JP2002369303A - Starter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform smooth starting by transmitting torque generated by an engine to a driving wheel, while making a difference between the numbers of the input and output revolutions. SOLUTION: This starter has a reduction gear 16 which is at least equipped with a first gear element 81 coupled with the output shaft of an engine 11, a second gear element 82 coupled with the driving wheel 25 of a vehicle, and a third gear element 83 and reduces the speed of the rotation inputted from the first gear element 81 by adding braking torque to third gear element 83 and outputs it to the third gear element 83, an electromotive rotator M which is coupled with the third gear element 83, an engine load detection means which detects the engine load, a vehicle velocity detection means which detects the vehicle velocity, and a controller 90. The controller 90 is equipped with a braking torque start means which starts braking torque by driving the which the electromotive rotator M, when the engine load is approximately zero and the vehicle velocity is not larger than a set value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device.

[0002]

2. Description of the Related Art Conventionally, an engine mounted on a vehicle (for example, an internal combustion engine) cannot generate torque if the engine speed is lower than a predetermined speed. The torque is transmitted to the drive wheels of the vehicle while rotating at a predetermined rotation speed. However, when the vehicle is stopped, the rotational speed of the drive wheel is 0, and a rotational speed difference occurs between the engine and the drive wheel.

Therefore, a starting device such as a friction clutch or a fluid type clutch is interposed between the engine and the driving wheels to transmit the torque while allowing the rotation speed difference to occur.

[0004] For example, when a torque converter is used as the hydraulic clutch, a neutral range is selected by the driver, the connection between the engine and the drive wheels is cut off, and the vehicle is stopped. The engine is run at idling speed.

Therefore, when a forward range such as the D range is selected at the time of starting of the vehicle, the forward clutch is engaged, and the engine and the drive wheels are connected via the torque converter, the torque converter Is rotated at the idling speed, while the output side of the torque converter is almost stopped by the inertia of the vehicle.

When the driver depresses the accelerator pedal, the engine speed gradually increases. However, the torque converter transmits the torque to the drive wheels while causing a slip corresponding to the input / output speed difference in the hydraulic oil. Then, the vehicle is started.

[0007] Further, even after the start of the vehicle is completed, even if there is no difference between the input and output rotational speeds of the torque converter, the vehicle speed (the rotational speed of the drive wheels) is maintained at a speed at which the engine rotational speed can maintain a predetermined rotational speed. Is reached, the input side and the output side of the torque converter are directly connected by a lock-up clutch or the like so as to eliminate the rotational speed difference.

[0008]

However, in the conventional starting device, when the vehicle starts, the input / output rotation is caused by slipping of hydraulic oil in the case of a torque converter and slipping of a friction surface in the case of a friction clutch. Since it is designed to transmit torque while generating a number difference,
Excess kinetic energy resulting from the occurrence of the input / output rotational speed difference is converted into heat energy and released. Therefore,
The kinetic energy generated by the engine cannot be used effectively.

The present invention solves the problem of the conventional starting device, and transmits the torque generated by the engine to the driving wheels while generating the input / output rotational speed difference, thereby performing a smooth start. It is an object of the present invention to provide a starting device capable of converting surplus kinetic energy due to occurrence of a difference between input and output rotational speeds into electric energy and storing the electric energy.

[0010]

For this purpose, in the starting device according to the present invention, the first device connected to the output shaft of the engine is provided.
, A second gear element connected to the driving wheels of the vehicle, and a third gear element, and a braking torque is applied to the third gear element, so that the third gear element receives an input from the first gear element. A speed reducing device for reducing the rotation of the vehicle and outputting the reduced speed to a second gear element, an electric rotating device connected to the third gear element, an engine load detecting means for detecting an engine load, and a vehicle speed for detecting a vehicle speed. It has a detecting means and a control device.

When the engine load detected by the engine load detecting means is substantially zero and the vehicle speed detected by the vehicle speed detecting means is equal to or less than a set value, the control device controls the electric rotation. A braking torque rising means for driving the device to increase the braking torque is provided.

In another starting apparatus according to the present invention, the braking torque rising means may be configured such that the engine load detected by the engine load detecting means is substantially zero, and the vehicle speed detected by the vehicle speed detecting means. Is determined to be equal to or less than the set value, the electric rotating device is driven to gradually increase the braking torque.

[0013] In still another starting device of the present invention, the braking torque rising means raises a braking torque so that a predetermined torque is output to the second gear element during a lapse of a predetermined time. increase.

Still another starting device according to the present invention further includes a brake detecting means for detecting depression of a brake pedal.

The braking torque rising means drives the electric rotating device to increase the braking torque when the brake detecting means does not detect the depression of the brake pedal.

[0016]

According to the present invention, as described above, in the starting device, the first gear element connected to the output shaft of the engine and the second gear element connected to the drive wheels of the vehicle are provided. , And at least a third gear element.
A reduction gear that reduces the rotation input from the first gear element and outputs the reduced rotation to the second gear element by applying a braking torque to the third gear element; and an electric rotation mechanism connected to the third gear element. The apparatus includes an apparatus, an engine load detecting means for detecting an engine load, a vehicle speed detecting means for detecting a vehicle speed, and a control device.

When the engine load detected by the engine load detecting means is substantially zero and the vehicle speed detected by the vehicle speed detecting means is equal to or less than a set value, the control device controls the electric rotating speed. A braking torque rising means for driving the device to increase the braking torque is provided.

In this case, when the engine load detected by the engine load detecting means is substantially zero and the vehicle speed detected by the vehicle speed detecting means is equal to or less than a set value, the electric rotating device is driven to brake. Torque is built up.

Therefore, by gradually increasing the braking torque of the electric rotating device, the torque output to the drive wheels can be swept up to a creep torque. As a result, the vehicle can run by generating the same creep force as the torque converter.

[0020]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a functional diagram of the starting device according to the first embodiment of the present invention.

As shown in the drawing, in the starting device of the present invention, a first gear element 81 connected to the output shaft of the engine 11, a second gear element 82 connected to the drive wheels 25 of the vehicle, And at least a third gear element 83,
A speed reduction device 16 that reduces the rotation input from the first gear element 81 by applying a braking torque to the third gear element 83 and outputs the rotation to the second gear element 82; An engagement element 87 connected to any of the elements 81 to 83 and selectively engaged to mechanically connect the output shaft of the engine 11 to the drive wheel 25 of the vehicle; and the third gear element 83 , A main battery 47 as a power storage device, a throttle sensor 29 as an engine load detecting means for detecting a throttle opening as an engine load, and at least one gear of the speed reducer 16. The control unit 90 includes a rotation speed detection unit 86 that detects a rotation speed of the element and outputs a rotation speed signal.

In this case, the rotation speed detecting means 86 may directly detect the rotation speed of each gear element, or may calculate the rotation speed based on the rotation speeds of two gear elements.

The control device 90 controls the first gear element 8
1 is set on the basis of the throttle opening, and the electric rotating device M is driven to generate a braking torque, whereby the first gear element 81 of the first gear element 81 obtained from the rotation speed signal is obtained. An electric rotating device control means 93 for setting the number of revolutions to a target number of revolutions, the number of revolutions of another gear element obtained from the number of revolutions signal is compared with a set value for disengagement, and the engagement is determined based on the comparison result. Engaging element engaging and disengaging means 95 for engaging and disengaging the coupling element 87.

FIG. 2 is a schematic view of the starting device according to the first embodiment of the present invention.

In the figure, 11 is an engine (E / G),
Reference numeral 12 denotes an engine output shaft to which rotation generated by the engine 11 is transmitted, and M1 denotes a generator motor as an electric rotating device. The generator motor M1 functions as a generator and a motor. When the generator motor M1 functions as a generator, it generates a regenerative current and applies a braking torque to the engine output shaft 1.
When the motor 2 acts as a motor, a torque is generated and output to the output shaft 19.

Reference numeral 15 denotes a resolver for detecting the position of the magnetic pole of the generator motor M1, and reference numeral 16 denotes the engine output shaft 1.
2, a starter mechanism comprising the resolver 15, the generator motor M1 and the speed reducer 16,
An output shaft 9 transmits the rotation generated by the starting mechanism 18 to the transmission 21. In this embodiment,
The transmission 21 is configured by an automatic transmission (A / T), but may be configured by a manual transmission.

The reduction gear unit 16 has a reduction gear mechanism (not shown), for example, a planetary gear unit, and a clutch (not shown) so that each element of the planetary gear unit can be selectively engaged and disengaged. The clutch is disengaged by a hydraulic servo (not shown) of the hydraulic circuit 23. The hydraulic circuit 23 is provided with a solenoid valve S for selectively supplying oil to the hydraulic servo.
C.

In this embodiment, since the transmission 21 is constituted by an automatic transmission mechanism, the hydraulic circuit 2
Reference numeral 3 has solenoid valves S1 and S2 for achieving each shift speed of the transmission 21.

When the transmission 21 achieves each speed, the rotation corresponding to each speed is transmitted to the drive wheels 25 via the drive shaft 24.

Reference numeral 28 denotes an accelerator pedal. By depressing the accelerator pedal 28, the throttle opening as an engine load can be changed. The throttle opening is detected by a throttle sensor 29 as an engine load detecting means interlocked with an accelerator pedal 28. An engine speed sensor 30 is disposed opposite the engine output shaft 12 and detects the engine speed. An engine speed sensor 31 is disposed opposite the output shaft 19 and detects the output speed of the starting mechanism 18. The output rotation speed sensor 33 is linked with a shift lever (not shown) as operating means, and detects a shift position and a shift position selected by the shift lever.
S. S / W), 34 is a vehicle speed sensor as vehicle speed detecting means which is disposed to face the drive shaft 24 and detects the vehicle speed of the vehicle by a value corresponding to the vehicle speed (hereinafter referred to as “vehicle speed corresponding value”). is there. Actually, the rotation speed of the drive shaft 24 is detected by the vehicle speed sensor 34 and converted into a vehicle speed corresponding value V by calculation.

