JP2015202729A - Hybrid-vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To cause a compact auxiliary motor with a suppressed output rating to perform as both a pump drive function and an engine start function.SOLUTION: An FF hybrid vehicle, incorporated with a starter motor, a transverse engine, a motor-generator, a belt-type stepless transmission and an oil pump, is further provided with an oil pump drive switchover mechanism, an oil-pump clutch, and an engine start mechanism. A hybrid control module performs: engaging the oil-pump clutch (S5) to increase a rotation speed of the starter motor to a range of the pump-requiring rotation speed, driving the oil pump, in a case where an actual pump rotation speed driven by the motor-generator is equal to or less than a pump-requiring rotation speed for acquiring necessary hydraulic pressure of the belt-type stepless transmission; releasing the oil-pump clutch (S19) to start the transverse engine with the starter motor (S22), if there is an engine start request.

Description

  The present invention relates to a hybrid vehicle having an auxiliary motor, an engine, a motor / generator, a transmission, and driving wheels in a drive system, and performing drive switching control and engine start control of an oil pump provided as a hydraulic pressure source of the transmission. It relates to a control device.

  2. Description of the Related Art Conventionally, there is known a vehicle power transmission device including a power transmission shaft for transmitting power generated by an engine or a traveling motor to drive wheels and an oil pump for generating hydraulic pressure (for example, Patent Documents). 1). This conventional apparatus has a structure in which an oil pump can be driven by either a running motor or a starter motor for starting an engine.

JP 2009-190474 A

  However, the conventional vehicle power transmission device has a structure in which an oil pump can be driven using a starter motor. For this reason, when starting the engine, the oil pump has to be driven together, and there is a problem that the pump friction is large at the time of cold or extremely low temperature, and it is necessary to increase the size of the starter motor. Also, if the oil pump is rotating at a sufficient speed even when the travel motor is running at a low speed, attempting to start the engine will cause the oil pump to rotate more than necessary, causing unnecessary energy loss and deteriorating fuel consumption. There was a problem that it would.

  The present invention has been made paying attention to the above problems, and provides a hybrid vehicle control device that can combine a pump drive function and an engine start function while using a small auxiliary motor with a low rated output. For the purpose.

In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention includes an auxiliary pump, an engine, a motor / generator, a transmission, and drive wheels in a drive system, and an oil pump provided as a hydraulic source of the transmission Pump drive & engine start control means for performing the drive switching control and engine start control.
In this hybrid vehicle control device, an oil pump drive switching mechanism, a clutch, and an engine start mechanism are provided.
The oil pump drive switching mechanism can independently switch between pump drive by the motor / generator and pump drive by the auxiliary motor.
The clutch is interposed between the auxiliary motor and the oil pump drive switching mechanism.
The engine start mechanism disengages a pinion gear provided in the auxiliary motor and a ring gear provided in the engine, and engages the pinion gear with the ring gear when the engine is started.
The pump drive & engine start control means engages the clutch when the actual pump speed by the motor / generator is equal to or lower than the required pump speed for obtaining the required hydraulic pressure of the transmission, and sets the rotational speed of the auxiliary motor. When the oil pump is driven up to the required pump speed range and there is an engine start request, the clutch is released and the auxiliary motor starts the engine.

Therefore, when the actual pump speed by the motor / generator is equal to or lower than the required pump speed for obtaining the required hydraulic pressure of the transmission, the clutch is engaged and the auxiliary motor speed is increased to the required pump speed range to increase the oil pump. Is driven. When there is an engine start request, the clutch is released and the engine is started by the auxiliary motor.
That is, when the oil pump is driven by the auxiliary motor, the auxiliary motor and the oil pump drive switching mechanism are connected by fastening the clutch. At this time, by setting the rotation speed of the auxiliary motor to the required pump rotation speed region, the oil pump does not rotate more than necessary. Further, the pinion gear of the auxiliary motor is disconnected from the engine by being in non-engagement with the ring gear. Therefore, the auxiliary motor that exhibits the pump drive function does not generate a wasteful energy loss and is not subjected to a rotational load or an engine load that needs to increase the rated output.
On the other hand, when the engine is started by the auxiliary motor, the auxiliary motor is disconnected from the oil pump drive switching mechanism by releasing the clutch. Therefore, a load of a pump drive system that generates unnecessary energy loss and needs to increase the rated output is not added to the auxiliary motor that exhibits the engine start function.
As a result, it is possible to combine the pump drive function and the engine start function while using a small auxiliary motor with a low rated output.

1 is an overall system diagram illustrating an FF hybrid vehicle (an example of a hybrid vehicle) to which a control device according to a first embodiment is applied. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a principal system diagram showing an oil pump drive switching mechanism, an oil pump clutch, an engine start mechanism, a starter motor power supply circuit, and pump drive & engine start control means according to a first embodiment. 3 is a flowchart illustrating a flow of a pump drive & engine start control process executed by the hybrid control module according to the first embodiment. It is a figure which shows an example of the required hydraulic pressure map which calculates | requires oil pump required hydraulic pressure in a pump drive & engine starting control process. It is a figure which shows an example of the pump required rotational speed map which calculates | requires a pump required rotational speed from an oil pump required hydraulic pressure in a pump drive & engine starting control process. The characteristics of the starter motor speed, motor / generator speed, oil pump speed, engine speed, motor torque, acceleration G, and vehicle speed during start-up and acceleration in the FF hybrid vehicle equipped with the control device of the first embodiment are as follows. It is a time chart which shows. The characteristics of the starter motor rotation speed, motor / generator rotation speed, oil pump rotation speed, engine rotation speed, motor torque, and vehicle speed during deceleration (to stop) in the FF hybrid vehicle equipped with the control device of the first embodiment are shown. It is a time chart. The characteristics of the starter motor rotation speed, motor / generator rotation speed, oil pump rotation speed, engine rotation speed, motor torque, and vehicle speed during the first deceleration to re-acceleration in the FF hybrid vehicle equipped with the control device of the first embodiment. It is a time chart which shows. The characteristics of the starter motor rotation speed, motor / generator rotation speed, oil pump rotation speed, engine rotation speed, motor torque, and vehicle speed during the second deceleration to re-acceleration in the FF hybrid vehicle equipped with the control device of the first embodiment. It is a time chart which shows. The characteristics of the starter motor rotational speed, motor / generator rotational speed, oil pump rotational speed, engine rotational speed, motor torque, and vehicle speed during the third deceleration to reacceleration in the FF hybrid vehicle equipped with the control device of the first embodiment It is a time chart which shows. The characteristics of the starter motor rotation speed, motor / generator rotation speed, oil pump rotation speed, engine rotation speed, motor torque, and vehicle speed during the fourth deceleration to re-acceleration in the FF hybrid vehicle equipped with the control device of the first embodiment are as follows. It is a time chart which shows. The characteristics of the starter motor rotational speed, motor / generator rotational speed, oil pump rotational speed, engine rotational speed, motor torque, and vehicle speed during the fifth deceleration to reacceleration in the FF hybrid vehicle equipped with the control device of the first embodiment are as follows. It is a time chart which shows.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of a vehicle according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The configuration of the FF hybrid vehicle (an example of a vehicle) to which the hybrid vehicle control device of the first embodiment is applied is divided into “overall system configuration”, “main system configuration”, and “pump drive & engine start control processing configuration”. I will explain.

