JP2011042207A - Vehicular driving controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To certainly start an engine even at the time of cold starting while suppressing a drive loss of a hydraulic pump, in a hybrid vehicle including the engine and a motor. <P>SOLUTION: This vehicular drive controller includes the engine 2, the motor 30, and a clutch 40 provided between the engine 2 and the motor 30, and fastened in a non-hydraulic pressure supply state. The clutch 40 is provided with: a spring 45 pressing a piston 44 to a clutch fastening direction; a releasing hydraulic chamber 47 pressing the piston 44 to a clutch release direction at the supply of hydraulic pressure; and a fastening hydraulic chamber 48 pressing the piston 44 to the clutch fastening direction together with the spring 45 at of the supply of the hydraulic pressure. In the starting of the engine, the vehicular driving controller does not supply the hydraulic pressure to the fastening hydraulic chamber 48 when a temperature of the engine is higher than a prescribed temperature, and supplies the hydraulic pressure to the fastening hydraulic chamber 48 when the temperature is the prescribed temperature or lower. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive control device for a vehicle, and more particularly to a drive control device for a hybrid vehicle including an engine and a motor as drive sources, and belongs to the field of vehicle drive technology.

  In recent years, a hybrid vehicle including an engine and a motor as a drive source has been put into practical use. As an example, Patent Document 1 uses an existing engine and a transmission between which a motor and a friction engagement element are used. A hybrid system is disclosed by disposing a drive unit including:

  As shown in FIG. 11, the drive unit A described in Patent Document 1 includes an input shaft a connected to the output shaft of the engine B, an output shaft b to the transmission C, and the input shaft a and the output shaft. a coast clutch c that connects and disconnects b, a motor d having a rotor d ′ connected to the output shaft b side of the coast clutch c, and the coast clutch c between the input shaft a and the output shaft b in parallel. A configuration including a one-way clutch e that is disposed and transmits a rotational force only from the input shaft a side to the output shaft b side, and a hydraulic pump f that is driven by the output shaft b and generates hydraulic pressure for coast clutch control or the like. It is said that.

  According to the drive unit A, when the motor d is operated, the output is directly transmitted to the output shaft b, and the motor travels. Further, by connecting the coast clutch c, the engine B can be started by the motor d, and when the engine B is started, the output is transmitted from the input shaft a to the output shaft b via the one-way clutch e. Engine running or combined running of the engine and motor is performed. At this time, if the coast clutch c is released, all of the kinetic energy due to the inertia traveling of the vehicle is transmitted to the motor d during deceleration while the engine is traveling, and the energy regeneration by the motor d is efficiently performed.

  Further, since the hydraulic pump f is driven by the output shaft b connected to the rotor d ′ of the motor d, the hydraulic pump f can be operated by the motor d even when the engine B is not operated. There is an advantage that it is not necessary to have.

  Further, in this drive unit A, although not shown, the coast clutch c has a normally closed type, that is, a spring that presses the piston in the clutch fastening direction, and the clutch is fastened in a non-hydraulic state by the pressing force of the spring. It is supposed to be configured. Therefore, when starting the engine B with the motor d, it is not necessary to raise the hydraulic pressure with the hydraulic pump f in order to engage the coast clutch c.

JP 2008-126702 A

  By the way, when the coast clutch c is of a normally closed type as in the drive unit A, the maximum torque (that can be transmitted by the coast clutch c) at room temperature when the viscosity of the lubricating oil is small and the cranking resistance of the engine is small. Hereinafter, the output torque of the motor d for starting the engine (hereinafter referred to as “cranking torque”) can be transmitted to the engine even if the “transmission torque capacity” is relatively small.

  However, if the cranking torque increases with an increase in the viscosity resistance of the lubricating oil when the engine is cold, the transmission torque capacity of the coast clutch c is relatively insufficient only by the pressing force of the spring, and the temperature of the engine Depending on the situation, the clutch c cannot transmit the cranking torque necessary for starting, which may cause engine starting failure.