In this embodiment, the engine speed sensor 30 is disposed so as to face the engine output shaft 12, and detects the speed of the engine output shaft 12 as the engine speed. , Engine output shaft 12
It is also possible to detect the engine speed by using the signal of the ignition device instead of the engine speed. The output rotation speed sensor 31 is disposed so as to face the output shaft 19, and
9, the output shaft 19 is detected.
The rotation speed of the input shaft of the transmission 21 can be detected instead of the rotation speed of the transmission 21.

Reference numeral 36 denotes an automatic transmission control device (EC
U), the automatic transmission control device 36 determines the throttle opening based on the throttle sensor 29, the vehicle speed detected by the vehicle speed sensor 34, and the range and gear position detected by the shift position switch 33. A start output and a shift output are generated, and a clutch signal corresponding to the start output is applied to the solenoid of the solenoid valve SC, and a solenoid signal corresponding to the shift output is applied to the solenoids of the solenoid valves S1 and S2. Is output.

The hydraulic circuit 23 supplies a hydraulic pressure to each of the hydraulic servos based on a clutch signal and a solenoid signal received by each solenoid, achieves each shift speed, and forms a direct connection state of the starting mechanism 18. .

Reference numeral 39 denotes an ignition switch (IG) for generating a starter signal when the driver operates the ignition key. Reference numeral 41 denotes a brake stroke or brake fluid pressure when the driver depresses the brake pedal 42. A brake sensor 44 for detecting and detecting a braking force required by a driver receives a neutral signal generated by the automatic transmission control device 36, and reduces a fuel injection amount in the engine 11 by a fuel. This is an injection amount control device (EFIECU).

Reference numeral 46 denotes an output control device for driving the generator motor M1 to generate a torque necessary for starting the vehicle, and 47 supplies a current for driving the generator motor M1 and is obtained by regeneration. Main battery as a power storage device that is supplied with
8 is a main battery 47 based on the voltage, current integrated value and the like.
Is a remaining amount detecting device that detects the remaining amount of the battery and monitors the state of charge.

SG1 is the automatic transmission control device 3
6 is an operation signal output to the output control device 46. The operation signal SG1 includes an on / off signal of a switching element for adjusting a current supplied to the generator motor M1, a chopper duty signal, and the like. . And
SG2 is output from the output control device 46 to the automatic transmission control device 36.
And the operation signal SG2
Is used as a current monitor signal for performing feedback control in the automatic transmission control device 36.

Next, the operation of the starting device having the above configuration will be described.

FIG. 3 is a conceptual diagram of a starting device according to the first embodiment of the present invention, FIG. 4 is a velocity diagram according to the first embodiment of the present invention, and FIG. 5 is a starting diagram according to the first embodiment of the present invention. It is a time chart of an apparatus.

In FIG. 3, reference numeral 11 denotes an engine (E /
G), 12 is an engine output shaft, M1 is a generator motor, 1
6 is a reduction gear, 18 is a starting mechanism, 19 is the starting mechanism 18
Reference numeral 21 denotes a transmission (A / T), and reference numeral 50 denotes a starting mechanism case.

The speed reducer 16 comprises a planetary gear unit, and the planetary gear unit includes a sun gear S,
A pinion P, a ring gear R, and a carrier C for rotatably supporting the pinion P; the sun gear S is fixed to the engine output shaft 12;
Fixed to The generator motor M1 is connected to the rotor 5
1 and a stator 52, the rotor 51 is fixed to a ring gear R, and the stator 52 is
Fixed to The sun gear S, the carrier C, and the ring gear R constitute each gear element of the planetary gear unit.

A direct coupling clutch CL is provided between the ring gear R and the engine output shaft 12 as an engagement element. By engaging the direct coupling CL, the ring gear R and the sun gear S are locked. Thus, the speed reducer 16 can be directly connected. In the present embodiment, the ring gear R and the sun gear S are locked. However, the ring gear R and the carrier C may be locked, or the carrier C and the sun gear S may be locked.

In the starting apparatus having the above-described structure, when the vehicle is stopped, the neutral range is normally selected, the throttle opening θ of the engine 11 is set to the idling throttle opening θ _idl , and the idling speed N _idl Rotated with. At this time, the rotation of the engine 11 is transmitted via the engine output shaft 12 to the starting mechanism 18.
To rotate the sun gear S at the idling rotational speed N _idl .

Next, when the shift range (not shown) is operated to select the D range in order to start the vehicle, a forward clutch (not shown) of the transmission 21 (hereinafter referred to as "forward clutch") is engaged. Can be

At this time, the rotation at the idling speed N _idl is transmitted to the sun gear S, but the inertia of the vehicle is transmitted to the output shaft 19 by engaging the forward clutch, and the carrier C and the output shaft 19 are rotated. rpm, i.e., the output speed N _o becomes zero. Accordingly, the speed line in the speed diagram of FIG. 4 is as indicated by L1, the generator motor M1 is rotated in the negative direction, and enters the regenerative state while generating the braking torque _Tm1 .

[0046] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28 (FIG. 2), corresponding to the throttle opening theta _m The target engine speed _Ne * is set, and in the automatic transmission control device 36, the braking torque _Tm1 generated by the generator motor M1 is generated, and the target engine speed _Ne * is generated.
Feedback control is performed so that is maintained. At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output speed N _o
Also gradually become higher.

When the generator motor rotation speed N _m1 becomes 0 at the timing t1, the generator motor M1 shifts from the regenerating state to the driving state. At this time, the velocity line becomes like L2.

Thereafter, as the acceleration is continued, the generator / motor speed _Nm1 is further increased while the target engine speed _Ne * is maintained. And the timing t
In 2, the output speed N _o becomes the set value N _el above for engagement of the engaging and disengaging a set value, the clutch signal outputted from the automatic transmission control unit 36 to the solenoid of the solenoid valve SC is turned on And the direct coupling clutch CL is engaged. In this case, the output speed N _o can be calculated by the following equation. Here, the gear ratio is i.

N_o= (N_e-N_m1) / I + N_m1 (N_m1<0) The engagement set value N_elSets the direct connection clutch CL
By engaging, the generator motor speed N_m1Rotate with
Target engine speed N _e* Times
When a roll is transmitted, the minimum that stalling does not occur
Revolution N_eminIt is set higher by a predetermined value.

Thus, the speed reducer 16 is directly connected.
, The rotation of the engine output shaft 12
19 is transmitted. As a result, the engine speed N_e, Out
Power speed N_oAnd generator motor speed N_m1Are equal to each other
The speed line becomes like L3. The generator mode
Data M1 shifts to the non-driving state. In this case, the braking torque T _m1
Reduces the shock caused by torque fluctuations
In order to be gradually reduced.

Therefore, every time the vehicle is started, the surplus kinetic energy of the kinetic energy generated by the engine 11 is used to rotate the generator motor M1 braked by the braking torque in the negative direction, thereby generating power. Is converted into electric energy by the machine motor M1. The current generated in the regenerative state of the generator motor M1 can be stored in the main battery 47. The stored power can be consumed for electric components of the vehicle, consumed for auxiliary equipment of the engine 11, or consumed for assisting the driving of the generator motor M1. As a result, fuel efficiency can be improved.

[0052] In addition, the output speed N _o is set value N _el for engagement
As described above, since the direct coupling clutch CL is engaged, it is possible not only to prevent the engine from stalling, but also to directly apply the kinetic energy generated by the engine 11 to the drive wheels 25 without converting the kinetic energy into electric energy. Since it can be transmitted, fuel efficiency can be improved.

Further, at the time of shifting of the transmission 21, a shift shock due to an inertia torque occurs.
In the shift transition state, the torque input to the transmission 21 can be reduced by temporarily setting the starting device in the regenerative state, thereby preventing the occurrence of a shift shock.

The starting mechanism 18 can have the function of a sub-transmission. That is, when the transmission 21 having the open ratio is used as the main transmission, and the starting mechanism 18 having a small width of the gear ratio is used as the auxiliary transmission,
A cross ratio multi-stage automatic transmission is configured.

In this case, at each shift speed of the main transmission,
The engaged state and the released state of the direct coupling clutch CL of the starting mechanism 18 are switched.

Next, the operation of the starting device having the above configuration will be described with reference to flowcharts.