[Overall system configuration]
FIG. 1 shows an overall system of an FF hybrid vehicle. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FF hybrid vehicle includes a starter motor 1, a horizontally mounted engine 2, a first clutch 3 (abbreviated as “CL1”), and a motor / generator 4 (abbreviated as “MG”). The second clutch 5 (abbreviated as “CL2”) and the belt type continuously variable transmission 6 (abbreviated as “CVT”). The output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R and 10L via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.

  The starter motor 1 has, on its motor shaft, a pinion gear 61 that meshes with a ring gear 62 provided on the crankshaft of the horizontally mounted engine 2, and when the starter of the horizontally mounted engine 2 is started, the pinion gear is connected to the ring gear 62. 61 meshes and rotationally drives the crankshaft.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 12. The horizontal engine 2 has, as a starting method, a “starter start mode” for cranking by the starter motor 1 and an “MG start mode” for cranking by the motor / generator 4 while slidingly engaging the first clutch 3. Have.

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 through a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.

  The second clutch 5 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L that are driving wheels. Slip fastening / release is controlled. The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.

  The belt-type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt-type continuously variable transmission 6 generates the first and second clutch hydraulic pressures and the transmission hydraulic pressure using the line pressure PL generated by adjusting the pump discharge pressure from the oil pump 14 driven by the mechanism as a source pressure. Control valve unit. The oil pump 14 is rotationally driven by the motor / generator 4 or the starter motor 1 via the oil pump drive switching mechanism 40 and the oil pump clutch 50.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system. The main drive modes of this drive system are “EV mode”, “HEV mode” and “HEV WSC”. Mode ". The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is used as a drive source. Driving in the “EV mode” is referred to as “EV driving”. . The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”. The “HEV WSC mode” is a CL2 slip engagement mode in which, in the “HEV mode”, the motor / generator 4 is controlled to rotate the motor and the second clutch 5 is slip-engaged with a capacity corresponding to the required driving force. This "HEV WSC mode" does not have a rotation differential absorption joint like a torque converter in the drive system, so that the horizontally placed engine 2 (idling speed or higher) in the starting area after stopping in the "HEV mode" And the left and right front wheels 10L, 10R are selected to absorb the rotational difference by CL2 slip engagement.

  The regenerative cooperative brake unit 16 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated. The regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally placed engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.

  As shown in FIG. 1, the power supply system of the FF hybrid vehicle includes a high-power battery 21 and a 14V battery 22.

  The high-power battery 21 is a secondary battery that is mainly mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module composed of a large number of cells is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.

  The 14V battery 22 is a secondary battery mounted as a power source of the electrical equipment 35 (FIG. 2) that is mainly a 14V system load. For example, a lead battery mounted in an engine car or the like is used. The DC / DC converter 34 converts a voltage of several hundred volts from the high-power battery 21 into 15V, and the charge amount of the 14V battery 22 is controlled by controlling the DC / DC converter 34 with the hybrid control module 81. The configuration is to be managed.

  As shown in FIG. 1, the control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control unit that has a function of appropriately managing energy consumption of the entire vehicle. Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). And a lithium battery controller 86 (abbreviation: “LBC”). These control means including the hybrid control module 81 are connected via a CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged.

  The hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like. The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontally placed engine 2. The motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26. The CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like. The lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21.

[Main system configuration]
FIG. 2 shows an oil pump drive switching mechanism, an oil pump clutch, an engine start mechanism, a starter motor power supply circuit, and a pump drive & engine start control means. The main system configuration will be described below with reference to FIG.

  The FF hybrid drive system includes a starter motor 1 (auxiliary motor), a horizontally mounted engine 2 (engine), a first clutch 3, a motor / generator 4, a second clutch 5, and a belt type continuously variable transmission 6. (Transmission) and left and right front wheels 10L, 10R (drive wheels). The main system is a pump drive & engine start control system that performs drive switching control of an oil pump 14 provided as a hydraulic pressure source of the belt-type continuously variable transmission 6 and start control of the horizontal engine 2.

  As shown in FIG. 2, the principal system includes an oil pump drive switching mechanism 40, an oil pump clutch 50 (clutch), an engine start mechanism 60, a starter motor power circuit 30, pump drive & engine start control. Means.

  The oil pump drive switching mechanism 40 is a mechanism that can independently switch between pump driving by the motor / generator 4 and pump driving by the starter motor 1. As shown in FIG. 2, the oil pump drive switching mechanism 40 includes a first sprocket 41 (first pulley member), a second sprocket 42 (second pulley member), and a third sprocket 43 (third pulley member). And a chain belt 44 (belt member) stretched over the three sprockets 41, 42, 43. The first sprocket 41 is provided on the first motor shaft 1 c of the starter motor 1 via a first one-way clutch 45. The second sprocket 42 is provided on the second motor shaft 4 a from the motor / generator 4 via a second one-way clutch 46. The third sprocket 43 is provided on the pump shaft 14 a of the oil pump 14. Reference numerals 47 and 48 denote reverse parallel gear pairs for determining the rotation direction of the first motor shafts 1c and 1b. That is, when the first one-way clutch 45 and the second one-way clutch 46 are engaged / idly rotated, the oil pump 14 is automatically switched by the drive source having the higher rotational speed of the starter motor 1 and the motor / generator 4. It is a mechanical drive mechanism.

  The oil pump clutch 50 is a clutch interposed between the starter motor 1 and the oil pump drive switching mechanism 40, as shown in FIG. The oil pump clutch 50 is disposed between the first motor shaft 1a and the first motor shaft 1b from the starter motor 1, and the engagement / release is controlled based on a control command from the outside. The oil pump clutch 50 may be a clutch that is engaged (unengaged state of the gears 61 and 62) / released (engaged state of the gears 61 and 62) in conjunction with the sliding operation of the pinion gear 61.

  As shown in FIG. 2, the engine starting mechanism 60 disengages a pinion gear 61 provided on the first motor shaft 1 a of the starter motor 1 and a ring gear 62 provided on the crankshaft 2 a of the horizontal engine 2. Have in state. And, when the engine is started, it is a mechanism for meshing the pinion gear 61 with the ring gear 62. The pinion gear 61 of the engine start mechanism 60 slides in conjunction with the starter switch 31 of the starter power circuit 30. That is, while the starter switch 31 is off, the pinion gear 61 and the ring gear 62 are in the non-engagement position (for example, the dotted line position in FIG. 2), and when the starter switch 31 is turned on, the pinion gear 61 is connected to the ring gear 62. Slide to the meshing position.

  The starter power supply circuit 30 is a circuit that uses either the high-power battery 21 or the 14V battery 22 as the power source of the starter motor 1 and is a circuit that charges the 14V battery 22 with the high-power battery 21. As shown in FIG. 2, the starter power circuit 30 includes a high-power battery 21, a 14V battery 22, a starter switch 31, a first relay 32, a second relay 33, a DC / DC converter 34, and electrical equipment. 35. The starter switch 31 is a switch that connects and disconnects the battery power source (the high-power battery 21 or the 14V battery 22) and the starter motor 1. The first relay 32 is a relay that connects and disconnects the 14V battery 22 and the starter switch 31. The second relay 33 is a relay that switches the connection between the DC / DC converter 34 and the 14V battery 22 and the connection between the DC / DC converter 34 and the starter motor 1. The DC / DC converter 34 converts the DC voltage of the high-power battery 21 into the drive voltage for the starter motor 1. The electrical equipment 35 is connected to a branch line from the 14V battery 22. The operation control of the starter switch 31, the first relay 32, the second relay, and the DC / DC converter 34 is performed by the hybrid control module 81. When the cryogenic temperature condition or the SOC reduction condition of the high-power battery 21 is established, 14V In this circuit, the “starter start mode” using the battery 22 as a power source can be selected.

