JP2013141871A - Control unit of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prohibit a change in a drive state of an auxiliary machine when changing a traveling mode, and to connect or shut off a hydraulic clutch in that state.SOLUTION: An HEVCU, a TCU, an ECU, and an MCU cooperate one another to perform auxiliary machine drive restriction control for connecting or shutting off the hydraulic clutch 16 while prohibiting a change in drive states of a compressor 32 and an ISG motor 13 when changing the traveling mode by input of an acceleration request signal, thus preventing a load caused by driving the compressor 32 and the ISG motor 13 from being applied to an engine 11 when changing to the traveling mode. As a result, a hydraulic pump 20 can be driven efficiently while suppressing generation of pulsation, a required amount of oil liquid can be smoothly supplied/discharged from the hydraulic pump 20 to the hydraulic clutch 16, and hence one traveling mode can be smoothly changed to another traveling mode without loss of drivability.

Description

  The present invention includes a control unit that switches from one travel mode to another travel mode based on a vehicle state signal among a plurality of travel modes using at least one of an internal combustion engine and an electric motor as a drive source. The present invention relates to a control device for a hybrid vehicle.

  2. Description of the Related Art Conventionally, development of a hybrid vehicle that has an internal combustion engine (engine) and an electric motor (motor) as driving sources and realizes low fuel consumption has been progressed by suppressing environmental deterioration such as global warming and energy saving measures. Such a hybrid vehicle includes, in addition to the engine and the motor, a hydraulic clutch that is in an engaged state in which power can be transmitted between the two or in a disconnected state in which power is not transmitted between the two. Then, the hydraulic clutch is brought into an engaged state or a disconnected state by controlling supply / discharge of the oil liquid from the hydraulic pump driven by the power of the engine or the motor. Thereby, it can switch to the one driving mode from the several driving modes which use at least any one of an engine and a motor as a drive source. Here, control to the engagement state or the disengagement state of the hydraulic clutch is performed by the control unit based on a vehicle state signal (accelerator signal, brake signal, on-vehicle battery charge state (SOC) signal, etc.).

  Incidentally, devices connected to the engine so as to be able to transmit power and driven by the engine include auxiliary devices such as an air conditioner compressor and an alternator in addition to the above-described hydraulic pump. For example, when all of these are in the drive state, the load on the engine is large, and when only one of these is in the drive state, the load on the engine is small. In this way, when the load fluctuation on the engine is large, the driving torque of the engine changes, and as a result, problems such as a decrease in the discharge capacity of the hydraulic pump and a decrease in the acceleration force of the vehicle may occur. Therefore, for example, Patent Document 1 describes a technique that prohibits switching of the driving state of the compressor of the air conditioner when controlling the driving torque of the engine to perform traction control or the like.

Japanese Patent Laid-Open No. 11-245656

  The technique described in Patent Document 1 described above is based on the fact that the engine drive torque is being controlled, that is, the traction control or the like is being controlled in order to prevent the engine drive torque from being lowered. The driving state of the engine is prohibited from being switched, so that the driving torque of the engine can be stably controlled. Therefore, in a hybrid vehicle in which the hydraulic pump is driven by the engine power and the hydraulic clutch is engaged or disengaged by supplying or discharging oil from the hydraulic pump, the driving mode can be smoothly switched and the drivability (running In order to improve performance, it was necessary to construct a new control logic. Specifically, it has been necessary to construct a control logic that prohibits switching of the driving state of the compressor of the air conditioner, etc., triggered by switching of the running mode, that is, control start of the hydraulic clutch.

  An object of the present invention is to control a hybrid vehicle that prohibits switching of the driving state of an auxiliary machine when switching a traveling mode, and sets a hydraulic clutch to an engaged state or a disengaged state under that state, so that the traveling mode can be switched smoothly. To provide an apparatus.

  The control apparatus for a hybrid vehicle according to the present invention changes from one travel mode to another travel mode based on a vehicle state signal among a plurality of travel modes using at least one of an internal combustion engine and an electric motor as a drive source. A control apparatus for a hybrid vehicle including a control unit for switching, wherein the power transmission is connected to the internal combustion engine so that power can be transmitted, and the auxiliary machine driven by the internal combustion engine, and the power transmission to the internal combustion engine and the electric motor are connected. A hydraulic pump that discharges oil and a hydraulic pressure that is provided between the internal combustion engine and the electric motor and that is in a fastening state in which power is transmitted between the internal combustion engine and the electric motor or in a shut-off state in which power is not transmitted A clutch, and the control unit switches the travel mode when the state signal is input. Under the state that prohibits changing of the driving state, and performs the accessory drive limit control for the in the engaged state or blocking state the hydraulic clutch.

  The control apparatus for a hybrid vehicle according to the present invention is characterized in that the control unit gradually increases or decreases the amount of oil to the hydraulic clutch in the accessory drive limit control.

