JP3977787B2 - Hydraulic control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hydraulic control device that supplies hydraulic oil to a hydraulic engagement device or the like that switches a gear position of a transmission or supplies lubricating oil to a lubrication part of each part of the transmission. is there.

  Providing a hybrid vehicle that has an engine that operates by fuel combustion and an electric motor that operates by electric energy as a power source for vehicle travel, and that uses these engines and electric motors according to travel conditions However, one type of such a hybrid vehicle is one in which a transmission is provided in a power transmission path between at least one of the engine and the electric motor and a drive wheel. The device described in Patent Document 1 is one example, and the rotation of the engine is shifted by the transmission and transmitted to the drive wheels, and oil for lubrication and cooling can be supplied even when the engine is stopped. In addition, an oil pump driven by a dedicated motor is provided.

JP-A-5-310048

  However, even in a hybrid vehicle having an oil pump driven by a dedicated motor as described above, for example, when the vehicle power source and the oil pump are started simultaneously at the time of starting, for example, the friction for shifting is caused by a delay in oil supply. There is a possibility that slipping may occur due to insufficient engagement force of the engagement device or the like, or a sufficient lubricating action may not be obtained. There is a slight time lag before the oil pump reaches the specified oil pressure at which oil can be supplied. For example, when starting a vehicle using an electric motor as a power source, the response is superior to the engine. Therefore, oil supply delay is likely to occur.

  The present invention has been made against the background of the above circumstances, and an object thereof is to prevent a delay in the supply of oil to the transmission when the vehicle starts.

In order to achieve such an object, the first invention comprises (a) an engine that operates by combustion of fuel and an electric motor that operates by electric energy as a power source for vehicle travel, possess a transmission disposed in a power transmitting path between the engine and the electric motor and drive wheels, and electric oil pump for supplying oil to (c) its transmission, (d) the engine And a hydraulic control apparatus for a hybrid vehicle capable of selecting a plurality of operation modes in which operating states of the electric motor are different from each other . (E) Both the engine and the electric motor rotate and drive the drive wheels via the transmission. (F) The oil pump is provided with a dedicated drive motor different from the electric motor used as a power source for driving the vehicle, while (g) reading various information luck An operation mode selection means for selecting one of the rotation modes; and (h) before the engine is activated and before the electric motor is activated to operate in the operation mode selected by the operation mode selection means. in, and having a pump activation means for activating said oil pump.

According to a second aspect of the invention, in the hydraulic control device for the hybrid vehicle of the first aspect, (a) a parking position where both the engine and the electric motor are held in a stopped state, and at least one of the engine and the electric motor as a power source. (B) Preliminary operation necessary to remove the shift lever from the parking position before the shift lever is removed from the parking position. and a P vent preliminary operation detecting means for detecting that has been made, and, (c) the pump start means, that the preliminary operation is performed is detected by the P vent preliminary operation detecting means In this case, the oil pump is started.

In such a hydraulic control apparatus for a hybrid vehicle, since the oil pump is started before the engine is started and before the electric motor is started, the oil supply delay to the transmission is prevented, and the vehicle starts. Sufficient lubrication can be obtained from the beginning, and the lack of engagement force of the hydraulic engagement device for shifting can be solved.

In the second aspect of the invention, the oil pump is activated when the preliminary operation necessary for pulling out the shift lever from the parking position is performed, so that the wasteful operation time of the oil pump can be shortened and oil supply delay is prevented. In addition, power consumption associated with driving the pump can be reduced.

  Here, the present invention combines or distributes the output of the engine and the electric motor by a switching type in which the power source is switched by connecting / disconnecting power transmission by a clutch, for example, or by combining or distributing a planetary gear device or the like. Various types that have an engine and an electric motor as a power source when the vehicle travels, and a transmission is provided between the engine and the electric wheel This type of hybrid vehicle can be applied.

  The transmission can be either a manual transmission type or an automatic transmission type, and can be of various types, such as one that only increases or decreases speed at a constant gear ratio, and one that changes the rotation direction (forward / reverse switching mechanism). Can be adopted. As an automatic transmission, a planetary gear type in which a gear shift control is performed at a plurality of shift stages having different gear ratios by a hydraulic engagement device whose engagement state is controlled by a hydraulic actuator such as a friction clutch, a friction brake, and a meshing clutch, A stepped automatic transmission such as a parallel two-shaft type is preferably used, but a continuously variable transmission such as a belt-driven type or a toroidal type that continuously changes the gear ratio can also be used.

  Further, the present invention is intended to supply a sufficient amount of oil to the transmission when the vehicle is started, and is preferably applied at the time of starting. It can also be applied to the case where the operation is stopped and the vehicle is started again before starting. While the vehicle is running, the electric oil pump may be de-energized and the oil pump may be driven using the rotation of the power transmission path or other mechanical oil disposed in the power transmission path. Oil may be supplied using a pump.

