JP7334493B2 - Drive system for hybrid vehicle - Google Patents

Drive system for hybrid vehicle Download PDF

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Publication number
JP7334493B2
JP7334493B2 JP2019114828A JP2019114828A JP7334493B2 JP 7334493 B2 JP7334493 B2 JP 7334493B2 JP 2019114828 A JP2019114828 A JP 2019114828A JP 2019114828 A JP2019114828 A JP 2019114828A JP 7334493 B2 JP7334493 B2 JP 7334493B2
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Japan
Prior art keywords
engine
clutch
transmission mechanism
satisfied
hybrid vehicle
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JP2019114828A
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Japanese (ja)
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JP2021000887A (en
Inventor
康夫 太田
愛一郎 杉山
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2019114828A priority Critical patent/JP7334493B2/en
Priority to DE102020207214.0A priority patent/DE102020207214A1/en
Publication of JP2021000887A publication Critical patent/JP2021000887A/en
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Publication of JP7334493B2 publication Critical patent/JP7334493B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/08—Timing control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

本発明は、ハイブリッド車両の駆動装置に関する。 The present invention relates to a hybrid vehicle drive system.

特許文献１には、アイドルストップ＆スタート車両において、停止条件の成立時に自動停止シーケンスを開始すると共に、アイドルストップに要するエンジン停止準備を併行して開始し、該エンジン停止準備の完了後に自動停止シーケンスを完了させることにより、アイドルストップを行なうものが記載されている。 In Patent Document 1, in an idle stop & start vehicle, an automatic stop sequence is started when a stop condition is satisfied, and engine stop preparation required for idle stop is started in parallel, and after the engine stop preparation is completed, the automatic stop sequence is performed. is described to perform an idle stop by completing

これにより、エンジンの自動停止シーケンスの開始時に、エンジンの自動停止に要するエンジン停止準備を併行して行なうことによって、限られた時間内に効率的にエンジンをアイドリングストップすることができる。 Thus, when the automatic engine stop sequence is started, the engine stop preparation required for the automatic stop of the engine is concurrently performed, so that the engine can be efficiently stopped from idling within a limited time.

特開２０１４－１１８８９４号公報JP 2014-118894 A

しかしながら、特許文献１に記載のものは、発進ギヤ段への変速が完了した後にエンジンをアイドリングストップさせているが（特許文献１の段落００４３参照）、燃費向上の面では、早期にエンジンをアイドリングストップさせることが望ましく、改善の余地があった。 However, in Patent Document 1, the engine is stopped from idling after the shift to the start gear is completed (see paragraph 0043 of Patent Document 1). It was desirable to stop it, and there was room for improvement.

そこで、本発明は、早期にエンジンを一時停止に移行させることができ、燃費を向上させることができるハイブリッド車両の駆動装置を提供することを目的としている。 SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a drive system for a hybrid vehicle, which can shift the engine to temporary stop at an early stage and improve fuel efficiency.

上記課題を解決するため本発明は、駆動輪に動力を伝達する駆動源としてのエンジン及びモータと、前記エンジンの回転を変速して前記駆動輪に伝達する自動変速機と、前記エンジンと前記駆動輪との間の動力伝達を解放または接続する動力伝達機構とを備え、予め設定された一時停止条件が成立した場合に前記エンジンを一時停止し、予め設定された再始動条件が成立した場合に前記エンジンを再始動するハイブリッド車両の駆動装置であって、前記自動変速機の変速段の切替が決定された後、前記動力伝達機構が解放状態となってから前記一時停止条件が成立した場合、前記動力伝達機構が解放状態で前記エンジンを一時停止させ、前記動力伝達機構が解放状態となるまでに前記一時停止条件が成立した場合、前記動力伝達機構が解放状態となってから前記エンジンを一時停止させる制御部を備えるものである。 In order to solve the above problems, the present invention provides an engine and a motor as drive sources for transmitting power to the drive wheels, an automatic transmission for transmitting the speed of rotation of the engine to the drive wheels, the engine and the drive. and a power transmission mechanism that releases or connects power transmission between the wheels, temporarily stopping the engine when a preset temporary stop condition is satisfied, and when a preset restart condition is satisfied. In the drive device for a hybrid vehicle that restarts the engine , when the temporary stop condition is satisfied after the power transmission mechanism is in the disengaged state after the change of the gear stage of the automatic transmission is determined, If the engine is temporarily stopped while the power transmission mechanism is in the disengaged state and the temporary stop condition is satisfied before the power transmission mechanism is in the disengaged state, the engine is temporarily stopped after the power transmission mechanism is in the disengaged state. It has a control unit for stopping.

このように、本発明によれば、早期にエンジンを一時停止に移行させることができ、燃費を向上させることができる。 As described above, according to the present invention, the engine can be temporarily stopped at an early stage, and fuel efficiency can be improved.