  According to the control apparatus for a hybrid vehicle of the present invention, the control unit engages the hydraulic clutch in a state in which the change of the driving state of the auxiliary machine is prohibited when the driving mode is switched by the input of the state signal. Since the auxiliary machine drive restriction control to be in the shut-off state is performed, the load due to the driving of the auxiliary machine is not applied to the internal combustion engine when switching the traveling mode. Therefore, the hydraulic pump can be driven efficiently while suppressing the occurrence of pulsation, and the required amount of oil can be smoothly supplied to and discharged from the hydraulic pump to the hydraulic clutch. Thereby, it is possible to smoothly switch from one travel mode to another travel mode without impairing drivability.

  According to the hybrid vehicle control device of the present invention, the control unit gradually increases or decreases the amount of oil to the hydraulic clutch in the accessory drive restriction control, so that the hydraulic clutch is smoothly engaged or disconnected. Therefore, it is possible to further improve drivability by suppressing the occurrence of vibration due to the engagement operation or the disconnection operation of the hydraulic clutch.

It is a skeleton figure which shows the outline | summary of the drive device which drives a hybrid vehicle. It is a block diagram which shows the outline | summary of the control apparatus which controls the drive device of FIG. It is a flowchart figure explaining the operation content (motor running-> engine running) of the control device of FIG. It is a flowchart figure explaining the operation content (engine running-> motor running) of the control device of FIG. It is a timing chart figure explaining the switching state of driving modes.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram showing an outline of a driving apparatus for driving a hybrid vehicle, and FIG. 2 is a block diagram showing an outline of a control apparatus for controlling the driving apparatus of FIG.

  A hybrid vehicle (not shown) includes a hybrid drive device 10 as shown in FIG. The hybrid drive device 10 is mounted on the front side of the hybrid vehicle and includes an engine (internal combustion engine) 11 and a motor (electric motor) 12 as drive sources. The engine 11 includes a crankshaft (output shaft) 11 a, one end side (left side in the figure) of the crankshaft 11 a is disposed in the engine 11, and the other end side (right side in the figure) of the crankshaft 11 a faces the motor 12. It is extended.

  On one side of the engine 11 (upper side in the figure), an ISG motor (auxiliary machine) 13 having a function as an alternator that generates electric power by driving the engine 11 in addition to a function as a starter for starting the engine 11 is provided. ing. The ISG motor 13 includes a rotating shaft 13a, and a gear 13b is provided on one end side of the rotating shaft 13a. The gear 13b of the rotating shaft 13a is engaged with a gear 11b provided on one end side of the crankshaft 11a, and the rotating shaft 13a and the crankshaft 11a can transmit power to each other. However, the rotating shaft 13a and the crankshaft 11a are not limited to gear meshing, and power transmission is possible via a timing belt, a fan belt, a chain, or the like.

  The ISG motor 13 operates as a starter or alternator based on a cranking request signal CR or a power generation request signal GE from the HEVCU 41 shown in FIG. When the ISG motor 13 operates as a starter (motor) by the cranking request signal CR, the rotational force is transmitted to the crankshaft 11a, and the engine 11 is started. On the other hand, when the ISG motor 13 is operated as an alternator (generator) by the power generation request signal GE, the rotational force of the engine 11 is transmitted to the rotating shaft 13a, and the ISG motor 13 generates power. As a result, an in-vehicle battery (12 V) or the like (not shown) is charged, or power is supplied to electrical components such as a headlight, a wiper motor, and a power window motor. Here, by operating the ISG motor 13 as an alternator, the ISG motor 13 generates power generation energy, and this power generation energy is transmitted to the engine 11 as load torque (rotational resistance).

  A compressor (auxiliary machine) 32 that forms an air conditioner device (not shown) mounted on the hybrid vehicle is provided on the other side (lower side in the figure) of the engine 11. The compressor 32 includes a rotation shaft 32a, and a pulley 32b is provided on one end side of the rotation shaft 32a. A rubber belt 32c is stretched between the pulley 32b of the rotating shaft 32a and the pulley 11f provided on one end of the crankshaft 11a, and the pulley 32b and the pulley 11f can transmit power to each other. It has become. However, gears that mesh with each other may be provided in place of the pulleys 11f and 32b, and power transmission may be performed by meshing the gears.

  An electromagnetic switch 32 d is provided in the vicinity of the rotation shaft 32 a of the compressor 32. The electromagnetic switch 32d is turned on or off based on a drive request signal OS from the HEVCU 41 shown in FIG. When the drive request signal OS is input to the electromagnetic switch 32d, the electromagnetic switch 32d is turned on to operate the compressor 32, and consequently the air conditioner device enters a load operation state (cooling operation or the like). On the other hand, when the drive request signal OS to the electromagnetic switch 32d is cut off, the electromagnetic switch 32d is turned off so that the rotary shaft 32a is idled, and the operation of the compressor 32 is stopped (no load state).