  The first invention can be configured, for example, as in the second invention, but is provided with delay means for delaying the start by a predetermined delay time when the engine or the electric motor is started, and the oil pump is set between the delay times. It is also possible to start up and supply oil to the transmission.

  Further, (a) it is possible to select ON and start, and when the start is selected after ON is selected, the engine and the electric motor are each provided with a start operation means that can be driven, and (B) The pump starting means can be configured to start the oil pump when ON is selected by the starting operation means, and oil supply delay can be reliably prevented. Since the engine and the electric motor are generally activated by operating the shift lever to the driving position in the ready state, the supply of oil to the transmission is sufficiently in time, and the amount of power stored in the power storage device is small In addition, starting the engine with the shift lever held in the parking position to charge the power storage device, and setting the transmission to neutral (power transmission cut-off state) cuts off power transmission to the drive wheels. However, there is no oil supply delay even when charging control is performed in the parking state.

  The start operation means corresponds to an ignition switch of a vehicle that uses an internal combustion engine as a power source. In a hybrid vehicle, for example, a LOCK position, an ACC position, an ON position, and an ST (start) position are provided, and an operation key is removed. In the LOCK position and the ACC position to be inserted, all the power sources related to vehicle driving are configured to be turned off (non-energized). In addition, when the shift lever is not operated to the parking position (P range, etc.), an interlock is provided so that the operation key cannot be removed, and the shift lever is parked when the vehicle is first started (started). Configured to be held in position. It is also possible to configure the start operation means with a push button switch or the like.

For example, as described above, the shift lever of the second invention is held in the parking position when the vehicle is started, and is moved to a driving position such as the D range for forward travel and the R range for reverse travel, thereby It is comprised so that driving | running | working which uses at least one as a motive power source is permitted. In order to pull out from the parking position (P pull-out operation) in order to operate the shift lever to another position, it is generally necessary to perform preliminary operations such as depressing the brake or releasing the shift lock releasing means, It is desirable to use a brake switch, a shift lock switch, or the like that detects such a preliminary operation as the P-excluding preliminary operation detection means. In order to interlock with the starting operation means, a key interlock switch that detects whether or not the shift lever is in the parking position can be used, or a dedicated switch for starting the oil pump can be used. It is also possible to provide it. The oil pump starting means is configured to start the oil pump when, for example, the starting operation means is ON, the engine and the electric motor are in a ready state, and a preliminary operation is detected by the P removal preliminary operation detecting means. Is done.

  In the second aspect of the invention, the oil pump is basically stopped at the parking position, but the service switch is operated for cold maintenance when the oil temperature is below a predetermined value and there is a problem with the rise of hydraulic pressure, or for vehicle maintenance. If the charge amount of the power storage device is less than a predetermined value and charge control is performed to charge the engine by operating the transmission in the neutral position, the oil pump can be turned on even if the shift lever is held at the parking position. It is desirable to configure to start.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram of a drive device 8 for a hybrid vehicle equipped with a hydraulic control device according to an embodiment of the present invention. The drive device 8 is for an FF vehicle, that is, a horizontally-arranged device arranged substantially parallel to the width direction of the vehicle, and an engine 10 such as an internal combustion engine that operates by fuel combustion, and a motor that functions as an electric motor and a generator. A generator 12 and a single pinion type planetary gear unit 14 are provided. The planetary gear device 14 is a combining and distributing mechanism that mechanically combines and distributes the force. The planetary gear device 14 includes a ring gear 14 r serving as a first rotating element connected to the engine 10 via the first clutch 16, and a rotor shaft of the motor generator 12. A sun gear 14s as a second rotating element connected to 12r, and a carrier 14c as a third rotating element integrally provided with a sprocket 18 as an output member. The sun gear 14s and the carrier 14c are the second rotating element. The clutch 20 is connected. The output of the engine 10 is transmitted to the first clutch 16 via a flywheel 22 for suppressing rotation fluctuation and torque fluctuation and a damper device 24 made of an elastic member such as a spring or rubber. The first clutch 16 and the second clutch 20 are both friction type multi-plate clutches that are engaged and released by a hydraulic actuator.

