CN104797475A - 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
CN104797475A
CN104797475A CN201380059487.4A CN201380059487A CN104797475A CN 104797475 A CN104797475 A CN 104797475A CN 201380059487 A CN201380059487 A CN 201380059487A CN 104797475 A CN104797475 A CN 104797475A
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China
Prior art keywords
speed
power
brake
engine
motor vehicle
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Granted
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CN201380059487.4A
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CN104797475B (zh
Inventor
重元俊介
长岭守洋
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • 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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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • 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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    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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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
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种混合动力车辆的控制装置，该混合动力车辆具有利用发动机的负压辅助驾驶员对制动踏板的踏力的负压制动助力器，其中，在将安装于发动机与驱动轮之间的离合器释放且通过电动机对驱动轮赋予再生扭矩时，在离合器释放之前将燃料切断恢复控制切换成动作状态而将发动机转速维持在规定转速以上。

Description

混合动力车辆的控制装置
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)、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)的混合动力车辆的控制装置。
背景技术
作为这样的混合动力车辆，以往已知有例如专利文献1记载的构成。该混合动力车辆为将一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，将另一动力源即电动机总是与该车轮结合的型式。
该混合动力车辆在将油门踏板释放且车速为规定车速以下时，通过停止发动机且将上述离合器释放，能够进行仅利用电动机的EV模式下的再生行驶(EV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(存在变速器的情况下变速器也)从车轮分离，在EV模式下的再生行驶时不带动(拉拽)该发动机(变速器)转动，可避免相应的能量损失，提高能效。
专利文献1：(特开)2002－139136号公报
在专利文献1记载的技术中，若将停止发动机的阈值即规定车速设定在高车速区域，则直至车辆停车为止耗费时间，故而在此期间，驾驶员可能反复地进行踏下制动踏板的操作和松开制动踏板的操作。此时，在发动机停止的状态下反复进行制动操作的话，助力装置即制动主缸的负压降低，故而成为不深踩制动踏板的所谓的铁板制动的状态(即踏下制动踏板后，脚收回来，但是制动踏板仍保持制动状态)，会对驾驶员带来不适感。
