器离合器CL(相当于本发明的离合器)及主减速器组9与驱动车轮5结合。
在变速器离合器CL的联接状态下，来自发动机l的动力经由液力变矩器T/C向初级带轮6输入，之后，依次经由V型带8、次级带轮7、变速器离合器CL及主减速器组9而向驱动车轮5传递，用于混合动力车辆的行驶。
在该发动机动力传递中，通过减小初级带轮6的带轮V槽宽且增大次级带轮7的带轮V槽宽，在增大V型带8与初级带轮6的卷挂圆弧径的同时减小V型带8与次级带轮7的卷挂圆弧径，V型带式无级变速器4能够进行向高档侧带轮比(高档侧变速比)的升档。
相反，通过增大初级带轮6的带轮V槽宽且减小次级带轮7的带轮V槽宽，在减小V型带8与初级带轮6的卷挂圆弧径的同时增大V型带8与次级带轮7的卷挂圆弧径，V型带式无级变速器4能够进行向低档侧带轮比(低档侧变速比)的降档。
电动机2经由主减速器组11总是与驱动车轮5驱动结合，该电动机2通过蓄电池12的电力，经由变换器13驱动。
变换器13将蓄电池12的直流电转换成交流电而向电动机2供给，并且对向电动机2的供给电力进行加减，由此对电动机2进行驱动力控制及旋转方向控制。
另外，电动机2除了上述的电动机驱动之外也作为发电机起作用，也用于之后详细说明的再生制动。
该再生制动时，变换器13通过对电动机2施加再生制动力量的发电负荷，使电动机2作为发电机起作用，并且将电动机2的发电电力在蓄电池12蓄电。
如图1，具有上述的驱动系的混合动力车辆在将变速器离合器CL释放且使发动机1停止的状态下驱动电动机2的话，仅电动机2的动力经由主减速器组11向驱动车轮5传递，混合动力车辆能够以仅基于电动机2的电气行驶模式(EV模式)进行行驶。
在此期间，通过将变速器离合器CL释放，不带着停止状态的发动机1旋转，能够抑制EV行驶中的无用的耗电。
在上述的EV行驶状态下，通过起动电动机3使发动机l起动并且使变速器离合器CL联接的话，来自发动机1的动力依次经由液力变矩器T/C、初级带轮6、V型带8、次级带轮7、变速器离合器CL及主减速器组9向驱动车轮5传递，混合动力车辆能够以基于发动机1及电动机2的混合动力行驶模式(HEV模式)进行行驶。
通过使混合动力车辆自上述的行驶状态停车或保持在该停车状态时，利用制动钳15夹压与驱动车轮5一同旋转的制动盘14而进行制动，从而实现该目的。
制动钳15响应于驾驶员踏下的制动踏板16的踏力而动作，在负压式制动助力器17的助力下与输出制动踏板踏力对应的制动液压的主缸18连接，利用该制动液压使制动钳15动作而进行制动盘14的制动。
混合动力车辆在EV模式及HEV模式的任一模式中，也以与驾驶员踏下油门踏板19发出指令的驱动力指令对应的扭矩驱动车轮5，以对应于驾驶员的请求的驱动力进行行驶。
复合控制器21分别经由对应的发动机控制器22、电动机控制器23、变速器控制器24及蓄电池控制器25进行混合动力车辆的行驶模式选择、发动机l的输出控制、电动机2的旋转方向控制及输出控制、无级变速器4的变速控制及变速器离合器CL的联接、释放控制、蓄电池12的充放电控制。
因此，向复合控制器21输入来自在将制动踏板16踏入制动时从OFF向ON切换的常开式制动开关26的信号、来自检测油门踏板踏入量(油门开度)APO的油门开度传感器27的信号、来自检测初级带轮6的转速Npri的初级带轮旋转传感器28的信号、来自检测次级带轮7的转速Nsec的次级带轮旋转传感器29的信号。
复合控制器21还在发动机控制器22、电动机控制器23、变速器控制器24及蓄电池控制器25之间进行内部情报的交换。
发动机控制器22响应来自复合控制器21的指令对发动机1进行输出控制，电动机控制器23响应来自复合控制器21的指令，经由变换器13进行电动机2的旋转方向控制及输出控制。
变速器控制器24响应来自复合控制器21的指令，将来自被发动机驱动的油泵O/P的油作为介质，另外在发动机1的运转停止中需要动作介质的情况下，将来自电动泵E/P的油作为动作介质进行无级变速器4(V型带式无级变速机构CVT)的变速控制、液力变矩器T/C的锁止控制及变速器离合器CL的联接、释放控制。
蓄电池控制器25响应来自复合控制器21的指令，进行蓄电池12的充放电控制。
