玖、發明說明·· 【發明所屬之技術領域】 發明領域 本發明係有關於一種具有果抽損失降低裝置 過第1馬達發電機、油泵、第1離合器、油壓式之自動2 器及第2離合器與第1驅動輪連接，且第2馬達發電機連= 2驅動輪之混合式動力車。 L先前】 發明背景 日本專利公開公報· i _2_2()號中所揭示之屍 動力車，係於弓1擎及驅動輪間配置有第1馬達發電 泵、第1離合器、帶式無段變速器、第2離合器及第2馬達發 電機者。航Μ混合式動力車係則丨擎之_力進㈣ 動或加速’且使第i馬達發電機作為馬達來發揮機能以輔助 引擎之驅動力’又，於行敬時等使引擎停止並以第2馬達 發電機作為馬達來發揮機能以使動力車行馼且於減速時 以第1、第2馬達發電機作為發電機來發揮機能以進行電： 回收。 然而，於引擎運轉中時，藉該引擎驅動之油泉可產生 用以使帶式無段變速機變速之油壓，但是使引擎停止且以 第2馬達發電機之,轉力行驶時，油栗沒有產生祕，因此 由藉第2馬達發電機之驅動力行驶切換至藉引擎之驅動力 行駛時，油泵產生油壓後至使帶式無段變速器變速之前有 時間延遲之情形，且比控制之反應性降低而可能產生變速 200404131 衝擊。 因此，前述習知者除了以引擎驅動之油泵外，還設置 有電動油果，於引擎停止時以電動油壓泵產生油壓，藉此 於藉第2馬達發電機之驅動力行駛切換至藉引擎之驅動力 5 行駛時，使無段變速機之實際比很快地與目標比一致。 然而，前述習知者除了以引擎驅動之油泵外，尚需要 電動油泵，因此，會有電動油泵及驅動其之馬達之構件數 目、價格、空間、重量增加等問題。 【發明内容】 10 發明概要 本發明係鑑於前述事情而作成者，且目的係使可停止 引擎而利用馬達發電機行駛之混合式動力車於不需要特別 之電動油泵之情況下，於引擎停止中產生用以使自動變速 機變速之油壓。 15 為了達成前述目的，依據本發明之第1特徵，提出一種 混合式動力車之申請案，該混合式動力車係具有泵抽損失 降低裝置之引擎透過第1馬達發電機、油泵、第1離合器、 油壓式之自動變速機及第2離合器與第1驅動輪連接，且第2 馬達發電機連接與前述第1驅動輪不同之第2驅動輪者，其 20 特徵在於：當以前述第2馬達發電機驅動或制動該第2驅動 輪而行驶時，以前述泵抽損失降低裝置降低已停止運轉之 引擎之泵抽損失，且於放開前述第2離合器之狀態下，以前 述第1馬達發電機驅動該油泵以產生用以使前述自動變速 機變速之油壓。 6 200404131 依據前述結構，停止前述引擎之運轉並以該第2馬達發 電機驅動或制動前述第2驅動輪來行駛，係以該泵抽損失降 低裝置降低前述引擎之泵抽損失，且於已放開前述第2離合 器之狀態下以該第1馬達發電機驅動前述油泵，因此不僅可 5 於沒有設置特別之電動油泵之情況下，以既有之油泵產生 之油壓使該自動變速機變速，且可於啟動前述引擎並透過 該第1驅動輪驅動時，將前述自動變速機之實際比反應性良 好地控制為目標比而防止變速衝擊之產生。而且，藉前述 第1馬達發電機旋轉之引擎係於已降低泵抽損失之狀態 10 中，且藉放開該第2離合器已斷絕前述第1馬達發電機與第1 驅動輪之連接，因此，不僅可將該第1馬達發電機之消耗電 力抑制至最小限度，亦可藉點火控制及開始供給燃料快速 地啟動前述引擎。 又，依據本發明之第2特徵，提出一種混合式動力車之 15 申請案，該混合式動力車除了前述第1特徵以外，係於前述 自動變速機之目標比與實際比之偏差超過預定值時，一面 間歇地接合前述第1離合器一面使該自動變速機變速。 依據前述結構，係於前述目標比與實際比之偏差超過 預定值時接合該第1離合器而使前述自動變速機變速，因此 20 與連續地接合該第1離合器之情況相比，可將利用該第1馬 達發電機驅動前述自動變速機之時間抑制至最小限度而降 低消耗電力。 又，依據本發明之第3特徵，提出一種混合式動力車之 申請案，該混合式動力車除了前述第1特徵以外，係於前述 7 200404131 自動變速機之目標比之變化率超過預定值時，一面連續地 接合前述第1離合器一面使前述自動變速機變速。 依據前述結構，係於前述自動變速機之目標比之變化率超 過預定值時-面連續地接合前述第丨離合器—面使前述自動 變速機變速，因此於必需快速地變速時可沒#遲滯地進行 人攸®—種混合式動力車之 申請案’該混合式動力車除了前述第1特徵以外，於連接前 10 值 述第!：第2馬達發電機之電池之剩餘容量業已超過預定 ，且该動力車之要求驅動力小於預定值並且引擎之栗抽 損失可降低時，允許由前述第2馬達發電機驅動行敬。 依據前賴構，於前述電池之_容量充足時允 15 該第2馬達發電^驅動行歇，因此前述電池之剩餘容量不合 不足’且係於動力車之要求驅動力小時 騎 發電機驅動行驶’因此該動力車之驅動力不會不足= 係於可降低前則k料損㈣切由足^ 電機驅動行驶’因此可將驅動前述油系及 電機之消耗電力抑制至最小限度。 #1馬達發 20 又依據本t明之第5特徵，提出—種混 申請案，該混合式動力車除了前述第4特徵以。杨力車之 述泵抽損失降絲㈣作並时 ，係於使前 時’以前述第1馬達發電機驅動該油泵來產Γ用:驅動行歇 動變速機變速之油壓。 π从使前述自 依據前述結構，係於 丨擎之泵蝴失已降低之狀態7 8 以IT述第2馬達發電機行駛時，以前述第丨馬達發電機驅動 油泵而產生使前述自動變速機變速之油壓，因此可—面將 前述第1馬達發電機之消耗電力抑制至最小限度，—面準備 由韵述引擎驅動行駛並使前述自動變速機快速地變速。 又，依據本發明之第6特徵，提出一種混合式動力車之 申請案，該混合式動力車除了前述第丨特徵以外，係於以前 述第1馬達發電機驅動該油泵而產生用以使前述自動變速 機變速之油壓時，放開前述第1離合器。 依據前述結構，係於以前述第丨馬達發電機驅動油泵時 放開該第1離合器，因而可防止因前述第丨馬達發電機之驅 動力牽引該自動變速機而可降低消耗電力。 此外’貫施例之帶式無段變速機Μ係對應本發明之自 動變速機，且實施例之前部馬達發電機MG1及後部馬達發 電機MG2係分別對應本發明之第^電機及第2馬達發 電機，並且實施例之前輪Wf及後輪Wr係分別對應本發明之 第1驅動輪及第2驅動輪。 圖式簡單說明 八第1圖〜第13圖係顯示本發明之一實施例，且第1圖係混 、式動力車之動力傳導系統之整體構成圖，第2圖係運轉模 =句定程序之流程圖。第3圖係模式遷移處理程序之流程 :第4圖係停止模式處理程序之流程圖。第5圖係電動爬 丁處理程序之流程圖。第6圖係減速模式處理程序之流程 圖 ° 堂，-' y 、 圖係引擎模式處理程序之流程圖。第8圖係電動模 式處理程序之流程圖。第9圖係停止模式遷移處理之流程 圖°/1G圖係電動崎模式遷移處理程序之流程圖。第n 圖2減速板式遷移處理程序之流程®。第12圖係引擎模式 遷私處理&序之流程圖。第13圖係電動模式遷移處理程序 之流程圖。 【實施方式】 實施發明之最佳形態 以下，基於添附圖示說明本發明之實施例。 如第1圖所示，於可使全部氣缸休止之引擎£之曲軸n 串聯連接前部馬達發電機MG1、避震器12、油泵13、第i 離a σα 14及τ式热段變速機μ之輸入轴15，並於設置於該 輸入軸15之驅動帶輪16與設置於任務輸出軸17之從動帶輪 18繞捲無端帶19。避震器12於引擎Ε急遽地傳導扭力過來 時，具有防止扭力衝擊，及控制曲軸η扭轉振動之振幅之 機能。任務輸出軸17係透過第2離合器20、最終主動齒輪21 及最終從動齒輪22、前差速齒輪23及左右之車軸24、24連 接左右之前輪Wf、Wf。又，後部馬達發電機!^(}2係透過後 差速齒輪25及左右之車軸26、26連接左右之後輪Wr、Wr。 前部及後部馬達發電機MG1、MG2係透過動力傳動單 元27連接電池28。 於普通運轉時，引擎E之吸氣閥係由曲軸之旋轉連動控 制開關，而於氣缸休息狀態下運轉時，為了降低引擎E之泵 抽損失，係藉泵抽損失降低裝置維持吸氣閥為關閉狀態。 因此，使引擎E於氣缸休息狀態並利用前部馬達發電機MGi 使引擎E之曲軸11旋轉時，可將其驅動負載抑制至最小。 於本實施形態中，沒有特別圖示，但引擎E、帶式無段 文速機Μ、前部馬達發電機]^(}1、後部馬達發電機及 電池28係分別由對應之ECU(電子控制單元)控制，且設置有 統合該等ECU之統合ECU。以下說明之第2圖〜第13圖之流 程圖之控制係於前述統合ECU中進行。 混合式動力車之運轉模式有「停止模式」、「電動爬行 模式」、「減速模式」、「引擎模式」及「電動模式」5種，該 等模式係由第2圖之運轉模式判定程序之流程圖判定。 即，於步驟S1，車速Vcar為〇,且煞車開關BrK為開時， 於步驟S2使要求運轉模式DriveM〇deReq為「停止模式」。 前述步驟S1之回答為N0時，於步驟“，加速踏板開度 AP全閉，且煞車開關BrK為關，車速VcaH、於爬行判定車 速V-Crp，且電池剩餘容量s〇c超過許可電動行駛剩餘容量 SOC-EV時，在步驟S4使要求運轉模式DriveM〇deReq為「電 動爬行模式」。「電動爬行模式」係利用第2馬達發電機14(}2 之驅動力使動力車攸行之模式。 前述步驟S3之回答為N0時，於步驟％，加速踏板開度 AP全閉，且車速Vcar超過爬行判定車速，或於步驟 S6加速踏板開度AP全閉，且煞車開關Br為開，並且車速Vcar 非0時，於步驟S7使要求運轉模式「減速模 式」0 前述步驟S5、S6之回答都為N〇之情況下，於步驟88 要求驅動力F—REQ小於許可電動行駛驅動力F_EV，或於步 驟S9電池剩餘容量SOC未超過許可電動行駛剩餘容量 200404131 SOC-EV，或者於步驟Sl0不是允許氣缸休息標誌 KYUTOENB=l(允許氣虹休息）時，於步驟S11使要求運轉 模式DriveModeReq為「弓丨擎模式」。且前述S8〜sl〇之回答 都為YES時’於步驟S12使要求運轉模式DriveM〇deReq為 5 「電動模式」。「電動模式」係利用第2馬達發電機MG2之驅 動力使動力車行駛之模式。 於前述步驟S8要求驅動力f_REq小時，由第2馬達發電 機MG2許可行駛，因此，動力車之驅動力不會不足。又， 於前述步驟S9電池28之剩餘容量充足時，由第2馬達發電機 10 MG2許可行駛，因此電池28之容量不會不足。又，於前述 步驟S10引擎E為氣缸可休息狀態時，由第2馬達發電機mg2 許可行駛，因此可將使氣缸處於休息狀態之引擎E與油泵13 一起旋轉之第1馬達發電機MG1之消耗電力抑制至最小限 度。 15 接著，基於第3圖之流程圖說明模式遷移處理程序。 首先’步驟S21中現今之運轉模式DriveMode與要求運 轉模式DriveModeReq—致之情況下，於步驟822運轉模式 DriveMode為「停止模式」時，於步驟823實行停止模式處 理，於步驟S24運轉模式DriveMode為「電動爬:行模式」時， 20於步驟S25實行電動欣行模式處理，於步驟S26運轉模式 DriveMode為「減速模式」時，於步驟827實行減速模式處 理，於步驟S28運轉模式DriveMode為「引擎模式」時，於 步驟S29實行引擎模式處理，且於步驟s3〇運轉模式 DriveMode為「電動模式」時，於步驟S31實行電動模式處 12 理。 另外，前述步驟S21中現今之運轉模式DriveMode沒有 與要求運轉模式DriveModeReq—致之情況下，於步驟832 運轉模式DriveModeReq為「停止模式」時，於步驟S33實行 5 ^止模式遷移處理，於步驟幻4運轉模式DriveModeReq為 電動爬行模式」時，於步驟S35實行電動爬行模式遷移處 理’於步驟S36要求運轉模式DriveModeReq為「減速模式」 4，於步驟S37實行減速模式遷移處理，於步驟幻8要求運 轉模式DriveMode為「引擎模式」時，於步驟S39實行引擎 1〇模式遷移處理，且於步驟S40要求運轉模式DriveMode為「電 動模式」時，於步驟S41實行電動模式遷移處理。 接著，基於第4圖之流程圖說明第3圖之流程圖之步驟 S23之「停止模式處理」之副程序。 13 200404131 S57使前部馬達發電機^^(}1發揮馬達之機能使引擎丨搖轉， 亚於步驟S58使引擎驅動指令F_ENG為0(無負載油門開度） 來啟動引擎E。 接著，基於第5圖之流程圖說明第3圖之流程圖之步驟 5 S25之「電動爬行模式處理」之副程序。 首先，於步驟S71放開第2離合器20，並於步驟S72以前 部馬達發電機MG1為馬達來驅動使氣缸休息狀態之引擎e 空轉’藉此一面將引擎E之泵抽損失降低至最小限度一面驅 動油果13以產生用以使帶式無段變速機μ變速之油壓。並 10於下一步驟S73以後部馬達發電機MG2之驅動力指令為要 求驅動力FJREQ，並使後部馬達發電機MG2發揮馬達之機 能使動力車電動爬行行驶。 於下一步驟S74由加速踏板開度ΑΡ及車速Vcar，或要 求驅動力FJREQ及車速Vcar算出帶式無段變速機μ之目標 15 比RatioObj。且於步驟S75目標比變化率| ARatioObj |超 過預定值時，即目標比變化率I ARatioObj |大時，於步驟 S76接合第1離合器14,且進行變速處理以於步驟S77使帶式 無段變速機Μ之實際比Ratio與目標比Rati〇〇bj—致。此時之 油壓係使用利用前部馬達發電機MG1驅動氣缸休息狀態之 20 引擎E時油泵13所產生之油壓。且於步驟S78將比確認時序 TmRatioChk(倒數計時定時器）設定於預定時間 RATI0CHK。 於前述步驟S77進行變速處理之結果為，即使前述步驟 S75中目標比變化率I ARatioObj |沒有超過預定值，若下 14 200404131 一步驟S79中比確認定時器TmRatioChk時間到時，亦於步驟 S80接合第1離合器Η。且，於步驟S81目標比RatioObj及實 際比Ratio之偏差丨RatioObj-Ratio |沒有小於預定值時，即 偏差丨RatioObj-Ratio |大時，於步驟S82進行變速處理以 5 使帶式無段變速機Μ之實際比Ratio與目標比RatioObj — 致。此時之油壓係使用利用前部馬達發電機MG1驅動氣缸 休息狀態之引擎E時油泵13所產生之油壓。相反地，於前述 步驟S81偏差| RatioObj-Ratio |小於預定值時，於前述步 驟S78將比確認定時器TmRatioChk設定於預定時間 10 TRATIOCHK。且於前述步驟S79比確認定時器TmRatioChk 時間未到時，於步驟S83放開第1離合器14。 如前述，引擎E於氣缸休息狀態時，目標比變化率| △ RatioObj |超過預定值時，接合第丨離合器14並驅動油泵 13 ’以油泵13產生之油壓將帶式無段變速機μ之實際比 15 Rati〇控制為目標比RatioObj，且於每次經過預定時間 TRATIOCHK時接合第1離合器14並驅動油泵13，此時若目 標比RatioObj及實際比Rati〇之偏差丨Rati〇〇bj-Rati〇 |沒有 小於預定值’可利用將帶式無段變速機Μ之實際比Rati〇控 制為目標比RatioObj來防止帶式無段變速機M變速之反應 20 遲滯。 