发明内容
本发明着眼于上述课题，其目的在于提供一种混合动力车辆的控制装置，即使将发动机与驱动轮之间的离合器释放而进行减速时进行制动踏板操作，也能够避免对驾驶员带来的不适感。
为了该目的，在本发明中，在具有利用发动机的负压辅助驾驶员对制动踏板的踏力的负压制动助力器的混合动力车辆中，在将安装于发动机与驱动轮之间的离合器释放并通过电动机对驱动轮赋予再生扭矩时，在将离合器释放之前，将燃料切断恢复控制切换到动作状态而将发动机转速维持在规定转速以上。
即，通过将发动机转速维持在规定转速以上从而能够确保负压，即使例如直至停车为止驾驶员都反复进行制动踏板操作，由于可得到助力装置的辅助，故而能够踏下制动踏板。因此，不对驾驶员带来不适感即可进行制动。另外，由于确保负压，故而能够较高地设定规定车速Vnew，能够更有效地回收再生能量。另外，由于能够维持无级变速器4的旋转状态并确保基于油泵O/P动作的油压供给，故而能够使无级变速器4变速到所希望的变速比，在再加速请求或再起步时等能够确保适当的变速比。
附图说明
图1是表示具有本发明第1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再生制动控制装置的其他型式的混合动力车辆，(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，(b)是在该混合动力车辆的驱动系中的V带式无级变速器中内设的副变速器内的变速摩擦元件的联接理论图；
图3是表示实施例1的EV减速再生模式的控制处理的时间图；
图4是表示实施例2的EV减速再生模式的控制处理的时间图；
图5是表示实施例3的EV减速再生模式的控制处理的时间图；
图6是表示实施例4的EV减速再生模式的控制处理的时间图。
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带式无级变速器
5：驱动轮
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：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
16a：行程传感器
17：负压式制动助力器
17a：负压传感器
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
O/P：油泵
31：副变速器
H/C：高档离合器
R/B：后退制动器
1/B：低档制动器
32：车速传感器
具体实施方式
〔实施例1〕
图1是表示具有实施例1的混合动力车辆的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1及电动机2，发动机1通过起动电动机3起动。发动机1经由V带式无级变速器4与驱动轮5可适当分离地驱动结合，以下，大体说明V带式无级变速器4。
V带式无级变速器4为由具有初级带轮6、次级带轮7、卷绕在这些带轮6、7之间的V型带8的变速机构构成的无级变速机构CVT。初级带轮6经由带锁止离合器的液力变矩器T/C与发动机1的曲轴结合，次级带轮7依次经由离合器CL及主减速器组9与驱动轮5结合。而且，在离合器CL的联接状态下，将来自发动机1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、离合器CL及主减速器组9向驱动轮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，并且增大次级带轮7的带轮V槽宽，在增大V型带8与初级带轮6的卷绕圆弧径的同时减小其与次级带轮7的卷绕圆弧径，V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。在向高档侧变速比的升档一直进行到界限的情况下，将变速比设定为最高变速比。
相反地，通过增大初级带轮6的带轮V槽宽并且减小次级带轮7的带轮V槽宽，在减小V型带8与初级带轮6的卷绕圆弧径的同时增大其与次级带轮7的卷绕圆弧径，V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。在向低档侧变速比的降档一直进行到界限为止的情况下，将变速设定为最低变速比。