  The pump drive & engine start control means performs drive switching control of an oil pump 14 provided as a hydraulic power source of the belt type continuously variable transmission 6 and start control of the horizontally mounted engine 2. The configuration is as follows. Each control device connected to the hybrid control module 81 via the CAN communication line 90 includes an engine control module 82, a motor controller 83, a CVT control unit 84, and a lithium battery controller 86.

[Pump drive & engine start control processing configuration]
3 shows the flow of the pump drive & engine start control process executed by the hybrid control module 81, FIG. 4 shows the required hydraulic pressure map, and FIG. 5 shows the pump required rotational speed map. Hereinafter, steps representing the pump drive & engine start control processing configuration will be described with reference to FIGS. This flowchart is repeatedly executed when the EV mode is selected.

In step S1, the input torque, the input rotation speed, and the gear ratio (Ratio) of the belt type continuously variable transmission 6 are read, the required hydraulic pressure of the oil pump 14 is calculated based on the input torque and the gear ratio, and the process proceeds to step S2.
Here, for calculating the required oil pressure, for example, the required oil pressure is obtained from the input torque and the gear ratio (Low, Hi, Mid) using the required oil pressure map shown in FIG.

In step S2, following the calculation of the required oil pressure in step S1, the required pump speed of the oil pump 14 is calculated, and the process proceeds to step S3.
Here, the required rotational speed of the oil pump 14 is calculated based on the required hydraulic pressure using, for example, a pump required rotational speed map shown in FIG. The required pump speed of the oil pump 14 is given by the speed proportional to the required hydraulic pressure until the required hydraulic pressure reaches the upper limit hydraulic pressure.

In step S3, following the calculation of the required pump speed in step S2, the actual pump speed of the oil pump 14 is calculated, and the process proceeds to step S4.
Here, the actual rotational speed of the oil pump 14 is calculated by multiplying the input rotational speed (= motor / generator rotational speed) of the belt-type continuously variable transmission 6 by the speed increasing ratio based on the sprocket diameter ratio. That is, the “actual pump rotational speed” when the drive source of the oil pump 14 is the starter motor 1 refers to the rotational speed when the oil pump 14 is assumed to be driven by the motor / generator 4. The “pump actual rotational speed” when the drive source of the oil pump 14 is the motor / generator 4 refers to the actual rotational speed of the oil pump 14.

  In step S4, following the calculation of the actual pump speed in step S3, it is determined whether or not the required pump speed calculated in step S2 is greater than or equal to the actual pump speed calculated in step S3. If YES (required pump rotational speed ≧ actual pump rotational speed), the process proceeds to step S5. If NO (required pump rotational speed <actual pump rotational speed), the process proceeds to step S9.

  In step S5, following the determination in step S4 that the required pump speed is equal to or greater than the actual pump speed, the oil pump clutch 50 is engaged, and the process proceeds to step S6.

In step S6, following the O / P clutch engagement in step S5, the stopped starter motor 1 is rotated and its rotational speed is increased to the area of the pump required rotational speed, and the process proceeds to step S7.
Here, the oil pump 14 is driven by the starter motor 1 by raising the starter motor 1 to the rotational speed in the region of the pump required rotational speed.

  In step S7, following the rotation of the starter motor 1 in step S6, it is determined whether there is an engine start request. If YES (engine start request is present), the process proceeds to step S11. If NO (engine start request is not present), the process proceeds to step S8.

  In step S8, following the determination that there is no engine start request in step S7, EV running or stopping is maintained.

  In step S9, it is determined whether or not there is an engine start request following the determination in step S4 that the required pump speed <the actual pump speed (= oil pump drive by the motor / generator 4). If YES (engine start request is present), the process proceeds to step S13. If NO (engine start request is not present), the process proceeds to step S10.

  In step S10, following the determination that there is no engine start request in step S9, EV traveling is maintained.

  In step S11, following the determination that there is an engine start request in step S7, slip engagement control of the second clutch 5 is performed, and the process proceeds to step S12.

  In step S12, following the CL2 slip engagement in step S11, the rotational speed of the motor / generator 4 (= main motor) is increased, and the process proceeds to step S13.

  In step S13, following the increase in the rotation speed of the main motor in step S12, it is determined whether or not there is permission to start the engine by the motor / generator 4 (= main motor). If YES (with engine start permission by the main motor), the process proceeds to step S14. If NO (no engine start permission by the main motor), the process proceeds to step S19.

  In step S14, following the determination that engine start permission by the main motor is present in step S13, the first clutch 3 is slip-engaged, and the process proceeds to step S15.

  In step S15, following the CL1 slip engagement in step S14, the horizontally mounted engine 2 is cranked using the motor / generator 4 (= main motor), and when the engine starting speed is reached, fuel injection and ignition are performed. The engine is started and the process proceeds to step S16.

  In step S16, following the engine start using the motor / generator 4 in step S15 or the engine start using the starter motor 1 in step S22, the first clutch 3 that is slip-engaged or released is fully engaged. The process proceeds to step S17.

  In step S17, following the CL1 complete engagement in step S16, the second clutch 5 that is slip-engaged is completely engaged, and the process proceeds to step S18.

  In step S18, following the CL2 complete engagement in step S17, the vehicle shifts from EV traveling to HEV traveling.

  In step S19, following the determination in step S13 that there is no permission to start the engine by the main motor, the oil pump clutch 50 is released, and the process proceeds to step S20.

  In step S20, following the release of the O / P clutch in step S19, the starter switch 31 is turned on, the pinion gear 61 and the ring gear 62 are engaged, and the process proceeds to step S21.

  In step S21, following the starter switch ON in step S20, the starter motor 1 is rotated, the crankshaft of the horizontal engine 2 is rotated via the pinion gear 61 and the ring gear 62, and the process proceeds to step S22.

  In step S22, following the starter motor rotation in step S21, the horizontal engine 2 is cranked using the starter motor 1, and when the engine start speed is reached, the engine is started by fuel injection and ignition. Proceed to S16.

Next, the operation will be described.
The effects of the control apparatus for the FF hybrid vehicle of the first embodiment are “pump drive & engine start control processing action”, “characteristic action of pump drive & engine start control”, “startup control action”, “deceleration regeneration control action"", First deceleration → control action during reacceleration", "second deceleration → control action during reacceleration", "third and fourth deceleration → control action during reacceleration", "fifth deceleration → control action during reacceleration" This will be described separately in “Operation”.

[Pump drive & engine start control processing action]
Hereinafter, the operation of the pump drive & engine start control process when the EV mode is selected will be described based on the flowchart of FIG.
First, when the EV mode is selected and the vehicle is stopped, the required pump speed ≧ the actual pump speed, and there is no engine start request. Therefore, in the flowchart of FIG. 3, the flow of step S1, step S2, step S3, step S4, step S5, step S6, step S7, and step S8 is repeated. That is, in step S5, the starter motor 1 is connected to the oil pump drive switching mechanism 40 by fastening the oil pump clutch 50. In step S6, the starter motor 1 is rotated and the rotation speed is increased to the area of the required pump rotation speed so that the oil pump 14 is driven by the starter motor 1 and the belt type continuously variable transmission 6 Necessary hydraulic pressure is secured.

