WO2012056857A1 - ハイブリッド車両のエンジン始動制御装置 - Google Patents

ハイブリッド車両のエンジン始動制御装置 Download PDF

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Publication number
WO2012056857A1
WO2012056857A1 PCT/JP2011/072984 JP2011072984W WO2012056857A1 WO 2012056857 A1 WO2012056857 A1 WO 2012056857A1 JP 2011072984 W JP2011072984 W JP 2011072984W WO 2012056857 A1 WO2012056857 A1 WO 2012056857A1
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Prior art keywords
engine
motor
clutch
start mode
torque
Prior art date
Application number
PCT/JP2011/072984
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English (en)
French (fr)
Inventor
香織 谷嶋
弘明 川村
Original Assignee
日産自動車株式会社
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Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to CN201180059042.7A priority Critical patent/CN103260982B/zh
Priority to US13/881,445 priority patent/US9102327B2/en
Priority to EP11835997.5A priority patent/EP2634052B1/en
Publication of WO2012056857A1 publication Critical patent/WO2012056857A1/ja

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    • 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
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    • 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
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • 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
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/25—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by controlling the electric load
    • 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
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • 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
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction type
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60L2240/42—Drive Train control parameters related to electric machines
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
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    • 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
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    • B60W2540/00—Input parameters relating to occupants
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    • B60W2556/00—Input parameters relating to data
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • 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
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • 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
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    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
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    • 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
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the present invention relates to engine start control of a hybrid vehicle that includes an engine and a motor as drive sources and a clutch provided between the two.
  • Patent Document 1 includes an engine and a motor / generator as drive sources, and a first clutch capable of changing a transmission torque capacity is interposed between the engine and the motor / generator, thereby driving the motor / generator and the vehicle.
  • a hybrid vehicle is disclosed in which a second clutch capable of changing a transmission torque capacity is interposed between the vehicle and a wheel.
  • Patent Document 1 the engine is stopped and the engine is started while traveling only by the driving force from the motor / generator, and the switching request to the operation mode in which the engine and the motor / generator are driven by the driving force is requested. If there is, the first clutch is engaged and the engine is started. When the engine is started during driving, if there is a margin in the output of the battery that supplies power to the motor / generator, that is, the traveling drive torque and the engine starting torque are covered by the maximum torque that can be output from the motor / generator. If there is, increase the transmission torque capacity of the first clutch and increase the target torque of the motor / generator in accordance with the increase of the transmission torque capacity of the first clutch, so that the motor / generator passes through the first clutch to the engine. A technology is disclosed in which the cranking torque to be increased is increased so that the engine start can be completed quickly.
  • Patent Document 1 the control of the transmission torque capacity of the first clutch when starting the stopped engine while traveling is performed even when the engine is started in accordance with the driver's accelerator operation. This is the same even when the engine is started due to a factor other than the accelerator operation.
  • An engine start control device includes an engine and a motor as drive sources, and the engine and the motor are connected via a first clutch capable of changing a transmission torque capacity to start the engine. Is applied to a hybrid vehicle in which the first clutch is engaged and the engine is cranked by the driving force of the motor / generator.
  • the transmission torque capacity of the first clutch during cranking of the engine is set to be relatively lower in the second start mode than in the first start mode.
  • the present invention in the second start mode, it is possible to suppress a shock accompanying torque fluctuation due to engagement of the first clutch. That is, when the engine is not intended by the driver, torque fluctuation at the time of engaging the first clutch can be suppressed, and the driver can hardly feel a sense of incongruity due to shock accompanying torque fluctuation.
  • Structure explanatory drawing which shows one Example of the power train of the hybrid vehicle to which this invention is applied.
  • Structure explanatory drawing which shows the modification of the power train of the hybrid vehicle to which this invention is applied.
  • Structure explanatory drawing which shows the further modification of the power train of the hybrid vehicle to which this invention is applied.
  • the block diagram which shows the control system of this power train.
  • Explanatory drawing which showed typically the determination area
  • Explanatory drawing which showed typically the torque characteristic of the motor / generator by the difference in the output electric power from a battery.
  • the time chart which shows operation
  • movement of each part at the time of starting the engine 1 in 2nd start mode. 7 is a time chart showing the operation of each part when the engine 1 is started in the second start mode in a situation where the motor torque of the motor / generator 5 is decreasing.
  • FIG. 1 shows a power train of a hybrid vehicle having a front engine / rear wheel drive (FR) type configuration as one embodiment of the present invention, wherein 1 is an engine and 2 is a drive wheel (rear wheel).
