JP2016008015A - Vehicular start control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize start performance with a start lag and a clutch engagement shock suppressed in starting a vehicle.SOLUTION: An FF hybrid vehicle, having a second clutch disposed between a motor-generator and a V-belt-type stepless transmission, includes: start determination means (S11, S12 in FIG. 2) for determining a start operation of a driver; differential rotation determination means (S14 in FIG. 2) for determining the presence/absence of a differential rotation between the motor-generator and the V-belt-type stepless transmission when a start operation of a driver is determined; and start control means (S15-S18 in FIG. 2). If it is determined that there is no differential rotation, the start control means engages the second clutch completely and then starts the vehicle by generating drive force of the motor-generator, while if determined that there is a differential rotation, starts the vehicle by gradually engaging the second clutch allowing slippage thereof in a state where the drive force of the motor-generator is generated.

Description

  The present invention relates to a vehicle start control device including a transmission in a driving force transmission system from a travel drive source to drive wheels, and a friction clutch between the travel drive source and the transmission.

  2. Description of the Related Art Conventionally, an automobile having an automatic transmission in a driving force transmission system from an engine to driving wheels and having an engine stop mode is known (see, for example, Patent Document 1). This automatic transmission has a friction clutch that is hydraulically engaged when starting.

JP 2001-90828 A

  However, in an automobile equipped with a conventional automatic transmission, the method of engaging the friction clutch and the method of generating the driving force are the same regardless of whether the engine stop mode is involved or not. For this reason, at the time of starting, there has been a problem that a starting lag or a clutch fastening shock due to a response delay may be caused.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle start control device capable of achieving a start performance with suppressed start lugs and clutch fastening shocks when starting.

In order to achieve the above object, the present invention provides a vehicle having a transmission in a driving force transmission system from a traveling drive source to driving wheels, and a friction clutch between the traveling drive source and the transmission. Means, differential rotation determination means, and start control means.
The start determination means determines a start operation by the driver.
The differential rotation determination means determines whether or not there is differential rotation between the travel drive source and the transmission when a start operation by the driver is determined.
When it is determined that there is no differential rotation, the start control means generates the driving force of the travel drive source after fully engaging the friction clutch, and determines that there is the differential rotation. In the state where the driving force of the traveling drive source is generated, the clutch is gradually engaged and started while sliding the friction clutch.

Therefore, when it is determined that there is no differential rotation during the starting operation by the driver, the driving force of the travel drive source is generated after the friction clutch is completely engaged, and the vehicle starts. On the other hand, when it is determined that there is a differential rotation during the start operation by the driver, the driver gradually starts by sliding the friction clutch while the driving force of the travel drive source is generated.
That is, when there is no differential rotation between the travel drive source and the transmission, the input / output rotation of the friction clutch is also in a state where there is no differential rotation, so that no shock is transmitted to the vehicle even if the friction clutch is suddenly engaged. Therefore, when there is no differential rotation in the friction clutch, the power performance with suppressed start lag can be ensured by rapidly engaging the friction clutch and starting. On the other hand, when the friction clutch has a differential rotation, it is possible to suppress a shock caused by sudden clutch engagement by gradually engaging and starting while sliding the friction clutch.
As a result, at the time of starting, it is possible to achieve the starting performance with suppressed starting lag and clutch engagement shock.

1 is an overall system diagram showing an FF hybrid vehicle to which a start control device of Embodiment 1 is applied. 4 is a flowchart illustrating a flow of a start control process executed by the hybrid control module according to the first embodiment. It is a principal part system figure which shows FF hybrid vehicle to which the start control apparatus of Example 2 was applied. 6 is a flowchart illustrating a flow of a start control process executed by the hybrid control module according to the second embodiment. It is a principal part system figure which shows FF hybrid vehicle to which the start control apparatus of Example 3 was applied. 10 is a flowchart illustrating a flow of a start control process executed by the hybrid control module according to the third embodiment.

  Hereinafter, the best mode for realizing the vehicle start control device of the present invention will be described based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
The configuration of an FF hybrid vehicle (an example of a vehicle) to which the start control device of the first embodiment is applied will be described separately as “overall system configuration” and “start control processing configuration”.