  To cope with this, it is conceivable to increase the pressing force of the spring that engages the coast clutch c in a non-hydraulic state. In this case, a high hydraulic pressure is required when releasing the clutch c, When the clutch c is controlled to the released state, the driving loss of the hydraulic pump f increases.

  Here, for example, at −30 ° C., the cranking resistance is 10 to several tens of times that at normal temperature, and if the transmission torque capacity corresponding to this is to be secured only by the spring force, the spring force must be remarkably increased. Accordingly, the release pressure of the coast clutch must be remarkably increased.

  Therefore, an object of the present invention is to make it possible to reliably start an engine even when it is cold, while suppressing drive loss of a hydraulic pump in a hybrid vehicle including an engine and a motor.

  In order to solve the above problems, a vehicle drive control device according to the present invention is configured as follows.

  First, the invention according to claim 1 of the present application includes an engine, a motor, and a clutch that is fastened in a non-hydraulic supply state interposed between the engine and the motor, and includes at least the engine and the motor. A drive control device for a vehicle that transmits one output to a drive wheel and that can start an engine with a motor by fastening the clutch, and a spring that presses a piston in the clutch fastening direction to the clutch, An engine temperature for detecting the engine temperature while providing a release hydraulic chamber that presses the piston in the clutch release direction when supplying hydraulic pressure and a fastening hydraulic chamber that presses the piston in the clutch engagement direction together with the spring when supplying hydraulic pressure. The detecting means and the engine temperature detected by the detecting means at the start of the engine are more than a predetermined temperature. Without supplying oil pressure to the hydraulic chamber for the fastening when high temperature is characterized in that a hydraulic control means for supplying hydraulic pressure to the engagement hydraulic chamber when more than a predetermined temperature.

  The invention according to claim 2 is the invention according to claim 1, wherein the hydraulic pressure control means is configured to start the engine temperature when the engine temperature detected by the engine temperature detection means is equal to or lower than a predetermined temperature. The lower the is, the higher the hydraulic pressure supplied to the fastening hydraulic chamber is.

  The invention according to claim 3 is the invention according to claim 1 or 2, further comprising a hydraulic pump that generates hydraulic pressure supplied to the fastening hydraulic chamber and the release hydraulic chamber, The pump is configured to be driven by the motor.

  Furthermore, the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the clutch is connected between the engine and the motor when the hydraulic pressure is supplied to the release hydraulic chamber. A one-way clutch that transmits rotation only from the engine side to the drive wheel side is provided in parallel with the clutch between the engine and the drive wheel. The hydraulic control means is characterized in that after the engine is started, the fastening hydraulic chamber is brought into a non-hydraulic supply state and the hydraulic pressure is supplied to the release hydraulic chamber.

  First, according to the first aspect of the present invention, when the engine is started by the motor, the clutch interposed between the motor and the engine is fastened by the pressing force of the spring. The engine can be started without supplying the clutch with hydraulic pressure for engagement, and thus energy for driving the hydraulic pump is saved.

  On the other hand, when the engine temperature is lower than a predetermined temperature, the clutch hydraulic pressure chamber is supplied with hydraulic pressure that presses the piston in the fastening direction together with the spring, so that the transmission torque capacity of the clutch depends on the spring force. It becomes the size which added the thing by hydraulic. Therefore, even if the cranking torque output from the motor increases as the viscosity resistance of the lubricating oil increases, the torque can be transmitted to the engine, and the engine can be reliably started even when cold. It becomes possible.

  In this case, according to the present invention, since the spring force of the clutch is not increased so that the cranking torque can be transmitted when the engine is cold, the hydraulic pressure supplied to the release hydraulic chamber when the clutch is released. Need not be set high, and this also saves the drive energy of the hydraulic pump.

  According to the second aspect of the present invention, when the engine is started when the engine is cold, the hydraulic pressure supplied to the clutch engagement hydraulic chamber decreases as the engine temperature decreases, that is, the viscosity of the lubricating oil increases. Since the higher the ranking resistance, the higher the cranking torque, the higher the cranking torque output from the motor in accordance with the cranking resistance, the corresponding increase in the clutch transmission torque capacity. Therefore, the torque necessary for starting can be reliably transmitted, and wasteful consumption of pump drive energy due to the hydraulic pressure being increased more than necessary with respect to the torque to be transmitted is suppressed, and energy efficiency is improved.