  • FR front engine / rear wheel drive
  • the present invention is not limited to this FR format, and can be applied to other formats such as FF format or RR format.
  • an automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a)
  • a motor / generator 5 is integrally provided on the shaft 4 that transmits the rotation to the input shaft 3 a of the automatic transmission 3.
  • the motor / generator 5 is composed of a synchronous motor using a permanent magnet as a rotor, and acts as a motor (so-called “powering”) and also acts as a generator (so-called “regeneration”). As described above, it is located between the engine 1 and the automatic transmission 3. More specifically, a first clutch 6 is interposed between the motor / generator 5 and the engine 1, more specifically between the shaft 4 and the engine crankshaft 1 a, and the first clutch 6 is connected to the engine 1. The motor / generator 5 is detachably coupled.
  • the first clutch 6 has a configuration in which the transmission torque capacity can be continuously changed.
  • the first clutch 6 is normally closed so that the transmission torque capacity can be changed by continuously controlling the clutch hydraulic pressure with a proportional solenoid valve or the like. It consists of a dry type single plate clutch or a wet multi-plate clutch.
  • a second clutch 7 is interposed between the motor / generator 5 and the drive wheel 2, more specifically, between the shaft 4 and the transmission input shaft 3a.
  • the second clutch 7 is connected to the motor. / The generator 5 and the automatic transmission 3 are detachably coupled.
  • the second clutch 7 is configured so that the transmission torque capacity can be continuously changed.
  • the transmission torque capacity can be changed by continuously controlling the clutch hydraulic pressure with a proportional solenoid valve. It consists of possible wet multi-plate clutch or dry single-plate clutch.
  • the automatic transmission 3 selectively engages or releases a plurality of friction elements (such as clutches and brakes), and thus, by changing the engagement / release of these friction elements, the forward speed, the reverse speed, the reverse speed, etc. It is realized. That is, the automatic transmission 3 shifts the rotation input from the input shaft 3a at a gear ratio corresponding to the selected shift speed, and outputs it to the output shaft 3b. This output rotation is distributed and transmitted to the left and right drive wheels (rear wheels) 2 via the differential gear device 8.
  • the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.
  • the automatic transmission 3 has a P (parking) range and N (neutral) range as non-traveling ranges, and a D (drive) range and R (running ranges) as ranges selected by the driver via a select lever or the like. Reverse) range.
  • an electric vehicle traveling mode that travels using only the power of the motor / generator 5 as a power source
  • a hybrid traveling mode that travels while the engine 1 is included in the power source together with the motor / generator 5.
  • the EV mode is required at low loads and low vehicle speeds, including when starting from a stopped state.
  • power from the engine 1 is unnecessary, so that the first clutch is stopped. 6 is released and the second clutch 7 is engaged, and the automatic transmission 3 is set in the power transmission state. In this state, the vehicle is driven only by the motor / generator 5.
  • the HEV mode is required during high speed traveling or heavy load traveling.
  • the first clutch 6 and the second clutch 7 are both engaged, and the automatic transmission 3 is brought into a power transmission state.
  • both the output rotation from the engine 1 and the output rotation from the motor / generator 5 are input to the transmission input shaft 3a, and hybrid traveling by both is performed.
  • the motor / generator 5 can recover and recover braking energy when the vehicle decelerates, and can recover surplus energy of the engine 1 as electric power in the HEV mode.
  • the mode can be smoothly switched by variably controlling the transmission torque capacity of the first clutch 6 and performing the slip engagement.
  • the second clutch 7 functions as a so-called start clutch, and by variably controlling the transmission torque capacity and starting the slip engagement when starting the vehicle, it absorbs torque fluctuations smoothly even in a power train that does not include a torque converter. The start is possible.
  • the second clutch 7 located between the motor / generator 5 and the drive wheels 2 is interposed between the motor / generator 5 and the automatic transmission 3, but the embodiment shown in FIG. As described above, the second clutch 7 may be interposed between the automatic transmission 3 and the differential gear device 8.
  • a dedicated second clutch 7 is provided at the front or rear of the automatic transmission 3, but instead the second clutch 7 is shown in FIG. As shown, an existing forward shift speed selection friction element or reverse shift speed selection friction element in the automatic transmission 3 may be used. In this case, the second clutch 7 is not necessarily one friction element, and an appropriate friction element corresponding to the gear position can be the second clutch 7.
  • FIG. 4 shows a control system in the power train of the hybrid vehicle configured as shown in FIGS.