另外，在图1中，由于将V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间可分离地结合，故而在无级变速器4设有专用的变速器离合器CL，但在如图2(a)示例地，无级变速器4在V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间内设有副变速器31的情况下，挪用进行副变速器31的变速的摩擦元件(离合器及制动器等)，能够将V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间可分离地结合。
该情况下，无需追设可将V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间可分离地结合的专用的离合器CL，在成本上是有利的。
图2(a)的副变速器31由复合太阳齿轮3ls－1及3ls－2、内小齿轮31pin、外小齿轮31pout、齿圈31r、支承小齿轮31pin、31pout使其自如旋转的行星架31C构成的拉维略型行星齿轮组构成。
复合太阳齿轮31S－1及31S－2中的太阳齿轮31S－1以作为输入旋转构件而作用的方式与次级带轮7结合，太阳齿轮31S－2相对于次级带轮7同轴地配置，但可自由地旋转。
使内小齿轮31pin与太阳齿轮3ls－1啮合，使该内小齿轮31pin及太阳齿轮31S－2分别与外小齿轮31pout啮合。
外小齿轮31pout与齿圈31r的内周啮合，将行星架31C以作为输出旋转构件作用的方式与主减速器组9结合。
行星架3lc和齿圈3lr通过高档离合器H/C可适当结合，通过后退制动器R/B可将齿圈31r适当固定，通过低档制动器L/B可将太阳齿轮31S－2适当固定。
副变速器31通过以图2(b)中○标记所示的组合使变速摩擦元件即高档离合器H/C、后退制动器R/B及低档制动器L/B联接，使其之外的变速摩擦元件如图2(b)中×标记所示地释放，能够选择前进第1速、第2速、后退的变速级。
若将高档离合器H/C、后退制动器R/B及低档制动器L/B全部释放，则副变速器31为不进行动力传递的中立状态，若在该状态下将低档制动器L/B联接，则副变速器31成为前进第1速选择(减速)状态，若将高档离合器H/C联接，则副变速器31成为前进第2速选择(直接连结)状态，若将后退制动器R/B联接，则副变速器31成为后退选择(反转)状态。
图2(a)的无级变速器4通过将全部的变速摩擦元件H/C、R/B、L/B释放而使副变速器31成为中立状态，能够将V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间分离。
因此，图2(a)的无级变速器4将副变速器31的变速摩擦元件H/C、R/B、L/B用作图1中的变速器离合器CL，如图1所示地不追设变速器离合器CL，能够将V型带式无级变速机构CVT(次级带轮7)与驱动车轮5之间可分离地结合。
图2(a)的无级变速器4将来自被发动机驱动的油泵O/P的油作为动作介质，另外在发动机1的运转停止中需要动作介质的情况下，将来自电动泵E/P的油作为动作介质而进行控制，变速器控制器24经由管路压力电磁阀35、锁止电磁阀36、初级带轮压力电磁阀37、低档制动器压力电磁阀38、高档离合器压力和后退制动器压力电磁阀39及开关阀41，如下地进行无级变速器4的该控制。
另外，对变速器控制器24，除了如图1所示地输入上述的信号之外，还输入来自检测车速VSP的车速传感器32的信号、及来自检测车辆加减速度G的加速度传感器33的信号。
管路压力电磁阀35响应来自变速器控制器24的指令，将来自油泵O/P(或者电动泵E/P)的油调压至车辆请求驱动力对应的管路压力PL，将该管路压力PL作为次级带轮压力而总是向次级带轮7供给，从而，次级带轮7以对应于管路压力PL的推力夹压V型带8使其不滑动。
锁止电磁阀36响应来自变速器控制器24的锁止指令，将管路压力PL适当面向液力变矩器T/C而使未图示的锁止离合器(锁止机构)联接或者滑动结合，从而将液力变矩器T/C形成为在必要时不使输入输出元件之间相对旋转(滑动)这样地直接连结的锁止状态、或者输入输出元件之间以规定旋转差相对旋转地滑动结合的滑动锁止状态。