  The sprocket 18 is connected to a driven sprocket 28 that is an input member of the automatic transmission 26 via a chain 30. The automatic transmission 26 is a parallel two-shaft transmission, and includes a second shaft (output shaft) 34 in parallel with a first shaft (input shaft) 32 provided with a driven sprocket 28, and is forwardly engaged with each other. 4 gear pairs and a reverse gear pair connected via a reverse idle gear, and hydraulic clutches 36 and 38 that are frictionally engaged by a hydraulic actuator, and meshing that is switched by the hydraulic actuator The clutches 40 and 42 are engaged and disengaged, respectively, to establish a neutral gear that cuts off power transmission and a forward four-speed gear stage, and are moved backward by a hydraulic clutch 44 that is frictionally engaged by a hydraulic actuator. A stage is established. The second shaft 34 is provided with an output gear 46, which meshes with a ring gear 50 that is an input member of a bevel gear type differential device 48, and passes through a pair of output shafts 52, 54 to drive left and right drive wheels (front wheels). ) Is distributed. Note that the lower half of the second shaft 34 in FIG. 1 is substantially symmetrical with the upper side, and is omitted except for the output gear 46.

  FIG. 2 is a block diagram for explaining the control system of the driving device 8, wherein the mechanical connection relationship is indicated by a thick solid line, and the electrical connection relationship is indicated by a thin line. The electric torque converter 58 is constituted by the motor generator 12, the planetary gear device 14, the first clutch 16, and the second clutch 20, and the speed reducer 60 is constituted by the differential device 48 and the like, and vehicle driving means 62 is provided. Is a drive wheel.

  The operating state of the engine 10 is controlled by controlling the fuel injection control actuator 66, the throttle control actuator 68, the ignition timing control actuator 70, and the intake / exhaust valve control actuator 72 by the controller 64, respectively. The motor generator 12 is connected to a power storage device 76 such as a battery or a capacitor via a motor generator control device (inverter or the like) 74, and the motor generator control device 74 is controlled by the controller 64, whereby the power storage device 76. The electric storage device 76 is charged with electric energy by functioning as a generator by a rotational driving state in which electric energy is supplied from the motor and rotating at a predetermined torque and by regenerative braking (electric braking torque of the motor generator 12 itself). Switching between a charged state and a no-load state allowing the motor shaft 12r to freely rotate. The first clutch 16 and the second clutch 20 are switched between engaged and disengaged states by switching the hydraulic circuit by the controller 64 via a clutch control actuator 78 such as a solenoid valve, so that the engine 10 and the ring gear are switched. 14r, the sun gear 14s and the carrier 14c are connected and disconnected, respectively.

The automatic transmission 26 is operated by a driver operating a shift lever 80, and a hydraulic circuit is switched by a switching actuator 82 such as a manual shift valve mechanically coupled to the shift lever 80. Neutral (N) and reverse gear (REV) are switched. The shift lever 80 has a total of five shift ranges of “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, and “B (engine brake)”. Thus, the reverse stage is established in the “R” range, the neutral stage is established in the “N” range, and the forward stage is established in the “D” range. It also signals representing the shift position S _H of the like is supplied from the shift position switch 84 to the controller 64, the "D" range, the hydraulic circuit is switched transmission ratio control actuator 86, such as shifting solenoid valve is controlled As a result, the engaged and disengaged states of the hydraulic clutches 36 and 38 and the engaged state of the meshing clutches 40 and 42 are switched. For example, a predetermined shift map using the accelerator operation amount θ _AC and the vehicle speed V as parameters. The forward four-speed gear stage is switched according to the shift conditions such as. The “P” range corresponds to a parking position, and the “R” range, “D” range, and “B” range correspond to driving positions.

The controller 64 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and performs signal processing according to a preset program, so that, for example, one of the nine operation modes shown in FIG. 4 according to the flowchart shown in FIG. Select one and operate in the selected mode. The controller 64 is supplied with signals indicating the accelerator operation amount θ _AC , brake ON / OFF, and brake pedal force from the accelerator operation amount sensor 90, the brake switch 92, and the brake pedal force sensor 94, as well as the engine torque _TE and motor. Torque T _M , engine rotational speed N _E , motor rotational speed N _M , input rotational speed N _i of automatic transmission 16, output rotational speed (corresponding to vehicle speed V) N _O , power storage amount SOC of power storage device 76, shift lever 80 information regarding the shift position S _H etc. is adapted to be supplied from an variety of detection means. The engine torque T _E is obtained from the throttle valve opening, the fuel injection amount, etc., the motor torque T _M is obtained from the motor current, etc., and the charged amount SOC is the motor current and charging efficiency during charging when the motor generator 12 functions as a generator. It is demanded from. Of the signal processing executed by the controller 64, a portion (steps S1 to S19) for selecting one from a plurality of operation modes according to the flowchart of FIG. 3 corresponds to operation mode selection means.