  Thereafter, when the motor / generator 4 is started using the traveling drive source, the actual pump speed increases as the motor / generator 4 rotates. However, as long as the required rotation speed of the pump ≧ the actual rotation speed of the pump, the same flow as when the vehicle is stopped is repeated, and the oil pump 14 is driven by the starter motor 1. Then, when the required pump speed <pump actual speed, the flow of steps S1, S2, S3, S4, S9, S10 in the flowchart of FIG. 3 is repeated. In other words, the oil pump 14 is driven by the motor / generator 4 whose rotational speed is equal to or higher than the required rotational speed of the pump, and the required hydraulic pressure in the belt-type continuously variable transmission 6 is ensured, and the vehicle is in a running state by EV start. . When the drive source of the oil pump 14 is switched to the motor / generator 4, the starter motor 1 stops rotating.

  If an engine start request intervenes during EV start-up running, the process proceeds from step S9 to step S13 in the flowchart of FIG. 3, and it is determined whether or not the engine start permission by the motor / generator 4 is present. If the engine start permission is present, the process proceeds from step S13 to step S14 → step S15 → step S16 → step S17 → step S18, the engine is started using the motor / generator 4, and the EV travel is shifted to HEV travel. If the engine start permission is not granted, the process proceeds from step S13 to step S19 → step S20 → step S21 → step S22 → step S16 → step S17 → step S18. That is, after releasing the oil pump clutch 50, the starter motor 1 is used to start the engine, and the EV travel is shifted to HEV travel.

  On the other hand, if the engine start request intervenes when the vehicle is stopped or immediately after starting, etc., and the required pump speed is equal to or greater than the actual pump speed, in the flowchart of FIG. 3, from step S7 to step S11 → step S12 → step S13. move on. That is, after the second clutch 5 is slip-engaged in step S11 and the rotational speed of the motor / generator 4 is increased in step S12, it is determined in step S13 whether or not the motor / generator 4 is permitted to start the engine. The When the engine start permission is present, the process proceeds from step S13 to step S14 → step S15 → step S16 → step S17 → step S18, the engine is started using the motor / generator 4, and EV travel is changed to HEV travel. Migrate to If the engine start permission is not permitted, the process proceeds from step S13 to step S19 → step S20 → step S21 → step S22 → step S16 → step S17 → step S18 in the same manner as described above. That is, after releasing the oil pump clutch 50, the starter motor 1 is used to start the engine, and the EV travel is shifted to HEV travel.

[Characteristics of pump drive & engine start control]
As described above, in the first embodiment, when the actual rotational speed of the pump by the motor / generator 4 is equal to or lower than the required rotational speed for obtaining the necessary hydraulic pressure of the belt-type continuously variable transmission 6, the oil pump clutch 50 is engaged. The oil pump 14 is driven by increasing the rotation speed of the starter motor 1 to the area of the pump rotation speed. Further, when there is an engine start request, the oil pump clutch 50 is released and the starter motor 1 is used to start the transverse engine 2.

  That is, when the oil pump 14 is driven by the starter motor 1, the starter motor 1 and the oil pump drive switching mechanism 40 are connected by fastening of the oil pump clutch 50. At this time, by setting the rotation speed of the starter motor 1 to the range of the pump required rotation speed, the oil pump 14 does not rotate more than necessary. Further, the pinion gear 61 of the starter motor 1 is disconnected from the horizontally placed engine 2 by being in a non-engagement state with the ring gear 62. Therefore, the starter motor 1 that exhibits the pump driving function does not generate unnecessary energy loss and is not subjected to rotational load or engine load that needs to increase the rated output.

  On the other hand, when the horizontal engine 2 is started by the starter motor 1, the starter motor 1 is disconnected from the oil pump drive switching mechanism 40 by releasing the oil pump clutch 50. Therefore, the starter motor 1 that exhibits the engine start function is not subjected to a load of the pump drive system (oil pump drive switching mechanism 40) that generates unnecessary energy loss and needs to increase the rated output. In particular, when the engine is started, when the load on the starter motor 1 becomes large or cold, or when the temperature is extremely low, the oil pump 14 is not driven and only the horizontally mounted engine 2 can be cranked.

  As a result, the pump drive function and the engine start function can be combined while using the small starter motor 1 with the rated output kept low. In addition, since the oil pump 14 can be basically driven by the horizontally mounted engine 2 or the motor / generator 4 during traveling, the frequency of use of the starter motor 1 is reduced. For this reason, the rated output and durability of the starter motor 1 can be set low, and an increase in cost can be suppressed.

In the first embodiment, the oil pump drive switching mechanism 40 includes a first sprocket 41 having a first one-way clutch 45, a second sprocket 42 having a second one-way clutch 46, and a third sprocket 43 provided in the oil pump 14. The mechanism is such that the chain belt 44 hangs it.
That is, when the oil pump clutch 50 is engaged, the one-way clutch having the lower rotational speed of the starter motor 1 and the motor / generator 4 idles and the one-way clutch having the higher rotational speed is mechanically engaged. That is, due to the engagement / idle operation of the first one-way clutch 45 and the second one-way clutch 46, the higher one of the starter motor 1 and the motor / generator 4 becomes the drive source of the oil pump 14.
For this reason, when the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, the second one-way clutch 46 is idled until the rotation speed of the motor / generator 4 is increased to the rotation speed of the pump. The drive source of the pump 14 is maintained by the starter motor 1. On the other hand, when the rotational speed of the motor / generator 4 rises to the range of the required rotational speed of the pump, the first one-way clutch 45 on the starter motor 1 side is idled and the drive source of the oil pump 14 is maintained by the motor / generator 4. .
Therefore, when the drive source of the oil pump 14 is switched, the drive source of the oil pump 14 can be automatically switched by a mechanical operation due to the difference in the rotational speed without performing connection / disconnection control of the two clutches.

[Control action when starting]
In the case of a 1-motor / 2-clutch parallel type hybrid vehicle, normally, the drive oil motor of the transmission is driven when the vehicle is stopped, so that the travel drive motor needs to be rotated at a predetermined rotational speed. . For this reason, at the time of start, there is a problem that direct motor drive cannot be performed, start is required while controlling the start clutch of the drive system, and start acceleration cannot be performed with good response.

On the other hand, in the first embodiment, at the time of starting, the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, and the oil pump 14 is driven by the starter motor 1. The vehicle starts off while being directly connected to the left and right front wheels 10L and 10R via the step transmission 6. Then, after the start, the drive source of the oil pump 14 is switched to the motor / generator 4 when the actual pump rotation speed by the motor / generator 4 reaches the required pump rotation speed.
That is, the required hydraulic pressure to the belt-type continuously variable transmission 6 is ensured by driving the oil pump 14 by the starter motor 1 at the start. On the other hand, since the motor / generator 4 is not used as a drive source of the oil pump 14, the motor / generator 4 can start while directly connected to the left and right front wheels 10L and 10R via the belt type continuously variable transmission 6.
Therefore, without damaging the speed change function of the belt-type continuously variable transmission 6, the motor / generator 4 directly connected to the left and right front wheels 10L, 10R can exhibit the excellent acceleration acceleration performance similar to an electric vehicle. .