FIG. 6 is a first main flowchart showing the operation of the starting device according to the first embodiment of the present invention, and FIG. 7 is a second main flowchart showing the operation of the starting device according to the first embodiment of the present invention. FIG. 8 is a view showing a target engine speed map in the first embodiment of the present invention. Step S1 When starting the control, all the settings are reset. Step S2: The engine speed detecting means 86 (FIG. 1) includes the engine speed sensor 30 (FIG. 2), the output speed sensor 31,
Based on the signal sent from the sensors such as the vehicle speed sensor 34, the engine speed N _e (Fig. 5), the output speed N _o, the generator motor rotation speed N _m1, calculates a vehicle speed corresponding value V, and the like. In this case, the engine speed N _e, the output speed N _o
And the generator motor rotation speed N _m1 can be directly obtained based on signals sent from each sensor,
The calculation can also be performed based on the other two rotation speeds. Step S3 A shift position switch process is performed.
That is, the range and the shift speed are detected by the shift position switch 33, and the failure determination of the shift position switch 33 itself is performed. Step S4: The throttle opening θ is calculated based on the signal sent from the throttle sensor 29. Step S5: Based on the brake signal sent from the brake sensor 41, the brake stroke or the brake fluid pressure is detected, and the braking force required by the driver is calculated. Step S6: The current state of the generator motor M1 is determined from the voltage, the number of revolutions, and the direction of rotation of the generator motor M1. Step S7: The state of charge of the main battery 47, that is, the remaining battery level is detected. Step S8 It is determined whether the range detected in step S3 is the P range or the N range.
If the range is the P range or the N range, the process proceeds to step S9.
If it is not the range or the N range, the process proceeds to step S10. Step S9: The direct coupling clutch CL (FIG. 3) is released, the braking torque T _m1 of the generator motor M1 is set to 0, and Step S9 is performed.
Go to 20. Step S10: The clutch signal for disengaging the direct coupling CL is ON or a flag LFS described later
It is determined whether C is A. If it is ON or the flag LFSC is A, the process proceeds to step S11. If it is not ON or the flag LFSC is not A, the process proceeds to step S12. Step S11: The engagement element engaging / disengaging means 95 executes a direct clutch release control process, and proceeds to step S19. Step S12: It is determined whether the N → D control process has just been executed (or is being executed). If it has been executed (or is being executed), the process proceeds to step S13. If it has not been executed, the process proceeds to step S14. Step S13 N → D control processing is executed. Step S14: It is determined whether or not the throttle opening θ is set to the idling throttle opening θ _idl . To step S15 if it is set to the idling throttle opening theta _idl, if not set to the idling throttle opening theta _idl proceeds to step S17. Step S15 A neutral control process is executed. Step S16: Reset the target engine speed N _e * and stop the feedback control. Step S17: Since the accelerator pedal 28 is depressed, the target engine speed _Ne * corresponding to the throttle opening .theta. Is read from the target engine speed map of FIG. 8 and set. In this case, as the throttle opening θ increases, the target engine speed N _e * is increased,
When the throttle opening θ becomes equal to or more than a predetermined value, the target engine speed N _e * is fixed. In this manner, characteristics approximated to the stall rotation speed of the torque converter can be obtained. Step S18: The engagement element engaging / disengaging means 95 executes a direct clutch engagement control process. Step S19: If the throttle opening θ is set to the idling throttle opening θ _idl , the regenerative control process is executed, and the target engine speed _Ne * is set again. Step S20 The motor control output is performed. That is, the electric rotating device control means 93 monitors the operation signal SG2 so that the previously set target engine speed N _e * is maintained, and the braking torque T _m1 (or the generator motor speed N _m1 ). And outputs the control command value as an operation signal SG1 to the inverter of the output control device 46. Step S21: Output a clutch signal to the solenoid of the solenoid valve SC, and return to step S2.

Next, the direct coupling clutch release control processing subroutine in step S11 of FIG. 6 will be described.

FIG. 9 is a diagram showing a direct clutch engagement / disengagement timing map in the first embodiment of the present invention, FIG. 10 is a flowchart of a direct clutch release control subroutine in the first embodiment of the present invention, and FIG. 5 is a time chart of a direct coupling clutch release control process according to the first embodiment of the present invention. Step S11-1: It is determined whether or not the flag LFSC indicating the disengagement state of the direct connection clutch CL (FIG. 3) is 0. If it is 0, the process proceeds to step S11-2, and if it is not 0, the process proceeds to step S11-8. In addition, the direct connection clutch C
When L is not in the transition state, the flag LFSC becomes 0. When the direct coupling clutch CL is in the release transition state, the flag LFSC becomes A. Step S11-2 Based on the remaining battery charge determination in step S7, it is determined whether to give priority to fuel cut or to give priority to regenerative control. Step S11-3: Give priority to fuel cut
Alternatively, the release set value N _el among the set values for disengagement and disengagement of the direct-coupled clutch CL is determined based on the determination result of whether to give priority to the regenerative control.
'Is read from the direct clutch engagement / disengagement timing map of FIG. 9 and set. Said release set value for N _el 'when priority is given to regeneration control as the first release set value N _el'
However, when giving priority to the fuel cut, the second release setting value N _el ′ is used, and the first release setting value N _el ′ is set lower than the second release setting value N _el ′. . FIG.
In, the clutch signal is turned on and off based on the second release set value N _el '.

Also, as shown in FIG.
When the throttle opening θ increases, such as when the throttle opening is high,
Set value N_el'And set value N for engagement_elIs increased. I
Therefore, the direct connection clutch CL is released earlier and
Can be made. Step S11-4: Output rotation speed N_oIs the set value N for release
_elIt is determined whether it is smaller than '. Output speed N_oBut
Release setting value N_elIf smaller than ', step S11-
5 and the output speed N_oIs the set value N for release_elAbove
If there is, return. Step S11-5: The clutch signal is turned off. Step S11-6: Even if the clutch signal is turned off,
Since the direct connection clutch CL is not released immediately, the flag
Set LFSC to A and monitor release transient. Step S11-7 Engine speed N_eTarget engine
Rotation speed N_e* To facilitate the transition to
Initial torque T of the motor M1 (FIG. 2)_miIs set.
Release setting value N when regenerative control is prioritized_el´ is a slot
Idle throttle opening θ_idlSet in
It is obtained by setting. Step S11-8: Whether the flag LFSC is A
Judge. If it is A, proceed to step S11-9.
If not, return. Step S11-9 Engine speed N_eAnd output speed
N_oThe absolute value of the difference with the set value K_ThreeGreater than
to decide. Engine speed N_eAnd output speed N_oDifference with
Is the set value K_ThreeIf larger, step S11
Go to -10 and the engine speed N_eAnd output speed N_oWhen
Is the set value K_ThreeReturn if
You. Step S11-10: The direct connection clutch CL is actually released
The flag LFSC is set to 0. Step S11-11: Transient release state of the direct connection clutch CL
Is completed, the initial torque of the generator motor M1
K T_miReset. As a result, the braking torque T _m1Eyes
Target engine speed N_e* To maintain feedback
Is determined by the clock control.

Next, at step S13 in FIG.
The D control processing subroutine will be described.

FIG. 12 shows N in the first embodiment of the present invention.
FIG. 13 is a flowchart of a neutral control subroutine in the first embodiment of the present invention, FIG. 14 is a time chart at the time of creep torque rise in the first embodiment of the present invention, and FIG. FIG. 16 is a time chart when the sudden start torque rises in the first embodiment of the present invention, and FIG. 16 is a diagram showing a waiting time map in the first embodiment of the present invention. Step S13-1 Immediately after executing the N → D control process,
Alternatively, the flag LFND is set to 1 during execution of the N → D control processing. The flag LFND becomes 1 immediately after executing the N → D control processing or when it indicates that the N → D control processing is being executed, and becomes 0 when the N → D control processing is not being executed. Step S13-2 When the N → D output is output at the timing t3 in FIG. 14, the waiting time td until the forward clutch is engaged is determined based on the throttle opening θ.
(FIG. 16) is read from the waiting time map and set. The waiting time td is a time from when the N → D output is output to when the forward clutch is engaged, and the waiting time td is shortened as the throttle opening θ increases. Step S13-3: Elapsed time t from timing t3
Is longer than the waiting time td. If the elapsed time t is longer than the waiting time td, step S13-
On the other hand, if the elapsed time t is shorter than the waiting time td, the process proceeds to step S13-8. Step S13-4: To determine the starting state of the vehicle, the throttle opening θ is set to the idling throttle opening θ
Determines if it is set to _idl . Step S13-5 if it is set to the idling throttle opening theta _idl, if not set in the idle state theta _idl proceeds to step S13-9. Step S13-5: If the throttle opening θ is the idling throttle opening θ _idl , it is determined that the vehicle is in a normal start-up state, and the torque rising means (not shown) reduces the creep torque T _c during the elapse of the transition time ts. Launch. That is, by gradually increasing the braking torque _Tm1 of the generator motor M1 (FIG. 2), the torque T output from the starting mechanism 18 is swept up to the creep torque _Tc . As described above, since the generator motor M1 is energized after the N → D output is output, it is possible to prevent the occurrence of an engagement shock due to the N → D switching. In addition, since the generator motor M1 is energized, the same creep force as that of the conventional torque converter can be generated. Step S13-6: It is determined whether or not the start of the creep torque _Tc has been completed. If the rise of the creep torque _Tc has been completed, the process proceeds to step S13-7, and if not completed, the process proceeds to step S13-8. Step S13-7: The flag LFND is set to “0”. Since step S13-8 throttle opening theta is in the idling throttle opening theta _idl, resets the target engine speed N _e *. Step S13-9: Since the throttle opening θ is not the idling throttle opening θ _idl , the throttle opening θ
_Is set for the target engine speed _Ne *. Step S13-10 When the throttle opening θ is sharply increased in the D range, it is determined that the vehicle is in a sudden start state, and the sudden start torque T * is raised. In this case, the waiting time td is shortened because the throttle opening θ is large,
During the elapse of the transition time ts, the torque T is swept up to a sudden start torque T * higher than the creep torque _Tc . Is the sudden starting torque T * is the virtual torque T corresponding to the target engine speed N _e *, actually, the engine speed N _e is the target engine speed N _e *. Step S13-11 ends suddenly start torque T * startup of the engine speed N _e is the target engine speed N _e
* Determine whether it has become. When the engine speed _Ne reaches the target engine speed _Ne *, step S1 is executed.
Proceed to the 3-12 ,, the engine speed N _e is to return if it is not already in the target engine speed N _e *. Step S13-12: Set the flag LFND to 0 and return.

Next, the neutral control process will be described. Step S15-1 output speed N _o is divided by the gear ratio i of the transmission 21 calculates the vehicle speed corresponding value V, it is determined whether the vehicle speed corresponding value V is equal to or smaller than the set value V _x. If there is no transmission 21 on the output side of the reduction gear 16, the gear ratio i is set to 1. Note that a vehicle speed corresponding value V already calculated based on the vehicle speed detected by the vehicle speed sensor 34 may be used.