初级带轮压力电磁阀37响应来自变速器控制器24的CVT变速比指令将管路压力PL调压成初级带轮压力，通过将其向初级带轮6供给，控制初级带轮6的V槽宽和被供给管路压力PL的次级带轮7的V槽宽，以使CVT变速比与来自变速器控制器24的指令一致，实现来自变速器控制器24的CVT变速比指令。
低档制动器压力电磁阀38在变速器控制器24发出副变速器31的第1速选择指令时，通过将管路压力PL作为低档制动器压力向低档制动器L/B供给而使其联接，实现第1速选择指令。
高档离合器压力和后退制动器压力电磁阀39在变速器控制器24发出副变速器31的第2速选择指令或者后退选择指令时，将管路压力PL作为高档离合器压力和后退制动器压力而向开关阀41供给。
第2速选择指令时，开关阀41使来自电磁阀39的管路压力PL作为高档离合器压力而面向高档离合器H/C，通过将其联接来实现副变速器31的第2速选择指令。
后退选择指令时，开关阀41使来自电磁阀39的管路压力PL作为后退制动器压力而面向后退制动器R/B，通过将其联接而实现副变速器31的后退选择指令。
<模式切换控制>
对于车辆的驱动系为图1所示那样的情况，以下说明上述混合动力车辆的模式切换动控制。
在HEV行驶中，释放油门踏板19而向滑行(惰性)行驶转换的情况、之后踏下制动踏板16而对车辆制动的情况下，利用基于电动机2的再生制动将车辆的动能变换成电力，将其在蓄电池12蓄电而实现能效的提高。
但是，在HEV行驶的状态下的再生制动(HEV再生)，由于变速器离合器CL为联接状态，故而导致再生制动能量降低了发动机1的反向驱动力(发动机制动器)量及无级变速器4的摩擦量，能量再生效率差。
因此，在HEV行驶中开始了再生制动之后，通过变速器离合器CL的释放将发动机1及无级变速器4从驱动车轮5分离而向EV行驶转换，成为EV再生状态，由此，不带着发动机1及无级变速器4旋转，相应地，得到能量再生量。
另一方面，如上所述地释放变速器离合器CL时，从燃耗率的观点来看，使发动机1停止而不进行无用的运转，故而在上述的滑行行驶中执行的向发动机1的燃料喷射的中止(燃料切断)在变速器离合器CL的上述释放时也持续，通过禁止向发动机1的燃料喷射的再开始(燃料恢复)，在变速器离合器CL释放时使发动机1停止。
以上，完成从HEV模式向EV模式的切换。
在EV行驶中踏下油门踏板19等运转状态发生变化，产生了从EV模式向HEV模式的模式切换请求的情况下，将发动机1再起动且将变速器离合器CL联接而从EV行驶模式向HEV行驶模式切换。
但是，若怠慢该EV→HEV模式切换时的适当的驱动力控制(发动机l及/或电动机2的输出控制)、无级变速器4(无级变速机构CVT)的适当的变速控制，则产生以下的问题。
即，无级变速器4(无级变速机构CVT)通常将来自由发动机1驱动的油泵O/P的动作油作为介质进行变速控制，在向使发动机1停止的EV行驶模式转换后，也与不从油泵O/P排出动作油，无级变速器4(无级变速机构CVT)自身不旋转相结合，例如即使使电动泵E/P动作，也为不能进行变速控制的状态。
在EV行驶中，无级变速器4(无级变速机构CVT)并非保持在向EV行驶模式转换时(发动机停止时)的变速比，变速控制系统内的动作油发生泄漏或将变速控制机构内的弹簧(例如初级带轮6及次级带轮7的可动滑轮向固定滑轮压靠的盘簧)等产生的预加载下使变速控制机构稍动作，故而在EV行驶中，变速比从向EV行驶模式转换时(发动机停止时)的变速比逐渐偏移，无论如何在EV行驶中不能把握实际变速比。
另外，在EV→HEV模式切换时起动发动机l，但直至发动机旋转由于爆燃而成为起动完成值，将油泵O/P的排出油量设为可变速控制的量为止，在从EV→HEV模式切换开始后延迟相当的响应延迟之后，在其之间变速器也为不能变速控制的状态。
此时，即使使电动泵E/P动作，在直至发动机1完成起动期间，发动机转速也不稳定在可用于变速控制的程度，无级变速器4(无级变速机构CVT)依然为不能变速控制的状态。
由这些理由出发，发动机l由于爆燃而完成起动，从油泵O/P排出足够量的动作油，在无级变速器4(无级变速机构CVT)可变速控制时的实际变速比与对应于运转状态的目标变速比之间具有较大的背离，车轮驱动力相对于对应于运转状态的目标驱动力产生这些实际变速比及目标变速比之间的变速比偏差量的过度或不足。