  FIG. 6 is a time chart of pump drive & engine start control during start-up and acceleration in the FF hybrid vehicle. Hereinafter, based on FIG. 6, the pump drive & engine start control action at the time of start will be described.

  While the vehicle is stopped from time t0 to start start time t1, the actual pump speed by the motor / generator 4 is lower than the required pump speed. For this reason, the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, and the oil pump 14 is driven by the starter motor 1. From the start start time t1 to the start of the start from the O / P drive source switching time t2, the actual pump speed is lower than the required pump speed, so the starter motor 1 keeps the oil pump 14 driven. Therefore, the motor / generator 4 that is not used as the drive source of the oil pump 14 starts with the belt-type continuously variable transmission 6 being directly connected to the left and right front wheels 10L, 10R. That is, by increasing the motor torque of the motor / generator 4 according to the accelerator depression operation, the acceleration G rises with a steep slope from the start start time t1.

  When the O / P drive source switching time t2 is reached, the pump actual rotation speed by the motor / generator 4 exceeds the required pump rotation speed, so that the oil pump 14 is driven by the motor / generator 4 from the drive of the oil pump 14 by the starter motor 1. Can be switched to. Note that when the drive source of the oil pump 14 is switched, the starter motor 1 stops rotating. From the O / P drive source switching time t2 to the engine start start time t3, a high acceleration G is maintained while covering the running torque and the drive torque of the oil pump 14 with the torque of the motor / generator 4. When the engine start start time t3 is reached, the oil pump clutch 50 is released, the rotational speed of the starter motor 1 is increased and the horizontal engine 2 is started. At the engine start end time t4, the starter motor 1 is stopped, A high acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the total torque of the horizontally mounted engine 2 and the motor / generator 4.

[Control action during deceleration regeneration]
In the case of a 1-motor / 2-clutch parallel type hybrid vehicle, there is a restriction on the minimum number of rotations in the number of rotations by the driving motor for driving the oil pump. For this reason, there is a limit to the vehicle speed range in which deceleration energy can be regenerated by the travel drive motor, which is an obstacle to improving fuel efficiency.

On the other hand, in the first embodiment, at the time of deceleration regeneration, the oil pump 14 is driven by the motor / generator 4 until the actual pump speed by the motor / generator 4 decreases to the required pump speed. And if it falls to a pump required rotation speed, the rotation speed of the starter motor 1 will be raised to a pump required rotation speed, the drive source of the oil pump 1 will be switched to the starter motor 1, and the regeneration by the motor / generator 4 will be continued. did.
That is, at the time of deceleration regeneration (at the time of low vehicle speed), if the actual pump speed by the motor / generator 4 is lower than the required pump speed, the starter motor 1 drives the oil pump 14 to drive the belt type continuously variable transmission. The motor / generator 4 can regenerate energy without impairing the speed change function of the machine 6.
Therefore, at the time of deceleration regeneration, there is no restriction on the rotational speed of the motor / generator 4, deceleration energy regeneration is possible up to a low vehicle speed, and improvement in fuel consumption is achieved without impairing the speed change function of the belt-type continuously variable transmission 6. Can do.

  FIG. 7 is a time chart of pump drive & engine start control during deceleration regeneration (up to stop) in the FF hybrid vehicle. Hereinafter, based on FIG. 7, the pump drive & engine start control operation during the deceleration regeneration will be described.

  From the time t0 until the O / P drive source switching time t2 through the engine stop time t1, the actual pump speed by the motor / generator 4 is higher than the required pump speed. It is driven. From time t1 to time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to negative torque (regenerative torque).

  At the O / P drive source switching time t2, the actual pump speed by the motor / generator 4 becomes lower than the pump required speed. However, at time t2, the oil pump clutch 50 is engaged and the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, whereby the drive source of the oil pump 14 is changed from the motor / generator 4 to the starter motor. The motor 1 is switched. As a result, the rotational speed limitation of the motor / generator 4 is eliminated, and the regeneration by the motor / generator 4 is continued until the time t3 when the regeneration limit rotational speed is reached. That is, the deceleration area A from time t2 to time t3 is an area that cannot be regenerated by a hybrid vehicle equipped with a transmission (T / M) that normally requires hydraulic pressure. However, by switching the drive source of the oil pump 14 from the motor / generator 4 to the starter motor 1, the deceleration area A from time t2 to time t3 is expanded as the regenerative vehicle speed area. Time t4 is a stop time.

[First deceleration → Pump drive and engine start control during re-acceleration]
In the first embodiment, when the actual rotational speed of the pump by the motor / generator 4 is lower than the required pump speed at the time of reacceleration from the deceleration, the starter motor 1 is increased to the required pump speed area, and the oil pump 14 Is switched to the starter motor 1. Then, the motor / generator 4 assists in response to the acceleration request, and the drive source of the oil pump 14 is switched to the motor / generator 4 when the pump actual rotational speed by the motor / generator 4 becomes higher than the pump required rotational speed. .
That is, in the deceleration range where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the oil pump 14 is driven by the starter motor 1 without impairing the speed change function of the belt type continuously variable transmission 6. The motor / generator 4 can regenerate energy. In the reacceleration range where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the motor / generator 4 assists the driving force in response to the acceleration request, so that the acceleration responsiveness to the reacceleration operation is improved. It can be secured.
Therefore, when shifting from deceleration to re-acceleration in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the deceleration energy in the deceleration region is maintained without impairing the speed change function of the belt-type continuously variable transmission 6. It is possible to achieve both regeneration and ensuring acceleration response in the reacceleration range.

  FIG. 8 is a time chart of pump drive & engine start control during the first deceleration to reacceleration in the FF hybrid vehicle. Hereinafter, based on FIG. 8, the pump drive & engine start control action during the first deceleration to re-acceleration will be described.

  From the time t0 until the O / P drive source switching time t2 through the engine stop time t1, the actual pump speed by the motor / generator 4 is higher than the required pump speed. It is driven. From time t1 to time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to negative torque (regenerative torque).

  At the O / P drive source switching time t2, the actual pump speed by the motor / generator 4 becomes lower than the pump required speed. However, at time t2, the oil pump clutch 50 is engaged and the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, whereby the drive source of the oil pump 14 is changed from the motor / generator 4 to the starter motor. The motor 1 is switched. Thereby, the rotational speed limitation of the motor / generator 4 is eliminated, and the regeneration by the motor / generator 4 is continued until the reacceleration request time t3. That is, the deceleration region B from time t2 to time t3 is a region that cannot normally be regenerated by a hybrid vehicle equipped with a transmission (T / M) that requires hydraulic pressure. However, by switching the drive source of the oil pump 14 from the motor / generator 4 to the starter motor 1, the deceleration region B from time t2 to time t3 is expanded as the regenerative vehicle speed region.

  When the reacceleration request time t3 is reached, the command torque to the motor / generator 4 is switched from negative to positive, and motor assist in response to the acceleration request is started. When the O / P drive source switching time t4 is reached, the actual pump speed by the motor / generator 4 becomes higher than the pump required speed. Therefore, the drive source of the oil pump 14 is switched from the starter motor 1 to the motor / generator 4.