  FIG. 3 is executed when the shift lever 80 is operated to the drive range of “R”, “D” or “B”. When the shift lever 80 is held in the “P” range, the engine 10 and motor generator 12 are both held in a non-operating state (stopped state). In FIG. 3, in step S <b> 1, whether or not an engine start request has been made is determined by, for example, running the engine 10 as a power source or driving the motor generator 12 by the engine 10 to charge the power storage device 76. The mode 9 is selected in step S2 if there is a start request. In the mode 9, as apparent from FIG. 4, the first clutch 16 is engaged (ON), the second clutch 20 is engaged (ON), and the engine 10 is operated by the motor generator 12 via the planetary gear unit 14. The engine 10 is started by rotating the engine and performing engine start control such as fuel injection. This mode 9 is performed with the automatic transmission 26 set to neutral when the vehicle is stopped, and when traveling with only the motor generator 12 having released the first clutch 16 as a power source as in mode 1, the first clutch 16 is engaged. At the same time, the motor generator 12 is operated with an output greater than the required output required for traveling, and the engine 10 is driven to rotate with a margin output greater than the required output. Even when the vehicle is traveling, it is possible to temporarily execute the mode 9 with the automatic transmission 26 being neutral. Since the engine 10 is started by the motor generator 12 in this way, a starter dedicated to starting (such as an electric motor) becomes unnecessary, the number of parts is reduced, and the apparatus is inexpensive.

If the determination in step S1 is NO, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is on, whether the shift position S of the shift lever 80 Judgment is made based on whether _H is in the “B (engine brake)” range and the accelerator operation amount θ _AC is 0, or simply whether the accelerator operation amount θ _AC is 0. If YES, step S4 is executed. . In step S4, it is determined whether or not the storage amount SOC of power storage device 76 is equal to or greater than a predetermined maximum storage amount A2, and if SOC ≧ A2, mode 8 is selected in step S5, and if SOC <A2, step S4 is performed. Mode 6 is selected in S6. The maximum power storage amount A2 is the maximum power storage amount allowed to charge the power storage device 76 with electrical energy, and is, for example, about 80% based on the charge / discharge efficiency (charging efficiency and discharge efficiency) of the power storage device 76. Value is set.

  In mode 8 selected in step S5, as apparent from FIG. 4, the first clutch 16 is engaged (ON), the second clutch 20 is engaged (ON), and the motor generator 12 is brought into a no-load state. The engine 10 is stopped, that is, the throttle valve is closed and the fuel injection amount is set to 0. Thus, the braking force by the rubbing rotation of the engine 10, that is, the engine brake is applied to the vehicle, and the braking by the driver is performed. Operation is reduced and driving operation becomes easy. Further, since motor generator 12 is in a no-load state and is freely rotated, it is avoided that the amount of stored electricity SOC of power storage device 76 becomes excessive and impairs performance such as charge / discharge efficiency.

  In mode 6 selected in step S6, as apparent from FIG. 4, the first clutch 16 is released (OFF), the second clutch 20 is engaged (ON), the engine 10 is stopped, and the motor generator 12 is turned off. When the motor generator 12 is driven to rotate by the kinetic energy of the vehicle in a charged state, the power storage device 76 is charged and a regenerative braking force such as an engine brake is applied to the vehicle. Operation is reduced and driving operation becomes easy. Further, since the first clutch 16 is released and the engine 10 is shut off, there is no energy loss due to the rubbing of the engine 10, and the process is executed when the charged amount SOC is smaller than the maximum charged amount A2. The power storage amount SOC of the device 76 does not become excessive and performance such as charge / discharge efficiency is not impaired.

If the determination in step S3 is NO, that is, if there is no request for braking force, step S7 is executed to determine whether or not engine start is requested, for example, in mode 3 such as when driving with the engine 10 as a power source. Judgment is made based on whether or not the vehicle is stopped, that is, whether or not the output speed N _O = 0 corresponding to the vehicle speed. If YES, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and the accelerator is ON. If not, mode 7 is selected in step S10.

In mode 5 selected in step S9, as apparent from FIG. 4, the first clutch 16 is engaged (ON), the second clutch 20 is released (OFF), the engine 10 is operated, and the motor generator The vehicle is started by controlling 12 regenerative braking torques. More specifically, if the gear ratio of the planetary gear unit 14 (the number of teeth of the sun gear 14s / the number of teeth of the ring gear 14r) is ρ, the engine torque T _E : the output torque of the planetary gear unit 14: the motor torque T _M = 1 : (1 + ρ): for the [rho, for example, 0.5 degree is a common value of the gear ratio [rho, by half the torque of the engine torque T _E motor generator 12 is shared, the engine torque T _E Is about 1.5 times as much torque as that of the carrier 14c. That is, high torque starting of (1 + ρ) / ρ times the torque of the motor generator 12 can be performed. Further, if the motor current is cut off and the motor generator 12 is brought into a no-load state, the output from the carrier 14c becomes 0 only by the reverse rotation of the rotor shaft 12r, and the vehicle is stopped. That is, the planetary gear device 14 in this case functions as a starting clutch and a torque amplifying device, and the engine torque T is increased by gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force. _The vehicle can be started smoothly with an output torque of (1 + ρ) times _E.