在现有的混合动力车辆中，未尝试消除EV→HEV模式切换时的上述变速比偏差引起的驱动力的过度或不足，对驾驶员带来不能得到按照运转操作的驱动力的不适感。
本实施例提出有解决该问题，或者至少可缓和该问题而进行了改进后的EV→HEV模式切换控制，图1的复合控制器21执行图3的控制程序，经由发动机控制器22及变速器控制器24，如图4的时间图所示地进行该EV→HEV模式切换控制。
另外，图4为如下情况的动作时间图，在油门开度APO＝0、制动操作(制动开关ON)导致的滑行行驶中的瞬时tl，产生HEV→EV模式切换请求，响应于此而释放变速器离合器CL(离合器压力Pc＝0)，在滑行行驶中执行的燃料切断禁止燃料恢复，从而伴随瞬时tl的变速器离合器CL的释放而使发动机1(发动机转速Ne＝0)，在之后的瞬时t2，响应于制动操作解除(制动开关OFF)及油门踏板的踏入(油门开度APO>0)，产生了EV－HEV模式切换请求。
在图3的步骤S11中，检查是否发生了图4的瞬时t2中那样的发动机再起动请求(EV→HEV模式切换请求)，若未发生，则为了持续当前的HEV行驶，无需图3的EV→HEV模式切换控制，故而直接结束控制。
在步骤S11判定为产生了发动机再起动请求(EV→HEV模式切换请求)(达到图4的瞬时t2)的情况下，需要从当前的HEV行驶向EV行驶进行模式切换，故而使控制进入步骤S12。
在步骤S12中，在EV→HEV模式切换时需要的发动机1的起动及变速器离合器CL的联接中，通过起动器3开始前者的发动机起动，由瞬时t2－t3之间的发动机转速Ne可知，将发动机1起动，而且，控制电动机2，使其电动机扭矩Tm成为响应于运转状态的目标驱动力对应值。
在接下来的步骤S13中，使电动泵E/P动作而由此排出动作油。
接着，在步骤S14中，将来自该电动泵E/P的动作油作为介质，为了将变速器离合器CL联接而使其联接压力Pc如图4的瞬时t2以后那样地产生，在EV→HEV模式切换时进行必要的变速器离合器CL的联接。
在步骤S15中，检查在步骤S12开始的发动机起动是否完成、即是否到达发动机1爆燃而开始自运转的图4的瞬时t3，直至发动机起动完成为止，使控制返回之前，在发动机1开始自运转(图4的瞬时t3)为止而进行待机。
在步骤S15判定为发动机起动完成时(图4的瞬时t3)，油泵O/P排出动作油，无需来自电动泵E/P的动作油，故而在步骤S16使电动泵E/P停止。
在图4的瞬时tl～t3期间，由于上述的理由，不能求出无级变速器4(无级变速机构CVT)的实际变速比(带轮比)Ip，故而是不清楚的，在在瞬时t3之后，由于发动机转速Ne的上升，无级变速器4(无级变速机构CVT)输入发动机旋转，由此能够求出无级变速器4(无级变速机构CVT)的实际变速比Ip。
因此，在瞬时t3之后的步骤S17，通过Ip＝Npri/Nsec的计算求出无级变速器4(无级变速机构CVT)的实际变速比Ip。
在步骤S18中，由每个瞬时的运转状态(油门开度APO及车速VSP)求出瞬时t3之后的时时刻刻的目标变速比tIp。
在步骤S19中计算目标变速比tIp相对于实际变速比Ip的比即变速比偏差度△Ip(＝tIp/Ip)。
在步骤S21中，通过变速比偏差度△Ip是否为1以上来检查Ip≤tIp(实际变速比Ip比目标变速比tIp偏向高档侧)还是Ip>tIp(实际变速比Ip比目标变速比tIp偏向低档侧)。
在步骤S21判定为变速比偏差度△Ip为l以上的情况下，即如图4所示地Ip≤tIp(实际变速比Ip比目标变速比tIp偏向高档侧)，车轮驱动力相对于请求驱动力不足实际变速比Ip及目标变速比tIp之间的变速比偏差量的情况下，在步骤S22中，通过变速比偏差度△Ip和常量α的相乘求出消除该驱动力不足所需的电动机扭矩增大修正量△Tm，将该电动机扭矩增大修正量△Tm与图4中点划线所示的修正前的电动机扭矩Tm相加而得到图4中实线所示那样的电动机扭矩增大修正值(Tm+△Tm)。
在步骤S23中，检查在电动机2侧是否具有超过电动机扭矩增大修正量△Tm的富裕。
若有富裕，则在步骤S24中，对电动机2进行输出控制，以使输出扭矩成为电动机扭矩增大修正值(Tm+△Tm)，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力不足