  When the engine start start time t5 is reached, the oil pump clutch 50 is released, the rotational speed of the starter motor 1 is increased, and the horizontal engine 2 is started. When the engine start end time t6 is reached, the starter motor 1 is stopped, and the acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the total torque of the horizontal engine 2 and the motor / generator 4. When the motor assist stop time t7 is reached, the motor assist by the motor / generator 4 is stopped, and the acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the engine torque from the horizontally placed engine 2. In other words, even if the engine start is started at time t5, since the motor / generator 4 is not used for engine start, the region C from time t5 to time t6 can also continue the motor assist according to the acceleration request.

[Second deceleration → Pump drive and engine start control action during re-acceleration]
In the first embodiment, when the actual pump speed by the motor / generator 4 is higher than the required pump speed at the time of re-acceleration from deceleration, the drive source of the oil pump 14 remains the motor / generator 4. Then, when there is an engine start request after the re-acceleration request, the oil pump clutch 50 is released and the horizontal engine 2 is started by the starter motor 1.
That is, the actual pumping speed of the motor / generator 4 is higher than the required pumping speed, so that the necessary hydraulic pressure in the belt type continuously variable transmission 6 is secured by driving the oil pump 14 by the motor / generator 4. Then, energy regeneration by the motor / generator 4 in the deceleration region and motor assist by the motor / generator 4 in the reacceleration region can be performed. If there is an engine start request after the reacceleration request, the oil pump clutch 50 is released, whereby the starter motor 1 is disconnected from the pump drive system, and the horizontal engine 2 is started by the starter motor 1.
Therefore, when shifting from deceleration to reacceleration when the actual pump speed by the motor / generator 4 is higher than the required pump speed, if there is an engine start request after the reacceleration request, deceleration energy regeneration and reacceleration responsiveness are ensured. However, the horizontal engine 2 can be started by the starter motor 1 with less energy.

  FIG. 9 is a time chart of pump drive & engine start control during second deceleration to reacceleration in the FF hybrid vehicle. Hereinafter, based on FIG. 9, the pump drive & engine start control action during the second deceleration to re-acceleration will be described.

  First, since the actual rotational speed of the pump by the motor / generator 4 is higher than the required rotational speed over the entire region from time t0, the oil pump 14 is driven by the motor / generator 4. From the engine stop time t1 to the reacceleration request time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to a negative torque (regenerative torque).

  When the reacceleration request time t2 is reached, the command torque to the motor / generator 4 is switched from negative to positive, and motor assist in response to the acceleration request is started. When the engine start start time t3 is reached, the oil pump clutch 50 is released, the rotational speed of the starter motor 1 is increased, and the horizontal engine 2 is started. When the engine start end time t4 is reached, the starter motor 1 is stopped, and the acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the total torque of the horizontal engine 2 and the motor / generator 4. When the motor assist stop time t5 is reached, the motor assist by the motor / generator 4 is stopped, and the acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the engine torque from the horizontally placed engine 2. In other words, even if the engine start is started at time t3, since the motor / generator 4 is not used for engine start, the motor assistance corresponding to the acceleration request can be continued in the region C from time t3 to time t5.

[3rd, 4th deceleration → Pump drive and engine start control action during re-acceleration]
In the first embodiment, when the actual pump speed by the motor / generator 4 is higher than the required pump speed at the time of re-acceleration after deceleration, the drive source of the oil pump 14 remains the motor / generator. When there is a reacceleration request and an engine start request at the same time, the horizontal engine 2 is started by either a starter start using the starter motor 1 or an MG start using the motor / generator 4.
That is, the actual pumping speed of the motor / generator 4 is higher than the required pumping speed, so that the necessary hydraulic pressure in the belt type continuously variable transmission 6 is secured by driving the oil pump 14 by the motor / generator 4. In the deceleration range, the motor / generator 4 can regenerate energy. In the re-acceleration area, the re-acceleration request and the engine start request are simultaneously made, so that the horizontal engine 2 is started by the starter motor 1 or the motor / generator 4 and the re-acceleration responsiveness is secured by the engine torque from the horizontal engine 2. Is done.
Therefore, when the motor / generator 4 shifts from deceleration to re-acceleration in a region higher than the required rotational speed of the pump, if there is a re-acceleration request and an engine start request at the same time, re-acceleration is performed by the engine torque from the started horizontal engine 2. Responsiveness can be ensured.

  FIG. 10 is a time chart of pump drive & engine start control during the third deceleration to reacceleration in the FF hybrid vehicle. Hereinafter, the pump drive & engine start control action (starter motor start pattern) during the third deceleration to reacceleration will be described with reference to FIG.

  First, since the actual rotational speed of the pump by the motor / generator 4 is higher than the required rotational speed over the entire region from time t0, the oil pump 14 is driven by the motor / generator 4. From the engine stop time t1 to the reacceleration & engine start request time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to a negative torque (regeneration torque).

  When the re-acceleration & engine start request time t2 is reached, the command torque to the motor / generator 4 is switched from negative to zero, the oil pump clutch 50 is released, the rotation speed of the starter motor 1 is increased, and the horizontally installed engine 2 Start. When the engine start end time t3 is reached, the starter motor 1 is stopped, and acceleration G is generated while the running torque and the driving torque of the oil pump 14 are covered by the engine torque from the horizontally placed engine 2.

  FIG. 11 is a time chart of pump drive & engine start control during the fourth deceleration to reacceleration in the FF hybrid vehicle. Hereinafter, the pump drive & engine start control action (MG start pattern) during the third deceleration to re-acceleration will be described with reference to FIG.

  First, since the actual rotational speed of the pump by the motor / generator 4 is higher than the required rotational speed over the entire region from time t0, the oil pump 14 is driven by the motor / generator 4. From the engine stop time t1 to the reacceleration & engine start request time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to a negative torque (regeneration torque).

  When the re-acceleration & engine start request time t2 is reached, the command torque to the motor / generator 4 is switched from negative to positive (= engine start torque), the rotational speed of the motor / generator 4 is increased and the horizontal engine 2 is started. To do. When the engine start end time t3 is reached, the torque of the motor / generator 4 is set to zero, and the acceleration G is generated while the running torque and the driving torque of the oil pump 14 are covered by the engine torque from the horizontally placed engine 2.

[Fifth deceleration → Pump drive and engine start control during re-acceleration]
In the first embodiment, when re-acceleration from deceleration and when there is a re-acceleration request and an engine start request at the same time in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, Start the engine using Then, following the engine start using the motor / generator 4, the motor / generator 4 is kept in torque and the motor assist according to the acceleration request is performed.
That is, in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the required hydraulic pressure in the belt type continuously variable transmission 6 is ensured by driving the oil pump 14 by the starter motor 1. Therefore, if there is a reacceleration request and an engine start request at the same time in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the engine start is performed using the motor / generator 4 not used for driving the pump. It is started. Then, energy regeneration by the motor / generator 4 in the deceleration region, engine start by the motor / generator 4 in the reacceleration region, and motor assist following the engine start can be performed.
Therefore, when shifting from deceleration to reacceleration, if there is a reacceleration request and an engine start request at the same time in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the motor / generator 4 The re-acceleration responsiveness can be ensured by performing the starting engine 2 and motor assist.

  FIG. 12 is a time chart of pump drive & engine start control during the fifth deceleration to reacceleration in the FF hybrid vehicle. Hereinafter, based on FIG. 12, the pump drive & engine start control action during the fifth deceleration to re-acceleration will be described.

  From the time t0 until the O / P drive source switching time t2 through the engine stop time t1, the actual pump speed by the motor / generator 4 is higher than the required pump speed. It is driven. From time t1 to time t2, the high-power battery 21 is charged by deceleration energy regeneration by setting the motor / generator 4 to negative torque (regenerative torque).