図１は、本発明の一実施例に係るハイブリッド車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to one embodiment of the present invention. 図２は、本発明の一実施例に係るハイブリッド車両の駆動装置の変速中のエンジン一時停止制御処理の概要を示す図である。FIG. 2 is a diagram showing an overview of engine temporary stop control processing during gear shifting in the hybrid vehicle drive system according to one embodiment of the present invention. 図３は、本発明の一実施例に係るハイブリッド車両の駆動装置のエンジン一時停止制御処理の手順を示すフローチャートである。FIG. 3 is a flow chart showing the procedure of engine temporary stop control processing of the hybrid vehicle drive system according to the embodiment of the present invention. 図４は、本発明の一実施例に係るハイブリッド車両の駆動装置の変速開始からクラッチが解放状態となるまでの間にエンジンの一時停止条件が成立した場合のエンジン一時停止のタイミングを示すタイムチャートである。FIG. 4 is a time chart showing the timing of engine temporary stop when the engine temporary stop condition is satisfied during the period from the start of shifting of the drive system of the hybrid vehicle according to the embodiment of the present invention until the clutch is released. is. 図５は、本発明の一実施例に係るハイブリッド車両の駆動装置の変速中のクラッチが解放状態である間にエンジンの一時停止条件が成立した場合のエンジン一時停止のタイミングを示すタイムチャートである。FIG. 5 is a time chart showing the engine temporary stop timing when the engine temporary stop condition is satisfied while the clutch is in the disengaged state during shifting in the hybrid vehicle drive system according to the embodiment of the present invention. .

本発明の一実施の形態に係るハイブリッド車両の駆動装置は、駆動輪に動力を伝達する駆動源としてのエンジン及びモータと、エンジンの回転を変速して駆動輪に伝達する自動変速機と、エンジンと駆動輪との間の動力伝達を解放または接続する動力伝達機構とを備え、予め設定された一時停止条件が成立した場合にエンジンを一時停止し、予め設定された再始動条件が成立した場合にエンジンを再始動するハイブリッド車両の駆動装置であって、自動変速機の変速段の切替が決定され動力伝達機構の解放が開始されてから、自動変速機の変速段の切替が完了するまでの変速中期間に、一時停止条件が成立した場合、変速中期間の動力伝達機構の解放期間にエンジンを一時停止させる制御部を備えるよう構成されている。 A drive system for a hybrid vehicle according to an embodiment of the present invention includes an engine and a motor as drive sources that transmit power to drive wheels, an automatic transmission that changes the rotation of the engine and transmits it to the drive wheels, an engine and a power transmission mechanism that releases or connects the power transmission between the engine and the drive wheels, temporarily stopping the engine when a preset temporary stop condition is satisfied, and when a preset restart condition is satisfied A drive system for a hybrid vehicle that restarts the engine immediately after the shift of the automatic transmission is determined and the disengagement of the power transmission mechanism is started until the shift of the automatic transmission is completed. The control unit is configured to temporarily stop the engine during the disengagement period of the power transmission mechanism during the mid-shift period when the temporary stop condition is satisfied during the mid-shift period.

これにより、本発明の一実施の形態に係るハイブリッド車両の駆動装置は、早期にエンジンを一時停止に移行させることができ、燃費を向上させることができる。 As a result, the hybrid vehicle drive system according to the embodiment of the present invention can shift the engine to a temporary stop at an early stage, and can improve fuel efficiency.

以下、図面を参照して、本発明の実施例に係る駆動装置を搭載したハイブリッド車両について詳細に説明する。 A hybrid vehicle equipped with a drive system according to an embodiment of the present invention will be described in detail below with reference to the drawings.

図１において、本発明の一実施例に係るハイブリッド車両１は、内燃機関としてのエンジン２と、自動変速機としてのトランスミッション３と、モータとしてのモータジェネレータ４と、駆動輪５と、ハイブリッド車両１を総合的に制御する制御部としてのＨＣＵ（Hybrid Control Unit）１０と、エンジン２を制御するＥＣＭ（Engine Control Module）１１と、トランスミッション３を制御するＴＣＭ（Transmission Control Module）１２と、ＩＳＧＣＭ（Integrated Starter Generator Control Module）１３と、ＩＮＶＣＭ（Invertor Control Module）１４と、ＢＭＳ（Battery Management System）１６とを含んで構成される。 1, a hybrid vehicle 1 according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3 as an automatic transmission, a motor generator 4 as a motor, drive wheels 5, and a hybrid vehicle 1. HCU (Hybrid Control Unit) 10 as a control unit that comprehensively controls, ECM (Engine Control Module) 11 that controls engine 2, TCM (Transmission Control Module) 12 that controls transmission 3, and ISGCM (Integrated Starter Generator Control Module) 13 , INVCM (Invertor Control Module) 14 , and BMS (Battery Management System) 16 .

エンジン２には、複数の気筒が形成されている。本実施例において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程及び排気行程からなる一連の４行程を行なうように構成されている。 A plurality of cylinders are formed in the engine 2 . In this embodiment, the engine 2 is constructed so that each cylinder performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke.

エンジン２には、ＩＳＧ（Integrated Starter Generator）２０と、スタータ２１とが連結されている。ＩＳＧ２０は、ベルト２２などを介してエンジン２のクランクシャフト１８に連結されている。ＩＳＧ２０は、電力が供給されることにより回転することでエンジン２を回転駆動させる電動機の機能と、クランクシャフト１８から入力された回転力を電力に変換する発電機の機能とを有する。 An ISG (Integrated Starter Generator) 20 and a starter 21 are connected to the engine 2 . The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. ISG20 has the function of the electric motor which rotates the engine 2 by rotating when electric power is supplied, and the function of the generator which converts the rotational force input from the crankshaft 18 into electric power.

本実施例では、ＩＳＧ２０は、ＩＳＧＣＭ１３の制御により、電動機として機能することで、エンジン２をアイドリングストップ機能による停止状態から再始動させるようになっている。ＩＳＧ２０は、電動機として機能することで、ハイブリッド車両１の走行をアシストすることもできる。 In this embodiment, the ISG 20 functions as an electric motor under the control of the ISGCM 13, thereby restarting the engine 2 from a stopped state due to the idling stop function. The ISG 20 can also assist the running of the hybrid vehicle 1 by functioning as an electric motor.

