JP6025628B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention is a hybrid equipped with an engine and an electric motor as a power source and capable of selecting an electric travel mode (EV mode) that travels only by the electric motor and a hybrid travel mode (HEV mode) that travels by the electric motor and engine. The present invention relates to a vehicle control device.

  As such a hybrid vehicle, for example, one described in Patent Document 1 is known. In this hybrid vehicle, the engine is coupled to the driving wheel through a continuously variable transmission and a clutch in order to be detachable, and the electric motor is always coupled to the driving wheel. In addition, a mechanical oil pump driven by the engine is provided to supply oil to the continuously variable transmission and the clutch.

  This hybrid vehicle is capable of electric travel (EV travel) in the EV mode using only the electric motor by stopping the engine and releasing the clutch, and is electrically operated by starting the engine and engaging the clutch. Hybrid running (HEV running) in HEV mode with a motor and engine is possible.

  By releasing the clutch during EV travel, the engine and continuously variable transmission in the stopped state are disconnected from the drive wheels, so the friction of the engine and continuously variable transmission during EV travel can be reduced. Energy efficiency can be increased by avoiding energy loss in minutes.

JP 2000-199442 A

  However, in the above prior art, the mechanical oil pump stops while the rotating element on the downstream side of the power train including the clutch is rotating during traveling in the EV mode. There was a risk of insufficient lubrication of the rotating elements.

  An object of the present invention is to provide a control device for a hybrid vehicle that can ensure lubrication during traveling in the EV mode, paying attention to the above problems.

  For this purpose, a hybrid vehicle control apparatus according to the present invention includes a mechanical oil pump that is driven by an engine and supplies lubricating oil, and an electric oil pump that is driven by an electric motor and supplies lubricating oil. When the vehicle is traveling in the electric travel mode in which the vehicle is stopped and travels by the driving force of the drive motor, the electric oil pump is operated.

  Therefore, even if the mechanical oil pump stops when traveling in the electric travel mode, the lubricating oil is supplied to the rotating elements that rotate during traveling in the electric travel mode by operating the electric oil pump. It is possible to ensure sufficient lubrication.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to a first embodiment. In the hybrid vehicle of the first embodiment, (a) is a schematic system diagram showing a drive system of the hybrid vehicle and an overall control system thereof, and (b) is a V-belt type continuously variable transmission in the drive system of the hybrid vehicle. FIG. 3 is a logic diagram of clutch engagement in a sub-transmission built in the machine. 1 is an enlarged schematic diagram of a continuously variable transmission in Embodiment 1. FIG. 3 is an example of a shift map stored in the transmission controller according to the first embodiment. It is the mode map in which the driving mode of the hybrid vehicle of Example 1 was set. It is the schematic showing the action reaction of the force in the variator of Example 1. FIG. FIG. 7 is a characteristic diagram showing the relationship between the action and reaction of force in the variator in FIG. 6 and the relationship between the hydraulic pressures necessary for maintaining the gear ratio. 6 is a flowchart illustrating a gear ratio maintaining control process in an EV mode according to the first embodiment. 6 is a time chart when hydraulic pressure is not generated in the EV mode in the hybrid vehicle of the comparative example. 6 is a time chart in the case where the hydraulic oil is generated by operating the electric oil pump EO / P in the EV mode in the hybrid vehicle of the first embodiment. It is a schematic system diagram which shows the drive system of the hybrid vehicle of Example 2, and its whole control system. FIG. 6 is a schematic system diagram illustrating a drive system of a hybrid vehicle according to a third embodiment and an overall control system thereof. FIG. 6 is a schematic system diagram illustrating a drive system of a hybrid vehicle according to a fourth embodiment and an overall control system thereof.

[Example 1]
FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment. The hybrid vehicle shown in FIG. 1 includes an engine 1 and an electric motor 2 as power sources, and the engine 1 is started by a starter motor 3. The engine 1 is drive-coupled to the drive wheels 5 through a V-belt type continuously variable transmission 4 so as to be appropriately separated.

  The variator CVT of the continuously variable transmission 4 is a V belt type continuously variable transmission mechanism including a primary pulley 6, a secondary pulley 7, and a V belt 8 (endless flexible member) spanned between these pulleys 6 and 7. is there. The V belt 8 employs a configuration in which a plurality of elements are bundled by an endless belt, but may be a chain system or the like, and is not particularly limited. The primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C, and the secondary pulley 7 is coupled to the drive wheel 5 via the clutch CL and the final gear set 9 in order. In the present embodiment, elements (such as a clutch and a brake) that connect and disconnect the power transmission path are collectively referred to as a clutch. FIG. 1 conceptually shows a power transmission path. A high clutch H / C, a reverse brake R / B, and a low brake L / B provided in an auxiliary transmission 31 described later are collectively referred to as a clutch. It is described as CL. When the clutch CL is engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C, and then sequentially passes through the V belt 8, the secondary pulley 7, the clutch CL, and the final gear set 9 to drive wheels 5 To be used for running a hybrid vehicle.

  During engine power transmission, the pulley V groove width of the primary pulley 6 is reduced while the pulley V groove width of the secondary pulley 7 is increased to increase the winding arc diameter of the V belt 8 and the primary pulley 6 and at the same time Decrease the diameter of the winding arc with pulley 7. As a result, the variator CVT upshifts to the high pulley ratio (high gear ratio). When the upshift to the High side gear ratio is performed to the limit, the gear ratio is set to the maximum gear ratio.

  Conversely, by increasing the pulley V groove width of the primary pulley 6 and reducing the pulley V groove width of the secondary pulley 7, the winding pulley diameter of the V belt 8 and the primary pulley 6 is reduced, and at the same time the secondary pulley 7 Increase the winding arc diameter. As a result, the variator CVT downshifts to the low pulley ratio (low gear ratio). When downshifting to the low side gear ratio is performed to the limit, the gear shift is set to the minimum gear ratio.

  The variator CVT has a primary rotational speed sensor 6a for detecting the rotational speed of the primary pulley 6 and a secondary rotational speed sensor 7a for detecting the rotational speed of the secondary pulley 7, and the rotational speed detected by these both rotational speed sensors. The actual gear ratio is calculated based on the above, and hydraulic control of each pulley is performed so that the actual gear ratio becomes the target gear ratio.

The electric motor 2 is always coupled to the drive wheel 5 via the final gear set 11, and the electric motor 2 is driven via the inverter 13 by the power of the battery 12.
The inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2, and controls the driving force and the rotation direction of the electric motor 2 by adjusting the power supplied to the electric motor 2.
The electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking described in detail later. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 so that the electric motor 2 acts as a generator, and the generated power of the electric motor 2 is stored in the battery 12.

  In the hybrid vehicle of the first embodiment, by driving the electric motor 2 with the clutch CL released and the engine 1 stopped, only the power of the electric motor 2 reaches the drive wheels 5 via the final gear set 11, The vehicle travels in the electric travel mode (EV mode) using only the electric motor 2. During this time, by releasing the clutch CL, the friction of the stopped engine 1 and the variator CVT is reduced, and wasteful power consumption during EV traveling is suppressed.