Here, in this embodiment, a motor generator having a torque capacity that is approximately ρ times the maximum torque of the engine 10, that is, a motor generator 12 that is as small and small in capacity as possible while ensuring the necessary torque is used. And at a low cost. Further, in this embodiment, the output of the engine 10 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase of the motor torque T _M , and the engine rotation accompanying the increase of the reaction force. thereby preventing engine stall or the like due to the reduction in the number N _E.

  In the mode 7 selected in step S10, as apparent from FIG. 4, the first clutch 16 is engaged (ON), the second clutch 20 is released (OFF), the engine 10 is brought into an operating state, and the motor generator 12 is operated. Is made neutral in an unloaded state. When the rotor shaft 12r of the motor generator 12 is freely rotated in the reverse direction, the output from the carrier 14c becomes zero. Accordingly, it is not necessary to stop the engine 10 one by one when the vehicle is stopped while traveling with the engine 10 as a power source such as in the mode 3, and the engine start in the mode 5 is substantially possible.

If the determination in step S7 is NO, that is, if there is no engine start request, step S11 is executed to determine whether or not the request output Pd is equal to or less than a preset first determination value P1. The required output Pd is an output required for traveling of the vehicle including the running resistance, and is previously determined based on the accelerator operation amount θ _AC , its change speed, the vehicle speed (output rotational speed N _O ), the shift stage of the automatic transmission 26, and the like. It is calculated by a predetermined data map or arithmetic expression. Further, the first determination value P1 is a boundary value between a medium load region that travels using only the engine 10 as a power source and a low load region that travels using only the motor generator 12 as a power source, and includes energy including when the engine 10 is charged. In consideration of efficiency, the amount of exhaust gas, the amount of fuel consumption, and the like are determined by experiments so as to be as small as possible. If the required output Pd is less than or equal to the first determination value P1, it is determined in step S12 whether or not the storage amount SOC is greater than or equal to a preset minimum storage amount A1, and if SOC ≧ A1, the mode is determined in step S13. 1 is selected, and if SOC <A1, mode 3 is selected in step S14. The minimum storage amount A1 is the minimum storage amount that is allowed to take out electrical energy from the power storage device 76 when traveling using the motor generator 12 as a power source. For example, the minimum power storage amount A1 is 70 based on the charge / discharge efficiency of the power storage device 76. A value of about% is set.

  In the mode 1, as apparent from FIG. 4, the first clutch 16 is disengaged (OFF), the second clutch 20 is engaged (ON), the engine 10 is stopped, and the motor generator 12 is output at the required output Pd. The vehicle is driven to rotate, and the vehicle is driven using only the motor generator 12 as a power source. Also in this case, since the first clutch 16 is released and the engine 10 is shut off, the friction loss is small as in the mode 6, and efficient motor drive control is achieved by appropriately controlling the shift of the automatic transmission 26. Is possible. This mode 1 is executed when the required output Pd is in a low load region where the first determination value P1 or less and the power storage amount SOC of the power storage device 76 is equal to or higher than the minimum power storage amount A1, and thus travels using the engine 10 as a power source. The energy efficiency is superior to that of the case, so that fuel consumption and exhaust gas can be reduced, and the power storage amount SOC of the power storage device 76 does not fall below the minimum power storage amount A1, and performance such as charge / discharge efficiency is not impaired.

  In mode 3 selected in step S14, as apparent from FIG. 4, both the first clutch 16 and the second clutch 20 are engaged (ON), the engine 10 is in the operating state, and the motor generator 12 is charged by regenerative braking. In this state, the electric energy generated by the motor generator 12 is charged in the power storage device 76 while the vehicle is running with the output of the engine 10. The engine 10 is operated at an output that is equal to or higher than the required output Pd, and current control of the motor generator 12 is performed so that the motor generator 12 consumes a surplus power larger than the required output Pd.

  If the determination in step S11 is NO, that is, if the request output Pd is larger than the first determination value P1, whether or not it is smaller than the second determination value P2 larger than the first determination value P1 in step S15, that is, P1 < It is determined whether Pd <P2. The second determination value P2 is a boundary value between a medium load region that travels using only the engine 10 as a power source and a high load region that travels using both the engine 10 and the motor generator 12 as power sources, and includes when the engine 10 is charged. In consideration of the energy efficiency, the amount of exhaust gas and the amount of fuel consumption is determined in advance by experiments or the like so as to reduce as much as possible. If P1 <Pd <P2, it is determined whether or not SOC ≧ A1 in step S16. If SOC ≧ A1, mode 2 is selected in step S17, and if SOC <A1, the step S14. Select mode 3. If Pd ≧ P2, whether or not SOC ≧ A1 is determined in step S18. If SOC ≧ A1, mode 4 is selected in step S19, and if SOC <A1, mode 2 is selected in step S17. select.