  At the O / P drive source switching time t2, the actual pump speed by the motor / generator 4 becomes lower than the pump required speed. However, at time t2, the oil pump clutch 50 is engaged and the rotation speed of the starter motor 1 is increased to the range of the required rotation speed of the pump, whereby the drive source of the oil pump 14 is changed from the motor / generator 4 to the starter motor. The motor 1 is switched. As a result, the rotational speed limitation of the motor / generator 4 is eliminated, and regeneration by the motor / generator 4 is continued until the reacceleration & engine start request time t3.

  When the reacceleration & engine start request time t3 is reached, the command torque to the motor / generator 4 is switched from negative to positive (engine start torque), and the engine start by the motor / generator 4 is started. Then, when the actual rotational speed of the pump becomes higher than the required rotational speed of the motor / generator 4 at the time t3, the drive source of the oil pump 14 is switched from the starter motor 1 to the motor / generator 4.

  When the engine start end time t4 is reached, the instruction torque to the motor / generator 4 is switched from the engine start torque to the assist torque, and motor assist in response to the acceleration request is started. When the motor assist stop time t5 is reached, the motor assist by the motor / generator 4 is stopped, and the acceleration G is maintained while the running torque and the driving torque of the oil pump 14 are covered by the engine torque from the horizontally placed engine 2.

Next, the effect will be described.
In the control apparatus for the FF hybrid vehicle according to the first embodiment, the effects listed below can be obtained.

(1) The drive system has an auxiliary motor (starter motor 1), an engine (horizontal engine 2), a motor / generator 4, a transmission (belt type continuously variable transmission 6), and drive wheels (left and right front wheels 10L, 10R). And
Pump drive & engine start control means (hybrid control module 81) that performs drive switching control of an oil pump 14 provided as a hydraulic pressure source of the transmission (belt type continuously variable transmission 6) and start control of the engine (horizontal engine 2). In the control device for a hybrid vehicle (FF hybrid vehicle) provided with FIG.
An oil pump drive switching mechanism 40 capable of independently switching between pump drive by the motor / generator 4 and pump drive by the auxiliary motor (starter motor 1);
A clutch (oil pump clutch 50) interposed between the auxiliary motor (starter motor 1) and the oil pump drive switching mechanism 40;
An engine that has a pinion gear 61 provided in the auxiliary motor (starter motor 1) and a ring gear 62 provided in the engine (horizontal engine 2) in a non-engagement state, and meshes the pinion gear 61 with the ring gear 62 when the engine is started. A starting mechanism 60;
The pump drive & engine start control means (hybrid control module 81, FIG. 3) is such that the actual pump speed of the motor / generator 4 is less than the required pump speed for obtaining the required hydraulic pressure of the transmission (belt type continuously variable transmission 6). When the clutch (oil pump clutch 50) is engaged, the rotational speed of the auxiliary motor (starter motor 1) is increased to the pump required rotational speed range and the oil pump 14 is driven. (Oil pump clutch 50) is released, and the engine (horizontal engine 2) is started by the auxiliary motor (starter motor 1) (FIG. 3).
For this reason, the pump drive function and the engine start function can be combined while using a small auxiliary motor (starter motor 1) with a low rated output.

(2) The oil pump drive switching mechanism 40 includes a first pulley member (first sprocket 41) provided on the first motor shaft 1c of the auxiliary motor (starter motor 1) via a first one-way clutch 45; A second pulley member (second sprocket 42) provided on the second motor shaft 4a from the motor / generator 4 with a second one-way clutch 46 interposed therebetween, and a third pulley provided on the pump shaft 14a of the oil pump 14. A pulley member (third sprocket 43), a first pulley member (first sprocket 41), a second pulley member (second sprocket 42), and a belt member (a third sprocket 43) suspended over the third pulley member (third sprocket 43) A chain belt 44), and oil is driven by a drive source having a higher rotational speed of the auxiliary motor (starter motor 1) and the motor / generator 4 It was mechanism for driving the pump 14 (FIG. 2).
For this reason, in addition to the effect of (1), when the drive source of the oil pump 14 is switched, the drive source of the oil pump 14 is automatically switched by the mechanical operation due to the difference in the rotational speed without performing the connection / disconnection control of the two clutches. You can switch to

(3) The pump drive & engine start control means (hybrid control module 81, FIG. 3) increases the rotation speed of the auxiliary motor (starter motor 1) to the required pump rotation speed range when starting, The oil pump 14 is driven by the motor 1), and the motor / generator 4 starts while being directly connected to the drive wheels (the left and right front wheels 10L, 10R) via the transmission (belt type continuously variable transmission 6). When the actual rotational speed of the pump by the motor / generator 4 reaches the required rotational speed of the pump, the drive source of the oil pump 14 is switched to the motor / generator 4 (FIG. 6).
Therefore, in addition to the effect of (1) or (2), the motor / generator 4 is directly connected to the drive wheels (the left and right front wheels 10L, 10R) without impairing the speed change function of the transmission (belt type continuously variable transmission 6). Due to the motor direct drive, it is possible to exhibit the excellent start acceleration performance similar to an electric vehicle.

(4) The pump drive & engine start control means (hybrid control module 81, FIG. 3) is operated by the motor / generator 4 until the actual pump speed by the motor / generator 4 drops to the required pump speed during deceleration regeneration. When the pump 14 is driven and the rotational speed is reduced to the required pump speed, the rotational speed of the auxiliary motor (starter motor 1) is increased to the required rotational speed of the pump, and the drive source of the oil pump 14 is switched to the auxiliary motor (starter motor 1). Then, regeneration by the motor / generator 4 is continued (FIG. 7).
For this reason, in addition to the effects (1) to (3), the motor / generator 4 speed limit is eliminated during deceleration regeneration, and deceleration energy regeneration is possible up to a low vehicle speed. An improvement in fuel consumption can be achieved without impairing the speed change function of 6).

(5) The pump drive & engine start control means (hybrid control module 81, FIG. 3) determines that the auxiliary motor (starter) starts when the actual pump speed by the motor / generator 4 falls below the required pump speed during re-acceleration from deceleration. The rotational speed of the motor 1) is increased to the range of the required rotational speed of the pump, the drive source of the oil pump 14 is switched to the auxiliary motor (starter motor 1), and the motor / generator 4 assists in response to the acceleration request. When the actual pump speed by the generator 4 becomes higher than the pump required speed, the drive source of the oil pump 14 is switched to the motor / generator 4 (FIG. 8).
Therefore, in addition to the effects (1) to (4), when shifting from deceleration to re-acceleration in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed, the transmission (belt type continuously variable transmission) It is possible to achieve both the deceleration energy regeneration in the deceleration region and the acceleration response in the reacceleration region without impairing the speed change function of the machine 6).

(6) The pump drive & engine start control means (hybrid control module 81, FIG. 3) determines that the oil pump 14 is activated when the actual pump speed by the motor / generator 4 is higher than the required pump speed during re-acceleration from deceleration. If the drive source remains the motor / generator 4 and an engine start request is made after a reacceleration request, the clutch (oil pump clutch 50) is released, and the auxiliary motor (starter motor 1) uses the engine (horizontal engine 2). Is started (FIG. 9).
For this reason, in addition to the effects (1) to (4), when shifting from deceleration to reacceleration in a region where the actual pump speed by the motor / generator 4 is higher than the required pump speed, an engine start request is issued after the reacceleration request. If so, the engine (horizontal engine 2) can be started by the auxiliary motor (starter motor 1) with less energy while ensuring deceleration energy regeneration and reacceleration responsiveness.