无级变速器4具有检测初级带轮6的转速的输入旋转传感器6a、检测次级带轮7的转速的输出旋转传感器7a，基于由这两个旋转传感器检测到的转速算出实际变速比，以该实际变速比成为目标变速比的方式进行各带轮的油压控制等。
电动机2经由主减速器组11总是与驱动轮5结合，该电动机2利用蓄电池12的电力经由变换器13而驱动。
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，从而对电动机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，也用于后文详述的再生制动。在该再生制动时，变换器13对电动机2施加再生制动力量的发电负荷，从而使电动机2作为发电机起作用，将电动机2的发电电力蓄积在蓄电池12中。
实施例1的混合动力车辆通过在将离合器CL释放且使发动机1停止的状态下驱动电动机2，仅使电动机2的动力经由主减速器组11而向驱动轮5传递，以仅利用电动机2的电气行驶模式(EV模式)进行行驶。其间，通过将离合器CL释放，不带动停止状态的发动机1转动，抑制EV行驶中的无用的耗电。
在上述的EV行驶状态下，若通过起动电动机3使发动机1起动并且使离合器CL联接，则来自发动机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、离合器CL及主减速器组9而向驱动轮5传递，混合动力车辆以基于发动机1及电动机2的混合动力行驶模式(HEV模式)进行行驶。
在使混合动力车辆从上述行驶状态停车或者保持在该停车状态时，利用制动钳15对与驱动轮5一同旋转的制动盘14进行夹压并制动，以实现目的。制动钳15与主缸18连接，利用与制动踏板踏力对应的制动液压使制动钳15动作而进行制动盘14的制动，该主缸18响应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(相当于助力装置)的助力下输出对应于制动踏板踏力的制动液压。负压式制动助力器17利用发动机1的进气负压辅助驾驶员的制动踏板踏力，在由负压传感器17a检测到的负压为规定值以上的情况下，可充分地发挥助力功能。混合动力车辆在EV模式及HEV模式的任一模式下，也以与驾驶员踏下油门踏板19而发出指令的驱动力指令对应的扭矩驱动车轮5，以响应驾驶员的请求的驱动力进行行驶。
复合控制器21分别进行混合动力车辆的行驶模式选择、发动机1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、离合器CL的联接和释放控制、蓄电池12的充放电控制。此时，复合控制器21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进行上述控制。
因此，向复合控制器21输入来自在踏下制动踏板16的制动时从OFF向ON切换的常开开关即制动开关26的信号、来自检测制动踏板16的行程量的行程传感器16a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。复合控制器21进而在发动机控制器22、电动机控制器23、变速器控制器24及蓄电池控制器25之间进行内部信息的交换。
发动机控制器22响应来自复合控制器21的指令而对发动机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，进行无级变速器4(V带式无级变速机构CVT)的变速控制及离合器CL的联接和释放控制。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，将V带式无级变速机构CVT(次级带轮7)与驱动轮5之间可分离地结合，故而虽然在无级变速器4设有专用的离合器CL，但如图2(a)所示例地，无级变速器4在V带式无级变速机构CVT(次级带轮7)与驱动轮5之间内设有副变速器31的情况下，挪用负责副变速器31的变速的摩擦元件(离合器或制动器等)，能够将V带式无级变速机构CVT(次级带轮7)与驱动轮5之间可分离地结合。该情况下，无需追设将V带式无级变速机构CVT(次级带轮7)与驱动轮5之间可分离地结合的专用的离合器，在成本上是有利的。
图2(a)的副变速器31由具有复合太阳齿轮31s－1及31s－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的拉维略型行星齿轮组构成。