[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 is a cranking motor that has a gear that meshes with an engine starting gear provided on a crankshaft of the horizontally mounted engine 2 and that rotates the crankshaft when the engine is started.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction. As a starting method of the horizontal engine 2, a “starter starting mode” in which cranking is performed by a starter motor 1 using a 12V battery 22 as a power source, and a motor / generator 4 is cranked by sliding and engaging the first clutch 3. MG start mode ". The “starter start mode” is selected when the low temperature condition or the high temperature condition is satisfied, and the “MG start mode” is selected when the engine is started under conditions other than starter start.

  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. Hereinafter, the first clutch 3 is referred to as “first clutch CL1”, and the second clutch 5 is referred to as “second clutch CL2”.

  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 oil pump 14 and the line pressure PL generated by adjusting the pump discharge pressure from the oil pump 14 as a source pressure. A control valve unit (not shown). The oil pump 14 has a mechanical oil pump configuration that is rotationally driven by a motor shaft (= transmission input shaft) of the motor / generator 4.

  The first clutch CL1, the motor / generator 4 and the second clutch CL2 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 CL1 is disengaged and the second clutch CL2 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 CL1 and CL2 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 CL2 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 system of the FF hybrid vehicle includes a high-power battery 21 as a motor / generator power source and a 12V battery 22 as a 12V system load power source.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module constituted by 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 12V battery 22 is a secondary battery mounted as a power source for a starter motor 1 and a 12V system load that is an auxiliary machine. For example, a lead battery mounted in an engine vehicle or the like is used. The high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 into 12V, and the charge amount of the 12V battery 22 is controlled by controlling the DC / DC converter 37 by 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 includes a brake switch 91, an accelerator opening sensor 92, a motor rotational speed sensor 93 for the motor / generator 4, an input shaft rotational speed sensor 94 for the belt-type continuously variable transmission 6, and inputs from various control means. Various controls are performed based on the information. For example, when a predetermined idle stop condition is satisfied in an idle state where the vehicle is stopped, idle stop control is performed to stop the horizontally placed engine 2 and the motor / generator 4 (idle stop control means).

  The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontal 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 the engagement hydraulic pressure control of the first clutch CL1, the engagement hydraulic pressure control of the second clutch CL2, the transmission 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.

[Startup control processing configuration]
FIG. 2 shows a flow of start control processing executed by the hybrid control module 81. Hereinafter, each step of FIG. 2 showing the start control processing configuration in the first embodiment will be described.

  In step S11, it is determined whether or not the switch signal from the brake switch 91 has been switched from an ON signal to an OFF signal (whether or not the driver has performed a brake release operation). If YES (brake ON → OFF exists), the process proceeds to step S13. If NO (ON → no OFF), the process proceeds to step S12.

In step S12, it is determined whether or not the driver has depressed the accelerator, based on the sensor signal from the accelerator opening sensor 92, following the determination that the brake is ON → OFF in step S11. If YES (accelerator OFF → ON is present), the process proceeds to step S13. If NO (accelerator OFF → ON is not present), the process returns to step S11.
Steps S11 and S12 correspond to start determination means for determining a start operation by the driver.

  In step S13, following the determination that the brake is ON → OFF in step S11 or the determination that the accelerator is OFF → ON in step S12, the motor speed Nm of the motor / generator 4 is determined from the motor speed sensor 93. Then, information on the input shaft rotational speed Nt of the belt type continuously variable transmission 6 is acquired from the input shaft rotational speed sensor 94, and the process proceeds to step S14.

  In step S14, following the acquisition of the motor rotation speed Nm and the input shaft rotation speed Nt in step S13, is Nm = Nt (a state in which there is no differential rotation between the motor rotation speed Nm and the input shaft rotation speed Nt)? It is determined whether or not (differential rotation determination means) If YES (Nm = Nt), the process proceeds to step S15. If NO (Nm ≠ Nt), the process proceeds to step S17.