  Here, the drive request signal OS from the HEVCU 41 receives an on signal from an air conditioner switch 48 (see FIG. 2) provided on an air conditioner operation panel (not shown) in the vehicle compartment, and is output toward the electromagnetic switch 32d. It has come to be. Further, when the HEVCU 41 receives the off signal from the air conditioner switch 48, the HEVCU 41 cuts off the output of the drive request signal OS output toward the electromagnetic switch 32d.

  The motor 12 includes a rotor 12b to which a rotating shaft 12a is fixed, and is configured by, for example, a three-phase brushless DC motor having a U phase, a V phase, and a W phase. The motor 12 is power-driven or regeneratively driven by a control device 40 (see FIG. 2) mounted in a passenger compartment or the like (not shown), and the hybrid vehicle is driven by the power-running drive and exercises by regeneratively driving. The energy is recovered as electric energy, and a vehicle battery (not shown) such as a high voltage lithium ion secondary battery is charged.

  Between the crankshaft 11a of the engine 11 and the rotating shaft 12a of the motor 12, from the engine 11 side, there are a torque converter 14, a first one-way clutch 15, a hydraulic clutch 16, a second one-way clutch 17, and a continuously variable transmission 18. Is provided.

  The first one-way clutch 15 is connected to the engine 11 side of the hydraulic pump 20 via the first gear mechanism 19, and the second one-way clutch 17 is connected to the motor 12 side of the hydraulic pump 20 via the second gear mechanism 21. Has been. That is, the hydraulic pump 20 is rotationally driven in one direction by the rotation of the engine 11 in one direction and the rotation of the motor 12 in one direction, thereby discharging the oil. Here, the hydraulic pump 20 is rotationally driven by both the engine 11 and the motor 12, but is rotationally driven by the one having a higher rotational speed. However, the hydraulic pump 20 is not limited to being driven by a gear, but may be driven by a timing belt, a fan belt, a chain, or the like.

  The torque converter 14 includes a pump impeller 14a and a turbine runner 14b, and a stator 14c is provided between the pump impeller 14a and the turbine runner 14b. Oil having a relatively low viscosity (not shown) circulates inside the torque converter 14, and the inertial force of the oil accompanying the rotation of the pump impeller 14a is transmitted to the turbine runner 14b. An output shaft 14d fixed to the runner 14b rotates.

  The other end side of the crankshaft 11a is connected to the first one-way clutch 15 via the pump impeller 14a, and the other end side of the output shaft 14d is connected to the fixed case 16a of the hydraulic clutch 16. The stator 14c is fixed to a transmission case (housing) 22 that houses the torque converter 14, the hydraulic clutch 16, the continuously variable transmission 18, and the like. Furthermore, one end side of the rotating shaft 12 a forming the motor 12 is connected to the moving member 16 b of the hydraulic clutch 16.

  The hydraulic clutch 16 includes a fixed case 16a fixed to the output shaft 14d, and a moving member 16b fixed to the rotating shaft 12a and moving toward the fixed case 16a. The moving member 16b is moved toward the fixed case 16a by the supply of the oil liquid from the hydraulic pump 20. Then, by supplying the hydraulic fluid to the hydraulic clutch 16, the moving member 16b moves toward the fixed case 16a, and then the two are integrated into a fastening state in which the driving force is transmitted to each other. Further, by discharging the oil liquid from the hydraulic clutch 16, the moving member 16b moves backward (separates) from the fixed case 16a, and the driving force is not transmitted. Here, the fastening force of the hydraulic clutch 16 is proportional to the amount of oil supplied. That is, when the supply amount of the oil liquid is increased, the fastening force is also increased accordingly.

  By setting the hydraulic clutch 16 to the engaged state or the disconnected state, the hybrid vehicle can be switched to various travel modes. In other words, the engine 11 and the motor 12 are disconnected by disengaging the hydraulic clutch, whereby the first traveling mode (motor traveling) using only the motor 12 is established. Also, the engine 11 and the motor 12 are connected by setting the hydraulic clutch to the engaged state, and in this state, the motor 12 is idled or used as a generator, so that the second traveling mode (engine running only by the engine 11) is established. ) Furthermore, by rotating the motor 12 with the hydraulic clutch engaged, the third traveling mode (engine traveling + motor traveling) in which the rotational force of the motor 12 is added to the rotational force of the engine 11 is set.

  The continuously variable transmission 18 is provided between the hydraulic clutch 16 and the motor 12, and shifts and outputs the rotational speeds of the engine 11 and the motor 12. The continuously variable transmission 18 includes a primary pulley 23 and a secondary pulley 24, and a chain 25 as a winding transmission element is wound between the pulleys 23 and 24.