The vehicle speed corresponding value V is equal to the set value V_xIf
Goes to step S15-2, where the vehicle speed corresponding value V is equal to the set value V
_xIf greater, return. Step S15-2: The brake pedal 42 is depressed
And the brake signal sent from the brake sensor 41 is turned off.
Judge whether or not it is. When the brake signal is on
If it is off, go to step S15-3.
Proceed to step S15-6. In this case, the throttle opening θ
Idling throttle opening θ_idlAnd the brake signal
Signal is on, a neutral control condition is established.
You. Step S15-3: The brake pedal 42 is depressed
And the business starts from the point when the brake signal is turned on.
-Start timing with a timer (not shown) to prevent shifting
Then, it is determined whether the elapsed time t is longer than the set time tb.
Refuse. If the elapsed time t is longer than the set time tb,
Proceeding to step S15-4, the elapsed time t is equal to the set time tb.
If shorter, return. Step S15-4 Neutral control processing is executed.
The flag LFNC indicating that the operation is performed is set to 1. Step S15-5: Neutral control processing is executed.
The braking torque T _m1To 0 and return. Step S15-6: Whether the flag LFNC is 1
Judge. If the flag LFNC is 1,
Proceeding to step S15-7, if the flag LFNC is not 1,
To return. Step S15-7: Creep torque in a normal starting state
T_cStart up. Step S15-8: Creep after the transition time ts has elapsed
Torque T_cIt is determined whether or not the start-up has been completed. K
Leap torque T_cIf the start-up is completed, step S
Proceed to 15-9, and creep torque T_cHas finished launching
If not, return. Step S15-9: Set the flag LFNC to 0, and
On.

Next, the direct coupling clutch engagement control processing subroutine in step S18 of FIG. 7 will be described.

FIG. 17 is a circuit diagram of the first embodiment of the present invention.
Flow chart of coupling clutch engagement control processing subroutine
FIG. 18 shows a direct connection clutch according to the first embodiment of the present invention.
It is a time chart of a h engagement control process. Step S18-1: Whether the flag LFSC is 0
Judge. If the flag LFSC is 0,
If the flag LFSC is not 0 in step S18-2,
Proceed to step S18-6. Step S18-2: Engagement of the direct connection clutch CL (FIG. 3)
Setting value N_elTo the direct-coupled clutch engagement / disconnection timing map shown in FIG.
Read from the loop and set. Step S18-3 Output rotation speed N_oAnd set value N for engagement
_elAnd the output rotation speed N_oIs the set value N for engagement._elThan
Determine if it is large. Output speed N_oIs set for engagement.
Fixed value N_elIf it is larger, the process proceeds to step S18-4,
Output speed N_oIs the set value N for engagement._elIf it is less than
Turn. Step S18-4: At the timing t5, the clutch
Turn on the signal. Step S18-5: Set the flag LFSC to 1 and
On. Step S18-6: Whether the flag LFSC is 1
Judge. If the flag LFSC is 1,
If the flag LFSC is not 1 in step S18-7,
Proceed to step S18-10. Step S18-7: Target engine speed N_e* And en
Gin rotation speed N_eIs the set value K₁Greater than
Judge. The deviation is the set value K₁If greater
Proceeding to step S18-8, the deviation is equal to the set value K₁Less than
If it is, return. Step S18-8 At timing t6 in FIG.
The flag LFSC is set to 2. Step S18-9: Target engine speed N_e＊ Reset
To stop the feedback control and return. Step S18-10: Whether the flag LFSC is 2
To determine If the flag LFSC is 2,
If the flag LFSC is not 2 in step S18-11,
Proceed to step S18-14. Step S18-11 Engine speed N_eAnd output rotation
Number N_oIs the set value K_TwoDetermine if less than
I do. The deviation is the set value K_TwoIf less than step
In S18-13, the deviation is equal to the set value K._TwoIf more than
Goes to step S18-12. Step S18-12 At timing t6, the slot
Torque reduction control is opened according to the
Starting, braking torque T_m1Is reduced by a predetermined amount. This
As a result, the inertia due to the engagement of the direct clutch CL
The generation of lux is suppressed, and the engagement shock is reduced. Soshi
At the timing t7, the engine speed N_eAnd output
Revolution N_oIs the set value G₁When it gets smaller,
The torque reduction control ends, and the process returns. This
, The braking torque T within the set time _m1To the original value
Up. Step S18-13: The flag is set at the timing t8.
Set LFSC to 3 and return. Step S18-14: Whether the flag LFSC is 3
To determine If the flag LFSC is 3,
If the flag LFSC is not 3 in step S18-15,
Proceed to step S18-17. Step S18-15: The end control process is executed, and
Braking torque T_m1Is swept down to zero. Step S18-16: Whether the end control process is being executed
Judge whether or not. During execution, the braking torque T_m1Is 0
If not, return; not running, braking
Luc T_m1If becomes 0, the process proceeds to step S18-17.
No. Step S18-17: The entire process of the end control process ends.
Resets the flag LFSC to 0,
On.

Next, the regeneration control processing subroutine in step S19 of FIG. 7 will be described.

FIG. 19 is a flowchart of a regenerative control processing subroutine in the first embodiment of the present invention. FIG. 20 is a velocity diagram when regenerative control is prioritized in the first embodiment of the present invention. FIG. 22 is a velocity diagram when priority is given to fuel cut in the first embodiment, and FIG. 22 is a power generation efficiency map of a generator motor in the first embodiment of the present invention. Step S19-1 throttle opening theta to determine if it is set to the idling throttle opening theta _idl. If it is set to the idling throttle opening theta _idl proceeds to step S19-2, if not set to the idling throttle opening theta _{id l} returns. Step S19-2 shift the output speed N _o 21
The vehicle speed corresponding value V is calculated by dividing by the gear ratio i of FIG.
It determines whether vehicle speed corresponding value V is equal to or smaller than the set value V _x. If there is no transmission 21 on the output side of the reduction gear 16, the gear ratio is set to 1. Note that a vehicle speed corresponding value V already calculated based on the vehicle speed detected by the vehicle speed sensor 34 may be used.

[0069] returns If the vehicle speed corresponding value V is equal to or smaller than the set value V _x, when the vehicle speed corresponding value V is larger than the set value V _x, the process proceeds to step S19-3. Step S19-3: Since it is known that the coast is down, it is determined whether or not the clutch signal is on. If the clutch signal is on, step S19-
On the other hand, if not on, the process proceeds to step S19-5. Repeat Steps S19-4 regeneration control, and determines the braking torque T _m1 in correspondence to the braking force of the brake, the flow returns. Steps S19-5 and S19-6 When the coast down is performed and the direct connection clutch CL (FIG. 3) is released, the generator motor M1 can be controlled independently, and in this state, the fuel cut is prioritized. Judge whether or not. In this case, it is determined whether or not the priority is given to the fuel cut by the remaining battery charge determination in step S7. When the remaining battery power is large, there is no need to regenerate the fuel.
On the other hand, if the remaining battery level is low, the process proceeds to step S19-8 because regeneration is required. Step S19-7 as the engine speed N _e is higher than the fuel cut point (1400 [rpm]), and sets the preset fuel cut for the target engine speed N _e * (FC), the process returns.
Then, it is possible, as shown in the velocity diagram of FIG. 21, the generator motor rotation speed N _m1 lower, increasing the engine speed N _e.

[0070] For example, when the engine speed N _e during coastdown is near (point in Fig. 22 A') of 1400 (rpm), the direct coupling clutch CL is released, to lower the generator motor rotation speed N _m1 (Point B in FIG. 22) The engine speed _Ne is increased. Since the engine speed N _e is increased, it is possible to continue the fuel cut, to improve the fuel economy. Step S19-8: When giving priority to the regenerative control without giving priority to the fuel cut, the power generation torque _Tm1g of the generator motor M1 is determined in _accordance with the braking force of the brake.

[0071] Here, in FIG. 20, the generator motor rotation speed N _m1 is the motor power efficiency is increased when fit in high generation efficiency region between the minimum limit value N _m1a and maximum limit N _m1b. Therefore, when the clutch signal is turned on and the regenerative operation is performed in a state where the direct coupling clutch CL is engaged, as shown by the speed line L4, the generator motor speed N _m1 decreases and the minimum limit value N _m1a , The clutch signal is turned off and the directly connected clutch CL is released. as a result,
By increasing the generator motor rotation speed N _m1 can fit into the high power generation efficiency region between the minimum limit value N _m1a and maximum limit N _m1b, it is possible to increase the regenerated electric energy by the generator motor M1 . Based on the step S19-9 the generator torque T _m1g, reads engine torque data, calculates regeneration target engine speed N _e * a (RG). At the point A in the power generation efficiency map of FIG. 22, the power generation efficiency can be increased. Step S19-10 is computed set the regeneration target engine speed N _e * (RG) was, the routine returns.

Next, a second embodiment of the present invention will be described.

FIG. 23 is a conceptual diagram of the starting device according to the second embodiment of the present invention, and FIG. 24 is a velocity diagram according to the second embodiment of the present invention.

In the drawing, 11 is an engine, 12 is an engine output shaft, M1 is a generator motor, 16 is a reduction gear, 1
8 is a starting mechanism, 19 is an output shaft of the starting mechanism 18, 21 is a transmission, and 50 is a starting mechanism case.

The speed reducer 16 is composed of a double planetary gear unit. The double planetary gear unit includes a sun gear S, pinions P ₁ and P ₂ , a ring gear R, and a carrier C that rotatably supports the pinions P ₁ and P _2.
The sun gear S is fixed to the engine output shaft 12, and the carrier C is fixed to the generator motor rotation shaft 55. The generator motor M1 includes a rotor 51 and a stator 52. The rotor 51 is fixed to a generator motor rotation shaft 55, and the stator 52 is fixed to a starting mechanism case 50. Further, the ring gear R is connected to the output shaft 19.
Fixed to

A direct coupling CL is disposed between the generator motor rotation shaft 55 and the engine output shaft 12, and the carrier C and the sun gear S are locked by engaging the direct coupling CL, Reduction gear 16
Can be directly connected. In this embodiment, the carrier C and the sun gear S are locked. However, the ring gear R and the carrier C may be locked, or the ring gear R and the sun gear S may be locked. In this case, since the double planetary gear unit is used, the reduction ratio of the reduction gear 16 is set to 2
Can easily be set to a value in the vicinity of.

In the starting apparatus having the above-described structure, in order to start the vehicle, the shift lever (not shown) is operated to operate the D.
When the range is selected, the rotation at the idling rotational speed N _idl (FIG. 5) is transmitted to the sun gear S, but the inertia of the vehicle is transmitted to the output shaft 19 by engaging the forward clutch, and the output rotational speed is transmitted. N _o is zero. Accordingly, the speed line in the speed diagram of FIG. 24 is as indicated by L6, and the generator motor M1 is rotated in the negative direction to be in a regenerative state.