在步骤S23判定为在电动机2侧不具有超过电动机扭矩增大修正量△Tm的富裕的情况下，在步骤S25中，通过变速比偏差度△Ip和常量β的相乘而求出消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力不足所需的发动机扭矩增大修正量△Te，将该发动机扭矩增大修正量△Te与图4中点划线所示的修正前的发动机扭矩Te相加而得到图4中实线所示的发动机扭矩增大修正值(Te+△Te)。
在步骤S26中，检查在发动机l侧是否具有超过发动机扭矩增大修正量△Te的富裕。
若具有富裕，则在步骤S27中，对发动机1进行输出控制以使输出扭矩成为发动机扭矩增大修正值(Te+△Te)，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力不足。
在步骤S26判定为在发动机l侧不具有超过发动机扭矩增大修正量△Te的富裕的情况下，在步骤S28中，通过与步骤S22及步骤S24相同的电动机扭矩增大修正和仅补充不足量的发动机扭矩增大修正的协同作用，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力不足。
在步骤S21判定为变速比偏差度△Ip小于l的情况下、即与图4所示相反地Ip>tIp(实际变速比Ip比目标变速比tIp偏向低档侧)，车轮驱动力相对于请求驱动力过大了实际变速比Ip及目标变速比tIp之间的变速比偏差量的情况下，在步骤S32中，通过变速比偏差度△Ip和常量α的相乘求出消除该驱动力过大所需的电动机扭矩低下修正量△Te，以该电动机扭矩低下修正量△Tm使图4中点划线所示的修正前的电动机扭矩Tm降低而得到电动机扭矩低下修正值(Tm－△Tm)。
在步骤S33中，检查在电动机2侧是否具有使扭矩下降电动机扭矩低下修正量△Tm的富裕。
若具有富裕，则在步骤S24中，对电动机2进行输出控制以使输出扭矩成为电动机扭矩低下修正值(Tm－△Tm)，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力过大。
在步骤S33判定为在电动机2侧不具有使扭矩下降了电动机扭矩低下修正量△Tm的富裕的情况下，在步骤S35中，通过变速比偏差度△Ip和常量β的相乘求出消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力过大所需的发动机扭矩低下修正量△Te，以该发动机扭矩低下修正量△Te使图4中点划线所示的修正前的发动机扭矩Te降低，得到发动机扭矩低下修正值(Te－△Te)。
在步骤S36中，检查在发动机l侧是否具有使扭矩下降发动机扭矩低下修正量△Te的富裕。
若具有富裕，则在步骤S37中，对发动机1进行输出控制以使输出扭矩成为发动机扭矩低下修正值(Te－△Te)，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力过大。
在步骤S36判定为在发动机1侧不具有使扭矩以发动机扭矩低下修正量△Te下降的富裕的情况下，在步骤S38中，通过与步骤S32及步骤S24同样的电动机扭矩低下修正和仅补充不足量的发动机扭矩低下修正的协同动作，消除实际变速比Ip及目标变速比tIp之间的变速比偏差引起的驱动力不足。
<效果>
根据上述的本实施例的EV→HEV模式切换控制，能够起到基于图4以下说明的效果。
在由通过制动操作解除(制动器开关OFF)及油门踏板的踏入(油门开度APO>0)而产生了EV→HEV模式切换请求的瞬时t2开始的发动机起动完成的瞬时t3可计算的无级变速器4(无级变速机构CVT)的实际变速比Ip与目标变速比tIp不同的情况下，由于这两者间的变速比偏差引起的驱动力的过度或不足，对驾驶员赋予不能得到按照运转操作的驱动力的不适感。
但是，在本实施例中，对电动机2及/或发动机1的输出进行修正以消除变速比偏差带来的驱动力的过度或不足，故而能够消除EV→HEV模式切换时的变速比偏差引起的驱动力的过度或不足，能够产生按照运转操作的驱动力变化，能够消除与运转操作不同的驱动力产生的不适感。