In step S15, following the determination that Nm = Nt in step S14, the engagement start of the second clutch CL2 is completed and the engagement is completed, and the process proceeds to step S16.
If it is determined that there is no differential rotation in step S14 (Nm = 0, Nt = 0) when starting from the idle stop control, the rotation of the motor / generator 4 that obtains hydraulic pressure and driving force is rotated. Start. At this time, the motor speed of the motor / generator 4 is raised to a higher speed range than the engine idle speed.

  In step S16, following the CL2 engagement start to the engagement completion in step S15, the driving force from the motor / generator 4 is generated and the process proceeds to the end.

  In step S17, following the determination in step S14 that Nm ≠ Nt, the driving force is generated from the motor / generator 4 (motor 1), and the second clutch CL2 is started to be engaged and the process proceeds to step S18. .

  In step S18, following the start of motor 1 driving force generation + CL2 engagement in step S17, the second clutch CL2 is gradually engaged while sliding, and when CL2 engagement is completed, the process proceeds to the end.

Next, the operation will be described.
The operation of the start control device for the FF hybrid vehicle according to the first embodiment will be described separately for [start control processing operation], [start control operation], and [other characteristic operations].

[Start control processing action]
The start control processing operation in the first embodiment will be described based on the flowchart shown in FIG.
When the driver performs a brake release operation with the intention of starting in the stop state, the process proceeds from step S11 to step S13 onward in the flowchart of FIG. 2, and start control is started. Further, when the driver performs the accelerator stepping operation with the intention of starting, in the flowchart of FIG. 2, the process proceeds from step S11 to step S12 to step S13 and thereafter, and start control is started. When the start control is started, the process proceeds from step S13 to step S14 in the flowchart of FIG. 2. In step S14, Nm = Nt based on the motor rotation speed Nm and the input shaft rotation speed Nt acquired in step S13. It is determined whether or not there is.

  When it is determined in step S14 that Nm = Nt, the process proceeds from step S15 to step 16 to the end. In step S15, the engagement of the second clutch CL2 is started to be completed, and in step S16, a driving force from the motor / generator 4 is generated. That is, if it is determined in step S14 that Nm = Nt, the second clutch CL2 is completely engaged, and then the driving force of the motor / generator 4 is generated to start the vehicle.

  On the other hand, if it is determined in step S14 that Nm ≠ Nt, the process proceeds from step S17 to step 18 to end. In step S17, a driving force is generated from the motor / generator 4 (motor 1), and sliding engagement of the second clutch CL2 is started. In step S18, the second clutch CL2 is slid and gradually engaged until the engagement is completed. In other words, when it is determined in step S14 that Nm ≠ Nt, control is performed in which the second clutch CL2 is gradually engaged and started while sliding while the driving force of the motor / generator 4 is generated.

[Start control action]
In an idle state where the vehicle is stopped, it is not necessary to transmit power to the first clutch CL1, the second clutch CL2, and the belt type continuously variable transmission CVT. Therefore, it is desirable to stop the rotation of the horizontally placed engine 2 and the motor / generator 4 so as not to waste fuel and electric energy. However, in the case of the hydraulic system of the first embodiment, when the rotation of the motor / generator 4 is stopped, the oil pump 14 that is rotationally driven by the motor / generator 4 is also stopped, and the first clutch CL1, the second clutch CL2, and the belt type The oil in the hydraulic chamber of the step transmission CVT is released and the second clutch CL2 is released. For this reason, the start responsiveness of a vehicle may be impaired at the time of start by changing from an idle state to a drive state.

  When the vehicle is stopped and the motor / generator 4 is stopped, the second clutch CL2 between the motor / generator 4 and the belt type continuously variable transmission CVT has no differential rotation in the input / output rotation. In this situation, even if the second clutch CL2 is suddenly engaged, a clutch engagement shock is not caused, and it is preferable that the engagement of the second clutch CL2 is completed early and then the motor / generator 4 is driven. On the other hand, when the vehicle is stopped but the motor / generator 4 is rotating, the second clutch CL2 between the motor / generator 4 and the belt type continuously variable transmission CVT has a differential rotation in the input / output rotation. is there. In this situation, sudden engagement of the second clutch CL2 may cause a clutch engagement shock, and it is preferable to start by gradually engaging the second clutch CL2 while sliding the second clutch CL2 while the driving force of the motor / generator 4 is generated. .