  In mode 2 described above, as apparent from FIG. 4, both the first clutch 16 and the second clutch 20 are engaged (ON), the engine 10 is operated at the required output Pd, and the motor generator 12 is brought into a no-load state. Therefore, the vehicle is driven using only the engine 10 as a power source. In mode 4, both the first clutch 16 and the second clutch 20 are engaged (ON), the engine 10 is in an operating state, and the motor generator 12 is driven to rotate. Both the engine 10 and the motor generator 12 are driven. The vehicle is driven at a high output as a power source. This mode 4 is executed in a high load region where the required output Pd is equal to or greater than the second determination value P2. However, since the engine 10 and the motor generator 12 are used together, only one of the engine 10 and the motor generator 12 is used. Compared to traveling as a power source, energy efficiency is not significantly impaired, and fuel consumption and exhaust gas can be reduced. In addition, since the storage amount SOC is executed when the storage amount SOC is equal to or greater than the minimum storage amount A1, the storage amount SOC of the power storage device 76 does not fall below the minimum storage amount A1, and performance such as charge / discharge efficiency is not impaired.

  Summarizing the operating conditions of the above modes 1 to 4, if the storage amount SOC ≧ A1, in the low load region where Pd ≦ P1, the mode 1 is selected in step S13 and the motor generator 12 alone is used as the power source, and P1 <Pd <P2 In the middle load region, mode 2 is selected in step S17 and travel is performed using only engine 10 as the power source. In the high load region where P2 ≦ Pd, mode 4 is selected in step S19 and engine 10 and the motor generator are driven. The vehicle travels with both 12 as power sources. Further, when SOC <A1, the power storage device 76 is charged by executing the mode 3 of step S14 in the medium and low load region where the required output Pd is smaller than the second determination value P2, but the required output Pd is the second In the high load region equal to or higher than the determination value P2, mode 2 is selected in step S17, and the engine 10 performs high output travel without charging.

  Mode 2 of step S17 is executed when P1 <Pd <P2 in the medium load region and SOC ≧ A1, or when Pd ≧ P2 is high load region and SOC <A1, but generally in the medium load region. Since the engine 10 is more energy efficient than the motor generator 12, fuel consumption and exhaust gas can be reduced as compared with the case where the motor generator 12 is used as a power source. In the high load region, the mode 4 in which the motor generator 12 and the engine 10 are used in combination is desirable. However, when the power storage amount SOC of the power storage device 76 is smaller than the minimum power storage amount A1, only the engine 10 in the mode 2 is powered. By performing the operation as a source, it is possible to avoid that the power storage amount SOC of the power storage device 76 is less than the minimum power storage amount A1 and impair performance such as charge / discharge efficiency.

  On the other hand, in the hybrid vehicle of this embodiment, hydraulic oil is supplied to the hydraulic clutches 36, 38, 44 and the meshing clutches 40, 42 of the automatic transmission 26 to switch the gear position and forward / reverse, An oil pump 100 (see FIG. 2) having a dedicated drive motor is provided to lubricate the meshing portion, the bearing portion, and the like, and oil is supplied to the automatic transmission 26 via a hydraulic circuit (not shown). . The oil pump 100 is operated by a controller 64 via a pump drive circuit 98, and is based on signals from a start switch 102, a shift lock switch 104, a key interlock switch 106, the brake switch 92, and the like. Is activated.

  The start switch 102 corresponds to a start operation means. As shown in FIG. 5, a LOCK position, an ACC position, an ON position, and an ST (start) position are provided, and a LOCK position and an ACC where an operation key is inserted and removed. At the position, all the power sources related to the vehicle drive are OFF (non-energized), and the controller 64 is turned ON (energized) when the operation key is operated to the ON position. Once the operation is performed up to the ST (start) position, the power of the motor generator control device (inverter) 74 is turned on (energized) by the controller 64, and the motor generator 12 and the engine 10 are ready to start. The The ST position is a momentary switch, the operation key is automatically returned to the ON position, and the ready state of the motor generator 12 and the engine 10 is maintained.