  When the engine 1 is started by the starter motor 3 and the clutch CL is fastened in the above EV running state, the power from the engine 1 is converted to the torque converter T / C, the primary pulley 6, the V belt 8, the secondary pulley 7, the clutch CL, and The vehicle finally reaches the drive wheel 5 through the final gear set 9, and the hybrid vehicle travels in a hybrid travel mode (HEV mode) using the engine 1 and the electric motor 2.

  When the hybrid vehicle is stopped from the above running state or kept in this stopped state, the brake disk 14 that rotates together with the drive wheels 5 is clamped by the caliper 15 to be braked. The caliper 15 is connected to a master cylinder 18 that outputs a brake fluid pressure corresponding to the brake pedal depression force under a boost by a negative pressure brake booster 17 that responds to the depression force of the brake pedal 16 that the driver steps on. The brake disc 14 is braked by operating the caliper 15 by the brake fluid pressure generated by the master cylinder 18. In both the EV mode and the HEV mode, the hybrid vehicle drives the wheel 5 with a torque according to the driving force command that the driver commands by depressing the accelerator pedal 19, and travels with the driving force according to the driver's request. .

  The hybrid controller 21 selects the travel mode of the hybrid vehicle, the output control of the engine 1, the rotational direction control and output control of the electric motor 2, the shift control of the variator CVT, the shift control of the auxiliary transmission 31, and the clutch CL. The fastening / release control and the charge / discharge control of the battery 12 are executed. At this time, the hybrid controller 21 performs these controls via the corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25.

  The hybrid controller 21 includes an accelerator pedal opening sensor that detects a signal from the brake switch 26, which is a normally open switch that switches from OFF to ON when the brake pedal 16 is depressed, and an accelerator pedal depression amount (accelerator pedal opening) APO. The signal from 27 is input. The hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.

  The engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21. Perform output control. The transmission controller 24 responds to a command from the hybrid controller 21 and uses oil from a mechanical oil pump O / P driven by an engine (or an electric oil pump EO / P driven by a pump motor) as a medium. The shift control of the variator CVT (V-belt type continuously variable transmission mechanism CVT), the shift control of the auxiliary transmission 31, and the engagement / release control of the clutch CL are performed. The battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.

  FIG. 2 (a) is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment. FIG. 2 (b) is a continuously variable transmission in the hybrid vehicle drive system according to the first embodiment. 4 is an engagement logic diagram of a clutch CL (specifically, H / C, R / B, L / B) in the auxiliary transmission 31 incorporated in FIG. As shown in FIG. 2 (a), the auxiliary transmission 31 rotatably supports the composite sun gears 31s-1 and 31s-2, the inner pinion 31pin, the outer pinion 31pout, the ring gear 31r, and the pinions 31pin and 31pout. And a Ravigneaux type planetary gear set comprising the carrier 31c.

  Of the composite sun gears 31s-1 and 31s-2, the sun gear 31s-1 is coupled to the secondary pulley 7 so as to act as an input rotating member, and the sun gear 31s-2 is arranged coaxially with respect to the secondary pulley 7, but freely rotates. To get.

The inner pinion 31pin is engaged with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31s-2 are respectively engaged with the outer pinion 31pout.
The outer pinion 31pout meshes with the inner periphery of the ring gear 31r, and is coupled to the final gear set 9 so that the carrier 31c acts as an output rotating member.
The carrier 31c and the ring gear 31r can be appropriately coupled by the high clutch H / C as the clutch CL, the ring gear 31r can be appropriately fixed by the reverse brake R / B as the clutch CL, and the sun gear 31s-2 can be coupled by the clutch CL. It can be fixed as appropriate with a certain low brake L / B.

  The auxiliary transmission 31 is engaged with the high clutch H / C, the reverse brake R / B, and the low brake L / B in the combinations indicated by the circles in FIG. 2 (b), and the others are shown in FIG. 2 (b). By releasing as shown by the mark, the forward first speed, the second speed, and the reverse speed can be selected. When the high clutch H / C, reverse brake R / B, and low brake L / B are all released, the sub-transmission 31 is in a neutral state where no power is transmitted. When the transmission 31 is in the first forward speed selection (deceleration) state and the high clutch H / C is engaged, the auxiliary transmission 31 is in the second forward speed selection (direct connection) state and when the reverse brake R / B is engaged, The transmission 31 is in a reverse selection (reverse) state.

  The continuously variable transmission 4 in FIG. 2 (a) releases all the clutches CL (H / C, R / B, L / B) and puts the sub-transmission 31 in a neutral state, so that the variator CVT (secondary The pulley 7) and the drive wheel 5 can be disconnected.

  The continuously variable transmission 4 in FIG. 2 (a) is controlled by using oil from a mechanical oil pump O / P driven by an engine or an electric oil pump EO / P driven by a pump motor as a working medium. The transmission controller 24 includes a line pressure solenoid 35, a lockup solenoid 36, a secondary pulley pressure solenoid 37-1, a primary pulley pressure solenoid 37-2, a low brake pressure solenoid 38, a high clutch pressure & reverse brake pressure solenoid 39 and a switch. The control of the variator CVT is controlled through the valve 41 as follows. In addition to the signals described above with reference to FIG. 1, the transmission controller 24 receives a signal from the vehicle speed sensor 32 that detects the vehicle speed VSP and a signal from the acceleration sensor 33 that detects the vehicle acceleration / deceleration G.

  The line pressure solenoid 35 responds to a command from the transmission controller 24 and regulates the oil from the mechanical oil pump O / P to the line pressure PL corresponding to the vehicle required driving force. An electric oil pump EO / P is connected between the mechanical oil pump O / P and the line pressure solenoid 35, and pump discharge pressure is supplied in response to a command from the transmission controller 24.

  The lockup solenoid 36 responds to a lockup command from the transmission controller 24 and directs the line pressure PL to the torque converter T / C as appropriate, so that the torque converter T / C is connected between the input and output elements as required. Set to a directly connected lockup state.

The secondary pulley pressure solenoid 37-1 adjusts the line pressure PL to the secondary pulley pressure according to the clamp force command from the transmission controller 24, and supplies the secondary pulley pressure to the secondary pulley 7. Clamp it so that it will not slip.
The primary pulley pressure solenoid 37-2 adjusts the line pressure PL to the primary pulley pressure in response to the CVT gear ratio command from the transmission controller 24, and supplies this to the primary pulley 6, thereby The CVT gear ratio command from the transmission controller 24 is realized by controlling the groove width and the V groove width of the secondary pulley 7 so that the CVT gear ratio matches the command from the transmission controller 24.
The low brake pressure solenoid 38 is engaged by supplying the line pressure PL to the low brake L / B as the low brake pressure when the transmission controller 24 issues the first speed selection command for the sub-transmission 31. The first speed selection command is realized.
The high clutch pressure & reverse brake pressure solenoid 39 is a switch valve that uses the line pressure PL as the high clutch pressure & reverse brake pressure when the transmission controller 24 issues the second speed selection command or reverse selection command for the sub-transmission 31. Supply to 41.