  Therefore, in the present invention (Embodiment 1 to Embodiment 3), attention is paid to whether or not there is a differential rotation between the motor / generator 4 and the belt-type continuously variable transmission CVT. The engagement of the clutch CL2 and the generation of the driving force of the motor / generator 4 are defined respectively.

  In the first embodiment, when it is determined that there is no differential rotation during the start operation by the driver, the second clutch CL2 is completely engaged, and then the driving force of the motor / generator 4 is generated to start. On the other hand, when it is determined that there is a differential rotation during the start operation by the driver, the second clutch CL2 is slid and gradually started while the driving force of the motor / generator 4 is generated.

  Therefore, when there is no differential rotation between the motor / generator 4 and the belt type continuously variable transmission CVT, the problem of the engagement shock of the second clutch CL2 does not occur. By doing so, it is possible to secure power performance with suppressed start lag. By the way, when there is no differential rotation, it is assumed that the vehicle and the motor / generator 4 are mainly stopped at the time of idling stop, and even if the power is generated after the second clutch CL2 is engaged, the problem of shock is No.

  On the other hand, if there is a differential rotation between the motor / generator 4 and the belt type continuously variable transmission CVT, the clutch is suddenly engaged by gradually engaging and starting (WSC starting) while sliding the second clutch CL2. Can suppress the shock. Incidentally, when there is a differential rotation, it is assumed that the motor / generator 4 is rotating while the vehicle is stopped, and the motor / generator 4 is being driven to rotate. Occurrence is ensured, and there is no problem in power performance (starting lag).

  In this way, by performing different start control depending on the presence or absence of differential rotation between the motor / generator 4 and the belt type continuously variable transmission CVT, the start performance with reduced start lag and clutch engagement shock is achieved at the time of start. can do.

[Other features]
In the first embodiment, the motor / generator 4 starts rotating immediately when it is determined that there is no differential rotation at the time of start after the idle stop control.
That is, when the oil pump 14 is stopped by the idle stop control, not only the clutch is disengaged due to the oil draining from the oil chamber of the second clutch CL2, but also the oil dropping state in which the oil has drained from the oil passage may occur. There is. For this reason, when starting from the transition from the idle state to the drive state, first, the oil passage or the oil chamber is filled with oil and the engagement of the second clutch CL2 is started, and the start response is impaired.
On the other hand, when it is determined that there is no differential rotation, the motor / generator 4 immediately starts to rotate, so that the hydraulic pressure and the driving force can be obtained at the same time. Can be planned.

In the first embodiment, when the rotation of the motor / generator 4 is started, the motor rotational speed is raised to a rotational speed range higher than the engine idle rotational speed.
As described above, when the oil has escaped from the oil passage or the oil chamber, an oil amount that compensates for the oil that has been removed is required. For example, if the motor speed is equivalent to the engine idle speed, It takes time to replenish the oil.
On the other hand, by raising the motor speed to a higher speed range than the engine idle speed, the amount of oil discharged from the oil pump 14 is secured, and the oil that has escaped from the oil passage or oil chamber is compensated. Time is shortened.
Therefore, at the time of starting after the idle stop control, it is possible to meet the driver's sudden start request by further improving the start response.

Next, the effect will be described.
In the start control device for the FF hybrid vehicle of the first embodiment, the following effects can be obtained.

(1) A transmission (V-belt type continuously variable transmission 6) is provided in the driving force transmission system from the travel drive source (horizontal engine 2, motor / generator 4) to the drive wheels (left and right front wheels 10L, 10R). In a vehicle (FF hybrid vehicle) having a friction clutch (second clutch CL2) between a drive source (horizontal engine 2, motor / generator 4) and a transmission (V-belt type continuously variable transmission 6),
Start determination means (S11, S12 in FIG. 2) for determining a start operation by the driver;
When the driver's starting operation is determined, a differential rotation determination means for determining whether or not there is a differential rotation between the (transverse engine 2, motor / generator 4) and the transmission (V-belt type continuously variable transmission 6). (S14 in FIG. 2),
If it is determined that there is no differential rotation, the friction clutch (second clutch CL2) is completely engaged and then the driving force of the traveling drive source (motor / generator 4) is generated to start, and it is determined that there is differential rotation. Then, start control means (S15 in FIG. 2) performs control to start gradually by sliding the friction clutch (second clutch CL2) while the driving force of the travel drive source (motor / generator 4) is generated. To S18),
(FIG. 2).
For this reason, at the time of start, start performance with suppressed start lug and clutch fastening shock can be achieved.