  The primary pulley 23 is provided on the rotating shaft 12a, and includes a fixed sheave 23a fixed to the rotating shaft 12a and a movable sheave 23b movable in the axial direction of the rotating shaft 12a. Oil liquid is supplied to and discharged from the primary pump 23 from the hydraulic pump 20, and by supplying the oil liquid to the primary pulley 23, the movable sheave 23b moves toward the fixed sheave 23a, and as a result. As a result, the winding diameter of the chain 25 around the primary pulley 23 increases, and as a result, the gear ratio changes to the high speed side. On the other hand, by discharging the oil liquid from the primary pulley 23, the movable sheave 23b moves away from the fixed sheave 23a, and on the contrary, the winding diameter of the chain 25 becomes smaller, and the gear ratio changes to the low speed side.

  The secondary pulley 24 is provided on a parallel shaft 26 that is parallel to the rotary shaft 12 a, and includes a fixed sheave 24 a that is fixed to the parallel shaft 26 and a movable sheave 24 b that is movable in the axial direction of the parallel shaft 26. ing. Oil fluid is supplied to the secondary pulley 24 from the hydraulic pump 20, and by supplying the oil fluid to the secondary pulley 24, the movable sheave 24b moves toward the fixed sheave 24a, thereby changing the speed. The chain 25 is prevented from loosening at times. Therefore, power transmission can be efficiently performed between the primary pulley 23 and the secondary pulley 24.

  The driving force of the secondary pulley 24 transmitted from the primary pulley 23 is transmitted to the driving shaft 29 via the parallel shaft 26, the third gear mechanism 27, and the output clutch 28. The driving force transmitted to the drive shaft 29 is output to the axle 31 on which the drive wheels are mounted via the differential gear 30. That is, the secondary pulley 24 is connected to the axle 31 so that power can be transmitted. Here, the output clutch 28 is brought into an engaged state or a disconnected state by supply / discharge of the oil from the hydraulic pump 20. Specifically, the engaged state is established when the shift position is drive (D) or reverse (R), and the disconnected state is established when the shift position is parking (P) or neutral (N).

  Next, the control device 40 that controls the hybrid drive device 10 formed as described above will be described in detail with reference to the drawings.

  As shown in FIG. 2, the control device 40 includes a HEVCU (hybrid vehicle control unit) 41 that comprehensively controls the hybrid drive device 10 (see FIG. 1). The HEVCU 41 includes a TCU (transmission control unit) 42. , ECU (engine control unit) 43, MCU (motor control unit) 44, ISG motor 13 and compressor 32 are electrically connected. Here, HEVCU41, TCU42, ECU43, and MCU44 comprise the control unit in this invention.

  The HEVCU 41 is electrically connected to an accelerator sensor 45, a brake sensor 46, and a shift position sensor 47 that output a driving state signal (state signal) of the hybrid vehicle. The accelerator sensor 45 outputs an acceleration request signal α when the operator depresses an accelerator pedal (not shown), and the brake sensor 46 decelerates (stops) when the operator depresses a brake pedal (not shown). The request signal ST is output, and the shift position sensor 47 outputs a drive signal D, a parking signal P, and the like by a change operation of a shift lever (not shown) by the operator. As a result, the HEVCU 41 calculates and grasps the current running state of the hybrid vehicle (acceleration state, deceleration state, stop state, etc.), and sends a request signal to the TCU 42, ECU 43, MCU 44, and ISG motor 13. Various signals such as drive signals are output to control the hybrid vehicle in an integrated manner.

  The HEVCU 41 is electrically connected to an air conditioner switch 48 provided on an air conditioner operation panel in the passenger compartment. The air conditioner switch 48 outputs an on signal or an off signal according to an operation by the operator. As described above, the HEVCU 41 controls the operation state (cooling operation or the like) of the air conditioner device by operating or stopping the compressor 32 in addition to the vehicle control of the hybrid vehicle.

  A hydraulic clutch solenoid 16c, a supply primary solenoid 23c, a discharge primary solenoid 23d, and a secondary solenoid 24c are electrically connected to the TCU 42. The TCU 42 drives the hydraulic clutch solenoid 16c based on the hydraulic clutch request signal CL from the HEVCU 41, thereby controlling the amount of oil supplied to the hydraulic clutch 16 (see FIG. 1). Further, the TCU 42 drives the supply primary solenoid 23c, the discharge primary solenoid 23d, and the secondary solenoid 24c based on the gear ratio request signal SC from the HEVCU 41, thereby shifting the continuously variable transmission 18 (see FIG. 1). Shift control is performed. Further, the current state of the hydraulic clutch 16 and the current state of the continuously variable transmission 18 are output from the TCU 42 to the HEVCU 41 as a feedback signal FB1, whereby the HEVCU 41 applies correction control to the TCU 42, and the hydraulic clutch 16 The engaged state and the speed change state of the continuously variable transmission 18 can be optimally controlled.