接著’基於第6圖之流程圖說明第3圖之流程圖之步驟 S 2 7之「減速板式處理」之副程序。 第6圖之流程圖係實質地與第5圖之流程圖相同，於動 力車減速日守，係與動力車於電動爬行行駛時同樣地以預定 15 條件接合第1離合器14使帶式無段變速機M之驅動帶輪16 及從動帶輪18旋轉，藉此確認實際比Rati〇&變速成目標比 RatioObj，因此可確實防止帶式無段變速機m發生變速之反 應遲滯之情況。唯一不同點在於相對於第5圖之流程圖之步 驟S73中以後部馬達發電機驅動力指令f—RrM〇t作為要求驅 動力F—REQ，並以後部馬達發電機]^(}2作為馬達來發揮機 月b使動力車電動爬行行駛，於第6圖之流程圖中之步驟§73, 中係以後σ卩馬達發電機驅動力指令作為要求驅動 力F—REQ(回生制動力），並以後部馬達發電機MG2作為發電 機來發揮機能而一面使回生制動力產生一面將動力車之動 能收回至電池28作為電能。 接著，基於第7圖之流程圖說明第3圖之流程圖之步驟 S29之「引擎模式處理」之副程序。 首先’於在步驟S91接合第1離合器14(包含所謂半離合 控制），且在步驟S92接合第2離合器20之狀態下，於步驟S93 由加速踏板開度AP及車速Vcar，或要求驅動力F—REQ及車 速Vcar算出帶式無段變速機μ之目標比Rati〇〇bj。且於步驟 S94進行變速處理，以於步驟S94使帶式無段變速機M之實 際比Ratio與目標比Rati〇〇bj—致。 下一步驟S95為辅助模式時，於步驟S96以前部馬達發 電機驅動力指令F—FrMot作為前部要求輔助驅動力 F—AstFrMot，並以後部馬達發電機驅動力指令F—RrMot作為 後部要求輔助驅動力F—AstRrMot，且以前部馬達發電機 MG1及後部馬達發電機MG2作為馬達來驅動以辅助弓|擎£ 200404131 之驅動力。又，步驟S97為充電模式時，於步驟S98以前部 馬達發電機驅動力指$F_FrMot為充電量驅動力？_0^，且 使後部馬達發電機驅動力指令F—RrMot為0，並且以前部馬 達發電機MG1作為發電機來驅動而對電池28充電。又，前 5 述步驟S95、S97不是輔助模式亦非充電模式時，於步驟S99 使前部馬達發電機驅動力指令FJFrMot及後部馬達發電機 驅動力指令F_RrMot同為0，而僅驅動引擎E。 接著，於步驟S100由要求驅動減去前部馬達 發電機驅動力指令FJFrMot及後部馬達發電機驅動力指令 10 F—RfMot算出引擎E之驅動力指令FJENG。即，使引擎E、 前部馬達發電機MG1及後部馬達發電機MG2之總要求驅動 力與要求驅動—致。 接著，基於第8圖之流程圖說明第3圖之流程圖之步驟 S31之「電動模式處理」之副程序。 15 20 第8圖之流程圖係實質地與第5圖之流程圖相同 力車電動行駛時，係與動力車於電動爬行行駛時同樣地以 預定條件接合第1離合器14使帶式無段變速機“之驅動帶 輪16及從動帶輪18旋轉，藉此確認實際比Rati〇並變速成目 標比Rati’，因此可確實防止帶式無段變速機崎產生變 速時之反應遲滯之情況。唯一之不同點在於相對於第5 流程圖之步驟S73中後部馬達發電機膽之要求簡 F—REQ為用以電動爬行行駛之小值，第8圖之流程圖之 S73中後。p馬達發電機觸2之要求驅動力F-卿為用以命 動行駛之大值。 ^ 17 200404131 接著，基於第9圖之流程圖說明第3圖之流程圖之步驟 S33之「停止模式遷移處理」之副程序。 首先，於在步驟S111接合第1離合器14,且在步驟S112 放開第2離合器20之狀態下，於步驟S113由加速踏板開度 5 AP及車速Vcar，或要求驅動力FJREQ及車速Vcar算出帶式 無段變速機Μ之目標比RatioObj。且於步驟S114目標比 RatioObj及實際比Ratio之偏差| RatioObj-Ratio丨沒有小 於預定值時，即偏差丨RatioObj — Ratio |大時，於步驟s 115 進行變速處理，以使帶式無段變速機Μ之實際比Rati〇與目 10標比RatioObj—致。另外，於前述步驟S114偏差| Rati0〇bj 一Ratio |小於預定值時，使運轉模式DriveMode為停止模 式Stop。如前述，於放開第2離合器20並接合第1離合器ι4 之狀態下，使帶式無段變速機Μ之實際比Ratio與目標比 RatioObj—致後轉移至「停止模式」。 15 接著，基於第10圖之流程圖說明第3圖之流程圖之步驟 S35之「電動爬行模式遷移處理」之副程序。 首先，於步驟S121放開第1離合器14，且於步驟$112 放開第2離合器20之狀態下，於步驟8123使前部馬達發電機 MG1作為馬達來驅動以使氣缸休息狀態之引擎E空轉，藉此 20 一面將引擎E之泵抽損失抑制至最小限度一面驅動油泵13 來產生用以使帶式無段變速機Μ變速之油壓。下一步驟 S124中引擎旋轉數Ne超過氣缸休息下限旋轉數時，或油泵 13所產生之油壓超過氣缸休息下限油壓時，於步驟“乃使 運轉模式DriveMode為電動攸行模式EVCeeP。 18 200404131 接著，基於第11圖之流程圖說明第3圖之流程圖之步驟 S3?之「減速模式遷移處理」之副程序。 於步驟S131使運轉模式DdveMode為減速模式Dec。 接著，基於第12圖之流程圖說明第3圖之流程圖之步驟 5 S39之「引擎模式遷移處理」。 首先，於步驟S141接合第1離合器Η後，於步驟S142 使氣紅休息電磁開關為關並解除引擎E之氣缸休息狀態，使 燃料噴射許可INJ為開，並使點火許可K}為開。於下一步驟 S143中由加速踏板開度AP及車速Vcar或要求驅動力f REQ 10及車速Vcar算出帶式無段變速機Μ之目標值Rati〇〇bj，並於 步驟S144由目標比RatioObj及車速Vcar算出目標引擎旋轉 數NeCmd。接著於步驟S145進行變速處理使帶式無段變速 機Μ之實際比Ratio成為目標比RatioObj，且於步驟si46以 前部馬達發電機MG1作為馬達或發電機來動作以使引擎旋 15 轉數Ne成為目標引擎旋轉數NeCmd。 且於下一步驟SM7中目標比RatioObj及實際比Rati〇i 偏差丨RatioObj — Ratio丨沒有小於預定值時，即偏差| RatioObj — Ratio |大時，或步驟S148中目標比變化率| RatioObj |沒有小於預定值時’即目標比變化率| Rati〇〇bj 2〇 I大時，或於步驟S149中引擎E沒有高階起爆時，或於步驟 S150中目標引擎旋轉數NeCmd與引擎旋轉數Ne之偏差| NeCmd —Ne |沒有小於予員定值時’即偏差| NeCmd —Ne | 大時，於步驟S151放開第2離合器20,並於步驟§152使後部 馬達發電機驅動力指令F 一 RrMot為要求驅動力ρ REq，且於 19 200404131 步驟S153使引擎驅動力指令f_eng為〇。 然而’油門閥僅打開對應引擎旋轉數Ne之引擎Ε之無 負載S。於此，油門閥僅打開無負載量，係因為使曲軸11 之輸出扭力=0，即，使引擎E進行自己之摩擦量之工作。 5於成為目襟比RatioObj及目標引擎旋轉數NeCmd之前之期 間’係由後部馬達發電機MG2產生驅動力。 前述步驟S147〜S150之回答皆為YES時，即，可由引擎 驅動行駛時，於步驟S154接合第2離合器20(包含所謂半離 合裔）’於步驟S155使引擎驅動力指令fjeNG為要求驅動力 10 F 一 REQ。於下一步驟S156由引擎旋轉數Ne及吸氣負壓朴(或 吸入空氣量）算出實際引擎驅動力F—ENG_ACT，並於步驟 S157使後部馬達發電機驅動力指令F_RrMot為要求驅動力 F一REQ-貫際引擎驅動力F—ENG—ACT。於下一步驟S158中 貫際引擎驅動力F-ENG—ACT成為要求驅動力F—REQ時，即 15後部馬達發電機“〇2停止而於僅由引擎產生驅動力之狀態 下時’於步驟S159使運轉模式DriveMode成為引擎模式 ENG。 接著，基於第13圖之流程圖說明第3圖之流程圖之步驟 S41之「電動模式遷移處理」之副程序。 20 首先，於步驟8丨61接合第1離合器14，並於步驟S162 接合第2離合器20後，於步驟S163使氣缸休息電磁開關為關 以解除引擎E之氣缸休息狀態，並使燃料噴射許可mj為 開，且使點火許可IG為關。於下一步驟164由加速踏板開度 AP及車速Vcar或要求驅動力F—REq及車速Vcar算出帶式無 20 200404131 段變速機Μ之目標比Rati〇〇bj，且於步驟sl65進行變速處理 以使帶式無段變速機Μ之實際比Ratio成為目標比说明 、 Explanation of the invention ... [Technical field to which the invention belongs] Field of the invention The present invention relates to a first motor generator, an oil pump, a first clutch, a hydraulic automatic type 2 and a second type having a pumping loss reduction device. A hybrid vehicle with a clutch connected to the first drive wheel and a second motor generator connected to two drive wheels. L Previous] Background of the Invention The corpse-powered car disclosed in Japanese Patent Laid-Open Publication No. i _2_2 () is equipped with a first motor generator pump, a first clutch, a belt-type stepless transmission, between a bow 1 engine and a driving wheel, The second clutch and the second motor generator. The aviation hybrid vehicle system 丨 engine of _Li Jin to accelerate or accelerate 'and make the i-th motor generator function as a motor to assist the driving force of the engine', and to stop the engine and wait for The second motor generator functions as a motor to drive the powered vehicle, and when decelerating, the first and second motor generator functions as a generator to perform electricity: recovery. However, when the engine is running, the oil spring driven by the engine can generate the oil pressure for changing the speed of the belt-type stepless speed changer, but when the engine is stopped and the second motor generator is running, the oil There is no secret, so when switching from the driving force of the second motor generator to the driving force of the engine, there is a time delay after the oil pump generates oil pressure and before the belt-type stepless transmission is shifted. Reduced responsiveness may produce a shock of shifting 200404131. Therefore, in addition to the oil pump driven by the engine, the aforementioned person is also provided with an electric nut, which generates oil pressure with the electric oil pump when the engine is stopped, thereby switching to the borrowing by the driving force of the second motor generator Engine driving force 5 When driving, the actual ratio of the stepless speed changer quickly matches the target ratio. However, in addition to the oil pump driven by the engine, the aforementioned skilled person also needs an electric oil pump, so there are problems such as the number, price, space, and weight increase of the electric oil pump and the components that drive the motor. [Summary of the Invention] 10 Summary of the Invention The present invention was made in view of the foregoing, and an object of the present invention is to make a hybrid vehicle that can stop an engine and run with a motor generator without the need for a special electric oil pump while the engine is stopped. Generates hydraulic pressure to shift the automatic transmission. 