スタータ２１は、図示しないモータとピニオンギヤとを含んで構成されている。スタータ２１は、モータを回転させることにより、クランクシャフト１８を回転させて、エンジン２に始動時の回転力を与えるようになっている。このように、エンジン２は、スタータ２１によって始動され、アイドリングストップ機能による停止状態からＩＳＧ２０によって再始動される。 The starter 21 includes a motor and a pinion gear (not shown). By rotating the motor, the starter 21 rotates the crankshaft 18 and gives the engine 2 a rotational force for starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from a stopped state due to the idling stop function.

トランスミッション３は、エンジン２から出力された回転を変速し、ドライブシャフト２３を介して駆動輪５を駆動するようになっている。トランスミッション３は、平行軸歯車機構からなる常時噛合式の変速機構２５と、ノーマルクローズタイプの乾式クラッチによって構成される動力伝達機構としてのクラッチ２６と、ディファレンシャル機構２７と、図示しないアクチュエータとを備えている。 The transmission 3 changes the speed of rotation output from the engine 2 to drive the drive wheels 5 via the drive shaft 23 . The transmission 3 includes a constant mesh transmission mechanism 25 consisting of a parallel shaft gear mechanism, a clutch 26 as a power transmission mechanism consisting of a normally closed dry clutch, a differential mechanism 27, and an actuator (not shown). there is

トランスミッション３は、いわゆるＡＭＴ（Automated Manual Transmission）として構成されており、ＴＣＭ１２により制御されたアクチュエータにより変速機構２５における変速段の切換えとクラッチ２６の接続及び解放が行なわれるようになっている。ディファレンシャル機構２７は、変速機構２５によって出力された動力をドライブシャフト２３に伝達するようになっている。 The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), in which an actuator controlled by the TCM 12 changes gears in the transmission mechanism 25 and engages and disengages the clutch 26 . The differential mechanism 27 transmits power output by the transmission mechanism 25 to the drive shaft 23 .

モータジェネレータ４は、ディファレンシャル機構２７に対して、チェーン２８を介して連結されている。モータジェネレータ４は、電動機として機能する。 Motor generator 4 is connected to differential mechanism 27 via chain 28 . Motor generator 4 functions as an electric motor.

このように、ハイブリッド車両１は、エンジン２とモータジェネレータ４の両方の動力を車両の駆動に用いることが可能なパラレルハイブリッドシステムを構成しており、エンジン２及びモータジェネレータ４の少なくとも一方が出力する動力により走行するようになっている。 Thus, the hybrid vehicle 1 constitutes a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle, and at least one of the engine 2 and the motor generator 4 outputs It is designed to run on power.

モータジェネレータ４は、発電機としても機能し、ハイブリッド車両１の走行によって発電を行なうようになっている。なお、モータジェネレータ４は、エンジン２から駆動輪５までの動力伝達経路の何れかの箇所に動力伝達可能に連結されていればよく、必ずしもディファレンシャル機構２７に連結される必要はない。 The motor generator 4 also functions as a power generator, and generates power as the hybrid vehicle 1 travels. Note that the motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the driving wheels 5 so as to be able to transmit power, and does not necessarily need to be connected to the differential mechanism 27 .

ハイブリッド車両１は、第１蓄電装置３０と、蓄電部としての第２蓄電装置３３を含む高電圧パワーパック３４と、高電圧ケーブル３５と、低電圧ケーブル３６とを備えている。 The hybrid vehicle 1 includes a first power storage device 30 , a high voltage power pack 34 including a second power storage device 33 as a power storage unit, a high voltage cable 35 and a low voltage cable 36 .

第１蓄電装置３０、第２蓄電装置３３は、充電可能な二次電池から構成されている。第１蓄電装置３０は鉛電池からなる。 The first power storage device 30 and the second power storage device 33 are composed of rechargeable secondary batteries. The 1st electrical storage apparatus 30 consists of lead batteries.

第１蓄電装置３０は、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧バッテリである。第１蓄電装置３０の残容量や温度、充放電電流などの状態は、ＨＣＵ１０によって管理される。 The first power storage device 30 is a low-voltage battery in which the number of cells and the like are set so as to generate an output voltage of about 12V. The HCU 10 manages the remaining capacity, temperature, charging/discharging current, and other states of the first power storage device 30 .

第２蓄電装置３３は、第１蓄電装置３０より高電圧を発生するようにセルの個数等が設定された高電圧バッテリであり、例えば、１００Ｖの出力電圧を発生させる。第２蓄電装置３３は、例えば、リチウムイオン電池からなる。第２蓄電装置３３の蓄電量や温度、充放電電流などの状態は、ＢＭＳ１６によって管理される。 The second power storage device 33 is a high-voltage battery in which the number of cells and the like are set so as to generate a voltage higher than that of the first power storage device 30, and generates an output voltage of 100 V, for example. The second power storage device 33 is, for example, a lithium ion battery. The BMS 16 manages the state of the second power storage device 33 , such as the amount of power stored, the temperature, and the charge/discharge current.

ハイブリッド車両１には、電気負荷としての一般負荷３７が設けられている。一般負荷３７は、スタータ２１及びＩＳＧ２０以外の電気負荷である。 The hybrid vehicle 1 is provided with a general load 37 as an electrical load. A general load 37 is an electric load other than the starter 21 and the ISG 20 .

一般負荷３７は、安定した電力供給が要求されず、一時的に使用される電気負荷である。一般負荷３７には、例えば、図示しないワイパー、及び、エンジン２に冷却風を送風する電動クーリングファンが含まれる。 The general load 37 is an electrical load that is used temporarily without requiring a stable power supply. The general load 37 includes, for example, wipers (not shown) and an electric cooling fan that blows cooling air to the engine 2 .