[0078] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28 (FIG. 2), corresponding to the throttle opening theta _m The set target engine speed _Ne * is set, and the driver operates the accelerator pedal 28
Is further depressed to increase the throttle opening θ, the target engine speed N _e corresponding to the throttle opening θ _m is increased.
* Is set, and in the automatic transmission control device 36, the braking torque T _m1 generated by the generator motor M1 is set.
Is generated, and feedback control is performed so that the target engine speed N _e * can be maintained. At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output shaft speed N _o also gradually increases. When the generator motor rotation speed N _m1 becomes 0, the generator motor M1 shifts from the regenerating state to the driving state.
At this time, the velocity line becomes like L7.

Thereafter, as the acceleration is continued, the generator / motor speed _Nm1 is further increased while the target engine speed _Ne * is maintained. When the direct coupling clutch CL is engaged and the speed reducer 16 is in the direct coupling state, the rotation of the engine output shaft 12 is directly
Is transmitted to As a result, the engine speed N _e, the output speed N _o and the generator motor rotation speed N _m1 become equal to each other, the speed line becomes as L8.

Next, a third embodiment of the present invention will be described.

FIG. 25 is a conceptual diagram of the starting device according to the third embodiment of the present invention, and FIG. 26 is a velocity diagram according to the third embodiment of the present invention.

In the figure, 11 is an engine, 12 is an engine output shaft, M1 is a generator motor, 16 is a reduction gear, 1
8 is a starting mechanism, 19 is an output shaft of the starting mechanism 18, 21 is a transmission, and 50 is a starting mechanism case.

The speed reducer 16 is composed of a planetary gear unit.
A pinion P, a ring gear R, and a carrier C rotatably supporting the pinion P; the sun gear S is fixed to a generator / motor rotation shaft 55; the carrier C is fixed to an output shaft 19; Axis 1
Fixed to 2. The generator motor M1 includes a rotor 51 and a stator 52. The rotor 51 is fixed to a generator motor rotation shaft 55, and the stator 52 is fixed to a starting mechanism case 50.

A direct coupling CL is provided between the generator motor rotating shaft 55 and the engine output shaft 12, and the ring gear R and the sun gear S are locked by engaging the direct coupling CL, Reduction gear 1
6 can be directly connected. In the present embodiment, the ring gear R and the sun gear S are locked. However, the ring gear R and the carrier C may be locked, or the carrier C and the sun gear S may be locked.

In the starting device having the above-mentioned structure, in order to start the vehicle, the shift lever (not shown) is operated to operate the D.
When the range is selected, the rotation at the idling rotational speed N _idl (FIG. 5) is transmitted to the sun gear S, but the inertia of the vehicle is transmitted to the output shaft 19 by engaging the forward clutch, and the output rotational speed is transmitted. N _o is zero. Therefore, the speed line in the speed diagram of FIG. 26 is as indicated by L9, and the generator motor M1 is rotated in the negative direction to be in a regenerative state.

[0086] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28 (FIG. 2), corresponding to the throttle opening theta _m The set target engine speed _Ne * is set, and the driver operates the accelerator pedal 28
Is further depressed to increase the throttle opening θ, the target engine speed N _e corresponding to the throttle opening θ _m is increased.
* Is set, and in the automatic transmission control device 36, the braking torque T _m1 generated by the generator motor M1 is set.
Is generated, and feedback control is performed so that the target engine speed N _e * can be maintained. At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output shaft speed N _o also gradually increases. When the generator motor rotation speed N _m1 becomes 0, the generator motor M1 shifts from the regenerating state to the driving state.
At this time, the speed line becomes like L10.

Thereafter, as the acceleration is continued, the generator / motor speed _Nm1 is further increased while the target engine speed _Ne * is maintained. When the direct coupling clutch CL is engaged and the speed reducer 16 is in the direct coupling state, the rotation of the engine output shaft 12 is directly
Is transmitted to As a result, the engine speed N _e, the output speed N _o and the generator motor rotation speed N _m1 become equal to each other, the speed line becomes as L11.

Next, a fourth embodiment of the present invention will be described.

FIG. 27 is a conceptual diagram of a starting device according to the fourth embodiment of the present invention, and FIG. 28 is a velocity diagram according to the fourth embodiment of the present invention.

In the figure, 11 is an engine, 12 is an engine output shaft, M1 is a generator motor, 16 is a reduction gear, 1
8 is a starting mechanism, 19 is an output shaft of the starting mechanism 18, 21 is a transmission, and 50 is a starting mechanism case.

The speed reducer 16 comprises a pair of first planetar
From the gear unit and the second planetary gear unit
And the first planetary gear unit is a sun gear S
₁, Pinion P₁, Ring gear R₁And the pinion P
₁C that rotatably supports the C₁Consisting of
2 planetary gear unit is sun gear S_Two, Pinion
P_Two, Ring gear R_TwoAnd the pinion P_TwoFree to rotate
Carrier C supported on _TwoThe sun gear S₁But
The carrier C is fixed to the sun gear shaft 56.₁Is the output shaft 19
And the ring gear R₁Is fixed to the engine output shaft 12.
Is determined. Sun gear S_TwoIs fixed to the sun gear shaft 56
And carrier C_TwoIs fixed to the generator motor rotation shaft 55.
And the ring gear R_TwoAre fixed to the output shaft 19.

The generator motor M 1 includes a rotor 51 and a stator 52. The rotor 51 is fixed to a generator motor rotation shaft 55, and the stator 52 is fixed to a starting mechanism case 50.

A brake B1 is disposed between the sun gear shaft 56 and the starting mechanism case 50, and the sun gears S ₁ and S ₂ are engaged by engaging the brake B1.
Can be fixed, and the reduction gear transmission 16 can be brought into a directly connected state with a predetermined gear ratio i. In this case, since the predetermined gear ratio i can be obtained in the directly connected state of the speed reducer 16, the torque T of the vehicle can be increased at the time of starting.
Further, it is possible to suppress an engagement shock when the brake B1 is engaged.

In the starting device having the above-described configuration, in order to start the vehicle, the shift lever (not shown) is operated to operate the D.
When the range is selected, the rotation at the idling rotational speed N _idl (FIG. 5) is transmitted to the sun gear S, but the inertia of the vehicle is transmitted to the output shaft 19 by engaging the forward clutch, and the output rotational speed is transmitted. N _o is zero. Therefore, the speed line in the speed diagram of FIG. 28 becomes L12, the generator motor M1 is rotated in the negative direction,
It becomes a regenerative state.

[0095] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28 (FIG. 2), corresponding to the throttle opening theta _m The set target engine speed _Ne * is set, and the driver operates the accelerator pedal 28
Is further depressed to increase the throttle opening θ, the target engine speed N _e corresponding to the throttle opening θ _m is increased.
* Is set, and in the automatic transmission control device 36, the braking torque T _m1 generated by the generator motor M1 is set.
Is generated, and feedback control is performed so that the target engine speed N _e * can be maintained. At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output shaft speed N _o also gradually increases. When the generator motor rotation speed N _m1 becomes 0, the generator motor M1 shifts from the regenerating state to the driving state.
At this time, the speed line becomes like L13.

Thereafter, as the acceleration is continued, the generator / motor speed _Nm1 is further increased while the target engine speed _Ne * is maintained. When the brake B1 is engaged and the speed reducer 16 is directly connected, the rotation of the engine output shaft 12 is shifted by the gear ratio i and transmitted to the output shaft 19. As a result, the velocity line is L
It looks like 14.

Note that the generator / motor speed N _m1 during regeneration is 0.7 times the engine speed N _e .

Next, a fifth embodiment of the present invention will be described.

FIG. 29 is a conceptual diagram of the starting device according to the fifth embodiment of the present invention, and FIG. 30 is a velocity diagram according to the fifth embodiment of the present invention.

In the figure, 11 is an engine, 12 is an engine output shaft, M1 is a generator motor, 16 is a reduction gear, 1
8 is a starting mechanism, 19 is an output shaft of the starting mechanism 18, 21 is a transmission, and 50 is a starting mechanism case.

The speed reducer 16 is composed of a planetary gear unit.
It comprises a pinion P, a ring gear R, and a carrier C that rotatably supports the pinion P. The sun gear S is fixed to the engine output shaft 12, and the carrier C is fixed to the output shaft 19. The generator motor M1 includes a rotor 51 and a stator 52. The rotor 51 is fixed to a ring gear R, and the stator 52 is fixed to a starting mechanism case 50.

A normally closed type direct coupling clutch CL is disposed between the ring gear R and the engine output shaft 12, and the ring gear R and the sun gear S are locked by engaging the direct coupling clutch CL. Thus, the speed reducer 16 can be directly connected. In the present embodiment, the ring gear R and the sun gear S are locked. However, the ring gear R and the carrier C may be locked, or the carrier C and the sun gear S may be locked.

Reference numeral 58 denotes a diaphragm spring connected to the direct connection clutch CL, and reference numeral 59 denotes a release bearing connected to the diaphragm spring 58. The release bearing 59 is connected to a hydraulic cylinder via a release fork (not shown). The diaphragm spring 58 is urged to engage the direct clutch CL, and when no hydraulic pressure is supplied to the hydraulic cylinder, the direct clutch CL is engaged.

Therefore, even when the engine 11 is stopped and no hydraulic pressure is generated in the hydraulic circuit 23 (FIG. 2), the direct clutch CL is engaged to connect the generator motor M1 to the engine 11. be able to. Therefore, the engine 11 can be started by using the generator motor M1 as a starter motor and driving the generator motor M1 when the engine 11 is stopped.

When the engine 11 is driven, a hydraulic pressure is generated in the hydraulic circuit 23, the hydraulic pressure is supplied to the hydraulic cylinder, and the direct clutch CL is released.

In this case, the speed diagram of FIG. 30 is the same as the speed diagram of FIG.

Next, a sixth embodiment of the present invention will be described.