  • This control system includes an integrated controller 20 that integrally controls the operating point of the power train.
  • the operating points of this power train are the target engine torque tTe, the target motor / generator torque tTm (or the target motor / generator rotation speed tNm), the target transmission torque capacity tTc1 of the first clutch 6, and the target of the second clutch 7.
  • the control system also includes at least an engine rotation sensor 11 that detects the engine rotation speed Ne, a motor / generator rotation sensor 12 that detects the motor / generator rotation speed Nm, and an input rotation that detects the transmission input rotation speed Ni.
  • a storage state sensor 16 that detects a storage state SOC of the battery 9 that stores the power for 5, and these detection signals are input to the integrated controller 20 to determine the operating point.
  • Detection signals from various sensors such as a water temperature sensor 17 that detects the coolant temperature of the engine 1 and an oil temperature sensor 18 that detects the oil temperature of the automatic transmission 3 are also input to the integrated controller 20.
  • the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 are arranged as shown in FIGS. 1 to 3, for example.
  • the integrated controller 20 determines the vehicle driving force requested by the driver from the accelerator opening APO, the battery storage state SOC, and the transmission output speed No (vehicle speed VSP) in the input information. Is selected, a target engine torque tTe, a target motor / generator torque tTm (or target motor / generator rotational speed tNm), a target first clutch transmission torque capacity tTc1, and A target second clutch transmission torque capacity tTc2 is calculated.
  • the target engine torque tTe is supplied to the engine controller 21, and the engine controller 21 controls the engine 1 so that the actual engine torque Te becomes the target engine torque tTe.
  • the engine 1 is a gasoline engine, and the engine torque Te is controlled via the throttle valve.
  • the target motor / generator torque tTm (or the target motor / generator rotation speed tNm) is supplied to the motor / generator controller 22, and the motor / generator controller 22 receives the torque Tm (or rotation speed Nm) of the motor / generator 5.
  • the motor / generator 5 is controlled via the inverter 10 so that becomes the target motor / generator torque tTm (or the target motor / generator rotational speed tNm).
  • the integrated controller 20 applies solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to the engagement control solenoid valves (not shown) of the first clutch 6 and the second clutch 7, respectively. ) So that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. In addition, the engaged state of the first clutch 6 and the second clutch 7 is individually controlled.
  • the integrated controller 20 is also connected to an AT controller 31 that controls the automatic transmission 3.
  • the AT controller 31 determines the optimum gear position from the range position selected by the above-mentioned select lever or the like, the vehicle speed VSP (transmission output speed No), and the accelerator opening APO. Shift control is performed by changing the friction elements. Information indicating various states of the automatic transmission 3 is input to the integrated controller 20. As shown in FIG. 3, when the second clutch 7 is substantially constituted by the friction element of the automatic transmission 3, the second clutch 7 is actually controlled via the AT controller 31.
  • the hybrid vehicle of the present embodiment starts the stopped engine 1 when transitioning from the EV mode to the HEV mode due to the driver's acceleration request or when there is a predetermined engine start request (described later) during the EV mode.
  • the first start mode is set when the stopped engine 1 is started as a result of the driver's accelerator operation, and factors other than the driver's accelerator operation (system A case where the stopped engine 1 is started in the required start) is set as a second start mode, and the engine 1 is started in different start modes.
  • the first starting mode is used. It is determined that the request is for starting the engine 1.
  • the engine 1 start request in the second start mode is Judge that there is. (1) When the oil temperature of the automatic transmission 3 becomes equal to or higher than a predetermined temperature set in advance (for example, 115 ° C. or higher), the engine 1 is started in the second start mode. (2) When the oil temperature of the automatic transmission 3 becomes equal to or lower than a predetermined temperature set in advance (for example, 15 ° C. or lower), the engine 1 is started in the second start mode.
  • a predetermined torque set in advance for example, 100 Nm or less
  • the engine 1 is started in the second start mode. This is because if the motor torque that can be output from the motor / generator 5 falls below the predetermined torque due to overheating of the motor / generator 5, the motor / generator 5 may not be able to start the engine 1 thereafter.
  • the power that can be output from the battery 9 is equal to or lower than a predetermined power set in advance (for example, 20 kw or lower), the engine 1 is started in the second start mode.
  • a dotted line b indicates a case where the battery output is 54 kw
  • a one-dot chain line c indicates a case where the battery output is 60 kw.
  • the engine 1 is started before the rotation of the motor / generator 5 becomes high.
  • the engine 1 is started in the second start mode. This is for operating the engine 1 to ensure a negative pressure.