  Furthermore, according to the invention described in claim 3, since the hydraulic pump for generating the hydraulic pressure supplied to the clutch release and engagement hydraulic chambers is driven by the motor, the engagement hydraulic pressure of the clutch when cold. It is not necessary to separately provide an electric pump for supplying hydraulic pressure to the chamber, and the drive device and its control device are simply configured.

  According to the fourth aspect of the present invention, after the engine is started, the hydraulic chamber for engaging the clutch is not originally supplied with hydraulic pressure at the start of normal temperature, and the supplied hydraulic pressure is discharged at the start of cold. Thus, in any case, the non-hydraulic supply state is set, and the clutch is set in the released state by supplying the hydraulic pressure to the release hydraulic chamber. Therefore, the output of the engine after starting is transmitted to the drive wheel side by a one-way clutch arranged in parallel with the clutch, and the engine travel is executed in this state.

  In this case, the one-way clutch does not transmit rotation from the driving wheel side or motor side to the engine side, so that all the kinetic energy due to inertial traveling of the vehicle is transmitted to the motor during deceleration during traveling, and the motor is As a result, the energy regeneration by the motor is efficiently performed. Further, when the motor is running, the engine is not rotated, and wasteful consumption of energy is avoided.

1 is a system diagram of a drive control apparatus according to an embodiment of the present invention. It is a skeleton diagram showing the state at the time of engine starting of the drive unit to which the embodiment is applied. It is a skeleton diagram showing the engine running state. It is a skeleton diagram showing the motor start and running state. It is a skeleton diagram showing the state at the time of engine starting while the motor is running as well. It is explanatory drawing of the relationship between the cranking torque of an engine, and the transmission torque capacity of a clutch. It is a flowchart which shows the engine starting control in stopping. It is also a time chart. It is a map which shows the relationship between the engine oil temperature and clutch fastening pressure which are used by the control. It is a flowchart which shows the engine starting control during motor driving | running | working. It is a skeleton diagram showing a conventional drive unit of the same kind.

  Hereinafter, embodiments of the present invention will be described.

  As shown in FIG. 1, a hybrid vehicle to which the drive control device 1 according to this embodiment is applied is a front engine and a front drive vehicle whose axis is arranged in the vehicle width direction, and includes an engine 2 and the engine 2. A drive unit 3 coupled to the drive unit 3, an automatic transmission 4 coupled to the drive unit 3, and a differential device 5 configured integrally with the transmission 4, and an output of the differential device 5 Thus, the left and right front wheels 7, 7 are driven via the axles 6, 6.

  The drive unit 3 includes a motor 30 that also operates as a generator, a coast clutch 40 and a start clutch 50 as friction engagement elements for controlling transmission of driving force, and a one-way clutch 60 ( 2).

  Further, a control unit 10 for controlling these drive unit components is provided, and the operation of the motor 30 is controlled via an inverter 11 by a signal from the control unit 10, and the hydraulic control unit 12 is controlled. The coast clutch 40 and the starting clutch 50 are controlled via the above. Further, a battery 13 that supplies power to the motor 30 through the inverter 11 or is charged by the motor 30 is provided.

  The control unit 10 is supplied with a signal from the starter switch 21 for starting the engine 2, a signal from the shift position sensor 22 for detecting the shift position of the automatic transmission 4, and the lubricating oil temperature of the engine 2 as the engine temperature. A signal from the oil temperature sensor 23 to be detected and a signal from the engine speed sensor 24 to detect the start completion speed of the engine 2 are input.

  Next, the configuration of the drive unit 3 will be described with reference to FIG. 2. The drive unit 3 is disposed on the same axis as the output shaft 2a of the engine 2, and the engine output shaft 2a is connected via a flywheel 2b and a damper 2c. And an output shaft 72 that is disposed on the same axis line as the input shaft 71 and extends toward the transmission 4. The motor 30 and the coast clutch are disposed on the shafts 71 and 72. 40, a starting clutch 50 and a one-way clutch 60 are arranged.