15 In order to achieve the foregoing object, according to the first feature of the present invention, an application for a hybrid vehicle is proposed. The hybrid vehicle has an engine with a pumping loss reduction device through a first motor generator, an oil pump, and a first clutch. The hydraulic automatic transmission and the second clutch are connected to the first drive wheel, and the second motor generator is connected to the second drive wheel that is different from the first drive wheel. Its 20 characteristics are: When the motor generator drives or brakes the second drive wheel, the pumping loss reduction device is used to reduce the pumping loss of the stopped engine, and the first motor is used to release the second clutch when the second clutch is released. The generator drives the oil pump to generate oil pressure for shifting the aforementioned automatic transmission. 6 200404131 According to the foregoing structure, stopping the operation of the engine and driving or braking the second driving wheel with the second motor generator, the pumping loss reduction device is used to reduce the pumping loss of the engine, and When the aforementioned second clutch is opened, the aforementioned oil pump is driven by the first motor generator, so not only can the automatic transmission be shifted with the oil pressure generated by the existing oil pump without a special electric oil pump, In addition, when the engine is started and driven by the first driving wheel, the actual ratio of the automatic transmission can be controlled to a target ratio to prevent the occurrence of a transmission shock. Furthermore, the engine rotated by the aforementioned first motor generator is in a state 10 in which the pumping loss has been reduced, and the connection between the aforementioned first motor generator and the first driving wheel has been disconnected by releasing the second clutch. Not only can the power consumption of this first motor generator be suppressed to a minimum, but also the aforementioned engine can be quickly started by ignition control and start of fuel supply. In addition, according to the second feature of the present invention, an application for 15 of a hybrid vehicle is proposed. In addition to the first feature, the hybrid vehicle has a deviation between a target ratio and an actual ratio of the automatic transmission exceeding a predetermined value. At this time, the automatic transmission is shifted while the first clutch is intermittently engaged. According to the foregoing structure, the automatic transmission is shifted when the first clutch is engaged when the deviation between the target ratio and the actual ratio exceeds a predetermined value. Therefore, compared with the case where the first clutch is continuously engaged, the use of the The time during which the first motor generator drives the automatic transmission is minimized and power consumption is reduced. In addition, according to the third feature of the present invention, an application for a hybrid vehicle is proposed. In addition to the first feature described above, the hybrid vehicle is when the change rate of the target ratio of the above-mentioned 7 200404131 automatic transmission exceeds a predetermined value. The automatic transmission is shifted while continuously engaging the first clutch. According to the aforementioned structure, when the rate of change of the target ratio of the automatic transmission exceeds a predetermined value, the surface continuously engages the first clutch and the surface changes the speed of the automatic transmission, so when the speed needs to be changed quickly, the #lag Application for Renyou®-Hybrid Hybrid Vehicle 'Except for the first feature described above, the hybrid vehicle is described in the first 10 values before connection !: The remaining capacity of the battery of the 2nd motor generator has exceeded the reservation, and When the required driving force of the power car is less than a predetermined value and the pumping loss of the engine can be reduced, it is allowed to be driven by the aforementioned second motor generator. According to the previous structure, when the battery ’s capacity is sufficient, the second motor is allowed to generate electricity and drive to rest. Therefore, the remaining capacity of the battery is not sufficient, and the driving force of the vehicle is small. Therefore, the driving force of the power car will not be insufficient = it can be reduced before k material loss is cut and driven by the motor ^, so the power consumption to drive the aforementioned oil system and motor can be minimized. # 1 摩 发 20 In accordance with the fifth feature of the present invention, a hybrid application is filed. This hybrid vehicle is in addition to the fourth feature described above. Yang Liche's pumping loss reduction operation is based on the former 'driving the oil pump with the aforementioned first motor-generator to produce the oil pressure: driving the hydraulic pressure of the transmission to stop the transmission. π Since the above-mentioned structure is in a state where the pump loss of the engine has been reduced 7 8 When the second motor generator is driven by IT, the oil pump is driven by the first motor generator to generate the automatic transmission Because of the shifting hydraulic pressure, while reducing the power consumption of the first motor-generator to the minimum, it is prepared to drive by the rhyme engine and make the automatic transmission shift quickly. In addition, according to the sixth feature of the present invention, an application for a hybrid vehicle is proposed. In addition to the aforementioned feature, the hybrid vehicle is generated by driving the oil pump with the first motor generator to generate the foregoing When the hydraulic pressure of the automatic transmission is changed, the first clutch is released. According to the aforementioned structure, the first clutch is released when the oil pump is driven by the first motor