  The shift lock switch 104 is for detecting whether or not a shift lock release means (button or the like) disposed on the shift lever 80 or the like has been released. If the shift lock release means is not released, the shift lock switch 104 shifts. The lever 80 is fixed to the “P” range by a shift lock solenoid 108 (see FIG. 8) of the shift lock mechanism, and cannot be operated to another range. The shift lock mechanism releases the shift lock when the shift lock release means is released and the shift lock switch 104 is turned off, and the brake pedal is depressed and the brake switch 92 is turned on. 80 P removal operation, that is, operation from the “P” range to another range is allowed.

  The key interlock switch 106 is used to interlock the shift lever 80 so that the operation key cannot be removed from the start switch 102 when the shift lever 80 is not operated to the “P” range. It is turned OFF when operated to the “P” range, and the operation key can be removed. That is, when the operation key is inserted into the start switch 102 and the vehicle is first started (started), the shift lever 80 is held in the “P” range. Transistor 109 in FIG. 6 is for a key interlock solenoid.

The controller 64 includes a pump activation means 114 functionally composed of an OR circuit 110 and an AND circuit 112 as shown in FIG. 6, for example, and the operation key of the start switch 102 is once operated to the ST position. After that, the oil pump 100 is operated to supply oil to the automatic transmission 26 when the oil pump 100 is held in the ON position and at least one of the brake switch 92 and the key interlock switch 106 is ON. 7, Ru example der of a time chart of this case. The brake switch 92 is turned on even when the shift lever 80 is moved from the “P” range to another range other than the P removal operation, and the oil pump 100 may be operated more than necessary. Under the condition, it is normal to perform the release operation of the shift lock release means and the shift operation of the shift lever 80 from the brake ON operation. A sufficient amount of oil can be supplied to the automatic transmission 26 before the engine 10 or the motor generator 12 is started by being operated to a driving range such as a range. The brake ON, that is, the depression of the brake pedal is a preliminary operation necessary for the P release operation, and the brake switch 92 corresponds to the P release preliminary operation detecting means. 7 indicates that the operation key is operated to the LOCK position or the ACC position, and ON indicates that the engine 10 and the motor generator 12 are ready after being operated to the ST position. It means being in a state. In addition, the filled portion in the column of the shift lever 80 represents the operation position.

As described above, in the hybrid vehicle of this embodiment, the oil pump 100 is operated at the stage where the preliminary operation is performed before the shift lever 80 is operated to remove the P so that oil is supplied to the automatic transmission 26. Therefore, before the shift lever 80 is operated to a drive range such as the “D” range and the engine 10 and the motor generator 12 are started and the power is transmitted to the automatic transmission 26, the automatic shift is performed. A sufficient amount of oil is reliably supplied to the machine 26, oil supply delay to the automatic transmission 26 is prevented, and sufficient lubrication is obtained from the beginning of the vehicle, and the hydraulic clutch 36, Insufficient engagement force of 38 and 44 is resolved. In particular, since the oil pump 100 is started at the preliminary operation stage necessary for the P removal operation , for example, the oil pump 100 is wasted compared to a case where the oil pump 100 is operated only by turning on the start switch 102. The operating time can be shortened, and power consumption associated with driving the pump can be reduced while preventing oil supply delay.

  Next, another embodiment of the present invention will be described. In the following embodiments, parts that are substantially the same as those in the above embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

FIG. 8 shows that the oil pump 100 is activated by detecting that a preliminary operation necessary for the P removal operation is performed using the shift lock switch 104 instead of the key interlock switch 106. Also in this case, the same effect as the above-described embodiment can be obtained. In this embodiment, the brake switch 92 and the shift lock switch 104 correspond to the P removal preliminary operation detection means, and the release operation of the shift lock release means detected by the shift lock switch 104 corresponds to the preliminary operation necessary for the P release operation. To do.

  FIG. 9 shows a case where the oil temperature is lower than a predetermined value and there is a problem in the rise of oil pressure, that is, when the temperature switch 120 is ON, or when the service switch 122 is turned ON for vehicle maintenance. Alternatively, when the charge amount SOC of the power storage device 76 is equal to or less than a predetermined value and the charge control at the time of stopping charging the power storage device 76 is performed in the same manner as in the mode 3 of FIG. In this case, the oil pump 100 is operated on the condition that the start switch 102 is ON even when the shift lever 80 is held in the “P” range. In the “P” range, the automatic transmission 26 is in a power transmission cut-off state as in the “N” range, and the rotation of the second shaft 34 is prevented by a mechanical parking lock mechanism or the like. There is no fear of running. The stop-time charge control switch 124 is configured by software in the controller 64, for example.

  FIG. 10 is a flowchart for explaining another embodiment of the present invention. This is executed by the controller 64 when the operation key of the start switch 102 is operated from the LOCK position to the ON position and the controller 64 is turned on. Is done. A system check is performed in step R1, various data are read in step R2, and a hydraulic motor, that is, a drive motor dedicated to the oil pump 100 is started in step R3. Of the series of signal processing performed by the controller 64, the portion that executes step R3 corresponds to the pump starting means.