  The motor 30 includes a stator 31 fixed to the case 3a of the drive unit 3 and a rotor 32 disposed concentrically on the inside thereof.

  The coast clutch 40 is disposed between the drum 41 coupled to the rotor 32 of the motor 30, a hub 42 disposed on the inner side and coupled to the input shaft 71, and between the drum 41 and the hub 42. One of the plurality of friction plates 43 alternately engaged therewith, a piston 44 that fastens the friction plate 43, a spring 45 that presses the piston 44 in the fastening direction of the friction plate 43, and one of the pistons 44 A release hydraulic chamber 47 that presses the piston 44 in the release direction of the friction plate 43 against the pressing force of the spring 45 when hydraulic pressure is introduced, and is provided on the other side of the piston 44. And a fastening hydraulic chamber 48 that presses the piston 44 together with the spring 45 in the fastening direction of the friction plate 43 when the hydraulic pressure is introduced. Coupling the rotor 32 of the motor 30.

  The starting clutch 50 includes a drum 51 connected to the drum 41 of the coast clutch 40, a hub 52 disposed on the inner side and connected to the output shaft 72, and between the drum 51 and the hub 52. A plurality of friction plates 53 that are arranged and alternately engaged with each other, a piston 54 that presses the friction plate 53, a spring 55 that presses the piston 54 in the releasing direction of the friction plate 53, and a supply of hydraulic pressure Sometimes it has a hydraulic chamber 56 that presses the piston 54 in the fastening direction of the friction plate 53 against the pressing force of the spring 55 and, when fastened, the rotor 32 of the motor 30 and the output shaft 72 are coupled. To do.

  Further, the one-way clutch 60 is connected to the hub 42 of the coast clutch 40 and connected to the input shaft 21. The one-way clutch 60 is disposed inside the outer race 61 and the rotor 32 of the motor 30 via the drum 41 of the coast clutch 40. And a plurality of lock members 63 interposed between the outer race 61 and the inner race 62, and the outer race 61 side with respect to a predetermined rotational direction (engine rotational direction). Thus, the rotational force is transmitted only to the inner race 62 side.

  The drive unit 3 is provided with a hydraulic pump 73, connected to the rotor 32 of the motor 30 via the drum 51 of the starting clutch 50, and driven by the motor 30.

  Here, the operation of the drive unit 3 when starting the engine 2 will be described.

  First, when the engine 2 is started while the engine 2 and the motor 30 are stopped, the motor 30 is operated to rotate the rotor 32. At this time, the coast clutch 40 is normally fastened by the pressing force of the spring 45, although no hydraulic pressure is supplied to either the release hydraulic chamber 47 or the fastening hydraulic chamber 48.

  Therefore, as shown in FIG. 2, the rotation of the rotor 32 is transmitted to the engine 3 via the drum 41 and the hub 42 of the coast clutch 40, and the outer race 51 and the input shaft 71 of the one-way clutch 60. Crank. Therefore, if fuel is supplied in this state, the engine 2 is started.

  When the motor 30 is operated, the hydraulic pump 73 is driven by the rotation of the rotor 32 via the drum 51 of the start clutch 50 and the hydraulic pressure rises. As described above, normally, when the engine 2 is started, No hydraulic pressure is supplied to either the release hydraulic chamber 47 or the fastening hydraulic chamber 48 of the coast clutch 40.

  The one-way clutch 60 is not locked because the rotation of the rotor 32 is input to the inner race 62 side, and the rotation of the rotor 32 is transmitted to the engine 2 only through the coast clutch 40 as described above. The

  Next, when the engine 2 is started as described above, hydraulic pressure is supplied to the release hydraulic chamber 47 of the coast clutch 40 to release the coast clutch 40 and the operation of the motor 30 is ended. At this time, as shown in FIG. 3, since the rotation of the engine 2 is input to the one-way clutch 60 from the outer race 61 side, the one-way clutch 60 is locked and the rotation of the engine 2 is performed from the one-way clutch 60 to the coast clutch 40. Is transmitted to the drum 51 of the starting clutch 50 via the drum 41.