  The ECU 43 is electrically connected to a fuel injection device 11c that controls the engine 11, a throttle device 11d, and an ignition device 11e. The ECU 43 controls the fuel injection device 11c, the throttle device 11d, and the ignition device 11e at predetermined timings based on the engine torque request signal TQE, the injection request signal TH, and the target injection speed TN from the HEVCU 41, respectively. It has become. Further, the ECU 43 outputs the current state of the engine 11, that is, the current rotational speed of the engine 11, the current driving torque generated by the engine 11, and the like to the HEVCU 41 as a feedback signal FB2. Accordingly, the HEVCU 41 applies correction control or the like to the ECU 43 so that the rotational speed of the engine 11 and the driving torque of the engine 11 can be optimally controlled.

  The motor 12 is electrically connected to the MCU 44. The MCU 44 controls driving of the motor 12 based on the motor torque request signal TQM from the HEVCU 41. Here, the drive control of the motor 12 is performed via an inverter (not shown), which converts the electric power from the on-vehicle battery (high voltage) into three phases to generate a drive current, and the generated drive A current is supplied to the motor 12. Further, the MCU 44 outputs the current state of the motor 12, that is, the current rotational speed of the motor 12, the current driving torque generated by the motor 12, and the like to the HEVCU 41 as a feedback signal FB3. . Accordingly, the HEVCU 41 performs correction control and the like on the MCU 44 so that the rotational speed of the motor 12 and the driving torque of the motor 12 can be optimally controlled.

  The HEVCU 41 is electrically connected to an ISG motor 13 and a compressor 32 as auxiliary machines. The HEVCU 41 outputs a cranking request signal CR and a power generation request signal GE to the ISG motor 13, and outputs a drive request signal OS to the compressor 32. Here, the cranking request signal CR is a driving current for driving the ISG motor 13 as a starter, and the ISG motor 13 starts the engine 11 when receiving the cranking request signal CR. That is, the cranking request signal CR is output when various conditions are met and the engine 11 needs to be started.

  Next, the operation content of the control device 40 formed as described above will be described in detail with reference to the drawings.

  FIG. 3 is a flowchart for explaining the operation content (motor travel → engine travel) of the control device in FIG. 2, and FIG. 4 is a flowchart for explaining the operation content (engine travel → motor travel) of the control device in FIG. FIG. 5 is a timing chart for explaining the switching state of the travel modes.

[First travel mode (to time t1)]
The hybrid vehicle is running on a motor, and before the driver performs an accelerator-on operation (depression), the hybrid drive device 10 (see FIG. 1) is in a state shown before time t1 in FIG. That is, there is no accelerator-on operation by the driver, and the hydraulic clutch 16 is in a disconnected state (opened). Further, since there is no accelerator-on operation, the vehicle speed of the hybrid vehicle gradually decreases, that is, the rotation speed of the primary pulley 23 gradually decreases. At this time, since the engine 11 is still stopped, the rotational speed of the engine 11 (turbine runner 14b) remains zero. Further, there is no output of the engine torque request signal TQE, and the amount of oil supplied to the hydraulic clutch 16 (control amount) is zero.

[First Travel Mode → Second Travel Mode (Time t1 to t3)]
For example, when the vehicle speed decreases while the motor is running, for example, when the vehicle reaches an uphill road, the driver performs an accelerator-on operation. Based on this accelerator-on operation by the driver, the acceleration request signal α (see FIG. 2) from the accelerator sensor 45 is input to the HEVCU 41. Then, the flowchart (travel mode transition process A) shown in FIG. 3 is executed with the input of the acceleration request signal α to the HEVCU 41 as a trigger (step S1). Here, the traveling mode transition process A shows the processing content when the hybrid vehicle is transitioned from the motor traveling (first traveling mode) to the engine traveling (second traveling mode).

  However, instead of starting the travel mode transition process A by the accelerator-on operation, the travel mode transition process A may be started using another state signal as a trigger. For example, when the SOC of the in-vehicle battery (high voltage) decreases and it is difficult to run the motor, the detection of an SOC decrease signal indicating the decrease in SOC at this time may be used as a trigger. In this case, the SOC decrease signal becomes the vehicle state signal.

  When the accelerator is turned on by the driver, it is then determined in step S2 shown in FIG. Here, whether or not to shift to engine running is determined by the HEVCU 41, specifically based on the magnitude of the acceleration request signal α from the accelerator sensor 45, the state of the SOC of the in-vehicle battery (high voltage), and the like. Done.