第１蓄電装置３０は、低電圧ケーブル３６を介して、スタータ２１と、ＩＳＧ２０と、電気負荷としての一般負荷３７とに電力を供給可能に接続されている。 The first power storage device 30 is connected to the starter 21, the ISG 20, and a general load 37 as an electrical load so as to be able to supply electric power via a low-voltage cable 36 .

このように、第１蓄電装置３０は、エンジン２を始動する始動装置としてのスタータ２１及びＩＳＧ２０に少なくとも電力を供給するようになっている。 Thus, the 1st electrical storage apparatus 30 supplies electric power to the starter 21 and ISG20 as a starting device which starts the engine 2 at least.

高電圧パワーパック３４は、第２蓄電装置３３に加えて、インバータ４５と、ＩＮＶＣＭ１４と、ＢＭＳ１６とを有している。高電圧パワーパック３４は、高電圧ケーブル３５を介して、モータジェネレータ４に電力を供給可能に接続されている。 The high voltage power pack 34 has an inverter 45 , an INVCM 14 and a BMS 16 in addition to the second power storage device 33 . The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so as to be able to supply electric power.

インバータ４５は、ＩＮＶＣＭ１４の制御により、高電圧ケーブル３５にかかる交流電力と、第２蓄電装置３３にかかる直流電力とを相互に変換するようになっている。例えば、ＩＮＶＣＭ１４は、モータジェネレータ４を力行させるときには、第２蓄電装置３３が放電した直流電力をインバータ４５により交流電力に変換させてモータジェネレータ４に供給する。 The inverter 45 converts AC power applied to the high voltage cable 35 and DC power applied to the second power storage device 33 to each other under the control of the INVCM 14 . For example, when the motor generator 4 is powered, the INVCM 14 causes the inverter 45 to convert the DC power discharged by the second power storage device 33 into AC power and supplies the AC power to the motor generator 4 .

ＩＮＶＣＭ１４は、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力をインバータ４５により直流電力に変換させて第２蓄電装置３３に充電する。 When regenerating the motor generator 4 , the INVCM 14 causes the inverter 45 to convert the AC power generated by the motor generator 4 into DC power and charges the second power storage device 33 .

ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４及びＢＭＳ１６は、それぞれＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 each include a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data and the like, It consists of a computer unit with an input port and an output port.

これらのコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットをＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４及びＢＭＳ１６としてそれぞれ機能させるためのプログラムが格納されている。 The ROMs of these computer units store various constants, various maps, etc., as well as programs for causing the computer units to function as HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14 and BMS 16, respectively.

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例におけるＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４及びＢＭＳ１６としてそれぞれ機能する。 That is, these computer units function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 in this embodiment, respectively, by the CPU executing programs stored in the ROM using the RAM as a work area.

ハイブリッド車両１には、ＣＡＮ（Controller Area Network）等の規格に準拠した車内ＬＡＮ（Local Area Network）を形成するためのＣＡＮ通信線４８、４９が設けられている。 The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to standards such as CAN (Controller Area Network).

ＨＣＵ１０は、ＩＮＶＣＭ１４及びＢＭＳ１６にＣＡＮ通信線４８によって接続されている。ＨＣＵ１０、ＩＮＶＣＭ１４及びＢＭＳ１６は、ＣＡＮ通信線４８を介して制御信号等の信号の送受信を相互に行なう。 HCU 10 is connected to INVCM 14 and BMS 16 by CAN communication lines 48 . The HCU 10 , INVCM 14 and BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48 .

ＨＣＵ１０は、ＥＣＭ１１、ＴＣＭ１２及びＩＳＧＣＭ１３にＣＡＮ通信線４９によって接続されている。ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２及びＩＳＧＣＭ１３は、ＣＡＮ通信線４９を介して制御信号等の信号の送受信を相互に行なう。 HCU 10 is connected to ECM 11 , TCM 12 and ISGCM 13 by CAN communication lines 49 . The HCU 10 , ECM 11 , TCM 12 and ISGCM 13 mutually transmit and receive signals such as control signals via the CAN communication line 49 .

ＨＣＵ１０の入力ポートには、車速センサ５１、クラッチストロークセンサ５２等の各種センサ類が接続されている。 Various sensors such as a vehicle speed sensor 51 and a clutch stroke sensor 52 are connected to the input port of the HCU 10 .

車速センサ５１は、ドライブシャフト２３の回転速度などからハイブリッド車両１の速度を検出する。クラッチストロークセンサ５２は、クラッチ２６の係合度を検出する。 Vehicle speed sensor 51 detects the speed of hybrid vehicle 1 from the rotational speed of drive shaft 23 and the like. A clutch stroke sensor 52 detects the degree of engagement of the clutch 26 .

本実施例において、ＥＣＭ１１は、アイドリングストップ制御を実行するようになっている。このアイドリングストップ制御において、ＥＣＭ１１は、所定の一時停止条件の成立時にエンジン２を停止させ、所定の再始動条件の成立時にＩＳＧＣＭ１３を介してＩＳＧ２０を駆動してエンジン２を再始動させるようになっている。このため、エンジン２の不要なアイドリングが行なわれなくなり、ハイブリッド車両１の燃費を向上させることができる。 In this embodiment, the ECM 11 executes idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined temporary stop condition is satisfied, and drives the ISG 20 via the ISGCM 13 to restart the engine 2 when a predetermined restart condition is satisfied. there is Therefore, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

一時停止条件としては、例えば、第２蓄電装置３３の蓄電量が所定蓄電量以上であること、要求トルクが所定トルク量以下であること、が成立していることである。要求トルクは、例えば、図示しないアクセルペダルの踏み込み量から求める。 The temporary stop condition is, for example, that the power storage amount of the second power storage device 33 is equal to or greater than a predetermined power storage amount and that the requested torque is equal to or less than a predetermined torque amount. The required torque is obtained, for example, from the depression amount of an accelerator pedal (not shown).