  When the automatic transmission 4 is switched to a power transmission state such as the D range, the hydraulic pressure is supplied to the hydraulic chamber 56 of the start clutch 50 and the clutch 50 is engaged. Thus, the rotation of the engine 2 is further transmitted to the transmission 4 via the hub 52 and the output shaft 72 of the start clutch 50, and the vehicle starts.

  On the other hand, when the vehicle starts running with the motor 30, the rotor 30 may be rotated by operating the motor 30. At this time, the drum 51 of the starting clutch 50 is rotated by the rotation of the rotor 32 as shown in FIG. The hydraulic pump 73 is driven through. When the automatic transmission 4 is switched to the power transmission state such as the D range, the hydraulic pressure raised by the pump 73 is supplied to the hydraulic chamber 56 of the start clutch 50 and the start clutch 50 is fastened. As a result, the rotation of the rotor 32 is transmitted to the automatic transmission 4 via the start clutch 50 and the output shaft 72, the vehicle starts with the motor 30, and the motor travel is executed.

  In this case, the hydraulic pressure is supplied to the release hydraulic chamber 47 of the coast clutch 40 to release the clutch 40. As a result, the one-way clutch 60 rotates by receiving rotation only from the inner race 62 side, and the rotation of the rotor 32 is not transmitted to the engine 2 side.

  Further, when the engine 2 is started in the traveling state by the motor 30 as described above, the hydraulic pressure supplied to the release hydraulic chamber 47 of the coast clutch 40 is discharged, and normally the pressure is applied by the spring 45. The clutch 40 is engaged. Then, the output torque of the motor 30 is increased by the amount necessary for cranking the engine 2 in addition to the torque necessary for vehicle travel.

  As a result, as shown in FIG. 5, the rotation of the rotor 32 is transmitted to the automatic transmission 4 side via the start clutch 50 and the output shaft 72, and the vehicle is kept running, and the coast clutch 40 and the input are input. The engine 2 is also transmitted to the engine 2 via the shaft 71 and supplied with fuel to start the engine 2.

  When the engine 2 is started, the hydraulic pressure is supplied to the release hydraulic chamber 47 of the coast clutch 40 and the clutch 40 is released as in the case described above. As a result, the output of the engine 2 is transmitted from the input shaft 71 to the drum 41 of the coast clutch 40 via the one-way clutch 60, merges with the output of the motor 30, and transmitted to the starting clutch 50 and the output shaft 72. A driving force is input to the automatic transmission 4.

  As described above, the engine 2 is started by transmitting the rotation of the rotor 32 in the motor 30 to the engine 2 via the coast clutch 40 in both the start while the vehicle is stopped and the start while the motor is running. At this time, the clutch 40 normally transmits the rotation of the rotor 32 to the engine 2 side while being fastened by the pressing force of the spring 45.

  However, when the engine 2 is cold and the cranking resistance is increased due to an increase in the viscous resistance of the lubricating oil, the coast clutch 40 starts the engine 2 when engaged only by the pressing force of the spring 45. It is not possible to transmit enough torque.

  Here, when the relationship between the cranking torque at normal temperature and when cold and the transmission torque capacity of the coast clutch 40 is shown in FIG. 6, the cranking torque at normal temperature is smaller than the transmission torque capacity due to only the pressing force of the spring 45. However, the cranking torque at the time of cooling, which is 10 to several tens of times, greatly exceeds the transmission torque capacity due to the pressing force of the spring 45 alone.

  Therefore, in this embodiment, when the engine 2 is started in the cold state, the piston 44 is fastened by the hydraulic pressure in addition to the pressing force of the spring 45 by supplying the hydraulic pressure to the fastening hydraulic chamber 48 of the coast clutch 40. The transmission torque capacity of the coast clutch 40 is made to exceed the cranking torque from the motor 30.