generator, so that the automatic transmission can be prevented from being pulled due to the driving force of the first motor generator and the power consumption can be reduced. In addition, the belt-type stepless speed changer M of the present embodiment corresponds to the automatic speed changer of the present invention, and the front motor generator MG1 and the rear motor generator MG2 of the embodiment correspond to the third motor and the second motor of the present invention, respectively. The generator, and the front wheel Wf and the rear wheel Wr of the embodiment correspond to the first driving wheel and the second driving wheel of the present invention, respectively. The drawings are briefly explained. Figures 1 to 13 are diagrams showing an embodiment of the present invention, and Figure 1 is an overall configuration diagram of a power transmission system of a hybrid-type power vehicle, and Figure 2 is a running mode = determining program. The flowchart. Figure 3 is the flow of the mode migration processing procedure: Figure 4 is the flowchart of the stop mode processing procedure. Figure 5 is a flowchart of the electric crawler processing program. Figure 6 is the flow chart of the deceleration mode processing program. Figure °,-'y, Figure is the flow chart of the engine mode processing program. Fig. 8 is a flowchart of the electric mode processing program. Fig. 9 is a flow chart of the migration processing of the stop mode. Fig. 1G is a flow chart of the migration processing procedure of the electric saki mode. Figure n Figure 2 Flow chart of the speed reducer migration process. Figure 12 is a flowchart of the engine mode migration process & sequence. Fig. 13 is a flowchart of the electric mode migration processing program. [Embodiment] Best Mode for Carrying Out the Invention An embodiment of the present invention will be described below based on the attached drawings. As shown in Fig. 1, the crankshaft n of the engine that can stop all the cylinders is connected in series with the front motor generator MG1, the shock absorber 12, the oil pump 13, the i-th distance a σα 14 and the τ-type hot section transmission μ The input shaft 15 is wound around the endless belt 19 on a driving pulley 16 provided on the input shaft 15 and a driven pulley 18 provided on the task output shaft 17. The shock absorber 12 has a function of preventing torque shock and controlling the amplitude of the torsional vibration of the crankshaft η when the engine E rapidly transmits torque. The mission output shaft 17 is connected to the left and right front wheels Wf, Wf through the second clutch 20, the final driving gear 21 and the final driven gear 22, the front differential gear 23, and the left and right axles 24, 24. Also, the rear motor generator! ^ (} 2 is connected to the left and right rear wheels Wr, Wr through the rear differential gear 25 and the left and right axles 26, 26. The front and rear motor generators MG1, MG2 are connected through the power transmission unit 27 Battery 28. In normal operation, the intake valve of engine E is controlled by the rotation of the crankshaft, and when the cylinder is in a resting state, in order to reduce the pumping loss of engine E, the pumping loss reduction device is used to maintain the suction. The air valve is closed. Therefore, when the engine E is in the cylinder rest state and the crankshaft 11 of the engine E is rotated by the front motor generator MGI, the driving load of the engine E can be minimized. In this embodiment, there is no special drawing. Shown, but engine E, belt-type stepless speed machine M, front motor generator] ^ (} 1, rear motor generator and battery 28 are controlled by the corresponding ECU (electronic control unit), and are integrated These ECUs are integrated ECUs. The control of the flowcharts in Figures 2 to 13 described below is performed in the integrated ECUs described above. The operation modes of hybrid vehicles include "stop mode", "electric crawl mode", and " slow down There are five modes: "mode", "engine mode" and "electric mode". These modes are determined by the flowchart of the operation mode determination program in Fig. 2. That is, in step S1, the vehicle speed Vcar is 0, and the brake switch BrK is on. At step S2, the required operation mode DriveModeReq is set to the "stop mode." When the answer to the previous step S1 is N0, at step ", the accelerator pedal opening AP is fully closed, and the brake switch BrK is off, and the vehicle speed VcaH, at When the crawling determination vehicle speed V-Crp and the remaining battery capacity SOC exceeds the permitted electric driving remaining capacity SOC-EV, the requested operation mode DriveModeReq is set to "electric crawl mode" in step S4. The "electric crawl mode" is the first 2 The driving mode of the motor 14 (} 2 makes the power vehicle useful. When the answer to the previous step S3 is N0, at step%, the accelerator pedal opening AP is fully closed, and the vehicle speed Vcar exceeds the crawling determination vehicle speed, or at In step S6, when the accelerator pedal opening AP is fully closed, and the brake switch Br is on, and the vehicle speed Vcar is not 0, the requested operation mode "deceleration mode" is set to 0 in step S7, and the answers to steps S5 and S6 are both No. ,to Step 88 The required driving force F_REQ is less than the permitted electric driving driving force F_EV, or the battery remaining capacity SOC does not exceed the permitted electric driving remaining capacity 200404131 SOC-EV in step S9, or the cylinder rest flag KYUTOENB = 1 (allowed When the Qihong rests), the required operation mode DriveModeReq is set to "bow 丨 engine mode" in step S11. When the answers from S8 to sl0 are all YES ', the required operation mode DriveModeReq is set to 5 "electric mode in step S12". ". The "electric mode" is a mode in which a powered vehicle is driven by the driving force of the second motor generator MG2. In the aforementioned step S8, when the driving force f_REq is required, the second motor generator MG2 is permitted to drive, and therefore, the driving force of the power vehicle will not be insufficient. In addition, when the remaining capacity of the battery 28 is sufficient in the aforementioned step S9, the second motor generator 10 MG2 is permitted to travel, so the capacity of the battery 28 will not be insufficient. In addition, when the engine E is in a state where the cylinder can be rested in step S10, the second motor generator mg2 is permitted to drive, so the consumption of the first motor generator MG1 where the engine E with the cylinder in a resting state can be rotated together with the oil pump 13 can be consumed. Power is suppressed to a minimum. 