复合太阳齿轮31s－1及31s－2中，太阳齿轮31s－1与次级带轮7结合，以作为输入旋转构件起作用，太阳齿轮31S－2相对于次级带轮7同轴地配置，但可自如地旋转。
使内小齿轮31pin与太阳齿轮31s－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与主减速器组9结合，以使其作为输出旋转构件作用。
通过高档离合器H/C可将行星架31C和齿圈31r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1/B可将太阳齿轮31S－2适当固定。
副变速器31使作为变速摩擦元件的高档离合器H/C、后退制动器R/B及低档制动器1/B以图2(b)中○标记所示的组合联接，除此之外以图2(b)中×标记所示地释放，由此可选择前进第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1/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1/B联接，则副变速器31成为选择前进第1速(减速)状态，若将高档离合器H/C联接，则副变速器31成为选择前进第2速(直接连结)状态，若将后退制动器R/B联接，则副变速器31成为选择后退(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、1/B释放而使副变速器31成为中立状态，能够将V带式无级变速机构CVT(次级带轮7)与驱动轮5之间分离。因此，图2(a)的无级变速器4不将副变速器31的变速摩擦元件H/C、R/B、1/B用于图1中的离合器CL，如图1所示地不追设离合器CL，能够将V带式无级变速机构CVT(次级带轮7)与驱动轮5之间可分离地结合。
图2(a)的无级变速器4作为动作介质控制来自被发动机驱动的油泵O/P的油，变速器控制器24经由管路压电磁阀35、锁止电磁阀36、初级带轮压电磁阀37、低档制动器压电磁阀38、高档离合器压和后退制动器压电磁阀39及开关阀41如下地控制无级变速器4的该控制。另外，在变速器控制器24，除了如图1地输入上述的信号之外，也输入来自检测车速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的油调压成车辆请求驱动力对应的管路压P1，将该管路压P1作为次级带轮压而总是向次级带轮7供给，从而次级带轮7利用对应于管路压P1的推力夹持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，使管路压P1适当朝向液力变矩器T/C，从而使液力变矩器T/C根据希望成为将输入输出元件之间直接连结的锁止状态。
初级带轮压电磁阀37响应来自变速器控制器24的CVT变速比指令而将管路压P1调压成初级带轮压，通过将其向初级带轮6供给，能够以CVT变速比与来自变速器控制器24的指令一致的方式控制初级带轮6的V槽宽、被供给有管路压P1的次级带轮7的V槽宽，实现来自变速器控制器24的CVT变速比指令。
低档制动器压电磁阀38在变速器控制器24发出副变速器31的选择第1速指令时，将管路压P1作为低档制动器压而向低档制动器1/B供给，从而使其联接并实现选择第1速指令。
高档离合器压和后退制动器压电磁阀39在变速器控制器24发出副变速器31的选择第2速指令或选择后退指令时，将管路压P1作为高档离合器压和后退制动器压而向开关阀41供给。
选择第2速指令时，开关阀41使来自电磁阀39的管路压P1作为高档离合器压而朝向高档离合器H/C，通过将其联接来实现副变速器31的选择第2速指令。
选择后退指令时，开关阀41使来自电磁阀39的管路压P1作为后退制动器压而朝向后退制动器R/B，通过将其联接来实现副变速器31的选择后退指令。
<EV减速再生模式>
以下，基于图1的车辆的驱动系说明实施例1的混合动力车辆的EV减速再生模式。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而对车辆进行制动的情况下，进行利用电动机2的再生制动的再生减速控制。由此，通过将车辆的动能转换成电力并将其在蓄电池12蓄电，从而可提高能效。
但是，在HEV行驶的状态下的再生制动(HEV再生)，由于离合器CL为联接状态，故而导致再生制动能量降低发动机1的反向驱动力(发动机制动)量及无级变速器4的摩擦量，能量再生效率差。