  Next, the operation of the start control including when the engine 2 is cooled by the control unit 10 will be described according to the flowcharts and time charts of FIGS.

  The flow chart of FIG. 7 is for starting the engine 2 with both the engine 2 and the motor 30 stopped. The control unit 10 first determines whether the starter switch 21 for starting the engine 2 is turned on in step S1. If it is determined that the shift position of the automatic transmission 4 is in the P range or N range in which the start of the engine 2 is permitted based on the signal from the shift position sensor 22 in step S2. It is determined whether or not there is.

  If it is either the P range or the N range, the motor 30 is activated via the inverter 11 with the electric power supplied from the battery 13 in step S3 to increase the rotation. At this time, the rotation of the rotor 32 is transmitted to the hydraulic pump 73 via the drum 41 of the coast clutch 40 and the drum 61 of the start clutch 60, and the pump 73 is driven as indicated by reference numeral a in the time chart of FIG. The hydraulic pressure rises.

  At this time, the output torque of the motor 30 output from the rotor 32 is input to the coast clutch 40. The clutch 40 presses the piston 44 in the fastening direction, so that the input torque is If it is less than or equal to the transmission torque capacity proportional to the spring force, the torque is output to the hub 42 side and transmitted to the engine 2 via the input shaft 71.

  In this case, when the lubricating oil temperature of the engine 2 is relatively high, the viscosity resistance of the lubricating oil is low and the cranking resistance of the engine 2 is also small, so that the cranking torque from the motor 30 is the coast clutch 40. Therefore, in this case, the output torque of the motor 30 is transmitted to the engine 2 via the coast clutch 40, and as shown by the symbol b in FIG. Crank.

  Therefore, if the lubricating oil temperature of the engine 2 detected by the oil temperature sensor 23 is higher than a predetermined temperature in step S4, the control unit 10 next executes step S5, and the engine cranked as described above. Waiting for 2 complete explosion, that is, shifting to self-rotation, it is determined that the explosion has been completed when the engine speed detected by the rotation sensor reaches a predetermined complete explosion speed.

  As a result, the start of the engine 2 is completed, and the control unit 10 next executes steps S6 and S7, and outputs a control signal to the hydraulic control unit 12 as shown by reference numeral c in FIG. Supply hydraulic pressure to the release hydraulic chamber 47 of the coast clutch 40, release the clutch 40 against the pressing force of the spring 45, and output a control signal to the inverter 11 to stop the operation of the motor 30, The start control of the engine 2 is terminated. Note that, after the motor 30 is started, the rotor 32 rotates at the same rotational speed as the engine rotational speed even when the operation is stopped.

  When the engine 2 is started as described above, the output of the engine 2 is transmitted from the input shaft 71 to the starting clutch 50 via the one-way clutch 60 as shown in FIG. 3, and the automatic transmission 4 travels in the D range or the like. When the range is switched, the output of the engine 2 is transmitted from the start clutch 50 to the drive wheels 7 and 7 via the automatic transmission 4 and the differential 5 by fastening the start clutch 50, and the vehicle is Start off.

  By the way, when the engine 2 is cold and the temperature of the lubricating oil is low and the viscosity resistance of the lubricating oil is large, the cranking resistance of the engine 2 increases, so that the cranking torque output from the motor 30 at the time of starting is also large. However, at this time, the coast clutch 40 is insufficient in transmission torque capacity only by the pressing force of the spring 45 and cannot slip to transmit the cranking torque to the engine 2.

  Therefore, when the control unit 10 determines that the oil temperature is equal to or lower than the predetermined temperature in step S4 of the flowchart of FIG. 7, next, in step S8, the control unit 10 supplies the hydraulic pressure to the engagement hydraulic chamber 48 of the coast clutch 40. A control signal is output to the hydraulic control unit 12.

  As a result, as indicated by the symbol d in FIG. 8, the discharge pressure of the hydraulic pump 73 is supplied to the fastening hydraulic chamber 48 of the coast clutch 40, and the transmission torque capacity of the clutch 40 is fastened to the pressing force of the spring 45. This is a value obtained by adding the hydraulic pressure supplied to the hydraulic chamber 48. In this case, the hydraulic pressure is set such that the transmission torque capacity is large enough to transmit the cranking torque during cold operation.