(2) As a travel drive source, it has an engine (horizontal engine 2) and a travel drive motor (motor / generator 4).
An oil pump 14 that generates hydraulic pressure to be supplied to the friction clutch (second clutch CL2) by driving by the travel drive motor (motor / generator 4);
Idle stop control means (hybrid control module 81) for performing idle stop control for stopping the engine (horizontal engine 2) and the travel drive motor (motor / generator 4) in an idle state where the vehicle is stopped;
The start control means (FIG. 2) starts rotation after the idle stop control and immediately starts to rotate the travel drive motor when it is determined that there is no differential rotation (FIG. 1).
For this reason, in addition to the effect of (1), the hydraulic pressure and the driving force can be obtained at the same time, and the start response can be improved at the start after the idle stop control.

(3) When starting the travel drive motor (motor / generator 4), the start control means (FIG. 2) raises the motor speed to a higher speed range than the engine idle speed.
For this reason, in addition to the effect of (2), the driver can respond to the driver's sudden start request by further improving the start response when starting after the idle stop control.

(4) The start determination means (FIG. 2) makes a start determination by a brake release operation by the driver (S11 in FIG. 2).
For this reason, in addition to the effects (1) to (3), the driver's intention to start appearing in the brake release operation can be detected in advance (before the accelerator operation is started), and the starting lag at the time of starting can be suppressed.

(5) The start control means (FIG. 2) makes a start determination by the accelerator depression operation by the driver (S12 in FIG. 2).
For this reason, in addition to the effects (1) to (3), the driver's intention to start appearing in the accelerator depression operation can be reliably detected.

  The second embodiment is an example in which an electric oil pump configuration is used instead of the mechanical oil pump configuration of the first embodiment as an oil pump that generates hydraulic pressure.

First, the configuration will be described.
FIG. 3 shows a main system of the FF hybrid vehicle. Hereinafter, the system configuration of the main part of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 3, the drive system of the FF hybrid vehicle includes a starter motor 1, a horizontally mounted engine 2, a first clutch CL1, a motor / generator 4, a second clutch CL2, and a belt-type continuously variable transmission. And a machine 6. 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.

An oil pump 14 is provided as a hydraulic pressure source that generates a control hydraulic pressure for the first clutch CL1, the second clutch CL2, and the belt-type continuously variable transmission 6. The oil pump 14 has an electric oil pump configuration that is driven by a pump motor 13.
Since other system configurations are the same as those in the first embodiment, description thereof is omitted.

  FIG. 4 shows a flow of start control processing executed by the hybrid control module 81. Hereinafter, each step of FIG. 4 showing the start control processing configuration in the second embodiment will be described. In addition, since each step of step S21-step S24 is the same as each step of step S11-step S14 shown in FIG. 2, description is abbreviate | omitted.

  In step S25, following the determination that Nm = Nt in step S24, the oil pump 14 is driven by the pump motor 13 (motor 2) to start the engagement of the second clutch CL2 and complete the engagement, and then proceed to step S26. .

  In step S26, O / P driving is performed by the pump motor 13 (motor 2) in step S25, the driving force from the motor / generator 4 (motor 1) is generated following CL2 fastening start to fastening completion, and the process proceeds to the end. .

  In step S27, following the determination in step S24 that Nm ≠ Nt, a driving force is generated from the motor / generator 4 (motor 1) and the oil pump 14 is driven by the pump motor 13 (motor 2). The sliding engagement of the second clutch CL2 is started, and the process proceeds to step S28.