  The maximum discharge capacity of the electric oil pump EO / P of Example 1 is set smaller than that of the mechanical oil pump O / P, and does not have the discharge capacity to shift the variator CVT. The motor and pump of the electric oil pump EO / P are miniaturized by ensuring the discharge capacity that maintains the ratio or the discharge capacity that supplies lubricating oil.

At the time of the second speed selection command, the switch valve 41 uses the line pressure PL from the solenoid 39 as the high clutch pressure to the high clutch H / C, and by engaging this, the second speed selection command of the auxiliary transmission 31 is issued. Realize.
At the time of the reverse selection command, the switch valve 41 uses the line pressure PL from the solenoid 39 as the reverse brake pressure to the reverse brake R / B and fastens it, thereby realizing the reverse selection command of the auxiliary transmission 31.

[Lubrication oil supply in EV mode]
Here, when the electric motor 2 outputs driving force in the EV mode or when regenerative braking force is generated, all the clutch CL of the sub-transmission 31 is released and the engine 1 is stopped. The oil pressure by the oil pump O / P cannot be ensured, and the rotating element rotated by the electric motor 2 may run out of lubricating oil. Therefore, when traveling in the EV mode, the electric oil pump EO / P is operated, and lubricating oil is supplied to the rotating elements such as the auxiliary transmission 31 that rotates as the electric motor 2 travels. In other words, in the power train, the lack of lubrication is eliminated by supplying lubricating oil to the rotating element (corresponding to the lubrication target) on the drive wheel side including the clutch CL.

  FIG. 3 is an enlarged schematic diagram of the continuously variable transmission according to the first embodiment. When traveling in the EV mode, the electric oil pump EO / P is operated to supply the lubricating oil to the lubricating oil supply oil passage 40. Thus, the lubricating oil is supplied to each clutch CL and each gear by the centrifugal force from the radial oil passage 40b through the shaft center lubricating oil passage 40a provided in the sub-transmission 31.

  In the case of the first embodiment, the plurality of clutches CL adopt a wet multi-plate method, and the auxiliary transmission 31 is a clutch pack packed together with the Ravigneaux type planetary gear set on the drive wheel side of the variator CVT. It is assembled. Therefore, in the configuration in which the oil stored in the transmission case is simply lifted up and lubricated, the lubricating oil lifted up by the centrifugal force is repelled, and the lubricating oil cannot be supplied to the inside of the clutch pack. . Therefore, as described above, the lubricating oil is supplied to the shaft-lubricating oil passage 40a, and the gears and shafts of the relative rotation portion of the clutch and the Ravigneaux-type planetary gear set are lubricated by the shaft-center lubrication.

[About shift control processing]
Next, the shift control process will be described. FIG. 4 is an example of a shift map stored in the transmission controller 24 of the first embodiment. The transmission controller 24 controls the continuously variable transmission 4 according to the driving state of the vehicle (vehicle speed VSP, primary rotation speed Npri, accelerator pedal opening APO in the first embodiment) while referring to this shift map. In this shift map, the operating point of the continuously variable transmission 4 is defined by the vehicle speed VSP and the primary rotational speed Npri. The slope of the line connecting the operating point of the continuously variable transmission 4 and the zero point in the lower left corner of the transmission map is the transmission ratio of the continuously variable transmission 4 (the overall ratio obtained by multiplying the transmission ratio of the variator CVT by the transmission ratio of the sub-transmission 31). Speed ratio, hereinafter referred to as “through speed ratio”).

  Similar to the shift map of the conventional belt type continuously variable transmission, a shift line is set for each accelerator pedal opening APO in this shift map, and the shift of the continuously variable transmission 4 is set to the accelerator pedal opening APO. It is performed according to the shift line selected accordingly. For simplicity, FIG. 4 shows a full load line (shift line when accelerator pedal opening APO = 8/8), partial line (shift line when accelerator pedal opening APO = 4/8), coast line, Only the line (shift line when accelerator pedal opening APO = 0/8) is shown.

  When the continuously variable transmission 4 is in the low speed mode, the continuously variable transmission 4 sets the speed ratio of the variator CVT to the highest gear ratio and the variator CVT to the highest gear ratio. It is possible to shift between the resulting low speed mode highest line. At this time, the operating point of the continuously variable transmission 4 moves in the A region and the B region. On the other hand, when the continuously variable transmission 4 is in the high speed mode, the continuously variable transmission 4 sets the speed ratio of the variator CVT to the maximum high speed ratio and the speed ratio of the variator CVT obtained by setting the speed ratio of the variator CVT to the lowest speed ratio. It is possible to shift between the high-speed mode highest line obtained as described above. At this time, the operating point of the continuously variable transmission 4 moves in the B region and the C region.

  The gear ratio of each gear stage of the sub-transmission 31 is such that the gear ratio corresponding to the low speed mode highest line (low speed mode highest high gear ratio) corresponds to the high speed mode lowest line (high speed mode lowest gear ratio). It is set to be smaller than that. As a result, the range of the through gear ratio of the continuously variable transmission 4 that can be used in the low speed mode (“low speed mode ratio range” in the figure) and the range of the through gear ratio of the continuously variable transmission 4 that can be used in the high speed mode (in the figure). , “High-speed mode ratio range”) and the operating point of the continuously variable transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line. 4 can select either low-speed mode or high-speed mode.

  Further, on this shift map, a mode switching shift line for shifting the sub-transmission 31 is set to overlap the low speed mode highest line. The through speed change ratio (hereinafter referred to as “mode change speed change ratio mRatio”) corresponding to the mode change speed change line is set to a value equal to the low speed mode maximum High speed change ratio. The reason why the mode switching shift line is set in this manner is that the smaller the gear ratio of the variator CVT, the smaller the input torque to the sub-transmission 31, and the lower the shift shock when shifting the sub-transmission 31. .

  When the operating point of the continuously variable transmission 4 crosses the mode switching speed line, that is, when the actual value of the through speed ratio changes across the mode switching speed ratio mRatio, the transmission controller 24 is connected to the variator CVT. Both the sub-transmissions 31 perform coordinated shifting and switch between the high speed mode and the low speed mode.

[About mode switching control]
FIG. 5 is a mode map in which the travel mode of the hybrid vehicle of the first embodiment is set. In the mode map of FIG. 5, the value above 0 on the vertical axis is set according to the accelerator pedal opening, and the value below 0 is set according to the on / off state of the brake switch 26. In the EV powering region where the accelerator pedal 19 is depressed, the powering region in the EV mode is set up to the powering vehicle speed VSPX. Details of the power running speed VSPX will be described later. Further, in an area representing a state where the accelerator pedal 19 is hardly depressed (for example, an accelerator pedal opening sufficiently smaller than 1/8), the EV mode is used up to a predetermined vehicle speed VSP1 higher than the power running speed VSPX. The power running area is set. The region below the predetermined vehicle speed VSP1 is hardly selected when the accelerator pedal 19 is depressed.
On the other hand, when the accelerator pedal 19 is released during traveling in the HEV mode and the vehicle shifts to coasting (inertia), or when the vehicle is braked by depressing the brake pedal 16 from the power running state in the HEV mode, the regeneration by the electric motor 2 is performed. The kinetic energy of the vehicle is converted into electric power by braking, and this is stored in the battery 12 to improve energy efficiency (HEV regeneration state).