  Therefore, when the hydraulic pressure in the fastening hydraulic chamber 48 rises and reaches a predetermined value, the coasting clutch 40 can transmit the cranking torque output from the motor 30, and as indicated by a symbol e in FIG. From that time, cranking of the engine 2 is started.

  In step S9, the control unit 10 waits for the complete explosion of the engine 2 and determines that the complete explosion has occurred when the engine speed detected by the rotation sensor 24 reaches a predetermined complete explosion speed. In step S10, a control signal is output to the hydraulic control unit 12 so that the hydraulic pressure supplied to the engagement hydraulic chamber 48 of the coast clutch 40 is discharged.

  Thereafter, Steps S6 and S7 are executed in the same manner as at the normal temperature to supply hydraulic pressure to the release hydraulic chamber 47 of the coast clutch 40 to release the clutch 40, and to stop the operation of the motor 30, thereby stopping the engine 2 The start control is terminated.

  Note that the cranking resistance of the engine 2 increases as the temperature of the lubricating oil decreases, and accordingly, the output torque of the motor 30 at the time of starting the engine increases accordingly. In this embodiment, as shown in FIG. In a region where the oil temperature is equal to or lower than a predetermined temperature, the fastening pressure of the coast clutch 40 indicated by a broken line in FIG. 8 is controlled so as to increase as the oil temperature decreases.

  As a result, the transmission torque capacity of the coast clutch 40 corresponding to the cranking resistance of the engine 2 or the cranking torque from the motor 30 is obtained, and starting failure of the engine 2 due to the lack of the capacity with respect to the cranking torque. Therefore, an increase in the driving loss of the hydraulic pump 73 due to the capacity being excessive with respect to the cranking torque is prevented, and the engine 2 can always be started with the minimum necessary energy.

  The above explanation is for the case where the engine 2 is started from the stop state of the vehicle, but the case where the engine 2 is already started while the vehicle is already running by the motor 30 is substantially the same. It is executed according to the flowchart of FIG.

  That is, in step S11, the control unit 10 determines whether or not the starter switch 11 for starting the engine 2 is turned on. When it is turned on, in step S12, the control unit 10 outputs the output of the motor 30 by an amount necessary for starting the engine. In step S13, a control signal is output to the hydraulic control unit 12, and the hydraulic pressure supplied to the release hydraulic chamber 47 of the coast clutch 40 is discharged. Thereby, the coast clutch 40 is fastened by the pressing force of the spring 45.

  Next, in step S14, the control unit 10 determines whether or not the lubricating oil temperature of the engine 2 detected by the oil temperature sensor 13 is higher than a predetermined temperature. The subsequent control in steps S15 to S20 is described above. This is performed in the same manner as steps S5 to S10 of engine start control during the stop of the vehicle.

  That is, when the lubricating oil temperature is higher than the predetermined temperature, the coast clutch 40 can transmit the cranking torque from the motor 30 with the transmission torque capacity due to the pressing force of the spring 45, so that the engine 2 is completed as it is. Wait for the explosion.

  On the other hand, when the lubricating oil temperature is lower than the predetermined temperature, the coast clutch 40 can transmit a large cranking torque from the motor 30 corresponding to the cranking resistance of the engine 2 only by the pressing force of the spring 45. Therefore, the hydraulic pressure is supplied to the fastening hydraulic chamber 48 to increase the transmission torque capacity. Then, when the engine 2 completes explosion, the hydraulic pressure is discharged from the fastening hydraulic chamber 48.

  In any case, the control unit 10 then executes steps S16 and S17, outputs a control signal to the hydraulic control unit 12 to supply hydraulic pressure to the release hydraulic chamber 47 of the coast clutch 40, The clutch 40 is released and a control signal is output to the inverter 11 to return the output of the motor 30 to an output necessary for traveling before starting the engine, thereby ending the start control of the engine 2.