并且，在本实施例中，在消除上述驱动力的过度或不足时，能够优先地活用能够以比发动机1高的响应进行高精度的输出控制的电动机2的输出修正△Tm(步骤S22、步骤S24及步骤S32)，故而能够进一步起到消除上述不适感的效果。
而且，在电动机2侧不具有实现输出修正△Tm的富裕的情况下(步骤S23及步骤S33)，通过发动机1的输出修正△Te(步骤S25、步骤S27、步骤S35及步骤S37)来消除变速比偏差引起的驱动力的过度或不足，故而不并用响应性及精度不同的电动机2的输出修正△Tm和发动机1的输出修正△Te，能够起到避免控制变得困难且消除上述不适感的效果。
另外，在电动机2的输出修正△Tm及发动机l的输出修正△Te不能单独消除变速比偏差引起的驱动力的过度或不足的情况下，优先地活用能够以高响应进行高精度的输出控制的电动机2的输出修正△Tm，利用发动机1的输出修正△Te进行不足量的修正(步骤S28及步骤S38)，故而虽然不能避免精度上的不利，但是不产生不能消除变速比偏差引起的驱动力的过度或不足的问题，能够可靠地起到消除上述不适感的效果。
其他实施例
另外，在上述实施例中，对在发动机起动时通过起动电动机3使发动机l起动的情况进行了说明，但在代替于此而如下地使发动机1起动的情况下，也能够适用本发明的上述构思而得到同样的作用、效果。
即，在现有的混合动力车辆及怠速停止车辆中，将与发动机曲柄轴驱动结合而安装的通常的交流发动机(发电机)置换成也可运转那样的电动机/发电机，在怠速停止后将发动机再起动时、在发动机运转中根据需要而对该发动机进行扭矩辅助时，使电动机/发电机运转而实现目的。
在这样的混合动力车辆的情况下，也可以代替在发动机起动时基于起动电动机3将发动机l起动，而通过上述电动机/发电机的运转使发动机1起动。
本发明的上述构思也可适用于这样的车辆，在该情况下，可得到与上述同样的作用、效果。
另外，在制动中的判定时，使制动器开关26接通而进行了该判定，但该制动中的判定不限于此，也可以为根据制动操作而变化的物理量即例如制动踏板进程量，在制动液压的传感器检测值达到制动判定值时判定为在制动中。

Claims (5)

1.一种混合动力车辆的模式切换控制装置，作为动力源除了发动机之外还具有电动机，所述发动机经由变速器与车轮驱动结合，通过离合器可将所述变速器及车轮之间分离，除了通过将该离合器释放且使所述发动机停止，可选择仅利用所述电动机进行行驶的电气行驶模式之外，通过使所述发动机起动并将所述离合器联接，可选择利用所述电动机及发动机进行行驶的混合动力行驶模式，其特征在于，
在从所述电气行驶模式向混合动力行驶模式的模式切换时，将所述电动机及/或发动机的输出控制为对应于车辆运转状态的值，但在所述变速器的实际变速比与对应于车辆运转状态的目标变速比不同的情况下，对所述电动机及/或发动机的输出进行修正，以减少所述实际变速比及目标变速比之间的变速比偏差引起的驱动力的过度或不足。
2.如权利请求1所述的混合动力车辆的模式切换控制装置，其特征在于，
在所述模式切换时，直至所述发动机的起动完成为止的期间，控制所述电动机的输出以得到对应于车辆运转状态的请求驱动力，在所述发动机的起动完成之后，对所述电动机及/或发动机的输出进行修正以减少所述变速比偏差引起的驱动力的过度或不足。
3.如权利要求1或2所述的混合动力车辆的模式切换控制装置，其特征在于，
在仅通过所述电动机的输出修正能够按照目标地减少所述变速比偏差引起的驱动力的过度或不足的情况下，仅对该电动机进行所述输出修正。
4.如权利要求1～3中任一项所述的混合动力车辆的模式切换控制装置，其特征在于，
在仅通过所述电动机的输出修正不能按照目标地减少所述变速比偏差引起的驱动力的过度或不足的情况下，通过相对于所述发动机的所述输出修正，按照目标地减少所述变速比偏差引起的驱动力的过度或不足。
5.如权利要求4所述的混合动力车辆的模式切换控制装置，其特征在于，
在通过所述发动机的输出修正不能够按照目标地减少所述变速比偏差引起的驱动力的过度或不足的情况下，通过所述电动机的输出修正和发动机的输出修正的协同作用，按照目标地减少所述变速比偏差引起的驱动力的过度或不足。
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