  In step R4, it is determined whether or not the ST flag which is set to “1” by operating the operation key to the ST position is “1”. If the ST flag is “1”, the motor generator is determined in step R5. The power source of the control device (inverter) 74 is turned on (ON). As a result, the motor generator 12 is ready to be activated, and it is checked in step R6 whether the motor generator control device 74 is normal. If it is normal, the engine start permission flag is set to “1” in the next step R7, and the engine 10 is ready to start.

In step R8, it is determined whether or not the storage amount SOC of the power storage device 76 is a predetermined value or more, for example, the minimum storage amount A1 or more. If the storage amount SOC is a predetermined value or more, step R11 is executed. the shift position S _H is determined whether the "P" range or "N" range in step R9, performs the stopping time of charge control in step R10 if "P" range or "N" range. In step R11, the shift position S _H "P" range, brake ON, and determines whether the ST flag is "1", ON a shift lock release signal at step R12 if YES The shift lever 80 is allowed to be operated from the “P” range to another range while releasing the shift lock releasing means.

  In this embodiment, as shown in FIG. 11, when the operation key of the start switch 102 is operated to the ON position, the oil pump 100 is activated (ON), while the engine 10 and the motor generator 12 have the operation keys Since the ready state is activated by further operating from the ON position to the ST position, a delay in oil supply to the automatic transmission 26 is reliably prevented. Since the engine 10 and the motor generator 12 are normally activated in the ready state when the shift lever 80 is operated to a drive range such as the “R” range or the “D” range, the oil transmission to the automatic transmission 26 is sufficient. In addition, when the storage amount SOC of the power storage device 76 is small, the engine 10 and the motor generator 12 may be operated in the “P” range to perform stop-time charging control (step R10). Even in this case, there is no oil supply delay in this embodiment.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are only one Embodiment of this invention, and this invention is the aspect which added the various change and improvement based on the knowledge of those skilled in the art Can be implemented.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a drive system of a hybrid vehicle provided with a hydraulic control device according to an embodiment of the present invention. It is a block diagram explaining the control system of the hybrid vehicle of FIG. 2 is a flowchart for explaining an operation mode determination subroutine of the hybrid vehicle in FIG. 1. It is a figure explaining the several driving | operation mode of the hybrid vehicle of FIG. It is a figure explaining the key position of the start switch in the hybrid vehicle of FIG. 1, and the operating state of each part. It is a figure explaining the specific structure of the pump starting means in the hybrid vehicle of FIG. It is an example of the time chart explaining the action | operation of the oil pump in the hybrid vehicle of FIG. It is a figure explaining another example of the pump starting means of FIG. It is a figure explaining another example of the pump starting means of FIG. It is a figure explaining another Example of this invention, and is a flowchart explaining the starting process routine of a system. It is a figure explaining the key position of the start switch in the Example of FIG. 10, and the operating state of each part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10: Engine 12: Motor generator (electric motor) 26: Automatic transmission 64: Controller 80: Shift lever 92: Brake switch (P extraction preliminary operation detection means) 100: Oil pump 104: Shift lock switch (P extraction preliminary operation detection) Means) 1 14: Pump starting means
Steps S1 to S19: Operation mode selection means Step R3: Pump activation means

Claims (2)

While equipped with an engine that operates by combustion of fuel and an electric motor that operates by electric energy as a power source for vehicle travel,
And it has been the transmission disposed in a power transmission path between the engine and the electric motor and the drive wheels,
Possess the electric oil pump for supplying oil to the speed change device, the hydraulic control system of the engine and the electric motor hybrid vehicle operating conditions is selectable different operating modes,
The engine and the electric motor both rotate the drive wheels via the transmission,
While the oil pump includes a dedicated drive motor different from the electric motor used as a power source for traveling the vehicle ,
An operation mode selection means for reading various information and selecting one of the plurality of operation modes;
Before and said electric motor before the engine to be operated in the operation mode selected by said operation mode selecting means is caused to start is to start, a pump start means for starting the oil pump,
A hydraulic control apparatus for a hybrid vehicle characterized by comprising: A shift lever operated to move to a parking position where both the engine and the electric motor are held in a stopped state, and a driving position where the engine and the electric motor are driven using at least one of the electric motor as a power source;
P removal preliminary operation detecting means for detecting that a preliminary operation necessary for removing the shift lever from the parking position is performed before the shift lever is removed from the parking position. Have and
2. The hybrid vehicle according to claim 1, wherein the pump starting unit starts the oil pump when it is detected by the P removal preliminary operation detecting unit that the preliminary operation is performed. Hydraulic control device.

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