  In step S28, motor 1 driving force generation in step S27 + O / P driving with motor 2 is followed by CL2 engagement start, the second clutch CL2 is gradually engaged while sliding, and when CL2 engagement is completed, the end is reached. move on.

Next, the start control operation of the second embodiment will be described.
First, the start control processing operation will be described based on the flowchart of FIG.
If it is determined in step S24 that Nm = Nt, the process proceeds from step S25 to step 26 to end. In step S25, the oil pump 14 is driven by the pump motor 13 (motor 2) to start the engagement of the second clutch CL2 and the engagement is completed. In step S26, the driving force from the motor / generator 4 is generated. That is, when it is determined in step S24 that Nm = Nt, the oil pump 14 is driven by the pump motor 13 (motor 2) to completely engage the second clutch CL2, and then the motor / generator 4 (motor 1). The vehicle is controlled to generate a starting force and start.

  On the other hand, if it is determined in step S24 that Nm ≠ Nt, the process proceeds from step S27 to step 28 to the end. In step S27, the oil pump 14 is driven by the pump motor 13 (motor 2) to generate a driving force from the motor / generator 4 (motor 1), and sliding engagement of the second clutch CL2 is started. In step S28, the second clutch CL2 is slid and gradually engaged until the engagement is completed. In other words, if it is determined in step S24 that Nm ≠ Nt, the pump pump 13 is driven by the pump motor 13 (motor 2) while the driving force of the motor / generator 4 (motor 1) is generated. Control is performed in which the clutch CL2 is gradually engaged and started while sliding.

In the second embodiment, the motor / generator 4 (motor 1) that obtains the driving force and the pump motor 13 (motor 2) that obtains the hydraulic pressure are independently provided.
That is, when the motor / generator 4 and the pump motor 13 are stopped during the idle stop control, the same effect as in the first embodiment can be obtained, and the waste of electric energy can be prevented by stopping the pump motor 13. it can. On the other hand, when the idle stop control is performed, the motor / generator 4 is stopped but the rotation of the pump motor 13 is continued, so that the engagement responsiveness of the second clutch CL2 is ensured and the high start responsiveness is ensured. Can do.
In this way, the hydraulic pressure of the second clutch CL2 can be ensured at the start without depending on the rotation state of the horizontally mounted engine 2 or the motor / generator 4.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the start control device for the FF hybrid vehicle of the second embodiment, the following effects can be obtained.

(6) an oil pump 14 for generating hydraulic pressure to be supplied to the friction clutch (second clutch CL2);
A pump motor 13 for driving the oil pump 14;
When it is determined that there is no differential rotation, the start control means (FIG. 4) determines that there is differential rotation by driving the oil pump 14 by the pump motor 13 and completely engaging the friction clutch (second clutch CL2). Then, the oil pump 14 is driven by the pump motor 13 and the friction clutch (second clutch CL2) is slid and gradually engaged.
For this reason, in addition to the effects (1), (4), (5) of the first embodiment, the friction clutch (second clutch) is not affected by the rotation state of the travel drive source (motor / generator 4). CL2) hydraulic pressure can be secured.

  The third embodiment is an example in which an oil pump that switches between driving by the motor / generator 4 and driving by the pump motor 12 is used as an oil pump that generates hydraulic pressure.

First, the configuration will be described.
FIG. 5 shows a main system of the FF hybrid vehicle. Hereinafter, the system configuration of the main part of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 5, the drive system of the FF hybrid vehicle includes a starter motor 1, a horizontally mounted engine 2, a first clutch CL1, a motor / generator 4, a second clutch CL2, and a belt type continuously variable transmission. And a machine 6. 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 oil pump 14, the pump motor 13, and the drive source of the oil pump 14 are used as a motor / generator 4 as a hydraulic source for generating control hydraulic pressure to the first clutch CL 1, the second clutch CL 2, and the belt type continuously variable transmission 6. Or a pump drive switching mechanism 12 that switches between the pump motor 13 and the pump motor 13. The pump drive switching mechanism 12 is configured by connecting an oil pump 14, a pump motor 13, and a motor / generator 4 with a chain, and providing a one-way clutch at a connection portion between the pump motor 13 and the motor / generator 4.
Since other system configurations are the same as those in the first embodiment, description thereof is omitted.