因此，若车速低于规定车速，则使离合器CL成为释放状态，将发动机1及无级变速器4从驱动轮5分离而向EV行驶转换，从而成为EV再生状态，由此，通过排除发动机1及无级变速器4的带动转动，选择产生相应的能量再生量的EV减速再生模式。
如上所述地将离合器CL释放时，从燃耗观点来看，以不进行无用的旋转的方式使发动机1停止，故而禁止向发动机1的燃料喷射的再次开始(燃料切断恢复)，以使在上述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)在离合器CL的上述释放时也持续，在离合器CL释放时使发动机1停止。在此，燃料切断恢复控制是指，在将燃料喷射中止的状态下，发动机转速低于发动机1的可自转的最低转速(例如怠速转速等)的情况下，通过再次开始喷射燃料，避免起动电动机3的发动机启动而确保发动机动作状态的控制。另外，在EV模式下欲使发动机1的动作停止的情况下，通过禁止燃料切断恢复控制的动作而使发动机1停止。
但是，在上述那样地使发动机1停止的情况下，由于不能确保发动机1的负压，故而具有不能确保负压式制动助力器17的辅助功能的问题。
例如，在HEV行驶中的滑行行驶中，以在低于规定车速时向EV行驶转换的方式进行行驶模式的切换的构成中，由于规定车速越设定在高车速侧，越能确保再生能量，故而也可以说希望设定在高车速侧。但是，在假定减速度一定的情况下，越是设定在高车速侧，直至停车为止的时间越长，故而在此期间，驾驶员反复进行踏下制动踏板16的操作和松开制动踏板16的操作的机会增加。
负压式制动助力器17在发动机1的动作停止的状态下反复进行制动踏板16的操作的话，消耗负压，由此不能确保足够的辅助力，成为不深踩制动踏板16的所谓的铁板制动的状态，会对驾驶员带来不适感。即，这是由于负压式制动助力器17成为在踏下制动踏板16之后，返回主缸内的活塞位置时，负压消失的构造。
因此，在实施例1中，使离合器CL成为释放状态，在基于电动机2的再生减速中，为了确保负压而将发动机转速确保在规定转速以上。
图3是表示实施例1的EV减速再生模式的控制处理的时间图。最初的状态为，在将锁止离合器联接的规定车速Vnew以上，将油门踏板19释放，进行基于HEV行驶模式的滑行行驶。另外，与将规定车速设定为比Vnew低的低车速侧的Vo1d且在离合器CL释放时不使发动机1动作的比较例一同进行说明。
在时刻t1，若车速低于规定车速Vnew，则开始燃料切断恢复控制，之后，将离合器CL及锁止离合器二者释放。因此，通过离合器CL及锁止离合器的释放，即使发动机转速一下子降低到怠速转速附近，也通过燃料切断恢复控制再次开始喷射燃料，发动机确保怠速转速，成为将规定的扭矩输出的怠速状态。由此，能够确保负压，故而能够确保基于负压制动助力器17的辅助功能。而且，由于能够确保向无级变速器4供给油压的油泵O/P的动作，故而能够持续地进行无级变速器4的变速比控制，可实现所希望的变速比。
另外，由于通过离合器CL的释放，发动机摩擦扭矩量不足，故而通过增大电动机2的再生扭矩，确保制动扭矩。
另一方面，在比较例的情况下，由于在离合器释放时发动机1不动作，故而不确保负压，因此不得不将规定车速设定为低车速侧且将离合器CL释放的状态缩短化。因此，规定车速设定为比Vnew低的Vo1d，在时刻t2，降低到Vo1d而开始进行离合器CL的释放。即，在比较例的情况下，在从Vnew降低到Vo1d的期间，不能将离合器CL释放，不能确保再生能量，但在实施例1的情况下，在此期间能够确保足够的再生能量。
如上所述地，在实施例1中可得到下述列举的作用效果。
(1)具有：与发动机1的输出轴结合的无级变速器4(变速器)；
在无级变速器4与驱动轮之间安装的离合器CL；
与驱动轮结合的电动机2(电动机)；
利用发动机1的负压辅助驾驶员对制动踏板16的踏力的负压制动助力器17(助力装置)；
根据运转状态控制发动机1及电动机2的输出状态、无级变速器4的变速比、离合器CL的联接和释放的复合控制器21(控制装置)，
复合控制器21能够将燃料切断恢复控制切换到动作状态或者非动作状态，该燃料切断恢复控制通过从发动机转速比怠速转速(规定转速)高且停止燃料供给的状态降低到怠速转速且开始供给燃料而维持在怠速转速以上，在设定有将离合器CL从联接状态切换到释放状态并利用电动机2对驱动轮赋予再生扭矩的EV减速再生模式(减速再生模式)时，在将离合器CL从联接状态切换到释放状态之前，将燃料切断恢复控制切换到动作状态而将发动机转速维持在怠速转速(规定转速)以上。