15 Next, a mode transition processing program will be described based on the flowchart in FIG. 3. First, in the case where the current operation mode DriveMode and the required operation mode DriveModeReq are the same in step S21, when the operation mode DriveMode is "stop mode" in step 822, the stop mode processing is performed in step 823, and the drive mode in step S24 is " In the case of "electric climbing: running mode", 20 performs the electric driving mode processing in step S25, and when the driving mode in step S26 is "deceleration mode", the driving mode is performed in step 827, and the driving mode in step S28 is "engine mode" ", The engine mode processing is performed in step S29, and when the drive mode is" electric mode "in step s30, the electric mode processing is performed in step S31. In addition, if the current operation mode DriveMode in the foregoing step S21 is not the same as the required operation mode DriveModeReq, when the operation mode DriveModeReq is "stop mode" in step 832, a 5 ^ stop mode migration process is performed in step S33. 4 When the operation mode DriveModeReq is the electric crawl mode ", the electric crawl mode migration process is performed in step S35 'The operation mode DriveModeReq is requested in step S36 as the" deceleration mode "4. The deceleration mode transition process is performed in step S37, and the operation is requested in step 8 When the mode DriveMode is "engine mode", the engine 10 mode transition processing is performed in step S39, and when the driving mode is requested to be "electric mode" in step S40, the electric mode transition processing is performed in step S41. Next, a subroutine of "stop mode processing" in step S23 of the flowchart of FIG. 3 will be described based on the flowchart of FIG. 4. 13 200404131 S57 causes the front motor generator ^^ (} 1 to use the function of the motor to crank the engine. Substep S58 sets the engine drive command F_ENG to 0 (no-load throttle opening) to start the engine E. Then, based on The flowchart in FIG. 5 illustrates the subroutine of “electric crawl mode processing” in step 5 S25 of the flowchart in FIG. 3. First, the second clutch 20 is released in step S71, and the front motor generator MG1 is released in step S72. Idling the engine e with the cylinder in a resting state for the motor ', thereby driving the Nectar 13 while reducing the pumping loss of the engine E to a minimum, and generating the hydraulic pressure for variable speed of the belt-type stepless transmission μ. 10 In the next step S73, the driving force command of the rear motor generator MG2 is the required driving force FJREQ, and the rear motor generator MG2 can exert the function of the motor to cause the power vehicle to crawl electrically. In the next step S74, the accelerator pedal opening degree is used. AP and vehicle speed Vcar, or required driving force FJREQ and vehicle speed Vcar, calculate the target 15 ratio RatioObj of the belt-type stepless transmission μ. And in step S75, the target ratio change rate | ARatioObj | When the change rate I ARatioObj | is large, the first clutch 14 is engaged in step S76, and the shift processing is performed so that the actual ratio Ratio of the belt-type stepless speed changer M and the target ratio Rati〇〇bj are the same. At this time The oil pressure is the oil pressure generated by the oil pump 13 when the engine 20 is used to drive the cylinder at rest 20 using the front motor generator MG1. In step S78, the timing TmRatioChk (countdown timer) is set to the predetermined time RATI0CHK. The result of the shift processing in the foregoing step S77 is that even if the target ratio change rate I ARatioObj | in the foregoing step S75 does not exceed the predetermined value, if the time of the comparison confirmation timer TmRatioChk in step S79 expires, the step S80 is also engaged in step S80. 1 Clutch 且. And, in step S81, the deviation between the target ratio RatioObj and the actual ratio Ratio 丨 RatioObj-Ratio | is not less than the predetermined value, that is, the deviation 丨 RatioObj-Ratio | is large, the shift processing is performed in step S82 to make the belt type 5 The actual ratio Ratio of the stepless speed changer M is the same as the target ratio RatioObj. The oil pressure at this time is based on the use of the front motor generator MG1 to drive the cylinder to rest. The oil pressure generated by the oil pump 13 at time E. Conversely, when the deviation | RatioObj-Ratio | in the foregoing step S81 is smaller than the predetermined value, the ratio confirmation timer TmRatioChk is set to the predetermined time 10 TRATIOCHK in the foregoing step S78, and in the foregoing step S79 When the TmRatioChk time has not expired, the first clutch 14 is released in step S83. As mentioned above, when the engine E is in the cylinder resting state, the target ratio change rate | Δ RatioObj | exceeds the predetermined value, the clutch 14 is engaged and the oil pump 13 is driven, and the belt-type stepless speed changer μ is driven by the oil pressure generated by the oil pump 13. The actual ratio 15 Rati〇 is controlled to the target ratio RatioObj, and the first clutch 14 is engaged and the oil pump 13 is driven each time a predetermined time TRATIOCHK passes. At this time, if the deviation of the target ratio RatioObj and the actual ratio Rati〇 丨 Rati〇〇bj-Rati 〇 | No less than the predetermined value 'It is possible to control the actual ratio Rati of the belt-type stepless speed changer M to a target ratio RatioObj to prevent the reaction of the belt-type stepless speed changer M from being shifted. Next, based on the flowchart of FIG. 6, the subroutine of the “reduction plate type processing” of step S 2 7 of the flowchart of FIG. 3 will be