FIG. 31 is a conceptual diagram of a starting device according to a sixth embodiment of the present invention, and FIG. 32 is a velocity diagram according to the sixth embodiment of the present invention.

In the figure, 11 is an engine, 12 is an engine output shaft, M1 is a generator motor, 16 is a reduction gear, 1
8 is a starting mechanism, 19 is an output shaft of the starting mechanism 18, 21 is a transmission, and 50 is a starting mechanism case.

The speed reducer 16 is composed of a planetary gear unit.
It comprises a pinion P, a ring gear R, and a carrier C that rotatably supports the pinion P. The sun gear S is fixed to the engine output shaft 12, and the carrier C is fixed to the output shaft 19. The generator motor M1 includes a rotor 51 and a stator 52. The rotor 51 is fixed to a ring gear R, and the stator 52 is fixed to a starting mechanism case 50.

A direct connection clutch CL is provided between the ring gear R and the engine output shaft 12, and is engaged by engaging the direct connection clutch CL.
And the sun gear S can be locked, and the reduction gear 16 can be directly connected. In the present embodiment, the ring gear R and the sun gear S are locked. However, the ring gear R and the carrier C may be locked, or the carrier C and the sun gear S may be locked.

A one-way clutch F1 is provided between the ring gear R and the sun gear S for locking only in the direction in which the engine 11 rotates. Therefore, the generator motor M1 is also used as a starter motor, and the engine 1
By driving the generator motor M1 in the stop state of No. 1, the engine 11 can be started.

In this case, the speed diagram of FIG. 32 is the same as the speed diagram of FIG. Incidentally, the generator motor rotation speed N _m1 (FIG. 5) can not be higher than the engine speed N _e.

Next, a seventh embodiment of the present invention will be described.

FIG. 33 is a time chart of the starting apparatus according to the seventh embodiment of the present invention. In this case, the starting mechanism 18 will be described with reference to FIG.

When the vehicle is stopped, the neutral range is normally selected, and the engine 11 (FIG. 2)
Means that the throttle opening θ is the idling throttle opening θ
_It is set to _idl and rotated at the idling rotational speed N _idl . At this time, the rotation of the engine 11 is transmitted to the starting mechanism 18 via the engine output shaft 12, and rotates the sun gear S at the idling rotational speed _Nidl .

Next, when the D range is selected by operating a shift lever (not shown) in order to start the vehicle, the forward clutch of the transmission 21 is engaged.

[0118] At this time, the rotation of the idling speed N _idl is transmitted to the sun gear S, the inertia of the vehicle by the forward clutch is engaged is transmitted to the output shaft 19, the output speed N _o is 0 become. Therefore, the generator motor M1 is rotated in the negative direction and enters a regenerative state.

[0119] Then, the driver throttle opening from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28 (FIG. 31) theta _m
Then, the target engine speed N _e * corresponding to the throttle opening θ _m is set, and the automatic transmission control device 36 generates the braking torque T _m1 generated by the generator motor M1. Target engine speed _Ne
Feedback control is performed so that * can be maintained. At this time, the torque is transmitted to the output shaft 19 with the feedback control.
_o also gets higher gradually.

When the generator motor rotation speed N _m1 becomes 0 at timing t11, the generator motor M1 shifts from the regenerating state to the driving state.

Thereafter, as the acceleration is continued, the generator motor M is maintained while the target engine speed N _e * is maintained.
The generator motor rotation speed N _{m1 of one} is further increased. Then, at timing t12, direct engine speed after engagement of the clutch CL N _e is higher than the minimum rotational speed N _emin, when the engine speed N _e and the output speed N _o is substantially matched, the automatic transmission control A clutch signal output from the device 36 to the solenoid of the solenoid valve SC is turned on, and the direct coupling CL is engaged. In this case, when the absolute value of the difference between the engine speed N _e and the output speed N _o is smaller than the engagement deviation constant β which is set in advance, the engine speed N _e and the output speed N _o
Are determined to almost match.

[0122] Incidentally, the output speed N _o can be calculated by the following equation.

N _o = (N _e −N _m1 ) / i + N _m1 (N _m1 <0) In this manner, when the speed reducer 16 is directly connected, the rotation of the engine output shaft 12 is transmitted to the output shaft 19 as it is. You. As a result, the engine speed N _e, the output speed N _o
And the generator motor speed N _m1 are equal to each other.

[0124] In this case, since the engine speed N _e and the output speed N _o it can be engaged with the direct coupling clutch CL when almost identical, it is possible to reduce the engaging shock.

Next, the direct clutch release control subroutine in step S11 of FIG. 6 will be described.

FIG. 34 is a flowchart of a direct clutch release control subroutine according to the seventh embodiment of the present invention. FIG. 35 is a time chart of the direct clutch release control process according to the seventh embodiment of the present invention. It is a figure showing the deviation constant map in the 7th Example of a. Step S11-1: It is determined whether or not the flag LFSC indicating the disengagement state of the direct connection clutch CL (FIG. 3) is 0. If the flag LFSC is 0, the process proceeds to step S11-
If the flag LFSC is not 0 in step 201, step S
Proceed to 11-8 (FIG. 10). When the direct connection clutch CL is not in the engagement transition state, the flag LFSC becomes 0,
When the direct connection clutch CL is in the release transition state, the flag L
FSC becomes A. Step S11-201 sets the target engine speed N _e *. Step S11-202: The release deviation constant β 'of the direct connection clutch CL is read from the deviation constant map shown in FIG. 36 and set. As shown in FIG. 36, when the throttle opening θ becomes large, the engine torque becomes sufficiently large.
There is no engine stall even when the direct coupling clutch CL is engaged. Therefore, when the throttle opening θ is large, the release deviation constant β ′ and the engagement deviation constant β are increased. Therefore, the direct coupling clutch CL can be quickly engaged and released late.

Further, the release deviation constant β ′ and the engagement deviation constant β are small values when the state of charge of the main battery 47 monitored by the remaining amount detection device 48 (FIG. 2) is good, and are low when the state of charge is poor. Set to a large value. Therefore, since the direct coupling clutch CL from the difference becomes smaller between the target engine speed N _e * and the output speed N _o when the charged state is good in the main battery 47 is engaged, to reduce the engaging shock be able to. On the other hand, when the state of charge of the main battery 47 is poor, the amount of power consumption by the generator motor M1 can be reduced.

When the engine torque generated by the engine 11 is large, if the generator motor M1 attempts to follow the engine 11, the
Not only increases, but also the capacity of the main battery 47 needs to be increased corresponding to the engine torque. In this case, by increasing the release deviation constant β ′ and the engagement deviation constant β, the generator motor M1 can be downsized and the capacity of the main battery 47 can be reduced. Step S11-203 difference between the target engine speed N _e * and the output speed N _o is determined whether greater release deviation constant .beta. '. The target engine speed N _e * and if the difference is greater than the release deviation constant β'the output speed N _o Step S11-5, the difference between the target engine speed N _e * and the output speed N _o is released If the difference is equal to or smaller than the deviation constant β ′, the process proceeds to step S11-204. Step S11-204 resets the target engine speed N _e *, the routine returns. Step S11-5: The clutch signal is turned off. Step S11-6: Even if the clutch signal is turned off,
Since the direct connection clutch CL is not released immediately, the flag LFSC is set to A to monitor the release transition state. Step S11-7 to facilitate the transition of the engine speed N _e to the target engine speed N _e *, and sets the initial torque T _mi of the generator motor M1, the process returns.

Next, the direct coupling clutch engagement control processing subroutine in step S18 of FIG. 7 will be described.

FIG. 37 is a circuit diagram of the seventh embodiment of the present invention.
Flow chart of engagement clutch engagement control processing subroutine
It is. Step S18-1: Whether the flag LFSC is 0
Judge. If the flag LFSC is 0,
If the flag LFSC is not 0 in step S18-201,
Proceed to step S18-6 (FIG. 17). Step S18-201 Output rotation speed N_oIs the minimum speed
N_eminDetermine if it is higher. The output rotation speed N_o
Is the minimum rotation speed N_eminIf higher, step S18-2
02, the output rotational speed N_oIs the minimum rotation speed N_eminBelow
If there is, return. Step S18-202 of the direct connection clutch CL (FIG. 5)
The engagement deviation constant β is read from the deviation constant map shown in FIG.
And set. Step S18-203 The not-shown arithmetic means
Engine rotation speed N_eAnd output speed N_oAnd the absolute value of the difference from
And the engine speed N_eAnd output times
Number of turns N_oThe absolute value of the difference from the engagement deviation constant β
Judge whether or not. The engine speed N_eAnd output rotation
Number N_oIs smaller than the engagement deviation constant β
Goes to step S18-4, where the engine speed N_eAnd out
Power speed N _oIs greater than the engagement deviation constant β.
If it returns, return. Note that in this embodiment,
Gin rotation speed N_eAnd output speed N_oEngage with the absolute value of the difference
The output rotation speed N is compared with the deviation constant β._oAnd power generation
Machine motor speed N_m1And the engagement deviation constant β
And the generator motor speed N_m1And engine rotation
Number N_eComparison of the absolute value of the difference with the engagement deviation constant β
You can also. Use ratios instead of differences
Can also. Step S18-4: The clutch signal is turned on. Step S18-5: Set the flag LFSC to 1 and
On.

Next, an eighth embodiment of the present invention will be described.

FIG. 38 is a time chart of the starting apparatus according to the eighth embodiment of the present invention. In this case, the starting mechanism 18 will be described with reference to FIG.

When the vehicle is stopped, the neutral range is normally selected, and the engine 11 (FIG. 2)
Means that the throttle opening θ is the idling throttle opening θ
_It is set to _idl and rotated at the idling rotational speed N _idl . At this time, the rotation of the engine 11 is transmitted to the starting mechanism 18 via the engine output shaft 12, and rotates the sun gear S at the idling rotational speed _Nidl .

Next, when the shift range (not shown) is operated to select the D range in order to start the vehicle, the forward clutch of the transmission 21 is engaged.