  If the determination in step S2 is no, that is, if there is no need to shift to engine running by the engine 11 and the motor 12 can sufficiently accelerate, the determination in step S2 is repeated. On the other hand, if the determination in step S2 is yes, it is necessary to shift to engine driving, and the process proceeds to step S3 to shift the driving mode from the first driving mode to the second driving mode. Here, the case where the no determination is made in step S2 is a case where the accelerator operation amount (depression amount) is small, the acceleration request signal α from the accelerator sensor 45 is small, and the SOC of the vehicle battery (high voltage) is sufficient. is there. On the other hand, the case of “yes” determination in step S2 is a case where the accelerator operation amount is large, the acceleration request signal α from the accelerator sensor 45 is large, and the in-vehicle battery (high voltage) SOC is insufficient.

  In step S3, when switching from the first travel mode to the second travel mode, a load switching operation prohibiting process (see the shaded arrows in FIG. 5) is executed. In the load switching operation prohibiting process, a process of prohibiting control (changing the driving state) for switching the current operation of the compressor 32 and the ISG motor 13 driven by the engine 11 is executed.

  That is, in the case of the compressor 32, regardless of the operation of the air conditioner switch 48 by the operator, when the compressor 32 is stopped, the stopped state is maintained, that is, the HEVCU 41 is driven by the drive request signal OS (FIG. 2). Execute the process to prohibit the output of On the other hand, when the compressor 32 is in operation, the operation state is maintained, that is, the HEVCU 41 executes a process of continuously outputting the drive request signal OS to the compressor 32. Further, in the case of the ISG motor 13, the ISG motor 13 does not perform the power generation operation even when the power generation operation is necessary. That is, the HEVCU 41 outputs the power generation request signal GE (see FIG. 2) to the ISG motor 13. Execute the prohibited process.

  In this way, in step S3, since control for switching the current operation of the compressor 32 and the ISG motor 13 is prohibited, transmission of load fluctuations to the engine 11 can be suppressed. That is, during the load switching operation prohibition process, the rotation speed and driving torque of the engine 11 can be stably controlled, and the hydraulic pump 20 can be efficiently driven while suppressing the occurrence of pulsation. Yes.

  In step S4, the HEVCU 41 outputs a cranking request signal CR to the ISG motor 13, thereby starting the engine 11. Further, the HEVCU 41 outputs a spray request signal TH to the ECU 43, and executes a rotational speed spouting control for increasing the rotational speed of the engine 11. Further, the HEVCU 41 outputs a hydraulic clutch request signal CL and a gear ratio request signal SC to the TCU 42, and executes clutch engagement control and shift control.

  In step S5, the discharge capacity of the hydraulic pump 20 is increased due to the increase in the rotational speed of the engine 11 (turbine runner 14b), thereby increasing the amount of oil that can be used. Therefore, the TCU 42 is continuously variable based on the gear ratio request signal SC. The gear ratio of the machine 18 is controlled at a relatively high speed Va (see FIG. 5). Thereby, the rotation speed of the primary pulley 23 falls quickly, and approaches the rotation speed of the engine 11 (turbine runner 14b).

  Here, as shown in FIG. 5, the rotational speed of the engine 11 and the rotational speed of the primary pulley 23 are controlled to be the final required rotational speed NE (the rotational speed commensurate with the accelerator operation) during engine travel. At this time, the HEVCU 41 estimates the transmission torque of the hydraulic clutch 16 and adjusts (torque exchange) the engine torque request signal TQE and the motor torque request signal TQM, respectively, and the torque transmitted to the axle 31 when the hydraulic clutch 16 is engaged. We try to minimize fluctuations. Thus, by exchanging torque between the engine 11 and the motor 12, the running mode can be smoothly switched without impairing drivability.

  In step S5, an engagement preparation operation for preparing the engagement of the hydraulic clutch 16 is executed (time t1 to t2 in FIG. 5). In this fastening preparation operation, the hydraulic clutch solenoid 16c is driven by the TCU 42, and the hydraulic fluid is supplied from the hydraulic pump 20 to the hydraulic clutch 16 so that the hydraulic clutch 16 is not fastened. That is, during the fastening preparation operation, the control amount (oil amount) to the hydraulic clutch 16 is kept low, that is, the oil consumption (energy consumption) is kept low. As a result, the gear ratio of the continuously variable transmission 18 can be controlled at a relatively high speed Va between the times t1 and t2 in FIG.

  In step S6, a hydraulic clutch engaging operation for gradually engaging the hydraulic clutch 16 is executed (time t2 to t3 in FIG. 5). In this hydraulic clutch fastening operation, the hydraulic clutch solenoid 16 c is driven by the TCU 42, and the oil liquid is gradually supplied from the hydraulic pump 20 toward the hydraulic clutch 16. Here, as the control amount to the hydraulic clutch 16 increases, the transmission ratio of the continuously variable transmission 18 is controlled at a transmission speed Vb (Vb <Va) slower than the times t1 to t2 in FIG. Yes. As a result, it is possible to supply a sufficient amount of oil to the hydraulic clutch 16.