described. The flow chart in FIG. 6 is substantially the same as the flow chart in FIG. 5. When the power vehicle decelerates and stays on the day, the first clutch 14 is engaged at predetermined 15 conditions to make the belt type stepless when the power vehicle is in electric crawling. The drive pulley 16 and the driven pulley 18 of the speed changer M rotate to confirm that the actual ratio Rati0 & speed changes to the target ratio RatioObj, and thus the belt type stepless speed changer m can be prevented from lagging. The only difference is that in the step S73 of the flowchart in FIG. 5, the rear motor-generator driving force command f_RrM0t is used as the required driving force F-REQ, and the rear motor-generator] ^ (} 2 is used as the motor. Let ’s use the machine month b to make the electric vehicle crawl electrically. In step §73 in the flowchart in Figure 6, the σ 卩 motor generator driving force command in the future is used as the required driving force F-REQ (regeneration braking force), and The rear motor generator MG2 functions as a generator to generate the regenerative braking force and recovers the kinetic energy of the power vehicle to the battery 28 as electric energy. Next, the steps of the flowchart of FIG. 3 will be described based on the flowchart of FIG. 7. The subroutine of "engine mode processing" in S29. First, the first clutch 14 (including the so-called semi-clutch control) is engaged at step S91, and the second clutch 20 is engaged at step S92, and the accelerator pedal is opened at step S93. Degree AP and vehicle speed Vcar, or required driving force F-REQ and vehicle speed Vcar, calculate the target ratio Rati〇bj of the belt-type stepless speed changer μ, and perform a speed change process in step S94, so that the belt-type stepless speed change is performed in step S94. The actual ratio Ratio of the machine M and the target ratio Rati〇〇bj are the same. When the next step S95 is the assist mode, in step S96, the front motor generator driving force command F-FrMot is used as the front request auxiliary driving force F-AstFrMot, The rear motor-generator driving force command F-RrMot is used as the rear to request the auxiliary driving force F-AstRrMot, and the front motor-generator MG1 and the rear motor-generator MG2 are used as motors to assist the driving force of the bow. When step S97 is in the charging mode, in step S98, the front motor-generator driving force means that $ F_FrMot is the charge amount driving force? _0 ^, and the rear motor-generator driving force command F_RrMot is 0, and the front motor The generator MG1 is driven as a generator to charge the battery 28. When steps S95 and S97 described in the previous 5 are not in the assist mode or the charging mode, the front motor generator driving force command FJFrMot and the rear motor generator are issued in step S99. The driving force command F_RrMot is also 0, and only the engine E is driven. Then, in step S100, the front motor generator driving force command FJFrMot and the rear horse are subtracted from the required driving. The generator driving force command 10 F-RfMot calculates the driving force command FJENG of the engine E. That is, the total required driving force and required driving of the engine E, the front motor generator MG1, and the rear motor generator MG2 are matched. Next, based on The flowchart of FIG. 8 illustrates a subroutine of “electric mode processing” in step S31 of the flowchart of FIG. 15 15 20 The flowchart of FIG. 8 is substantially the same as the flowchart of FIG. It is the same as that of the power vehicle when the electric crawler is running. The first clutch 14 is engaged under predetermined conditions to rotate the driving pulley 16 and the driven pulley 18 of the belt-type stepless speed changer. The target ratio is Rati ', so it is possible to prevent the sluggish response of the belt-type stepless speed changer. The only difference is that the F-REQ is a small value for electric crawling in step S73 in step S73 of the fifth flow chart, and S73 in the flow chart of FIG. The required driving force F-Q of the p-motor generator touch 2 is a large value for driving. ^ 17 200404131 Next, the subroutine of "stop mode migration processing" in step S33 of the flowchart of FIG. 3 will be described based on the flowchart of FIG. 9. First, in a state where the first clutch 14 is engaged in step S111 and the second clutch 20 is released in step S112, the belt is calculated from the accelerator pedal opening 5 AP and the vehicle speed Vcar, or the required driving force FJREQ and vehicle speed Vcar in step S113. The target ratio of the stepless transmission M is RatioObj. And in step S114, the deviation between the target ratio RatioObj and the actual ratio Ratio | RatioObj-Ratio 丨 is not less than the predetermined value, that is, the deviation 丨 When RatioObj — Ratio | is large, the speed change process is performed in step s 115 to make the belt-type stepless speed changer The actual ratio of M is the same as that of the target ratio RatioObj. In addition, when the deviation | Rati0bj_Ratio | is smaller than the predetermined value in the aforementioned step S114, the driving mode DriveMode is set to the stop mode Stop. As described above, in a state in which the second clutch 20 is released and the first clutch ι4 is engaged, the actual ratio Ratio and the target ratio RatioObj of the belt-type stepless speed changer M are shifted to the "stop mode". 15 Next, the subroutine of "electric crawl mode transition processing" in step S35 of the flowchart of Fig. 3 will be described based on the flowchart of Fig. 10. First, in step S121, the first clutch 14 is released, and in step $ 112, the second clutch 20 is released, and in step 8123, the front motor generator MG1 is driven as a motor to idle the engine E in a cylinder rest state. With this, the oil pump 13 is driven while suppressing the pumping loss of the engine E to a minimum to generate the oil pressure for shifting the belt-type stepless speed changer M. In the next step S124, when the engine rotation number Ne exceeds the cylinder rest lower limit rotation number, or when the oil pressure generated by the oil pump 13 exceeds the cylinder rest lower limit oil pressure, in step "the driving mode DriveMode is the electric operation mode EVCeeP. 