[0135] At this time, the rotation of the idling speed N _idl is transmitted to the sun gear S, the inertia of the vehicle by the forward clutch is engaged is transmitted to the output shaft 19, the output speed N _o is 0 become. Therefore, the generator motor M1 is rotated in the negative direction and enters a regenerative state.

[0136] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28,
Target engine speed N corresponding to the throttle opening theta _m
e * is set, and in the automatic transmission control device 36,
Braking torque T generated by generator motor M1
_m1 is generated, and feedback control is performed so that the target engine speed N _e * can be maintained.
At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output speed N _o also gradually increases.

When the generator motor rotation speed N _m1 becomes 0 at timing t21, the generator motor M1 shifts from the regenerating state to the driving state.

Thereafter, as the acceleration is continued, the generator motor M is maintained while the target engine speed N _e * is maintained.
The generator motor rotation speed N _{m1 of one} is further increased. Then, at timing t22, direct the engine speed N _e after engagement of the clutch CL is higher than the minimum rotational speed N _emin, power obtained by the regenerative W ₊ and the generator motor M1
Power W consumed by the drive of _- the and are substantially equal, the clutch signal outputted to the solenoid of the solenoid valve SC from the automatic transmission control unit 36 is turned on, the direct coupling clutch CL is engaged .

As described above, when the speed reducer 16 is directly connected, the rotation of the engine output shaft 12 is transmitted to the output shaft 19 as it is. As a result, the engine speed N _e, the output speed N _o and the generator motor rotation speed N _m1 become equal to each other.

In this case, only the power W ₊ obtained by regeneration of the generator motor M1 is consumed by driving the generator motor M1, so that the capacity of the main battery 47 can be reduced.

Next, the direct coupling clutch engagement control processing subroutine in step S18 in FIG. 7 will be described.

FIG. 39 is a flowchart of a direct coupling clutch engagement control processing subroutine in the eighth embodiment of the present invention. Step S18-1: It is determined whether or not the flag LFSC is 0. When the flag LFSC is 0, the process proceeds to step S18-301, and when the flag LFSC is not 0, the process proceeds to step S18-6 (FIG. 17). Step S18-301 output speed N _o is determined whether higher than the minimum rotational speed N _emin. When the output speed N _o is higher than the minimum rotational speed N _emin step S18-30
Advances to 2, when the output speed N _o is less than the minimum frequency N _emin returns. Step S18-302: Power W obtained by regeneration
₊ And the power W consumed by driving the generator motor M1
_- comparing the difference between the set value α with, if the difference is smaller than the set value α proceeds to step S18-4, if the difference is a set value α or more to return. Step S18-4: The clutch signal is turned on. Step S18-5: Set the flag LFSC to 1 and return.

Next, a ninth embodiment of the present invention will be described.

FIG. 40 is a schematic diagram of a starting device according to the ninth embodiment of the present invention.

In the figure, 11 is an engine, 12 is an engine output shaft to which rotation generated by the engine 11 is transmitted, and M2 is a generator as an electric rotating device. The generator M2 generates a braking torque T _m2, give the braking torque T _m2 as reaction force to the engine output shaft 12.

Reference numeral 15 denotes a resolver for detecting the position of the magnetic pole of the generator M2, 16 denotes a reduction gear connected to the engine output shaft 12, 18 denotes a starting mechanism including the generator M2 and the reduction gear 16, and 19 denotes a starting mechanism. The output shaft transmits the rotation generated by the starting mechanism 18 to the transmission 21. In the present embodiment, the transmission 21 is constituted by an automatic transmission mechanism, but may be constituted by a manual transmission mechanism.

The reduction gear unit 16 has a reduction gear mechanism (not shown), for example, a planetary gear unit, and a clutch (not shown) so that each element of the planetary gear unit can be selectively engaged and disengaged. The clutch is disengaged by a hydraulic servo (not shown) of the hydraulic circuit 23. The hydraulic circuit 23 is provided with a solenoid valve S for selectively supplying oil to the hydraulic servo.
C.

In this embodiment, since the transmission 21 is constituted by an automatic transmission mechanism, the hydraulic circuit 2
Reference numeral 3 has solenoid valves S1 and S2 for achieving each shift speed of the transmission 21.

When each gear is achieved by the transmission 21, the rotation corresponding to each gear is transmitted to the drive wheels 25 via the drive shaft 24.

Reference numeral 28 denotes an accelerator pedal. By depressing the accelerator pedal 28, the throttle opening θ as an engine load can be changed.
The throttle opening θ is detected by a throttle sensor 29 linked to an accelerator pedal 28. And 3
0 is disposed to face an engine output shaft 12, an engine speed sensor for detecting an engine speed, 31 are arranged to face the output shaft 19, detects the output speed N _o of the starting mechanism 18 An output rotation speed sensor 33 is interlocked with a shift lever (not shown), and a shift position switch 34 for detecting a range and a shift speed selected by the shift lever is disposed to face the drive shaft 24,
The vehicle speed sensor detects a vehicle speed corresponding value V.

In this embodiment, the engine speed sensor 30 is disposed so as to face the engine output shaft 12, and detects the speed of the engine output shaft 12 as the engine speed. , Engine output shaft 12
It is also possible to detect the engine speed by using the signal of the ignition device instead of the engine speed. The output rotation speed sensor 31 is disposed so as to face the output shaft 19, and
9 is detected, the transmission 2
The number of rotations of one input shaft can also be detected.

Reference numeral 36 denotes an automatic transmission control device. The automatic transmission control device 36
9, the throttle opening detected by the vehicle speed sensor 34
A start output and a shift output are generated based on the vehicle speed detected by the vehicle and the range and the shift speed detected by the shift position switch 33, and a clutch signal corresponding to the start output is supplied to the solenoid of the solenoid valve SC. Solenoid signals corresponding to the shift output are output to the solenoids of the solenoid valves S1 and S2, respectively.

The hydraulic circuit 23 supplies a hydraulic pressure to each of the hydraulic servos based on the clutch signal and the solenoid signal received by each solenoid, achieves each shift speed, and establishes a direct connection state of the starting mechanism 18.

Reference numeral 39 denotes an ignition switch for generating a starter signal when the driver operates an ignition key, and 41 detects a brake stroke or a brake fluid pressure when the driver depresses a brake pedal 42. A brake sensor 44 for detecting a braking force requested by the driver receives a neutral signal generated by the automatic transmission control device 36 and receives a neutral signal from the engine 11.
Is a fuel injection amount control device for reducing the fuel injection amount in the above.

Reference numeral 46 denotes an output control device for driving the generator M2 to generate a braking torque _Tm2 necessary for starting the vehicle, and 47 supplies a current for driving the generator M2 and obtains the current through regeneration. The main battery 48 is a power storage device to which the supplied current is supplied and stores electric power, 48 is a remaining amount detecting device that monitors the state of charge of the main battery 47 based on a voltage, a current integrated value, and the like, and 49 is generated by the generator M2. This is a rectifier that rectifies the applied three-phase AC current to DC.

SG1 is an operation signal output from the automatic transmission control device 36 to the output control device 46. The operation signal SG1 is an ON signal of the switching element for adjusting the current supplied to the generator M2. -Consists of an off signal, a chopper duty signal, and the like. SG1 is an operation signal output from the automatic transmission control device 36 to the output control device 46, and SG2 is an operation signal output from the rectification device 49 to the automatic transmission control device 36. The operation signal SG1 is used as a current monitor signal for performing feedback control in the automatic transmission control device 36.

Next, the operation of the starting device configured as described above will be described.

FIG. 41 is a time chart of the starting apparatus according to the ninth embodiment of the present invention. In this case, the starting mechanism 18 will be described with reference to FIG.

When the vehicle is stopped, the neutral range is usually selected, the throttle opening θ is set to the idling throttle opening θ _idl, and the engine 11 is rotated at the idling speed N _idl . At this time, the rotation of the engine 11 is
To the starting mechanism 18 to rotate the sun gear S at the idling rotational speed N _idl .

Next, when the D range is selected by operating a shift lever (not shown) in order to start the vehicle, a forward clutch (not shown) of the transmission 21 is engaged.

[0161] At this time, the rotation of the idling speed N _idl is transmitted to the sun gear S, the inertia of the vehicle by the forward clutch is engaged is transmitted to the output shaft 19, the output speed N _o is 0 become. Therefore, the generator M2 (FIG. 40) is rotated in the negative direction, and enters the regenerative state while generating the braking torque _Tm1 .

[0162] Subsequently, when the driver to the throttle opening theta _m from the idling throttle opening theta _idl by increasing the throttle opening theta depresses the accelerator pedal 28,
Target engine speed N corresponding to the throttle opening theta _m
e * is set, and in the automatic transmission control device 36,
Feedback control is performed so that the target engine speed _Ne * can be maintained in accordance with the braking torque _Tm2 generated by the generator M2. At this time, due to the feedback control, the torque is transmitted to the output shaft 19, the output speed N _o also gradually increases.

When the generator speed N _m2 becomes substantially zero at timing t31, the clutch signal output from the automatic transmission control device 36 to the solenoid of the solenoid valve SC is turned on, and the direct connection clutch CL is turned on. Are engaged.

In this case, the generator speed N_m2The absolute value of γ
If it becomes smaller, the generator speed N _m2Became almost 0
Is determined. The generator speed N_m2Is performed by the following formula.
Can be calculated.

[0165] _{N m2 = N e - (N} e -N o) i / (i-1) (N m2 <0) It is also possible to detect the generator speed N _{m @ 2} directly.

As described above, when the speed reducer 16 is directly connected, the rotation of the engine output shaft 12 is directly
Is transmitted to As a result, the engine speed N _e, the output speed N _o and the generator speed N _{m @ 2} are equal to each other.

Further, in the present embodiment, the output control device 46 can be simplified because the drive state is not formed, only the regeneration state is formed.

Next, the direct coupling clutch engagement control processing subroutine in step S18 in FIG. 7 will be described.