即，通过将发动机转速维持在怠速转速以上，能够确保负压，例如，即使驾驶员反复进行制动踏板操作直至停车为止，也可得到负压制动助力器17的辅助，故而能够踏下制动踏板16。因此，能够不对驾驶员赋予不适感而进行制动。
另外，通过在离合器CL释放前使燃料切断恢复控制动作，发动机转速不随着离合器CL的释放而降低，能够确保发动机1的自转状态。另外，在燃料切断恢复控制在达到规定车速前已发挥作用的情况下，只要继续燃料切断恢复控制即可。
另外，由于确保负压，故而能够将规定车速Vnew设定得较高，能够更有效地回收再生能量。另外，能够维持无级变速器4的旋转状态且可确保基于油泵O/P动作的油压供给，故而能够使无级变速器4变速成所希望的变速比，在再加速请求及再起步时等能够确保适当的变速比。
〔实施例2〕
接着，对实施例2进行说明。基本的构成与实施例1相同，故而仅对不同点进行说明。在实施例1中，在选择了EV减速再生模式时，使发动机1成为怠速状态。对此，在实施例2中，作为驾驶员的制动请求，通过负压传感器17检测负压制动助力器17的负压，判断能否确保规定值(制动所需的负压)。在不能确保规定值的情况下，输出负压请求，维持发动机1的动作状态。另一方面，在确保负压的情况下，停止负压请求、即禁止燃料切断恢复控制。另外，制动所需的负压是指，例如可进行直至车辆停止状态为止的急减速的值。
图4是表示实施例2的EV减速再生模式的控制处理的时间图。最初的状态为，在锁止离合器已联接的规定车速Vnew以上，释放油门踏板19并踏下制动踏板16而输出制动请求，根据HEV行驶模式进行减速行驶的状态。
在时刻t1，若车速低于规定车速Vnew，则开始燃料切断恢复控制，之后，将离合器CL及锁止离合器二者释放。因此，即使由于离合器CL及锁止离合器的释放使发动机转速一下子降低到怠速转速附近，也能够通过燃料切断恢复控制再次开始喷射燃料，成为发动机确保怠速转速，输出规定的扭矩的怠速状态。由此，能够确保负压，故而能够确保负压制动助力器17的辅助功能。
在时刻t11，若确保制动所需的负压，则无需确保负压，故而禁止燃料切断恢复控制，由此，停止发动机1的动作。由此，能够抑制无效的燃料消耗。
如以上说明地，在实施例2中可得到下述的作用效果。
(2)具有检测负压(是否满足驾驶员的制动请求)的负压传感器17a(制动请求检测装置)，复合控制器21在将发动机转速维持在怠速转速以上时检测到满足制动请求时，使发动机转速比怠速转速低。
由此，能够抑制无效的燃料消耗，能够改善燃耗率。
〔实施例3〕
接着，对实施例3进行说明。基本构成与实施例2相同，故而仅对不同之处进行说明。在实施例3中，如实施例2那样地将发动机1的动作之后，驾驶员的制动力请求达到规定值以上的情况下，通过使离合器CL联接来确保负压。另外，作为制动力请求值，在实施例3中，基于由制动器行程传感器16a检测到的行程量是否为规定值以上来进行判断。其中，也可以为若能够检测驾驶员的制动请求，则也检测主缸压或踏力等的构成，不作特别地限定。
图5是表示实施例3的EV减速再生模式的控制处理的时间图。最初的状态为，在锁止离合器已联接的规定车速Vnew以上，将油门踏板19释放，踏下制动踏板16而输出制动请求，根据HEV行驶模式进行减速行驶的状态。由于直至时刻t11为止都与实施例2相同，故而对其之后进行说明。
在时刻t12，若驾驶员踏下制动踏板16且检测到规定值以上的请求制动力，则将离合器CL从释放状态切换到联接状态。于是，发动机转速上升到根据车速和变速比决定的转速，能够产生负压。此时，由于发动机摩擦量增加，故而相应地，电动机2的再生扭矩减小。此时，由于燃料切断恢复控制为OFF的状态，故而能够避免燃料喷射导致的燃耗的恶化，并且能够确保负压。
如以上说明地，在实施例3中可得到下述的作用效果。
(3)复合控制器21在发动机停止时(发动机转速比怠速转速低时)，驾驶员的请求制动力为规定值以上时，将离合器CL从释放状态切换到联接状态。
由此，不使用起动电动机3等即可使发动机转速上升，能够提高起动电动机3的耐久性并确保负压。另外，无需进行燃料喷射，并且改善燃耗率。
另外，在实施例3中使用有发动机1的负压，但也可以构成为例如在无级变速器4设置可产生负压的泵等，由此确保负压。此时，即使在将锁止离合器释放的状态下，也能够通过离合器CL的联接而更有效地确保负压。
〔实施例4〕