By the way, in the regenerative braking (HEV regeneration) with HEV running, the clutch CL is in the engaged state, so the regenerative braking energy is reduced by the reverse drive force (engine brake) of the engine 1 and the friction of the continuously variable transmission 4. The energy regeneration efficiency is poor.
For this reason, when regenerative braking is started during traveling in the HEV mode and falls below the predetermined vehicle speed VSP1, the engine 1 and the variator CVT are disconnected from the drive wheels 5 due to the release of the clutch CL, and the traveling is shifted to the EV mode. As a result, an EV regeneration state is established, and friction caused by the engine 1 and the continuously variable transmission 4 is reduced, so that the amount of energy regeneration can be earned accordingly.

  Further, when traveling in the EV mode, the engine 1 is stopped so that the fuel injection stoppage (fuel cut) that has been performed during the coasting from the viewpoint of fuel consumption is continued even when the clutch CL is released. The engine 1 is stopped by prohibiting the restart of fuel injection (fuel recovery).

[Maintaining gear ratio in EV mode]
Next, the transmission ratio maintenance in the EV mode will be described. For example, as indicated by the arrow (a) described in the mode map of FIG. 5, when the vehicle is decelerated from the HEV regeneration region by the brake operation and enters the EV regeneration region, the clutch CL is released and the engine is released. Stop 1 Thereafter, as shown by an arrow (b) in FIG. 5, when the required driving force becomes equal to or greater than a predetermined value by depressing the accelerator pedal 19, the HEV power running region is entered. Similarly, for example, as shown by an arrow (c) in FIG. 5, when the EV regeneration state is entered by entering the EV regeneration region by the brake operation from the HEV power running region where the accelerator pedal 19 is depressed, the clutch CL is released, Stop engine 1. Thereafter, as shown by an arrow (d) in FIG. 5, when the required driving force becomes equal to or greater than a predetermined value by depressing the accelerator pedal 19, the HEV power running region is entered. At this time, the engine 1 is restarted by the starter motor 3, and the clutch CL is engaged to switch from the EV mode to the HEV mode.

  In this way, when a driver with a habit of frequently releasing or re-depressing the accelerator pedal 19 is driving, or when using the vehicle in a driving environment where such driving is forced, or When the brake pedal 16 is depressed and decelerated, the brake is released before the vehicle stops, and the accelerator pedal 19 is depressed (hereinafter referred to as change mind), which inevitably changes from EV mode to HEV mode. Switching to is performed.

Here, a change in the gear ratio when hydraulic pressure is not supplied to the variator CVT during traveling in the EV mode will be described. FIG. 6 is a schematic diagram showing the action and reaction of force in the variator of the first embodiment. In the variator CVT of the first embodiment, a secondary spring SEC_SPR that presses in a direction in which the secondary pulley groove width is narrowed is accommodated in the pulley chamber of the secondary pulley 7.
Therefore, when the hydraulic pressure in the primary pulley 6 or the hydraulic pressure in the secondary pulley 7 falls off, the secondary thrust Fsec is generated by the secondary spring SEC_SPR, and a force for narrowing the secondary pulley groove width acts. Along with this, a tension fs is generated in the V-belt 8 (hereinafter referred to as secondary tension), and a force that widens the groove width of the primary pulley 6 acts by pulling the V-belt 8 toward the secondary pulley 7 side. .

  Basically, although a release command is output to the clutch CL, in reality, a slight rotation occurs in each pulley due to dragging of oil or the like, and in this state, a force as shown in FIG. If it acts, the gear ratio of the variator CVT will shift to the Low side without permission (hereinafter referred to as “Low return”). For example, even if each pulley is not rotating, the gear ratio of the variator CVT is shifted to the low side due to the longitudinal slip of the V-belt 8 moving radially in the pulley groove.

  In other words, when driving in EV mode, if no hydraulic pressure is supplied to the variator CVT, the gear ratio gradually shifts to the low side depending on the elapsed time and the degree of oil pressure loss, and finally the gear ratio is shifted to the lowest gear ratio. Low return occurs. At this time, when the engine 1 is stopped and the clutch CL is released, the rotation of the variator CVT is also stopped or the rotation speed is extremely low, so the primary rotation speed and the secondary rotation speed cannot be detected. The actual gear ratio cannot be detected while driving in EV mode.

  Then, when a mode switching request from EV mode to HEV mode is output with the change mind, first, engine 1 is started, variator CVT is rotated, the gear ratio is detected, shift control is performed, and then the clutch is There is a problem that it is necessary to conclude CL and it takes time to switch modes.

  In addition, for example, when switching from the HEV mode to the EV mode, it is possible to recognize the speed ratio in advance and eliminate the detection process by shifting the speed to the lowest speed ratio in advance. However, in this case, it is necessary to shift to the low side before switching to the EV mode, and it is difficult to quickly switch to the EV mode, making it difficult to improve fuel efficiency.

  In addition, when shifting from the EV mode to the HEV mode at a relatively high vehicle speed side due to a change mind, if the gear speed is changed to the lowest gear ratio, synchronization with the rotational speed on the drive wheel side is attempted unless the engine speed is increased extremely high. Depending on the vehicle speed, the engine speed will be overrev (mechanical speed upper limit), and the input side speed (secondary speed) in the clutch CL will be lower than the output side speed (drive wheel speed). You can only get the state. If the clutch CL is fastened in this state, a pulling shock is generated even though the acceleration request is output, which makes the driver feel uncomfortable. In order to avoid this uncomfortable feeling, it is necessary to engage the clutch CL after using both the engine 1 and the continuously variable transmission 4 to synchronize the rotation with the drive wheel, and it takes time to switch to the HEV mode. Therefore, the responsiveness to the driver's acceleration request may be deteriorated.

  Even in the EV mode, if the gear ratio of the variator CVT is always changed according to the shift map, the timing will change relative to the clutch CL no matter what timing the EV mode is switched to the HEV mode. Since there is no rotation, the mode can be switched quickly. However, forcibly shifting the non-rotating variator CVT requires a very large output as the output of the electric oil pump EO / P. May cause deterioration of sex. Further, in order to maintain the gear ratio by rotating the variator CVT to some extent, it is necessary to engage the clutch CL (including slip engagement), leading to deterioration of fuel consumption accompanying increased friction.

  Thus, in the first embodiment, when a request to switch to the EV mode (EV regeneration state) is made during deceleration in the HEV mode, the speed ratio of the continuously variable transmission 4 at that time is maintained and the motor rotates during the EV mode. The electric oil pump EO / P was activated to continue lubrication of the rotating elements.