本実施例において、ＨＣＵ１０は、予め設定された変速条件が成立したことで変速機構２５の変速段を切り替えることが決定されクラッチ２６の解放が開始されてから、クラッチ２６が解放状態となり、変速機構２５の変速段の切替が完了するまでの変速中期間に、一時停止条件が成立した場合、この変速中期間のクラッチ２６の解放期間にエンジン２を一時停止させる。 In this embodiment, the HCU 10 decides to switch the gear stage of the transmission mechanism 25 when a preset gear change condition is established, and after the clutch 26 starts to be released, the clutch 26 is released, and the transmission mechanism If the temporary stop condition is satisfied during the shifting period until the switching of the gear stage 25 is completed, the engine 2 is temporarily stopped during the disengagement period of the clutch 26 during the shifting period.

変速条件は、例えば、車速とアクセル開度に基づいて変速段が決まる変速マップにより決まった変速段が現在の変速段と異なる場合、成立したと判定される。 The shift condition is determined to be established, for example, when the shift stage determined by a shift map that determines the shift stage based on the vehicle speed and the accelerator opening is different from the current shift stage.

クラッチ２６の解放期間とは、クラッチ２６の接続状態からクラッチ２６の係合度を下げていき、所定の係合度以下となってからクラッチ２６が解放状態となり解放状態でなくなるまでの期間のことである。 The disengagement period of the clutch 26 is the period from when the degree of engagement of the clutch 26 is lowered from the connected state of the clutch 26 until the degree of engagement of the clutch 26 falls below a predetermined degree until the clutch 26 is disengaged and is no longer disengaged. .

これにより、変速中期間にエンジン２の一時停止が可能となった場合に、変速段の切替が完了しクラッチ２６が接続状態となる変速完了まで待つことなくエンジン２を一時停止させることができる。変速完了後にエンジン２を一時停止させる場合よりも燃料の浪費を招くことを防ぐことができる。また、早期にエンジン２を一時停止に移行させることができる。 As a result, when the temporary stop of the engine 2 becomes possible during the gear shift period, the engine 2 can be temporarily stopped without waiting for the completion of the gear shift, in which the changeover of the gear stage is completed and the clutch 26 is connected. Waste of fuel can be prevented more than when the engine 2 is temporarily stopped after the gear shift is completed. Also, the engine 2 can be shifted to temporary stop early.

また、クラッチ２６の解放期間にエンジン２を一時停止に移行させることができ、エンジン一時停止に伴うエンジントルク変動が駆動輪５に伝達されることを抑えることができる。 Further, the engine 2 can be shifted to a temporary stop during the release period of the clutch 26, and transmission of the engine torque fluctuation accompanying the engine temporary stop to the driving wheels 5 can be suppressed.

ＨＣＵ１０は、クラッチ２６を解放状態としたうえで、エンジン２の一時停止を実施するようにしてもよい。 The HCU 10 may temporarily stop the engine 2 after disengaging the clutch 26 .

これにより、エンジン２の一時停止に伴うトルク変化が、クラッチ２６を介して駆動輪５に伝達されることを防止することができる。このため、不必要な振動が駆動輪５に発生することを抑制することができ、ハイブリッド車両１の走行性能の向上を図ることができる。 As a result, it is possible to prevent the torque change associated with the temporary stop of the engine 2 from being transmitted to the drive wheels 5 via the clutch 26 . Therefore, generation of unnecessary vibrations in the drive wheels 5 can be suppressed, and the running performance of the hybrid vehicle 1 can be improved.

ＨＣＵ１０は、変速中期間のクラッチ２６が解放状態となるまでにエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態となってからエンジン２の一時停止を行なうようにしてもよい。 If the conditions for temporarily stopping the engine 2 are satisfied before the clutch 26 is released during the gear shifting period, the HCU 10 may temporarily stop the engine 2 after the clutch 26 is released.

クラッチ解放の完了前にエンジン２を一時停止させると、クラッチ２６を介して駆動輪５にエンジントルクが伝達するおそれがある。そのため、クラッチ解放までにエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態となってからエンジン２を一時停止させる。これにより、不必要な振動が駆動輪５に発生することを抑制することができ、ハイブリッド車両１の走行性能の向上を図ることができる。 If the engine 2 is temporarily stopped before the clutch is completely released, engine torque may be transmitted to the driving wheels 5 via the clutch 26 . Therefore, when the condition for temporarily stopping the engine 2 is satisfied before the clutch is released, the engine 2 is temporarily stopped after the clutch 26 is released. As a result, it is possible to suppress the occurrence of unnecessary vibrations in the drive wheels 5 and improve the running performance of the hybrid vehicle 1 .