  Thereafter, at time t3 in FIG. 5, the hydraulic clutch 16 is completely engaged (engaged completion), thereby completing the transition to the second traveling mode (engine traveling) (step S7). Thereafter, the engine 11 (rotational speed control, drive torque control) is further delayed from the time t3 so that the rotational speed of the engine 11 (the rotational speed of the primary pulley 23) becomes the final required rotational speed NE during engine travel.

  Here, the control from step S3 to step S7 in the traveling mode transition process A constitutes auxiliary machine drive restriction control in the present invention.

[Second traveling mode (time t3 to t4)]
In step S8, since the transition to the second traveling mode is completed, a load switching operation permission process is executed. In other words, in the load switching operation permission process, a process of permitting control for switching the current operation of the compressor 32 and the ISG motor 13 driven by the engine 11 is executed, contrary to the load switching operation prohibition process described above. That is, by operating the air conditioner switch 48 by the operator, the compressor 32 is operated or stopped, and when the power generation operation of the ISG motor 13 is necessary, the ISG motor 13 operates as an alternator. Become. Thereby, the traveling mode transition process A ends (step S9).

[Second Travel Mode → First Travel Mode (Time t4 to t6)]
For example, when the hybrid vehicle approaches a gentle downhill, the driver performs an accelerator-off operation for releasing his / her foot from the accelerator pedal. Based on the driver's accelerator-off operation, the input of the acceleration request signal α (see FIG. 2) from the accelerator sensor 45 to the HEVCU 41 is cut off. Then, the flowchart (traveling mode transition process B) shown in FIG. 4 is executed with the input of acceleration request signal α to HEVCU 41 as a trigger (step S11). Here, the traveling mode transition process B shows the processing content when the hybrid vehicle is transitioned from the engine traveling (second traveling mode) to the motor traveling (first traveling mode).

  However, instead of starting the travel mode transition process B by the accelerator-off operation, the travel mode transition process B may be started using another state signal as a trigger. For example, when the SOC of the in-vehicle battery (high voltage) is almost fully charged and it is necessary to switch to motor driving to improve fuel consumption, the detection of the SOC signal at this time may be used as a trigger. In this case, the SOC signal becomes the vehicle state signal.

  When the accelerator is turned off by the driver, it is then determined in step S12 shown in FIG. Here, the determination as to whether or not to shift to motor driving is performed by the HEVCU 41, and specifically based on the magnitude of the acceleration request signal α from the accelerator sensor 45, the state of the SOC of the in-vehicle battery (high voltage), and the like. Done.

  In the case of no determination in step S12, that is, when it is not possible to shift to motor traveling by the motor 12 and it is necessary to continue traveling by the engine 11, the determination in step S12 is repeated. On the other hand, if the determination in step S12 is yes, it is determined that the motor travel can be performed, and the process proceeds to step S13 in order to shift the travel mode from the second travel mode to the first travel mode. Here, the case of “no” determination in step S12 is a case where the SOC of the in-vehicle battery (high voltage) is insufficient despite the accelerator off operation being performed. On the other hand, the case of “yes” determination in step S12 is a case where the SOC of the in-vehicle battery (high voltage) is sufficient.

  In step S13, a load switching operation prohibition process (see the shaded arrows in FIG. 5) is executed when shifting from the second travel mode to the first travel mode. In the load switching operation prohibition process, a process for prohibiting control for switching the current operation of the compressor 32 and the ISG motor 13 is executed, as in step S3 of FIG.

  In step S <b> 14, the HEVCU 41 outputs a blow-up request signal TH to the ECU 43, and executes a rotational speed reduction control that reduces the rotational speed of the engine 11. The spray request signal TH in this case is a negative value so as to reduce the rotational speed of the engine 11. Further, the HEVCU 41 outputs a hydraulic clutch request signal CL and a gear ratio request signal SC to the TCU 42 to execute clutch release control for disengaging the hydraulic clutch 16 and gear shift control for shifting the gear ratio of the continuously variable transmission 18. . Here, in the rotational speed reduction control, the HEVCU 41 controls the engine torque request signal TQE to be small (see FIG. 5).

  In step S15, the HEVCU 41 is adjusted to increase the motor torque request signal TQM in order to reduce the engine torque request signal TQE and compensate for the decrease in the drive torque of the engine 11 (turbine runner 14b). Increase the driving torque. By exchanging torque between the engine 11 and the motor 12 in this way, the running mode can be smoothly switched without impairing drivability.