[Gear ratio maintaining method]
Here, a method for maintaining the gear ratio when switching from the HEV mode to the EV mode will be described. FIG. 7 is a characteristic diagram showing the relationship between the action and reaction of force in the variator in FIG. 6 and the relationship between the hydraulic pressures necessary for maintaining the transmission ratio. When the secondary thrust Fsec is generated by the secondary spring SEC_SPR, the secondary tension fs corresponding to the gear ratio is generated. At this time, paying attention to the primary pulley 6, the sliding resistance between the pulley and the V-belt 8 (hereinafter referred to as a shift resistance Fr) always acts in a direction that prevents the movement of the V-belt 8.
The set load of the secondary spring SEC_SPR is set to a magnitude that overcomes the sliding resistance Fr in all speed ratio regions. At this time, a predetermined hydraulic pressure is generated in the primary pulley 6 to generate the tension fp. The tension fp is supplied with a predetermined hydraulic pressure so that the pulley tension difference (| fs-fp |) becomes a value smaller than the speed change resistance Fr. For example, as shown by the thick solid line in FIG. 7, if a value that is within the tension range that can be taken by the secondary spring SEC_SPR is set in any speed ratio region, the pulley tension difference can be set smaller than the speed change resistance Fr. The gear ratio can be maintained only by supplying a relatively low predetermined oil pressure.

[Gear ratio maintenance control processing]
FIG. 8 is a flowchart showing the gear ratio maintaining control process in the EV mode according to the first embodiment.
In step S1, it is determined whether the electric oil pump EO / P is operating in the EV mode, and it is not in the EV mode (HEV mode) or the electric oil pump EO / P is not operating. If it is determined that the state is reached, the process proceeds to step S10. Otherwise, the process proceeds to step S2.
In step S2, it is determined whether or not there is a request to continuously select the EV mode. If the EV mode is continuously selected, the process proceeds to step S3. Otherwise, the process proceeds to step S15.

  In step S3, it is determined whether or not the operation time of the electric oil pump EO / P is equal to or longer than a preset continuous operation allowable time (for example, 3 minutes). If it is less than the continuous operation allowable time, the process proceeds to step S31. If the operating time of the electric oil pump EO / P is longer than the allowable continuous operation time, proceed to step S15 to deactivate the electric oil pump EO / P (the electric oil pump EO / P is hot) The operation of the electric oil pump EO / P is prohibited and the HEV mode is selected instead of the EV mode. In this case, the mechanical oil pump O / P operates instead of the electric oil pump EO / P. Then, the process proceeds to step S16, and the gear ratio control is performed according to the shift line set in the shift map.

  In step S31, it is determined whether or not the vehicle is stopped. If the vehicle is stopped, the rotating element does not rotate. Since there is no problem, the process proceeds to step S13 and the electric oil pump EO / P is deactivated while the EV mode is set. In this case, since the gear ratio is set to the non-controlled state in step S14, the gear ratio that is determined by the relationship between the thrust by the secondary spring SEC_SPR, the primary pulley hydraulic pressure, and the secondary pulley hydraulic pressure (Low side as time elapses) Gear ratio). On the other hand, when it is determined that the vehicle is not stopped but traveling, the process proceeds to step S4, the EV mode is selected, the operation of the electric oil pump EO / P is continued, and the gear ratio is maintained in step S5.

  In step S10, it is determined whether or not there is a request for transition to EV mode. If there is a request for transition from HEV mode to EV mode, the process proceeds to step S11. Otherwise, the process proceeds to step S15 and the HEV mode is changed. select. In this case, since the mechanical oil pump O / P is operating, the electric oil pump EO / P is not operated. Then, the process proceeds to step S16, and the gear ratio control is performed according to the shift line set in the shift map.

  In step S11, it is determined whether the electric oil pump EO / P has been continuously operated for more than the allowable continuous operation time in the past, and is not stopped, but simply stopped in the HEV mode. When it is determined that the vehicle is stopped depending on the mode, the process proceeds to step S4, the EV mode is selected, and the operation of the electric oil pump EO / P is continued. At the same time, the secondary pulley pressure solenoid 37-1 is closed and the opening of the primary pulley pressure solenoid 37-2 is controlled so that the hydraulic pressure from the electric oil pump EO / P is supplied into the secondary pulley 7. Is supplied only into the primary pulley 6 without changing the gear ratio during the EV mode to the gear ratio when switching from the HEV mode to the EV mode, and the lubricating oil is supplied into the lubricating oil supply oil passage 40, Lubricate the bearings inside the clutch pack and each rotating element (step S5).

  In step S12, whether or not a predetermined time (for example, 1 minute) required for cooling the electric oil pump EO / P has elapsed after the electric oil pump EO / P has been stopped due to operation for an allowable continuous operation time or longer. If it is determined that the electric oil pump EO / P is operating, the electric oil pump EO / P can be operated. . On the other hand, if it is determined that the required predetermined time has not elapsed, the electric oil pump EO / P cannot be operated, so the process proceeds to step S15, and even if there is a request for transition to the EV mode, the HEV mode is set. While making the selection, the electric oil pump EO / P is deactivated, and in step S16, the gear ratio is controlled as usual. As a result, the EV mode is not switched to the HEV mode, and the hydraulic pressure is always secured by the mechanical oil pump O / P, so that a pulling shock or the like does not occur.

[Operation by gear ratio maintenance control processing]
The operation based on the flowchart will be described.
(Operation based on comparative example)
As a comparative example, when the electric oil pump EO / P is not in operation at all times, or in the case of a unit that does not have the electric oil pump EO / P, after changing from the HEV mode to the EV mode, the change mind will change to the HEV mode. A problem in the case of transition will be described. FIG. 9 is a time chart when no hydraulic pressure is generated in the EV mode in the hybrid vehicle of the comparative example. The first traveling state is a deceleration state in the HEV mode in which the accelerator pedal 19 is released and the brake pedal 16 is depressed.

  At time t1, since the vehicle speed VSP decreases to the vehicle speed at which the EV regeneration area is set in the mode map, the HEV regeneration state is switched to the EV regeneration state. As a result, the clutch CL is released, the engine 1 is stopped, and the hydraulic pressure of the mechanical oil pump O / P becomes zero accordingly. Therefore, the gear ratio of the variator CVT gradually changes toward the lowest gear ratio (low return) by the clamping force of the secondary spring SEC_SPR. At this time, since the mechanical oil pump O / P does not operate, there is a possibility that the lubricating oil may be insufficient, which is not a preferable state.

  At time t2, the driver starts depressing the accelerator pedal 19 from a decelerating state by a change mind and requests acceleration. At time t3, when the accelerator pedal opening APO increases to a region where HEV power running is set in the mode map, the EV mode (EV regeneration state) is switched to the HEV mode (HEV power running state).

  At this time, the output speed of the clutch CL (value corresponding to the vehicle speed) is relatively high, while the speed ratio of the variator CVT is changed to the lowest speed ratio. Therefore, immediately after the engine is started and immediately before the clutch CL is engaged, the primary rotational speed is decelerated by the variator CVT, and the secondary rotational speed becomes lower than the primary rotational speed. The rotational speed is lower than the output side rotational speed. When the clutch CL is engaged in this state, the secondary rotational speed rises with the output side rotational speed, and accordingly, the primary rotational speed (engine rotational speed) becomes an overrev state, which may give the driver a sense of discomfort. . Further, since the secondary rotational speed shifts from a state lower than the output side rotational speed of the clutch CL to the fully engaged state, a pulling shock is generated in the drive wheel. That is, although the driver is depressing the accelerator pedal 19 to request acceleration, the engine speed increases excessively and further a pulling shock occurs, which makes the driver feel very uncomfortable.