ＨＣＵ１０は、エンジン２の一時停止中はクラッチ２６の解放状態を維持する。
これにより、エンジン２の一時停止中に、エンジン補機や車両補機等の駆動電力が必要となり、エンジン２の駆動力で発電する電力が必要となるような場合に、クラッチ２６が解放状態であるため、エンジン２の再始動に伴って発生するエンジントルクが駆動輪５に伝達されるのを防止しつつ、エンジン２を即座に再始動させて補機に電力を供給することができる。 The HCU 10 keeps the clutch 26 released while the engine 2 is temporarily stopped.
As a result, while the engine 2 is temporarily stopped, driving electric power for the engine auxiliaries, vehicle auxiliaries, etc. is required, and when electric power generated by the driving force of the engine 2 is required, the clutch 26 is released. Therefore, it is possible to immediately restart the engine 2 and supply electric power to the accessories while preventing transmission of the engine torque generated by restarting the engine 2 to the drive wheels 5 .

また、変速中期間にエンジン２を一時停止させる場合に、エンジン２の再始動に備えた制御も行なうことで、スムーズなエンジン再始動を行なうことができる。 Further, when the engine 2 is temporarily stopped during the shifting period, the engine 2 can be restarted smoothly by performing control in preparation for restarting the engine 2 .

ＨＣＵ１０は、エンジン２の一時停止条件の成立に伴ってクラッチ２６を解放させ、クラッチ解放状態で変速機構２５の変速段をニュートラルに切り替える。 The HCU 10 disengages the clutch 26 when the temporary stop condition of the engine 2 is satisfied, and switches the gear stage of the transmission mechanism 25 to neutral in the clutch disengaged state.

また、変速中にエンジン２を一時停止させる場合に、エンジン２の再始動に備えた制御も行なうことで、スムーズなエンジン再始動を行なうことができる。 Further, when the engine 2 is temporarily stopped during shifting, the engine can be restarted smoothly by performing control in preparation for the restart of the engine 2 as well.

以上のように構成された本実施例に係るハイブリッド車両の駆動装置による変速中のエンジン一時停止制御処理の概要を、図２を参照して説明する。 An outline of the engine temporary stop control process during shifting by the hybrid vehicle drive system according to the present embodiment configured as described above will be described with reference to FIG. 2 .

図２に示すように、変速動作としては、時刻Ｔ１において変速が開始されると、クラッチ２６が徐々に解放状態にされる。 As shown in FIG. 2, in the shift operation, when the shift starts at time T1, the clutch 26 is gradually released.

時刻Ｔ２において、クラッチ２６が解放状態となると、変速機構２５の変速段の切替が行なわれ、時刻Ｔ３において変速段の切替が完了すると、クラッチ２６が徐々に接続状態にされ、時刻Ｔ４においてクラッチ２６が接続状態となり変速が完了する。 When the clutch 26 is released at time T2, the gear stage of the transmission mechanism 25 is switched. When the gear stage switching is completed at time T3, the clutch 26 is gradually engaged, and at time T4, the clutch 26 is engaged. becomes connected and the shift is completed.

本実施例においては、時刻Ｔ１から時刻Ｔ３までの図中Ａ、Ｂで示した期間である変速中期間にエンジン２の一時停止条件が成立した場合、変速中のクラッチ２６の係合度が所定の係合度以下となってからエンジン２の一時停止を行なう。 In this embodiment, when the temporary stop condition of the engine 2 is satisfied during the shifting period, which is the period indicated by A and B in the drawing from time T1 to time T3, the degree of engagement of the clutch 26 during shifting is set to a predetermined value. The engine 2 is temporarily stopped after the degree of engagement becomes equal to or less than the degree of engagement.

このため、図中点線で示した、変速段の切替が完了しクラッチ２６が接続状態となる変速完了後に、クラッチ２６を解放状態としてエンジン２を一時停止させる場合に比べ、燃料の浪費を招くことを防ぐことができる。また、早期にエンジン２を一時停止に移行させることができる。 Therefore, fuel is wasted as compared with the case where the engine 2 is temporarily stopped by disengaging the clutch 26 after the completion of the gear change and the engagement of the clutch 26, which is indicated by the dotted line in the figure. can be prevented. Also, the engine 2 can be shifted to temporary stop early.

以上のように構成された本実施例に係る駆動装置によるエンジン一時停止制御処理について、図３を参照して説明する。なお、以下に説明するエンジン一時停止制御処理は、ＨＣＵ１０が動作を開始すると開始され、予め設定された時間間隔で実行される。 Engine temporary stop control processing by the drive system according to the present embodiment configured as described above will be described with reference to FIG. The engine temporary stop control process described below is started when the HCU 10 starts operating, and is executed at preset time intervals.

ステップＳ１において、ＨＣＵ１０は、変速が開始されたか否かを判定する。変速が開始されていないと判定した場合、ＨＣＵ１０は、処理を終了する。 In step S1, the HCU 10 determines whether gear shifting has started. When determining that the shift has not started, the HCU 10 ends the process.

変速が開始されたと判定した場合、ステップＳ２において、ＨＣＵ１０は、エンジン２の一時停止条件が成立しているか否かを判定する。エンジン２の一時停止条件が成立していないと判定した場合、ＨＣＵ１０は、処理を終了する。 When it is determined that the shift has started, the HCU 10 determines in step S2 whether or not a temporary stop condition for the engine 2 is satisfied. When the HCU 10 determines that the temporary stop condition for the engine 2 is not satisfied, the HCU 10 ends the process.

エンジン２の一時停止条件が成立していると判定した場合、ステップＳ３において、ＨＣＵ１０は、クラッチ２６が解放状態になったか否かを判定する。クラッチ２６が解放状態になっていないと判定した場合、ステップＳ４において、ＨＣＵ１０は、エンジン２の一時停止処理を待機し、ステップＳ３の処理を繰り返す。 When it is determined that the temporary stop condition of the engine 2 is satisfied, in step S3, the HCU 10 determines whether or not the clutch 26 is released. When determining that the clutch 26 is not in the released state, in step S4, the HCU 10 waits for the temporary stop processing of the engine 2, and repeats the processing of step S3.