  As described above, according to the drive control apparatus 1 according to the present embodiment, when the engine 2 is started by the motor 30, the engine 2 is cranked by only the transmission torque capacity due to the spring force of the coast clutch 40 at room temperature. In the cold engine where the torque can be transmitted and the cranking resistance of the engine 2 increases, the transmission torque capacity of the clutch 40 is increased by supplying the engagement pressure to the coast clutch 40. However, the cranking torque can be reliably transmitted, and in any case, the engine 2 can be reliably started.

  In that case, since the hydraulic pressure for fastening the coast clutch 40 is not required at room temperature, and a method of increasing the spring force is not adopted to transmit a large cranking torque during cold operation, the clutch 40 is not used. It is not necessary to increase the hydraulic pressure for releasing more than necessary, and in any case, the drive loss of the hydraulic pump 73 is suppressed, and the engine 2 is started with a small amount of energy at both normal temperature and cold time. It becomes possible.

  According to this embodiment, the hydraulic pump 73 that generates hydraulic pressure to be supplied to the hydraulic chambers 47 and 48 of the coast clutch 40 and the hydraulic chamber 56 of the start clutch 50 is driven by the motor 30 even when the engine 2 is stopped. Therefore, it is not necessary to separately provide an electric pump, and the drive unit 3 is simply configured.

  Since the coast clutch 40 is released after the engine 2 is started and the engine output is transmitted to the drive wheels 7 and 7 by the one-way clutch 60, the motor 30 is operated as a generator during deceleration during traveling. Thus, energy regeneration by the motor 30 is performed efficiently. Furthermore, when the motor is running, the engine 2 is not rotated, and wasteful consumption of energy is avoided.

  As described above, according to the present invention, in a hybrid vehicle, it is possible to reliably start an engine even when cold, while suppressing wasteful energy consumption. It may be suitably used.

2 Engine 3 Drive unit 10 Control unit (hydraulic control means, motor control means)
23 Oil temperature sensor (engine temperature detection means)
30 Motor 40 Coast clutch 45 Spring
47 Hydraulic chamber for releasing 48 Hydraulic chamber for fastening 50 Starting clutch 60 One-way clutch

Claims (4)

  An engine, a motor, and a clutch that is fastened in a non-hydraulic supply state interposed between the engine and the motor, and transmits the output of at least one of the engine and the motor to driving wheels; A drive control device for a vehicle that can start an engine with a motor by engaging a clutch, a spring that presses the piston in the clutch engaging direction, and a release that presses the piston in the clutch releasing direction when hydraulic pressure is supplied And a hydraulic chamber for fastening that presses the piston in the clutch fastening direction together with the spring when hydraulic pressure is supplied, an engine temperature detecting means for detecting the temperature of the engine, and the detecting means at the start of the engine When the engine temperature detected by the engine is higher than a predetermined temperature, hydraulic pressure is applied to the fastening hydraulic chamber. Without supplying, the temperature is the vehicle drive control apparatus being characterized in that a hydraulic control means for supplying hydraulic pressure to the engagement hydraulic chamber when more than a predetermined temperature.   The hydraulic pressure control means increases the hydraulic pressure supplied to the fastening hydraulic chamber when the engine temperature detected by the engine temperature detection means is lower than a predetermined temperature when the engine is started. The vehicle drive control device according to claim 1.   The hydraulic pump for generating the hydraulic pressure supplied to the fastening hydraulic chamber and the releasing hydraulic chamber is provided, and the pump is configured to be driven by the motor. Item 3. The vehicle drive control device according to Item 2.   The clutch is configured to disconnect between the engine and the motor and between the engine and the drive wheel when supplying hydraulic pressure to the release hydraulic chamber, and between the engine and the drive wheel, A one-way clutch that transmits rotation only from the engine side to the drive wheel side is provided in parallel with the clutch, and the hydraulic control means sets the hydraulic chamber for fastening to a non-hydraulic supply state after engine startup, and for release. The vehicle drive control apparatus according to any one of claims 1 to 3, wherein hydraulic pressure is supplied to the hydraulic chamber.

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