(Operation based on Example 1)
Next, Example 1 will be described. FIG. 10 is a time chart when the hydraulic oil is generated by operating the electric oil pump EO / P in the EV mode in the hybrid vehicle of the first embodiment. The first traveling state is a deceleration state in the HEV mode in which the accelerator pedal 19 is released and the brake pedal 16 is depressed.

  At time t11, the vehicle speed VSP decreases to the region where EV regeneration is set in the mode map, so the HEV regeneration state is switched to the EV regeneration state. As a result, the clutch CL is released, the engine 1 is stopped, and the hydraulic pressure of the mechanical oil pump O / P becomes zero accordingly. At this time, since the electric oil pump EO / P is operated, a certain amount of oil pressure is secured, a predetermined oil pressure is generated in the primary pulley 6, and the gear ratio of the variator CVT is switched from the HEV mode to the EV mode. Maintain the gear ratio. At this time, since the electric oil pump EO / P is operated, the supply of the lubricating oil to the lubricating oil supply oil passage 40 is continued, and the lubricating oil is sufficiently supplied to the bearings of the clutch pack and the rotating element.

  At time t21, the driver starts to depress the accelerator pedal 19 from a decelerating state by a change mind and requests acceleration. At time t31, when the accelerator pedal opening APO increases to the region where HEV power running is set in the mode map, the EV regeneration state is switched to the HEV power running state.

  At this time, while the output speed of the clutch CL (value corresponding to the vehicle speed) is relatively high, the speed ratio of the variator CVT is maintained at the speed ratio when the HEV mode is switched to the EV mode. . Since the gear ratio when switching from the HEV mode to the EV mode is basically switched in the coasting state, the gear ratio along the coast line is set as shown in the gear shift map shown in FIG. Therefore, when the vehicle speed indicated by the arrow (a) in FIG. 5 is switched from the HEV mode to the EV mode, the gear ratio of the variator CVT is switched to the highest gear ratio or a gear ratio higher than 1.

  In addition, when the vehicle speed shown in the arrow (c) of FIG. 5 is switched from the HEV mode to the EV mode, if the accelerator pedal 19 is depressed while the vehicle is traveling in the HEV mode, the gear ratio immediately before the mode switching is close to the lowest gear ratio. A certain case can be assumed. Here, when releasing the clutch CL in accordance with the switching to the EV mode, the release condition is that “the brake pedal 16 depression time has elapsed for a predetermined time or longer (for example, 2 seconds or longer)”. Therefore, when the accelerator pedal 19 is released, the high-speed mode highest line in FIG. 4 is selected, and when the gear ratio is upshifted from near the lowest gear ratio to the highest gear ratio, the gear change time depends on the clutch release condition. Therefore, the gear ratio is shifted to the highest gear ratio or near the highest gear ratio (at least the gear ratio higher than 1), and this gear ratio is maintained.

  Therefore, at the time of engine restart, once the engine speed rises due to the complete explosion of the engine, this speed is increased by the variator CVT and the secondary speed is increased, so the secondary speed is the output speed. It will be higher. Since the state shifts from this state to the complete engagement state, no pulling shock is generated in the drive wheel 5. That is, when the driver depresses the accelerator pedal 19 and requests acceleration, the engine speed is prevented from excessively rising, avoiding a pulling shock, and switching to the HEV mode.

  As shown in FIG. 4, when the vehicle speed is extremely low, the engine 1 falls below the idling speed at the highest gear ratio, causing engine stall. Therefore, the coast line has the lowest gear speed as the vehicle speed decreases. It is set to downshift towards the ratio. Thus, in the extremely low vehicle speed range, when the HEV mode where the accelerator pedal 19 is once largely depressed is switched to the EV mode by suddenly depressing the brake pedal 16 before the vehicle speed rises, the maintained gear ratio is maintained. May cause the gear ratio of the variator CVT to be lower than 1. However, in such a special case, before the clutch CL is completely engaged next time, it is sufficient to suppress the pulling shock by once upshifting the variator CVT to the High side, and there is no particular problem.

  As shown in the shift map of FIG. 4, the target speed ratio set with the accelerator pedal 19 released is basically the highest speed ratio along the highest speed mode highest line. However, as described above, if the lowest gear ratio is set in the HEV mode, the maximum gear ratio is set to the highest gear ratio for a predetermined time (for example, 2 seconds) set in the clutch release condition when switching to the EV mode. Even if shifting is performed, shifting to the highest gear ratio may not be possible. The minimum gear ratio achieved at this time is defined as a predetermined gear ratio.

  Assume that the HEV mode is switched to the EV mode and the variator CVT is maintained at a predetermined gear ratio. In this state, the driver gently depresses the accelerator pedal 19, and the vehicle speed increases while the EV power running state is in EV mode. When the vehicle reaches the power running vehicle speed VSPX shown in the mode map of FIG. 5, the mode changes from EV mode to HEV mode. A switch request is output. At this time, if the engine speed once increases with engine restart due to engine restart, this speed increases the secondary speed by a predetermined gear ratio. At this time, the power running vehicle speed VSPX is set to a vehicle speed range in which the increased secondary rotational speed becomes a rotational speed that is equal to or higher than the output-side rotational speed of the clutch CL. In other words, the power running vehicle speed VSPX with the EV power running area set can avoid pulling shocks without excessively increasing the engine speed when switching to HEV mode at any gear ratio that can be maintained by the variator CVT. The vehicle speed can be switched to HEV mode.

As described above, the effects listed below are obtained in the first embodiment.
(1-1) Engine 1, clutch CL coupled to the output shaft of engine 1, drive wheel 5 coupled to the output shaft of clutch CL, and electric motor 2 coupled to drive wheel 5 (drive motor) ), A mechanical oil pump O / P that is driven by the engine 1 and supplies lubricating oil to the lubricated part, and an electric oil pump EO that is driven by a pump motor (electric motor) and supplies lubricating oil to the lubricated part / P and the hybrid controller 24 (control means: controlling the output state of the engine 1 and the electric motor 2, the engagement / release of the clutch CL, and the operating state of the electric oil pump EO / P according to the operating state. (Hereinafter referred to as a controller)), and the controller is an electric oil pump when traveling in the EV mode (electric traveling mode) in which the engine 1 is stopped and the vehicle is driven by the driving force of the electric motor 2. Activate EO / P It was decided.
Therefore, even if the mechanical oil pump O / P stops during the EV mode, the lubricating oil can be supplied by the electric oil pump EO / P, and the rotating elements that rotate during traveling in the EV mode can be lubricated. You can solve the shortage. Moreover, since the electric oil pump EO / P is driven by a pump motor, it can discharge only when hydraulic pressure is required. That is, when the hydraulic pressure by the mechanical oil pump O / P is ensured in the HEV mode, it is possible to avoid a load and avoid deterioration of fuel consumption by not operating.

(2-2) The electric oil pump EO / P supplies lubricating oil to the rotating element closer to the drive wheel than the clutch CL.
Therefore, even if the rotation of the engine 1 and the variator CVT is stopped in the EV mode, sufficient lubricating oil can be supplied to the rotating element that continuously rotates by driving the electric motor 2.