  FIG. 6 shows the flow of the start control process executed by the hybrid control module 81. Hereinafter, each step of FIG. 6 showing the start control processing configuration in the third embodiment will be described. In addition, since each step of step S31-step S34 is the same as each step of step S11-step S14 shown in FIG. 2, description is abbreviate | omitted.

  In step S35, following the determination that Nm = Nt in step S34, the oil pump 14 is driven by the pump motor 13 (motor 2) to start the engagement of the second clutch CL2 to complete the engagement, and then proceed to step S36. .

  In step S36, O / P driving is performed by the pump motor 13 (motor 2) in step S35, the driving force from the motor / generator 4 (motor 1) is generated following CL2 fastening start to fastening completion, and the process proceeds to the end. .

  In step S37, following the determination in step S34 that Nm ≠ Nt, a driving force is generated from the motor / generator 4 (motor 1) and the oil pump 14 is driven by the motor / generator 4 (motor 1). The slip engagement of the second clutch CL2 is started, and the process proceeds to step S38.

  In step S38, motor 1 driving force generation in step S37 + O / P driving with motor 1 is followed to start CL2 engagement, and the second clutch CL2 is gradually engaged while sliding, and when CL2 engagement is completed, the end is reached. move on.

Next, the start control operation of the third embodiment will be described.
First, the start control processing operation will be described based on the flowchart of FIG.
If it is determined in step S34 that Nm = Nt, the process proceeds from step S35 to step 36 to the end. In step S35, the oil pump 14 is driven by the pump motor 13 (motor 2) to start the engagement of the second clutch CL2 and the engagement is completed. In step S36, the driving force from the motor / generator 4 is generated. In other words, if it is determined in step S34 that Nm = Nt, the oil pump 14 is driven by the pump motor 13 (motor 2) to fully engage the second clutch CL2, and then the motor / generator 4 (motor 1). The vehicle is controlled to generate a starting force and start.

  On the other hand, if it is determined in step S34 that Nm ≠ Nt, the process proceeds from step S37 to step 38 to the end. In step S37, the oil pump 14 is driven by the motor / generator 4 (motor 1) to generate a driving force from the motor / generator 4 (motor 1), and the slip engagement of the second clutch CL2 is started. In step S38, the second clutch CL2 is slid and gradually engaged until the engagement is completed. That is, when it is determined in step S24 that Nm ≠ Nt, the oil pump 14 is driven by the same motor / generator 4 (motor 1) while the driving force of the motor / generator 4 (motor 1) is generated. Control is performed in which the second clutch CL2 is gradually engaged and started while sliding.

In the third embodiment, the drive source of the oil pump 14 is switched between the motor / generator 4 (motor 1) and the pump motor 13 (motor 2).
That is, when Nm ≠ Nt, since the motor / generator 4 is in a rotating state, the oil pump 14 is operated by the same motor / generator 4 (motor 1) while the driving force of the motor / generator 4 (motor 1) is generated. To drive the second clutch CL2 in a sliding manner.
Thus, when starting while sliding the second clutch CL2, it is not necessary to drive the pump motor 13, and therefore it is possible to prevent wasteful electric energy from being consumed.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the start control device for the FF hybrid vehicle of the third embodiment, the following effects can be obtained.

(7) an oil pump 14 that generates hydraulic pressure to be supplied to the friction clutch (second clutch CL2);
A pump motor 13 for driving the oil pump 14;
A pump drive switching mechanism 12 that switches whether a drive source of the oil pump 14 is a travel drive source (motor / generator 4) or a pump motor 13;
When it is determined that there is no differential rotation, the start control means (FIG. 6) drives the oil pump 14 by the pump motor 13 to completely engage the friction clutch (second clutch CL2), and determines that there is differential rotation. Then, the oil pump 14 is driven by the driving source for driving (motor / generator 4) to gradually engage the friction clutch (second clutch CL2) while sliding.
For this reason, in addition to the effects (1), (4), and (5) of the first embodiment, it is possible to prevent wasteful electric energy from being consumed when starting while sliding the second clutch CL2.