(7) The pump drive & engine start control means (hybrid control module 81, FIG. 3) determines that the oil pump 14 rotates when the actual pump speed by the motor / generator 4 is higher than the required pump speed during re-acceleration from deceleration. If the drive source remains the motor / generator 4 and there is a reacceleration request and an engine start request simultaneously, the engine (by the starter start using the auxiliary motor (starter motor 1) or the MG start using the motor / generator 4) The horizontal engine 2) is started (FIGS. 10 and 11).
For this reason, in addition to the effects of (1) to (4), when the motor / generator 4 shifts from deceleration to reacceleration in a region higher than the required rotational speed of the pump, The reacceleration responsiveness can be ensured by the engine torque from the engine (horizontal engine 2).

(8) The pump drive & engine start control means (hybrid control module 81, FIG. 3) is used in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed when re-acceleration from deceleration. When there is a reacceleration request and an engine start request at the same time, the engine is started using the motor / generator 4. Following the engine start using the motor / generator 4, the torque of the motor / generator 4 is maintained and the motor assist according to the acceleration request is performed. (FIG. 12).
For this reason, in addition to the effects (2) to (5), when shifting from deceleration to reacceleration, a request for reacceleration and an engine start request are made in a region where the actual pump speed by the motor / generator 4 is lower than the required pump speed. If both are simultaneously, the engine / horizontal engine 2 is continuously started by the motor / generator 4 and the motor assist is performed, whereby re-acceleration responsiveness can be ensured.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, the belt-type continuously variable transmission 6 is used as the transmission. However, the transmission may be an automatic transmission having multiple stages.

  In the first embodiment, the oil pump drive switching mechanism includes a first one-way clutch 45 and a second one-way clutch 46, and the oil pump is driven by a drive source having a higher rotational speed of the starter motor 1 and the motor / generator 4. 14 shows an example of the oil pump drive switching mechanism 40 that drives 14. However, the oil pump drive switching mechanism may be a mechanism using a clutch or the like by external control as long as the mechanism can independently switch between the pump drive by the motor / generator and the pump drive by the auxiliary motor.

  In the first embodiment, an example in which the control device for a hybrid vehicle of the present invention is applied to an FF hybrid vehicle having a starter motor 1, a transverse engine 2 and a motor / generator 4 in a drive system is shown. However, the hybrid vehicle control device of the present invention can also be applied to FR hybrid vehicles and 4WD hybrid vehicles.

1 Starter motor (auxiliary motor)
1c 1st motor shaft 2 Horizontal installation engine (engine)
3 First clutch 4 Motor / generator 4a Second motor shaft 5 Second clutch 6 Belt type continuously variable transmission (transmission)
10L, 10R Left and right front wheels (drive wheels)
14 Oil pump 14a Pump shaft 30 Starter power supply circuit 40 Oil pump drive switching mechanism 41 First sprocket (first pulley member)
42 Second sprocket (second pulley member)
43 3rd sprocket (3rd pulley member)
44 Chain belt (belt member)
45 First one-way clutch 46 Second one-way clutch 50 Oil pump clutch (clutch)
60 Engine start mechanism 61 Pinion gear 62 Ring gear 81 Hybrid control module (pump drive & engine start control means)

Claims (8)

The drive system has an auxiliary motor, an engine, a motor / generator, a transmission, and drive wheels.
In a hybrid vehicle control device comprising a pump drive & engine start control means for performing drive switching control of an oil pump provided as a hydraulic pressure source of the transmission and starting control of the engine,
An oil pump drive switching mechanism capable of independently switching between the pump drive by the motor / generator and the pump drive by the auxiliary motor;
A clutch interposed between the auxiliary motor and the oil pump drive switching mechanism;
An engine start mechanism that has a pinion gear provided in the auxiliary motor and a ring gear provided in the engine in a non-engaged state, and that engages the pinion gear with the ring gear when the engine is started;
The pump drive & engine start control means engages the clutch when the actual pump speed by the motor / generator is equal to or lower than the required pump speed for obtaining the required hydraulic pressure of the transmission, and sets the rotational speed of the auxiliary motor to The hybrid vehicle control device, wherein the oil pump is driven up to an area of a required rotational speed of the pump, and when the engine is requested to start, the clutch is released and the engine is started by the auxiliary motor. . In the hybrid vehicle control device according to claim 1,
The oil pump drive switching mechanism includes a first pulley member provided on a first motor shaft of the auxiliary motor via a first one-way clutch, and a second one-way clutch on a second motor shaft from the motor / generator. A second pulley member provided via a pump, a third pulley member provided on a pump shaft of the oil pump, and the first pulley member, the second pulley member, and the third pulley member. And a mechanism for driving the oil pump by a drive source having a higher rotational speed of the auxiliary motor and the motor / generator. . In the hybrid vehicle control device according to claim 1 or 2,
The pump drive & engine start control means, when starting, increases the rotation speed of the auxiliary motor to the area of the required pump rotation speed, drives the oil pump by the auxiliary motor, and the motor / generator The vehicle starts off in a state of being directly connected to the drive wheels via a transmission, and after the start, when the actual pump speed of the motor / generator reaches the required pump speed, the oil / pump drive source is connected to the motor / generator. A control device for a hybrid vehicle, characterized by switching to In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 3,
The pump drive & engine start control means drives the oil pump by the motor / generator until the actual pump speed by the motor / generator decreases to the pump required speed during deceleration regeneration, and the pump required speed The number of rotations of the auxiliary motor is increased to the required number of rotations of the pump, the drive source of the oil pump is switched to the auxiliary motor, and regeneration by the motor / generator is continued. Vehicle control device. In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 4,
The pump drive & engine start control means may reduce the rotation speed of the auxiliary motor to a range of the required pump speed when the actual pump speed by the motor / generator is lower than the required pump speed at the time of reacceleration from deceleration. The oil pump drive source is switched to the auxiliary motor, assisted by the motor / generator in response to an acceleration request, and the actual pump speed by the motor / generator becomes higher than the pump required speed, A control apparatus for a hybrid vehicle, wherein the drive source of the oil pump is switched to the motor / generator. In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 4,
The pump drive & engine start control means uses the motor / generator as the drive source for the oil pump if the actual pump speed by the motor / generator is higher than the required pump speed during re-acceleration from deceleration. When the engine start request is issued after the reacceleration request, the clutch is released and the engine is started by the auxiliary motor. In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 4,
The pump drive & engine start control means uses the motor / generator as the drive source for the oil pump if the actual pump speed by the motor / generator is higher than the required pump speed during re-acceleration from deceleration. When the reacceleration request and the engine start request are present simultaneously, the engine is started by either a starter start using the auxiliary motor or an MG start using the motor / generator. . In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 4,
The pump drive & engine start control means has a re-acceleration request and an engine start request at the same time when re-acceleration from deceleration and in a region where the actual pump speed by the motor / generator is lower than the required pump speed. The engine is started using the motor / generator, and after the engine is started using the motor / generator, the torque of the motor / generator is maintained and the motor assist according to the acceleration request is performed. Control device.