FIG. 42 is a flowchart of a direct coupling clutch engagement control processing subroutine in the ninth embodiment of the present invention. Step S18-1: It is determined whether or not the flag LFSC is 0. When the flag LFSC is 0, the process proceeds to step S18-401, and when the flag LFSC is not 0, the process proceeds to step S18-6 (FIG. 17). Step S18-401 output speed N _o is determined whether higher than the minimum rotational speed N _emin. When the output speed N _o is higher than the minimum rotational speed N _emin step S18-40
Advances to 2, when the output speed N _o is less than the minimum frequency N _emin returns. Step S18-402: It is determined whether or not the absolute value of the generator rotation speed N _m2 is smaller than γ. If the absolute value of the generator speed N _m2 is smaller than γ, the process proceeds to step S18-4, and if the absolute value of the generator speed N _m2 is equal to or more than γ, the process returns. Step S18-4: The clutch signal is turned on. Step S18-5: Set the flag LFSC to 1 and return.

Next, a tenth embodiment of the present invention will be described.

FIG. 43 is a time chart of the starting apparatus in the tenth embodiment of the present invention, and FIG. 44 is a flowchart of a direct coupling clutch engagement control processing subroutine in the tenth embodiment of the present invention.

[0172] In this case, the generator M2 (Fig. 40) monitors the regenerative current I ₊ while being rotated in the negative direction, directly when the regenerative current I ₊ is smaller than the set value δ clutch CL Are engaged. When a separately-excited generator that does not use a permanent magnet is used as the generator M2, the set value δ is increased when the throttle opening θ is large or when the engine torque is large. Step S18-1: It is determined whether or not the flag LFSC is 0. When the flag LFSC is 0, the process proceeds to step S18-501, and when the flag LFSC is not 0, the process proceeds to step S18-6 (FIG. 17). Step S18-501 output speed N _o is determined whether higher than the minimum rotational speed N _emin. When the output speed N _o is higher than the minimum rotational speed N _emin step S18-50
Advances to 2, when the output speed N _o is less than the minimum frequency N _emin returns. Step S18-502 It is determined whether or not the regenerative current I ₊ is smaller than the set value δ. If the regenerative current I ₊ is smaller than the set value δ, the process proceeds to step S18-4, and if the regenerative current I ₊ is equal to or larger than the set value δ, the process returns. Step S18-4: The clutch signal is turned on. Step S18-5: Set the flag LFSC to 1 and return.

Next, an eleventh embodiment of the present invention will be described.

FIG. 45 is a time chart of the starting apparatus according to the eleventh embodiment of the present invention.

In this case, when the start output is output, an engagement determination start timer (not shown) starts measuring time, and when the set time has elapsed, the direct connection clutch CL (FIG. 3) is half-engaged by slip control or duty control. State. As a result, the engine speed _Ne becomes the target engine speed _Ne *.
Gradually lowers.

[0176] Thereafter, the engine speed N _e performs feedback control so not lower than the set value N _el for engagement, when the output speed N _o is higher than the engine speed N _e, the direct coupling clutch CL is completely engaged Is done.

[0177] Thus, the direct coupling clutch CL it is only the feedback control of the engine speed N _e in the semi-engaged state, it is possible to simplify the output control device 46.

It should be noted that the present invention is not limited to the above-described embodiment, but can be variously modified based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a functional diagram of a starting device according to a first embodiment of the present invention.

FIG. 2 is a schematic view of a starting device according to the first embodiment of the present invention.

FIG. 3 is a conceptual diagram of a starting device according to the first embodiment of the present invention.

FIG. 4 is a velocity diagram according to the first embodiment of the present invention.

FIG. 5 is a time chart of the starting device according to the first embodiment of the present invention.

FIG. 6 is a first main flowchart showing the operation of the starting device according to the first embodiment of the present invention.

FIG. 7 is a second main flowchart showing the operation of the starting device according to the first embodiment of the present invention.

FIG. 8 is a diagram showing a target engine speed map according to the first embodiment of the present invention.

FIG. 9 is a diagram showing a direct-coupled clutch engagement / disengagement timing map in the first embodiment of the present invention.

FIG. 10 is a flowchart of a direct coupling clutch release control processing subroutine according to the first embodiment of the present invention.

FIG. 11 is a time chart of a direct clutch release control process according to the first embodiment of the present invention.

FIG. 12 is a flowchart of an ND control processing subroutine according to the first embodiment of the present invention.

FIG. 13 is a flowchart of a neutral control subroutine according to the first embodiment of the present invention.

FIG. 14 is a time chart at the time of creep torque rise in the first embodiment of the present invention.

FIG. 15 is a time chart when the sudden start torque rises in the first embodiment of the present invention.

FIG. 16 is a diagram showing a waiting time map according to the first embodiment of the present invention.

FIG. 17 is a flowchart of a direct coupling clutch engagement control processing subroutine according to the first embodiment of the present invention.

FIG. 18 is a time chart of a direct coupling clutch engagement control process according to the first embodiment of the present invention.

FIG. 19 is a flowchart of a regeneration control processing subroutine according to the first embodiment of the present invention.

FIG. 20 is a velocity diagram when priority is given to regeneration control in the first embodiment of the present invention.

FIG. 21 is a velocity diagram when priority is given to fuel cut in the first embodiment of the present invention.

FIG. 22 is a power generation efficiency map of a generator motor according to the first embodiment of the present invention.

FIG. 23 is a conceptual diagram of a starting device according to a second embodiment of the present invention.

FIG. 24 is a velocity diagram according to the second embodiment of the present invention.

FIG. 25 is a conceptual diagram of a starting device according to a third embodiment of the present invention.

FIG. 26 is a velocity diagram according to the third embodiment of the present invention.

FIG. 27 is a conceptual diagram of a starting device according to a fourth embodiment of the present invention.

FIG. 28 is a velocity diagram in the fourth embodiment of the present invention.

FIG. 29 is a conceptual diagram of a starting device according to a fifth embodiment of the present invention.

FIG. 30 is a velocity diagram according to the fifth embodiment of the present invention.

FIG. 31 is a conceptual diagram of a starting device according to a sixth embodiment of the present invention.

FIG. 32 is a velocity diagram according to the sixth embodiment of the present invention.

FIG. 33 is a time chart of the starting device according to the seventh embodiment of the present invention.

FIG. 34 is a flowchart of a direct coupling clutch release control processing subroutine in a seventh embodiment of the present invention.

FIG. 35 is a time chart of a direct coupling clutch release control process in a seventh embodiment of the present invention.

FIG. 36 is a diagram showing a deviation constant map according to a seventh embodiment of the present invention.

FIG. 37 is a flowchart of a direct coupling clutch engagement control processing subroutine in a seventh embodiment of the present invention.

FIG. 38 is a time chart of the starting device according to the eighth embodiment of the present invention.

FIG. 39 is a flowchart of a direct coupling clutch engagement control processing subroutine in an eighth embodiment of the present invention.

FIG. 40 is a schematic view of a starting device according to a ninth embodiment of the present invention.

FIG. 41 is a time chart of the starting device according to the ninth embodiment of the present invention.

FIG. 42 is a flowchart of a direct coupling clutch engagement control subroutine in a ninth embodiment of the present invention.

FIG. 43 is a time chart of the starting apparatus according to the tenth embodiment of the present invention.

FIG. 44 is a flowchart of a direct coupling clutch engagement control subroutine in a tenth embodiment of the present invention.

FIG. 45 is a time chart of the starting apparatus according to the eleventh embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 11 Engine 16 Reduction gear 25 Drive wheel 29 Throttle sensor 47 Main battery 81-83 1st-3rd gear element 86 Rotation speed detection means 87 Engagement element 90 Control device 93 Electric rotation device control means 95 Engagement element disengagement Means M Electric rotating device M1 Generator motor M2 Generator

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Takeshi Inuzuka 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd.・ Within AW Co., Ltd. (72) Inventor Takuji Taniguchi 10th Takane, Fujiimachi, Anjo, Aichi Prefecture Aisin Co., Ltd. (72) Haruki Takemoto, 10th Takane, Fujiicho, Anjo, Aichi Prefecture・ AW Co., Ltd. (72) Inventor Kozo Yamaguchi 2--19-12 Sotokanda, Chiyoda-ku, Tokyo F-term in Equos Research Co., Ltd. (reference) 3J028 EA27 EB10 EB21 EB62 FB03 FB13 FC03 FC23 GA01 5H115 PA12 PC06 PG04 PI16 PI24 PI29 PI30 PO02 PO06 PO09 PO17 PU10 PU11 PU22 PU23 PU28 PV09 QE01 QI04 QN03 QN06 QN12 RE02 RE 06 SE04 SE05 SE08 SE09 TB03 TE02 TE03 TI02 TO12 TO21 TO23

Claims (4)

[Claims] At least a first gear element connected to an output shaft of an engine, a second gear element connected to a driving wheel of a vehicle, and a third gear element, wherein the third gear element A reduction gear that reduces the rotation input from the first gear element and outputs the reduced rotation to the second gear element by applying a braking torque; an electric rotating apparatus connected to the third gear element; Engine load detecting means for detecting a load, vehicle speed detecting means for detecting a vehicle speed, and a control device, the control device, the engine load detected by the engine load detecting means is substantially zero, and, When the vehicle speed detected by the vehicle speed detecting means is equal to or less than a set value, the starting apparatus further includes braking torque rising means for driving the electric rotating device to increase braking torque. 2. The braking torque riser determines that the engine load detected by the engine load detector is substantially zero and the vehicle speed detected by the vehicle speed detector is equal to or lower than a set value. 2. The starting device according to claim 1, wherein the electric rotating device is driven to gradually increase a braking torque. 3. The starting device according to claim 2, wherein the braking torque rising means raises a braking torque such that a predetermined torque is output to the second gear element while a predetermined time has elapsed. 4. A brake detecting means for detecting depression of a brake pedal, wherein said braking torque rising means drives said electric rotating device when depression of said brake pedal by said brake detection means is not detected. The starting device according to claim 1, wherein the starting torque is increased by applying a braking torque.