  In step S16, an opening operation for gradually closing the hydraulic clutch 16 is executed (time t4 to t5 in FIG. 5). In this releasing operation, the hydraulic clutch solenoid 16c is driven by the TCU 42, and the control amount (oil amount) to the hydraulic clutch 16 is gradually reduced. As a result, the amount of oil discharged from the hydraulic clutch 16 increases, and the hydraulic clutch 16 is gradually released.

  In step S17, since the hydraulic clutch 16 is completely disengaged and is in the disconnected state (completion of hydraulic clutch disengagement), an engine stop operation for stopping the engine 11 and completely shifting to the first travel mode (motor travel) is performed. Execute (time t5 to t6 in FIG. 5). In this engine stop operation, the HEVCU 41 controls the fuel injection device 11c, the throttle device 11d, and the ignition device 11e via the ECU 43, thereby stopping the engine 11.

  Thereafter, when the travel mode transition process B is completed in step S18, the hybrid vehicle starts to travel on the motor after time t6 in FIG. Here, in the hybrid vehicle, since the engine 11 is in a stopped state while the motor is running, the operation of the compressor 32 and the power generation operation of the ISG motor 13 are inevitably prohibited.

  Here, the control from step S13 to step S17 in the traveling mode transition process B constitutes the auxiliary machine drive restriction control in the present invention.

  However, in electric components such as a headlight, a wiper motor, and a power window motor that are indirect load elements (electric drive elements) that are not directly driven by the engine 11 such as the compressor 32 and the ISG motor 13, the hybrid vehicle is a motor. Even during traveling or during auxiliary machine drive restriction control, change of the drive state (control to switch the current operation) is permitted.

  As described above in detail, according to the hybrid vehicle control apparatus 40 according to the present embodiment, the HEVCU 41, the TCU 42, the ECU 43, and the MCU 44 cooperate to switch the travel mode by inputting the acceleration request signal α. Under the state where the change of the driving state of the compressor 32 and the ISG motor 13 is prohibited, the auxiliary machine drive restriction control for setting the hydraulic clutch 16 to the engaged state or the disconnected state is performed. No load is applied by driving the compressor 32 or the ISG motor 13. Therefore, the hydraulic pump 20 can be driven efficiently while suppressing the occurrence of pulsation, and the required amount of oil can be smoothly supplied to and discharged from the hydraulic pump 20 to the hydraulic clutch 16. Thereby, it is possible to smoothly switch from one travel mode to another travel mode without impairing drivability.

  Further, according to hybrid vehicle control apparatus 40 in accordance with the present embodiment, HEVCU 41, TCU 42, ECU 43 and MCU 44 cooperate to gradually increase the amount of oil to hydraulic clutch 16 in the accessory drive restriction control. Alternatively, since the hydraulic clutch 16 can be smoothly engaged or disengaged, the occurrence of vibration due to the engagement or disengagement of the hydraulic clutch 16 can be suppressed, and drivability can be further improved. It becomes possible.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above-described embodiment, the change of the driving state of the compressor 32 and the ISG motor 13 is permitted with the hydraulic clutch 16 being completely engaged at the time t3 shown in FIG. However, the present invention is not limited to this. For example, the change in the driving state of the compressor 32 and the ISG motor 13 is permitted after the rotational speed and driving torque of the engine 11 reach the final target value (final required rotational speed NE, etc.) in engine running. Also good.

10 Hybrid drive device 11 Engine (internal combustion engine, drive source)
12 Motor (electric motor, drive source)
13 ISG motor (auxiliary machine)
16 Hydraulic clutch 20 Hydraulic pump 32 Compressor (auxiliary machine)
40 control device 41 HEVCU (control unit)
42 TCU (control unit)
43 ECU (Control Unit)
44 MCU (Control Unit)
α Acceleration request signal (status signal)

Claims (2)

Control of a hybrid vehicle including a control unit that switches from one travel mode to another travel mode based on a vehicle state signal among a plurality of travel modes using at least one of an internal combustion engine and an electric motor as a drive source A device,
An auxiliary machine connected to the internal combustion engine so that power can be transmitted and driven by the internal combustion engine;
A hydraulic pump connected to the internal combustion engine and the electric motor so as to be capable of transmitting power, and for discharging oil liquid;
A hydraulic clutch that is provided between the internal combustion engine and the electric motor, and is in an engaged state in which power is transmitted between the internal combustion engine and the electric motor or in a disconnected state in which power is not transmitted;
When the control unit switches the travel mode by inputting the state signal, the auxiliary unit drives the hydraulic clutch in an engaged state or a disconnected state under a state in which a change in the drive state of the auxiliary device is prohibited. A control apparatus for a hybrid vehicle, characterized by performing restriction control.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the control unit gradually increases or decreases the amount of oil to the hydraulic clutch in the accessory drive restriction control.

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