(3-3) The electric oil pump EO / P supplies the lubricating oil to the shaft center lubricating oil passage 40a provided in the shaft center portion of the clutch pack housing the clutch CL.
Therefore, in the lift-up lubrication, the centrifugal oil is repelled and the lubricating oil can be reliably supplied by the centrifugal force to the rotating elements inside the clutch pack which cannot be lubricated by the axial lubrication.

(4-4) The clutch CL is a clutch CL in the auxiliary transmission 31 having a Ravigneaux type planetary gear set (planetary gear) and a plurality of high clutches H / C, reverse brake R / B, and low brake L / B. .
Therefore, sufficient lubricating oil can be supplied to each clutch CL and gear.

(5-7) The controller stops the electric oil pump EO / P when the vehicle is stopped in the EV mode.
In other words, when the vehicle is stopped, the rotating element does not rotate, and considering the time of restart, there is no problem even if the lowest gear ratio is set. Therefore, the electric oil pump EO / P is deactivated while the EV mode is set, and the electric gear pump EO is set to the complete gear ratio (the gear ratio that changes to the low side as time passes). It is possible to suppress wasteful energy consumption while improving durability by suppressing the operation time of / P.

(6-8) A variator CVT (continuously variable transmission) is provided between the engine 1 and the friction element for speed change, and the speed ratio can be changed steplessly by two pulleys and a belt spanned between the pulleys. When the controller is running in EV mode, the engine 1 and the electric motor 2 are used in combination by releasing the friction element for shifting and supplying hydraulic pressure to the primary pulley 6 by the electric oil pump EO / P. The gear ratio of the variator CVT is maintained when the vehicle is switched from the HEV mode (hybrid driving mode) to the EV mode.
Therefore, it is possible to quickly switch from the HEV mode to the EV mode, and to improve fuel efficiency. In addition, when switching from the EV mode to the HEV mode, since the gear ratio is not shifted to the lowest side, the engine speed is not increased excessively, and the uncomfortable feeling given to the driver can be suppressed. Further, since the input side rotational speed of the clutch CL can be maintained higher than the output side rotational speed, quick mode switching can be achieved while avoiding a pulling shock or the like due to the engagement of the clutch CL. In addition, the required hydraulic pressure can be minimized, and an inexpensive and small electric oil pump EO / P can be used. The “when switching from the HEV mode to the EV mode” may be the switching command timing when the switching command timing from the HEV mode to the EV mode is the same as the release timing of the clutch CL. When the clutch CL is released after the switching command timing, the gear ratio at either timing may be maintained. For example, when it is desired to shift the gear ratio to the High side to some extent from the switching command timing, it may be preferable to maintain the gear ratio at the clutch release timing.

[Example 2]
Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 11 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the second embodiment. In the first embodiment, the auxiliary transmission 31 is provided between the variator CVT and the drive wheels, and the clutch CL in the auxiliary transmission 31 is released in the EV mode.
On the other hand, in the second embodiment, a forward / reverse switching mechanism 310 including two clutches CL such as a forward clutch and a reverse clutch is provided between the torque converter T / C and the variator CVT. The forward clutch and the reverse clutch are configured to be able to supply the required fastening pressure, respectively, and are equipped with a shaft-lubricating oil passage 40a that performs shaft-center lubrication inside the clutch pack. In the EV mode, the electric oil pump EO / Lubricating oil can always be supplied by driving P.

  Further, in the case of the second embodiment, even when the clutch CL is released when traveling in the EV mode, the variator CVT is rotated together with the drive wheels 5 by the electric motor 2, so that the pulley 6, 7 and the V belt 8 are Friction occurs. Therefore, a spray bar 401 capable of injecting lubricating oil is provided between the pulleys 6 and 7 and the V-belt 8, and in the EV mode, the electric oil pump EO / P is driven to always supply the lubricating oil. .

  In the second embodiment, as in the first embodiment, as the discharge capacity of the electric oil pump EO / P, a small oil pump having a capacity capable of supplying the necessary lubricating oil in the EV mode is provided. Even if it exists, you may provide the large sized oil pump which has the discharge capability which can change the gear ratio of the variator CVT. In this case, in the second embodiment, since the variator CVT is always rotating even in the EV mode, the transmission ratio control of the variator CVT is performed so that the target transmission ratio set by the transmission map according to the traveling state is obtained. Can continue. Therefore, even when the EV mode is switched to the HEV mode, synchronization in the clutch CL is always achieved, and stable and quick mode switching can be achieved.

As described above, the following operational effects are obtained in the second embodiment.
(7-5) A variator CVT (continuously variable transmission) capable of steplessly changing the speed ratio between the clutch CL such as a forward clutch or a reverse clutch and the drive wheel 5 by means of two pulleys and a belt spanning the pulleys. The electric oil pump EO / P is installed inside the belt center of the variator CVT and the shaft-lubricating oil passage 40a provided in the shaft center of the clutch pack housing the wet multi-plate. Lubricating oil is supplied to the spray bar 401 (lubricating oil injection unit).
Therefore, even if the mechanical oil pump O / P stops during the EV mode, the lubricating oil can be supplied by the electric oil pump EO / P, and the rotating elements that rotate during traveling in the EV mode can be lubricated. You can solve the shortage.

Example 3
Next, Example 3 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 12 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the third embodiment.
In the first embodiment, the torque converter T / C, the variator CVT, and the auxiliary transmission 31 are provided. On the other hand, in the third embodiment, instead of the torque converter T / C, a dry start clutch 500 is provided, and a plurality of constant bites arranged on two parallel axes between the start clutch 500 and the drive wheels 5 are provided. An automatic manual transmission 600 that has a combined gear set and that changes gears by selecting a gear set corresponding to a desired gear position by a shift actuator from the constantly meshing gear set. The starting clutch 500 and the shift fork are hydraulically operated actuators, and a transmission lubrication mechanism 402 is provided in the gear set of the automatic manual transmission 600. The transmission lubrication mechanism 402 supplies lubricating oil to the meshing and bearing portions of the gear set that rotates as the drive wheel 5 rotates.
In the EV mode, when the electric oil pump EO / P is operated, lubricating oil is supplied from the transmission lubrication mechanism 402 to the automatic manual transmission 600 that is a rotating element on the drive wheel side of the starting clutch 500.

As described above, the following effects are obtained in the third embodiment.
(8-6) A gear set corresponding to a desired gear position is selected by a shift actuator from a plurality of constantly meshing gear sets arranged on two parallel axes between the starting clutch 500 and the drive wheel 5. The electric oil pump EO / P supplies lubricating oil to the rotating element on the driving wheel side of the starting clutch 500 and the automatic manual transmission 600.
Therefore, even if the mechanical oil pump O / P stops during the EV mode, the lubricating oil can be supplied by the electric oil pump EO / P, and the rotating elements that rotate during traveling in the EV mode can be lubricated. You can solve the shortage. In addition, although the example which employ | adopted the dry clutch as a starting clutch was shown in Example 3, you may employ | adopt a wet multi-plate clutch. In this case, it is desirable to perform axial center lubrication so that the wet multi-plate clutch can be reliably lubricated.