クラッチ２６が解放状態になったと判定した場合、ステップＳ５において、ＨＣＵ１０は、変速機構２５の変速段をニュートラルに切り替える。 If it is determined that the clutch 26 is released, the HCU 10 switches the gear stage of the transmission mechanism 25 to neutral in step S5.

ステップＳ６において、ＨＣＵ１０は、クラッチ２６の解放状態を維持する。
ステップＳ７において、ＨＣＵ１０は、エンジン２の一時停止処理を実行して、処理を終了する。 In step S6, the HCU 10 keeps the clutch 26 in the released state.
In step S7, the HCU 10 executes a temporary stop process of the engine 2 and terminates the process.

このようなエンジン一時停止制御処理による動作について図４及び図５を参照して説明する。図４は、変速機構２５の変速段を切り替えることが決定されクラッチ２６の解放が開始されてから、クラッチ２６が解放状態となるまでの間（図中矢印で示した期間）にエンジン２の一時停止条件が成立した場合を示している。 The operation of such an engine temporary stop control process will be described with reference to FIGS. 4 and 5. FIG. FIG. 4 shows a period from when it is decided to switch the gear stage of the transmission mechanism 25 and the clutch 26 starts to be released until the clutch 26 is released (the period indicated by the arrow in the figure). It shows the case where the stop condition is met.

時刻ｔ０において、予め設定された変速条件が成立したことで変速機構２５の変速段を切り替えることが決定され、変速状態が変速中とされ、目標ギヤとして５速が選択され、クラッチ２６の解放が開始される。 At time t0, it is determined that the gear stage of the transmission mechanism 25 is to be switched because a preset gear shift condition is established, the gear shift state is set to be in progress, the 5th speed is selected as the target gear, and the clutch 26 is released. be started.

時刻ｔ１において、エンジン２の一時停止条件が成立すると、クラッチ２６が解放状態となる時刻ｔ２において、目標ギヤとしてニュートラルが選択され、エンジン２が一時停止される。時刻ｔ３において、変速機構２５の変速段がニュートラルとなり、変速状態の変速中が解除される。 At time t1, when the condition for temporarily stopping the engine 2 is satisfied, at time t2 when the clutch 26 is released, neutral is selected as the target gear, and the engine 2 is temporarily stopped. At time t3, the gear stage of the transmission mechanism 25 becomes neutral, and the shifting state of the shifting state is canceled.

このように、変速が開始されてからクラッチ２６が解放状態となるまでにエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態となってからエンジン２の一時停止を行なうため、変速完了後にエンジン２を一時停止させる場合よりも燃料の浪費を招くことを防ぐことができる。また、早期にエンジン２を一時停止に移行させることができる。 In this manner, when the condition for temporarily stopping the engine 2 is satisfied from the start of gear shifting until the clutch 26 is released, the temporary stop of the engine 2 is performed after the clutch 26 is released. Waste of fuel can be prevented more than when the engine 2 is temporarily stopped later. Also, the engine 2 can be shifted to temporary stop early.

また、変速が開始されてからクラッチ２６が解放状態となるまでにエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態となってからエンジン２の一時停止を行なう。これにより、不必要な振動が駆動輪５に発生することを抑制することができ、ハイブリッド車両１の走行性能の向上を図ることができる。 Further, if the condition for temporarily stopping the engine 2 is satisfied after the shift is started and before the clutch 26 is disengaged, the engine 2 is temporarily stopped after the clutch 26 is disengaged. As a result, it is possible to suppress the occurrence of unnecessary vibrations in the drive wheels 5 and improve the running performance of the hybrid vehicle 1 .

図５は、変速中のクラッチ２６が解放状態である間（図中矢印で示した期間）にエンジン２の一時停止条件が成立した場合を示している。 FIG. 5 shows a case where the temporary stop condition of the engine 2 is met while the clutch 26 is in the disengaged state during shifting (the period indicated by the arrow in the figure).

時刻ｔ１０において、予め設定された変速条件が成立したことで変速機構２５の変速段を切り替えることが決定され、変速状態が変速中とされ、目標ギヤとして５速が選択され、クラッチ２６の解放が開始される。 At time t10, it is determined that the gear position of the transmission mechanism 25 is to be switched because a preset gear shift condition is established, the gear shift state is set to be in progress, the fifth gear is selected as the target gear, and the clutch 26 is released. be started.

その後、クラッチ２６が解放状態となると、変速機構２５の変速段の切替処理が開始される。 After that, when the clutch 26 is released, the process of switching the speed of the transmission mechanism 25 is started.

時刻ｔ１１において、エンジン２の一時停止条件が成立すると、時刻ｔ１２において、エンジン２が一時停止され、目標ギヤとしてニュートラルが選択され、時刻ｔ１３において、変速機構２５の変速段がニュートラルとなり、変速状態の変速中が解除される。 At time t11, when the condition for temporarily stopping the engine 2 is satisfied, the engine 2 is temporarily stopped at time t12, and neutral is selected as the target gear. Released during shifting.

このように、クラッチ２６が解放状態である間にエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態の間にエンジン２の一時停止を行なうため、変速完了後にエンジン２を一時停止させる場合よりも燃料の浪費を招くことを防ぐことができる。また、早期にエンジン２を一時停止に移行させることができる。 In this manner, when the condition for temporarily stopping the engine 2 is satisfied while the clutch 26 is in the disengaged state, the engine 2 is temporarily stopped while the clutch 26 is in the disengaged state. It is possible to prevent waste of fuel more than the case. Also, the engine 2 can be shifted to temporary stop early.