接着对实施例4进行说明。由于基本构成与实施例2相同，故而仅对不同点进行说明。在实施例4中，如实施例2地在停止发动机1的动作之后驾驶员的制动力请求达到规定值以上的情况下，将燃料切断恢复控制切换到动作状态，通过起动电动机3驱动发动机1转动，进行发动机启动，从而确保负压。
图6是表示实施例4的EV减速再生模式的控制处理的时间图。最初的状态为，在锁止离合器已联接的规定车速Vnew以上，将油门踏板19释放，踏下制动踏板16而输出制动请求，根据HEV行驶模式进行减速行驶。由于直至时刻t11为止都与实施例2相同，故而对其之后进行说明。
在时刻t13，驾驶员踏下制动踏板16并检测到规定值以上的请求制动力时，将燃料切断恢复控制从禁止状态切换到允许状态，并且通过起动电动机3驱动发动机而起动发动机1。由此，发动机1能够维持怠速转速并能够确保负压。另外，在离合器CL释放的状态下，对电动机2的再生扭矩等不产生影响，故而能够避免制动时的制动扭矩变动等。
而且，由于发动机1动作，故而在该情况下，驾驶员踏下油门踏板19而输出再加速请求或再起步请求的情况下，也能够快速地确保足够的扭矩，能够提高对再加速请求或再起步请求的响应性。
如以上说明地，在实施例4中可得到下述作用效果。
(4)复合控制器21在使发动机1停止(发动机转速比怠速转速低)时驾驶员的制动请求为规定制动力以上时，使发动机转速上升到怠速转速以上。
因此，能够将发动机1维持在怠速转速，并且能够确保负压。另外，由于发动机1动作，故而即使驾驶员进行了再加速请求或再起步请求的情况下，也能够快速地确保扭矩，能够提高对再加速请求或再起步请求的响应性。
以上，基于各实施例对本发明进行了说明，但不限于上述构成，其他构成也包含在本发明中。
在实施例1中表示了通过发动机1的燃料切断恢复将发动机转速确保为规定转速以上的例子，但单从确保发动机转速的观点来看，也可以不进行燃料喷射而利用起动电动机3等确保发动机转速。
另外，在实施例中，基于负压请求或制动力请求确保发动机转速，但例如也可以基于发电机的发电请求等确保发动机转速而构成。
另外，在实施例中，表示了通过离合器CL的联接或起动电动机3进行发动机再启动的构成，但也可以为其他构成。具体地，近年来，在带怠速停止功能的车辆中，将发电机置换成电动发电机，在该电动发电机施加发电机功能而附加发动机起动功能，由此，在自怠速停止的发动机再启动时，不利用起动电动机，而利用电动发电机进行发动机再启动的技术被实用化。本申请发明也可以通过上述那样的电动发电机进行发动机再启动。
另外，在实施例中，基于制动开关的ON或OFF来判断是否为制动状态。但不限于此，也可以基于制动踏板的行程传感器的输出值来进行判断，或者基于检测主缸压等的制动液压传感器的输出值来进行判断。

Claims (4)

1.一种混合动力车辆的控制装置，其特征在于，具有：
与发动机的输出轴结合的无级变速器；
安装在所述变速器与驱动轮之间的离合器；
与所述驱动轮结合的电动机；
利用所述发动机的负压辅助驾驶员对制动踏板的踏力的助力装置；
根据运转状态控制所述发动机及所述电动机的输出状态、所述变速器的变速比、所述离合器的联接和释放的控制装置，
所述控制装置可将燃料切断恢复控制切换到动作状态或非动作状态，该燃料切断恢复控制通过从发动机转速比规定转速高且停止供给燃料的状态使发动机转速降低到所述规定转速并开始供给燃料而将其维持在所述规定转速以上，并且所述控制装置在设定有使所述离合器以联接状态从比规定车速高的高车速状态减速而达到所述规定车速以下时将所述离合器从联接状态切换到释放状态并通过所述电动机对所述驱动轮赋予再生扭矩的减速再生模式时，在将所述离合器从联接状态向释放状态切换之前，将所述燃料切断恢复控制切换到动作状态而将发动机转速维持在所述规定转速以上。
2.如权利请求1所述的混合动力车辆的控制装置，其特征在于，
具有检测是否满足驾驶员的制动请求的制动请求检测装置，
所述控制装置在将发动机转速维持在所述规定转速以上时检测到满足所述制动请求时，使发动机转速比所述规定转速低。
3.如权利请求2所述的混合动力车辆的控制装置，其特征在于，
所述控制装置在使发动机转速比所述规定转速低时驾驶员的请求制动力为规定值以上时，将所述离合器从释放状态切换到联接状态。
4.如权利要求2所述的混合动力车辆的控制装置，其特征在于，
所述控制装置在使发动机转速比所述规定转速低时驾驶员的制动请求为规定制动力以上时，使发动机转速上升到所述规定转速以上。
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