Example 4
Next, Example 4 will be described. Since the basic configuration is the same as that of the third embodiment, only different points will be described. FIG. 13 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the fourth embodiment. In the third embodiment, a drive system including one start clutch 500 and one automatic manual transmission 600 is shown. In contrast, the fourth embodiment includes two starting clutches CL including an even-numbered clutch 501 and an odd-numbered clutch 502, an automatic manual transmission 601 that handles even-numbered gears, and an automatic manual transmission 602 that handles odd-numbered gears. Is. A transmission lubrication mechanism 403 capable of supplying lubricating oil to the two automatic manual transmissions 601 and 602 is provided. Since the function and effect are the same as those of the third embodiment, description thereof is omitted. As described in the third embodiment, the dry clutch is used as the even-numbered clutch 501 and the odd-numbered clutch 502, but a wet multi-plate clutch may be used. In this case, it is desirable to perform axial center lubrication so that the wet multi-plate clutch can be reliably lubricated.

Example 5
Next, Example 5 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. In the first embodiment, when the mode is switched to the EV mode, the gear ratio of the variator CVT is maintained and the lubricating oil is supplied, so the electric oil pump EO / P with a relatively small discharge capacity is installed. did. On the other hand, the fifth embodiment is different in that a large electric oil pump EO / P having a discharge capacity capable of shifting the variator CVT is mounted.

  In this case, when the HEV mode is switched to the EV mode, the clutch CL is not completely released, and a certain engagement capacity is secured to ensure the rotation state of the variator CVT. Then, based on the shift map shown in FIG. 4, a target gear ratio according to the running state is calculated, and control is performed so that the gear ratio of the variator CVT becomes the target gear ratio. That is, even in the EV mode, it is possible to always synchronize the clutch CL by controlling the gear ratio of the variator CVT in the same manner as in the HEV mode, which causes an engagement shock when switching from the EV mode to the HEV mode. Clutch CL can be immediately engaged without

As described above, the following operational effects are obtained in the fifth embodiment.
(9-9) Between the engine 1 and the clutch CL, there is a variator CVT whose speed ratio can be changed steplessly by two pulleys and a belt spanned around the pulleys, and the controller runs in EV mode. When the clutch is engaged, the clutch CL is slip-engaged, and the hydraulic pressure is supplied to the pulley by the electric oil pump EO / P to control the gear ratio of the variator CVT according to the operating state.
Therefore, when switching from the EV mode to the HEV mode, when the clutch CL is switched from the slip engagement state to the complete engagement state immediately after the engine is restarted, the relative rotation of the clutch CL can be reduced, and the time until the completion of the engagement is reduced. Can be shortened.
Further, by synchronizing the input / output rotation of the clutch CL, it is possible to suppress the engagement shock and realize good drivability.

(Other examples)
As mentioned above, although this invention was demonstrated based on each Example, it is not restricted to the said structure, Even if it is another structure, it is contained in this invention.
In the embodiment, the configuration in which the engine is restarted by the starter motor 3 is shown, but other configurations may be used. Specifically, in recent years, a vehicle with an idling stop function has been replaced by replacing the alternator with a motor / generator, adding an alternator function to the motor / generator and adding an engine start function to restart the engine from an idling stop. At times, a technique for restarting the engine with this motor / generator instead of the starter motor has been put into practical use. The present invention may also be configured to restart the engine by the motor / generator as described above.

  In the embodiment, regarding the determination in the mode map, the negative region on the vertical axis is determined based on ON or OFF of the brake switch 26. However, the present invention is not limited to this, and the stroke sensor of the brake pedal 16 is not limited thereto. May be determined based on the output value of the brake fluid pressure sensor, or based on the output value of a brake fluid pressure sensor that detects the master cylinder pressure or the like.

In the embodiment, the secondary pressure solenoid 37-1 is provided. However, the secondary pressure solenoid 37-1 is not provided, and the line pressure PL regulated by the line pressure solenoid 35 is supplied to the secondary pulley 7. You may make it supply directly.
In this case, when the gear ratio is maintained in step S5 in FIG. 8, the hydraulic pressure is supplied to the secondary pulley 7 as the hydraulic pressure is supplied to the primary pulley 6. Pressure area <primary pulley pressure area, unless the discharge pressure of the electric oil pump EO / P is extremely high, the tension relationship shown in FIG. 7 is established (the tension magnitude relationship changes). However, the gear ratio can be maintained in the same manner as when the hydraulic pressure is supplied only to the primary pulley 6.

1 Engine (power source)
2 Electric motor (power source)
3 Starter motor
4 V belt type continuously variable transmission
5 Drive wheels
6 Primary pulley
7 Secondary pulley
8 V belt
CVT variator (continuously variable transmission)
T / C torque converter
CL fastening element
9,11 Final gear set
12 battery
13 Inverter
14 Brake disc
15 Caliper
16 Brake pedal
17 Negative pressure brake booster
18 Master cylinder
19 Accelerator pedal
21 Hybrid controller
22 Engine controller
23 Motor controller
24 Transmission controller
25 Battery controller
26 Brake switch
27 Accelerator position sensor
O / P oil pump
31 Sub-transmission
H / C high clutch
R / B reverse brake
L / B Low brake
32 Vehicle speed sensor

Claims (5)

Engine,
A continuously variable transmission coupled to the output shaft of the engine and capable of continuously changing a gear ratio by two pulleys and a belt spanned around the pulleys;
A clutch coupled to the output shaft of the continuously variable transmission ;
A drive wheel coupled to the output shaft of the clutch;
A drive motor coupled to the drive wheel;
A mechanical oil pump that is driven by the engine and supplies lubricating oil to the lubricated part;
An electric oil pump driven by an electric motor to supply lubricating oil to the lubricated part;
Control means for controlling the output state of the engine and the driving motor, the engagement / release of the clutch, and the operating state of the electric oil pump according to the operating state;
With
The control means operates the electric oil pump and releases the clutch when the vehicle is traveling in an electric travel mode in which the engine is stopped and the vehicle is driven by the driving force of the drive motor. The transmission ratio of the continuously variable transmission when the hybrid travel mode in which the engine and the drive motor are traveled together is switched to the electric travel mode by supplying hydraulic pressure to the pulley with a hydraulic pump. A control device for a hybrid vehicle, characterized by maintaining . In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the electric oil pump supplies lubricating oil to a rotating element closer to the drive wheel than the clutch. In the hybrid vehicle control device according to claim 2,
The control device for a hybrid vehicle, wherein the electric oil pump supplies lubricating oil to an axial lubricating oil passage provided in an axial center portion of a clutch pack that houses a wet multi-plate plate of the clutch. . In the hybrid vehicle control device according to claim 3,
The control device for a hybrid vehicle, wherein the clutch is a clutch in an auxiliary transmission having a planetary gear and a plurality of clutches. In the hybrid vehicle control device according to any one of claims 1 to 4,
The control device for a hybrid vehicle, wherein the control means stops the electric oil pump when the vehicle is stopped in the electric travel mode.

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