  The vehicle start control device of the present invention has been described based on the first to third embodiments. However, the specific configuration is not limited to these embodiments, and each claim in the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first to third embodiments, an example is shown in which a belt-type continuously variable transmission CVT is mounted as a transmission provided in the drive transmission system. However, the transmission in the drive transmission system is not limited to the belt-type continuously variable transmission CVT, but an automatic transmission AT that automatically shifts a plurality of gears, a dual clutch transmission DCT having two clutches, and a manual transmission Including all automatic clutch transmission start, such as automatic manual transmission AMT that automates.

  In Examples 1-3, the example which applies the start control apparatus of the present invention to FF hybrid vehicles was shown. However, the control device of the present invention can be applied not only to FF hybrid vehicles but also to other hybrid vehicles (FR hybrid vehicles and 4WD hybrid vehicles), electric vehicles, engine vehicles, and the like. In short, the present invention can be applied to any vehicle that performs control to start / start a vehicle by engaging / slip-engaging a friction clutch interposed between a travel drive source and a transmission.

2 Horizontal engine (running drive source)
3 First clutch 4 Motor / generator (traveling drive source)
5 Second clutch (friction clutch)
6 Belt type continuously variable transmission (transmission)
10R, 10L Left and right front wheels (drive wheels)
11R, 11L Left and right rear wheels 12 Pump drive switching mechanism 13 Pump motor 14 Oil pump 81 Hybrid control module (start control means, idle stop control means)
91 Brake switch 92 Accelerator opening sensor 93 Motor speed sensor 94 Input shaft speed sensor

Claims (7)

In a vehicle including a transmission in a driving force transmission system from a travel drive source to a drive wheel, and a friction clutch between the travel drive source and the transmission,
Start determination means for determining a start operation by the driver;
A differential rotation determining means for determining whether or not there is a differential rotation between the travel drive source and the transmission when a start operation by the driver is determined;
If it is determined that there is no differential rotation, the friction clutch is completely engaged and then the driving force of the travel drive source is generated to start, and if it is determined that there is the differential rotation, the travel drive source Start control means for controlling to start gradually by sliding the friction clutch in a state where driving force is generated; and
A vehicle start control device comprising: In the vehicle start control device according to claim 1,
The travel drive source has an engine and a travel drive motor,
An oil pump for producing hydraulic pressure to be supplied to the friction clutch by driving by the travel drive motor;
Idle stop control means for performing idle stop control for stopping the engine and the travel drive motor in an idle state where the vehicle is stopped,
The vehicle start control device characterized in that the start control means starts rotation of the travel drive motor immediately when it is determined that there is no differential rotation when starting from the idle stop control. In the vehicle start control device according to claim 2,
The vehicle start control device characterized in that the start control means raises the motor speed to a higher speed range than the engine idle speed when starting the rotation of the travel drive motor. In the vehicle start control device according to claim 1,
An oil pump for producing hydraulic pressure to be supplied to the friction clutch;
A pump motor for driving the oil pump,
When it is determined that there is no differential rotation, the start control means drives the oil pump by the pump motor to completely engage the friction clutch, and when it is determined that there is the differential rotation, the pump motor The vehicle start control device characterized in that the oil pump is driven to gradually fasten the friction clutch while sliding. In the vehicle start control device according to claim 1,
An oil pump for producing hydraulic pressure to be supplied to the friction clutch;
A pump motor for driving the oil pump;
A pump drive switching mechanism that switches whether the oil pump drive source is the travel drive source or the pump motor;
When it is determined that there is no differential rotation, the start control means drives the oil pump by the pump motor to completely engage the friction clutch, and when it is determined that there is the differential rotation, A vehicle start control device characterized in that the oil pump is driven by a drive source to gradually engage the friction clutch while sliding the friction clutch. In the vehicle start control device according to any one of claims 1 to 5,
The vehicle start control device characterized in that the start determination means makes a start determination by a brake release operation by a driver. In the vehicle start control device according to any one of claims 1 to 5,
The vehicle start control device characterized in that the start control means makes a start determination by an accelerator depression operation by a driver.