18 200404131 Next, the subroutine of the "deceleration mode transition processing" in step S3? Of the flowchart of FIG. 3 will be described based on the flowchart of FIG. 11. In step S131, the operation mode DdveMode is set to the deceleration mode Dec. Next, based on the flowchart in FIG. 12, the “engine mode migration process” in step 5 S39 of the flowchart in FIG. 3 will be described. First, after the first clutch Η is engaged in step S141, the gas red rest electromagnetic switch is turned off and the cylinder rest state of engine E is released in step S142, the fuel injection permission INJ is turned on, and the ignition permission K} is turned on. In the next step S143, the target value of the belt-type stepless speed changer M is calculated from the accelerator pedal opening AP and the vehicle speed Vcar or the required driving force f REQ 10 and the vehicle speed Vcar, and in step S144 the target ratio RatioObj and The vehicle speed Vcar calculates the target engine rotation number NeCmd. Then, step S145 is performed to perform a speed change process so that the actual ratio Ratio of the belt-type stepless speed changer M becomes the target ratio RatioObj, and in step si46, the front motor generator MG1 operates as a motor or a generator so that the engine revolution 15 Ne becomes Number of target engine rotations NeCmd. And in the next step SM7, the deviation of the target ratio RatioObj and the actual ratio Rati〇i 丨 RatioObj — Ratio 丨 is not less than a predetermined value, that is, when the deviation | RatioObj — Ratio | is large, or the target ratio change rate in step S148 | RatioObj | None When less than the predetermined value, that is, when the target ratio change rate | Rati〇〇bj 2〇I is large, or when the engine E does not have a high-order initiation in step S149, or the deviation between the target engine rotation number NeCmd and the engine rotation number Ne in step S150 NeCmd —Ne | When it is not less than the pre-set value, that is, the deviation | NeCmd —Ne | When it is large, release the second clutch 20 in step S151, and make the rear motor generator driving force command F_RrMot in step §152 as The driving force ρ REq is required, and the engine driving force command f_eng is zero at 19 200404131 step S153. However, the 'throttle valve only opens the no load S of the engine E corresponding to the number of engine revolutions Ne. Here, the throttle valve only opens with no load, because the output torque of the crankshaft 11 is set to 0, that is, the engine E performs its own friction work. 5 During the period before the ratio RatioObj and the target engine rotation number NeCmd 'are generated, the driving force is generated by the rear motor generator MG2. When the answers of the foregoing steps S147 to S150 are all YES, that is, when the vehicle can be driven by the engine, the second clutch 20 (including the so-called semi-clutch) is engaged at step S154, and the engine driving force command fjeNG is set to the required driving force 10 at step S155. F-REQ. In the next step S156, the actual engine driving force F_ENG_ACT is calculated from the engine rotation number Ne and the negative suction pressure (or the amount of intake air), and in step S157, the rear motor-generator driving force command F_RrMot is set to the required driving force F_ REQ-Continuous engine driving force F-ENG-ACT. In the next step S158, when the inter-engine driving force F-ENG-ACT becomes the required driving force F-REQ, that is, the 15 rear motor generator "02 is stopped and the driving force is generated only by the engine," in step S159. The driving mode DriveMode is set to the engine mode ENG. Next, a subroutine of the "electric mode transition processing" in step S41 of the flowchart of FIG. 3 will be described based on the flowchart of FIG. 20 First, the first clutch 14 is engaged at step 8 丨 61, and the second clutch 20 is engaged at step S162, and the cylinder rest electromagnetic switch is turned off at step S163 to release the cylinder rest state of the engine E and the fuel injection permission mj Is on and the ignition permission IG is off. In the next step 164, the target ratio Rati〇bj of the beltless 20 200404131 speed changer M is calculated from the accelerator pedal opening AP and the vehicle speed Vcar or the required driving force F-REq and the vehicle speed Vcar, and the shift processing is performed in step sl65 to Make the actual ratio Ratio of the belt-type stepless speed changer M the target ratio
Ratio0bj，並且於步驟S166使引擎驅動力指令F_REQ為0(無 負載油門開度）。 5 於下一步驟S167由引擎旋轉數Ne及吸氣負壓Pb(或吸 入空氣量）异出實際引擎驅動力F jgNG_ACT，並於步驟 S168使後部馬達發電機驅動力指為要求驅動力 F—REQ_實際引擎驅動力F—ENG—ACT。於下一步驟S169若 貫際引擎驅動力FJENG_ACT為0時，即，後部馬達發電機 10 MG2產生全部要求驅動力f_REq時，於步驟817〇使運轉模 式DriveMode為電動模式EV。 如前述’依據本實施例，停止引擎E之運轉且以後部馬 達發電機MG2驅動或制動後輪wr、Wr來行駛時，即於第5 圖之「電動爬行模式」、第6圖之「減速模式」及第8圖之「電 15動模式」中，利用泵抽損失降低裝置維持引擎E之吸氣閥為 關閉狀態來降低泵抽損失，且於放開第2離合器2〇之狀態下 以前部馬達發電機MG1驅動油泵13。因此，即使引擎E於停 止狀態下，亦可利用油泵13產生之油壓使帶式無段變速機 Μ變速，且於啟動引擎E並透過帶式無段變速機…驅動前輪 20 Wf、Wf時，可使帶式無段變速機Μ之實際比反應性良好地 控制為目標比而防止變速衝擊發生。 此時，藉前部馬達發電機MG1旋轉之引擎Ε於泵抽損失 降低之狀態中，且前部馬達發電機MG1係藉放開第2離合器 20而斷絕與前輪wf、wf之連接，因此可降低前部馬達發電 21 200404131 機MG1之負載而將消耗電力抑制於最小限度。又，利用於 前部馬達發電機MG1驅動時放開第1離合器14,可防止牽引 帶式無段變速機Μ而節省前部馬達發電機MG1之消耗電 力。然而，引擎Ε係藉前部馬達發電機MG1空轉，因此可藉 5點火控制與開始供給燃料使引擎Ε快速地啟動，而可由後部 馬達發電機MG2驅動之行駛狀態平順且快速地轉移至由引 擎Ε驅動之行駛狀態。 又’使引擎Ε停止並藉後部馬達發電機MG2行駛時，於 帶式無段變速機Μ之目標比與實際比之偏差| Rati〇〇bj — 10 Rati〇 |超過預定值時間歇地接合第丨離合器而使帶式無段 變速機Μ變速，因此相較於在引擎E停止中連續地接合第j 離合益而變速之情況，可將利用前部馬達發電機MG1驅動 帶式無段變速機Μ之時間抑制至最小限度而降低消耗電 力。且’於帶式無段變速機]^之目標比變化率I Rati〇〇bj 15丨超過預定值時連續地接合第1離合器而變速，因此，帶式 然段變速機Μ必需快速地變速時可毫無遲滯地進行變速。 以上，說明本發明之實施例，然而本發明可於不脫離 該要旨之範圍内進行各種設計變更。 例如，實施例中係舉出帶式無段變速機Μ作為自動變 2〇速機之例，但本發明亦適用帶式無段變速機以外之無段變 速機或有段式自動變速機。 又，亦可设置扭力變換器替代避震器12。 又，泵抽損失降低裝置並不限於實施例所記載的，可 採用使吸為閥及排氣閥兩者全閉，或使油門閥全開等裝置。 22 200404131 又，有關於動力車之運轉模式，除了實施例所記載的 以外，尚可聯想到以第1、第2馬達發電機MG1、MG2—者 或兩者辅助引擎E之驅動力之模式，或於不使用引擎E之情 況下以第1、第2馬達發電機MG1、MG2兩者之驅動力行駛 5 之模式。 L圖式簡單說明3 第1圖係混合式動力車之動力傳導系統之整體構成圖。 第2圖係運轉模式判定程序之流程圖。 第3圖係模式遷移處理程序之流程圖。 10 第4圖係停止模式處理程序之流程圖。 第5圖係電動爬行處理程序之流程圖。 第6圖係減速模式處理程序之流程圖。 第7圖係引擎模式處理程序之流程圖。 第8圖係電動模式處理程序之流程圖。 15 第9圖係停止模式遷移處理之流程圖。 第10圖係電動爬行模式遷移處理程序之流程圖。 第11圖係減速模式遷移處理程序之流程圖。 第12圖係引擎模式遷移處理程序之流程圖。 第13圖係電動模式遷移處理程序之流程圖。 20 【圖式之主要元件代表符號表】 11.. .曲轴 12.. .避震器 13.. .