また、クラッチ２６が解放状態である間にエンジン２の一時停止条件が成立した場合、クラッチ２６が解放状態の間にエンジン２の一時停止を行なうため、エンジン２の一時停止に伴うトルク変化が、クラッチ２６を介して駆動輪５に伝達されることを防止することができる。このため、不必要な振動が駆動輪５に発生することを抑制することができ、ハイブリッド車両１の走行性能の向上を図ることができる。 Further, when the temporary stop condition of the engine 2 is satisfied while the clutch 26 is in the disengaged state, the engine 2 is temporarily stopped while the clutch 26 is in the disengaged state. Transmission to the driving wheels 5 via the clutch 26 can be prevented. Therefore, generation of unnecessary vibrations in the drive wheels 5 can be suppressed, and the running performance of the hybrid vehicle 1 can be improved.

本実施例では、各種センサ情報に基づきＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４及びＢＭＳ１６が各種の判定や算出を行なう例について説明したが、これに限らず、ハイブリッド車両１が外部サーバ等の車外装置と通信可能な通信部を備え、該通信部から送信された各種センサの検出情報に基づき車外装置によって各種の判定や算出が行なわれ、その判定結果や算出結果を通信部で受信して、その受信した判定結果や算出結果を用いて各種制御を行なってもよい。 In this embodiment, the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 perform various determinations and calculations based on various sensor information. Various determinations and calculations are performed by the external device based on the detection information of various sensors transmitted from the communication unit, and the determination results and calculation results are received by the communication unit, Various controls may be performed using the received determination result or calculation result.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。 Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１ ハイブリッド車両
２ エンジン
３ トランスミッション（自動変速機）
４ モータジェネレータ（モータ）
５ 駆動輪
１０ ＨＣＵ（制御部）
１１ ＥＣＭ
２５ 変速機構
２６ クラッチ（動力伝達機構）
５２ クラッチストロークセンサ 1 hybrid vehicle 2 engine 3 transmission (automatic transmission)
4 Motor generator (motor)
5 drive wheel 10 HCU (control unit)
11 ECMs
25 transmission mechanism 26 clutch (power transmission mechanism)
52 clutch stroke sensor

Claims (2)

駆動輪に動力を伝達する駆動源としてのエンジン及びモータと、前記エンジンの回転を変速して前記駆動輪に伝達する自動変速機と、前記エンジンと前記駆動輪との間の動力伝達を解放または接続する動力伝達機構とを備え、予め設定された一時停止条件が成立した場合に前記エンジンを一時停止し、予め設定された再始動条件が成立した場合に前記エンジンを再始動するハイブリッド車両の駆動装置であって、
前記自動変速機の変速段の切替が決定された後、前記動力伝達機構が解放状態となってから前記一時停止条件が成立した場合、前記動力伝達機構が解放状態で前記エンジンを一時停止させ、前記動力伝達機構が解放状態となるまでに前記一時停止条件が成立した場合、前記動力伝達機構が解放状態となってから前記エンジンを一時停止させる制御部を備えるハイブリッド車両の駆動装置。 An engine and a motor as drive sources that transmit power to the drive wheels, an automatic transmission that shifts the rotation of the engine and transmits it to the drive wheels, and release or release power transmission between the engine and the drive wheels. A drive of a hybrid vehicle comprising a power transmission mechanism to be connected, temporarily stopping the engine when a preset temporary stop condition is satisfied, and restarting the engine when a preset restart condition is satisfied. a device,
temporarily stopping the engine with the power transmission mechanism in the released state when the temporary stop condition is satisfied after the power transmission mechanism is in the released state after the change of the gear stage of the automatic transmission is determined; A driving device for a hybrid vehicle, comprising: a control unit that temporarily stops the engine after the power transmission mechanism is released when the temporary stop condition is satisfied before the power transmission mechanism is released. 前記制御部は、前記自動変速機の変速段の切替が決定され前記動力伝達機構の解放が開始されてから、前記自動変速機の変速段の切替が完了するまでの変速中期間に前記一時停止条件が成立した場合、前記動力伝達機構を解放状態としてから、前記自動変速機の変速段をニュートラルとする請求項１に記載のハイブリッド車両の駆動装置。 The control unit temporarily stops during a shifting period from when switching of the gear stage of the automatic transmission is determined and disengagement of the power transmission mechanism is started until switching of the gear stage of the automatic transmission is completed. 2. The drive system for a hybrid vehicle according to claim 1 , wherein when the condition is satisfied, the power transmission mechanism is set in a disengaged state, and then the shift stage of the automatic transmission is set to neutral.
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007083796A (en) 2005-09-21 2007-04-05 Nissan Motor Co Ltd Engine stop control apparatus for hybrid vehicle
JP2011157068A (en) 2011-03-11 2011-08-18 Nissan Motor Co Ltd Transmission state changeover controller for hybrid vehicle
JP2017096135A (en) 2015-11-20 2017-06-01 スズキ株式会社 Idling stop control device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007083796A (en) 2005-09-21 2007-04-05 Nissan Motor Co Ltd Engine stop control apparatus for hybrid vehicle
JP2011157068A (en) 2011-03-11 2011-08-18 Nissan Motor Co Ltd Transmission state changeover controller for hybrid vehicle
JP2017096135A (en) 2015-11-20 2017-06-01 スズキ株式会社 Idling stop control device

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