油泵 14.. .第1離合器 15.. .輸入軸 16.. .驅動帶輪 23 200404131 17.. .任務輸出轴 18.. .從動帶輪 19.. .無端帶 20.. .第2離合器 21.. .最終主動齒輪 22.. .最終從動齒輪 23.. .前差速齒輪 24.26.. .車軸 25.. .後差速齒輪 27···動力傳動單元 28.. .電池 E…引擎 MG1...前部馬達發電機 MG2...後部馬達發電機 Wf...前輪 Wr...後輪Ratio0bj, and in step S166, the engine driving force command F_REQ is set to 0 (the throttle opening without load). 5 In the next step S167, the actual engine driving force F jgNG_ACT is different from the engine rotation number Ne and the suction negative pressure Pb (or the amount of intake air), and in step S168, the driving force of the rear motor generator is referred to as the required driving force F— REQ_actual engine driving force F_ENG_ACT. In the next step S169, if the continuous engine driving force FJENG_ACT is 0, that is, when the rear motor generator 10 MG2 generates all the required driving forces f_REq, the operation mode DriveMode is set to the electric mode EV in step 8170. As described above, according to the present embodiment, when the engine E is stopped and the rear motor generator MG2 drives or brakes the rear wheels wr and Wr to travel, the "electric crawl mode" in FIG. 5 and the “deceleration” in FIG. 6 "Mode" and "Electric 15-Motion Mode" in Figure 8, the pumping loss reduction device is used to reduce the pumping loss by maintaining the intake valve of the engine E closed, and before the second clutch 20 is released. The external motor generator MG1 drives the oil pump 13. Therefore, even when the engine E is stopped, the belt-type stepless speed changer M can be shifted by using the oil pressure generated by the oil pump 13, and when the engine E is started and the front-wheel 20 Wf, Wf is driven through the belt-type stepless speed changer ... , The actual specific reactivity of the belt-type stepless speed changer M can be well controlled as the target ratio to prevent the occurrence of variable speed shock. At this time, the engine E rotated by the front motor generator MG1 is in a state where the pumping loss is reduced, and the front motor generator MG1 is disconnected from the front wheels wf, wf by releasing the second clutch 20, so it can be Reduce the load of the front motor power generator 21 200404131 and reduce the power consumption to a minimum. Furthermore, by releasing the first clutch 14 when the front motor generator MG1 is driven, it is possible to prevent the traction belt type stepless speed changer M and save the power consumption of the front motor generator MG1. However, the engine E is idling by the front motor generator MG1, so the engine E can be started quickly by 5 ignition control and the start of fuel supply, while the driving state driven by the rear motor generator MG2 is smoothly and quickly transferred to the engine Ε driving state. When the engine E is stopped and the rear motor generator MG2 is running, the deviation between the target ratio and the actual ratio of the belt-type continuously variable transmission M | Rati〇〇bj — 10 Rati〇 |丨 The belt-type stepless speed changer M is shifted by a clutch, so that the belt-type stepless speed changer can be driven by using the front motor generator MG1 as compared with the case where the j-clutch is continuously engaged while the engine E is stopped. The time of M is suppressed to a minimum and power consumption is reduced. In addition, when the target ratio change rate of the 'belt-type stepless speed changer] ^ exceeds a predetermined value, the first clutch is continuously engaged and shifted. Therefore, the belt-type speed changer M must be shifted quickly. Speed can be changed without lag. As mentioned above, although the Example of this invention was described, this invention can make various design changes in the range which does not deviate from the summary. For example, in the embodiment, the belt type stepless speed changer M is taken as an example of an automatic variable speed 20-speed machine. However, the present invention is also applicable to a stepless speed changer or a stepwise automatic speed changer other than the belt type stepless speed changer. In addition, a torque converter may be provided instead of the shock absorber 12. The pumping loss reducing device is not limited to those described in the embodiment, and a device such as fully closing both the suction valve and the exhaust valve, or fully opening the throttle valve may be used. 22 200404131 In addition to the operating modes of the power car, in addition to those described in the embodiment, it can also be thought of as a mode in which the driving force of the engine E is assisted by the first and second motor generators MG1, MG2 or both, Or the mode of driving 5 with the driving force of the first and second motor generators MG1 and MG2 without using the engine E. Brief description of L diagram 3 The first diagram is the overall structure diagram of the power transmission system of the hybrid electric vehicle. Fig. 2 is a flowchart of the operation mode determination routine. Figure 3 is a flowchart of the mode migration processing procedure. 10 Figure 4 is a flowchart of the stop mode processing routine. Figure 5 is a flowchart of the electric crawling processing program. Fig. 6 is a flowchart of a deceleration mode processing program. Figure 7 is a flowchart of the engine mode processing program. Fig. 8 is a flowchart of the electric mode processing program. 15 Figure 9 is a flowchart of the stop mode migration process. FIG. 10 is a flowchart of a procedure for the electric crawl mode migration process. FIG. 11 is a flowchart of the deceleration mode migration processing program. Figure 12 is a flowchart of the engine mode migration process. FIG. 13 is a flowchart of the electric mode transition processing program. 20 [Schematic representation of the main components of the diagram] 11... Crankshaft 12... Shock absorber 13... Oil pump 14... 1 clutch 15... Input shaft 16... Drive pulley 23 200404131 17 .. Mission output shaft 18 .. Driven pulley 19 .. Endless belt 20 .. 2nd clutch 21 .. Final drive gear 22 .. Final driven gear 23 .. Front differential Gear 24.26 .. Axle 25 .. Rear differential gear 27 ... Power transmission unit 28 .. Battery E ... Engine MG1 ... Front motor generator MG2 ... Rear motor generator Wf ... Wr ... Wheel