  • the hybrid vehicle performs a so-called idle stop at an intersection or the like
  • the engine 1 is started in the second start mode when a predetermined idle stop prohibition condition is satisfied during the idle stop.
  • the battery SOC of the battery 9 is equal to or higher than a predetermined value set in advance (for example, the battery SOC is 65% or higher) while traveling on a downhill road, the engine 1 is started in the second start mode. . This is because the engine brake is used before the battery 9 is fully charged while traveling downhill and the regenerative torque is limited.
  • the conditions (1) to (11) are examples of the engine start request conditions determined to be the second start mode, and the engine start request conditions determined to be the second start mode are these (1) to (11). It is not limited only to the condition of (11).
  • the driver's intention is to start the engine. Therefore, the driver's accelerator is used rather than the torque fluctuation accompanying the engagement of the first clutch 6.
  • the driver tends to feel uncomfortable.
  • it is desirable to variably control the transmission torque capacity of the first clutch 6 so that the engine 1 is started immediately.
  • the first time is longer than the time until the engine 1 is started.
  • the driver tends to feel a sense of discomfort with respect to the torque fluctuation accompanying the engagement of the one clutch 6. That is, when the engine 1 is to be started due to a factor other than the driver's accelerator operation, the transmission torque capacity of the first clutch 6 is set so that the torque fluctuation accompanying the engagement of the first clutch 6 is suppressed. Variable control is desirable.
  • the transfer torque of the second clutch 7 is controlled when the transfer torque capacity of the first clutch 6 is variably controlled and the first clutch 6 is slip-engaged.
  • the capacity is also variably controlled, and the second clutch 7 is engaged after the first clutch 6 is engaged.
  • the transmission torque capacity of the first clutch during cranking of the engine 1 is It is set to be lower than that in the first start mode.
  • FIG. 7 shows an example of the operation of each part when the engine 1 stopped in the first start mode is started
  • FIG. 8 shows the operation of each part when the engine 1 stopped in the second start mode is started. An example is shown.
  • the target transmission torque capacity tTc2 of the second clutch 7 is reduced to the target value at the time of cranking in both the first start mode and the second start mode (time t1), and then the first clutch
  • the target transmission torque capacity tTc1 of 6 is increased from 0 to the target value at the time of cranking.
  • the target transmission torque capacity tTc2 of the second clutch 7 at the time of cranking is set to the same value in the first start mode and the second start mode.
  • the target transmission torque capacity tTc1 of the first clutch 6 and the second The target transmission torque capacity tTc2 of the clutch 7 is increased toward the target value after cranking.
  • the motor / generator 5 is controlled so that the actual rotational speed becomes the target rotational speed from the time t1 when the cranking of the engine 1 is started. This rotational speed control is performed until time t3 in the first start mode and until time t5 in the second start mode.
  • the motor / generator 5 performs torque control so that the torque output from the motor / generator 5 becomes the target torque before time t1, after time t3 in the first start mode, and after time t5 in the second start mode. Is done.
  • the target transmission torque capacity tTc1 of the first clutch 6 during cranking is relatively small in the second start mode shown in FIG. 8 compared to the first start mode shown in FIG.
  • the shift shock when the first clutch 6 is engaged is reduced.
  • the cranking time in the second start mode (the period from t1 to t4 in FIG. 8) is longer than the cranking time in the first start mode (the period from t1 to t3 in FIG. 7).
  • the acceleration during cranking is constant.
  • the motor torque of the motor / generator 5 is shown in FIG. Will start the engine in a reduced situation. In such a situation, the drive torque to the drive wheel 2 is desired to be maintained. Therefore, when the target transmission torque capacity tTc1 of the first clutch 6 is reduced, the target transmission torque capacity tTc2 of the second clutch 7 being cranked is It is desirable to decrease the target transmission torque capacity tTc1 of the first clutch 6 in accordance with the decrease in the motor torque of the motor / generator 5 while maintaining the target value at the time of cranking in the first start mode.
  • the engine 1 When the engine 1 is requested to start on a steep slope while the engine 1 is stopped, the engine 1 is started in the second start mode. This is because at a steep slope, the output torque of the motor / generator 5 increases, and the engine starting torque is insufficient.
  • the engine 1 in the second start mode is used. Start.
  • the existing clutch element for selecting the forward shift stage or the friction element for selecting the reverse shift stage in the automatic transmission 3 is used as the second clutch 7
  • the friction element that constitutes the second clutch 7 is used.
  • the contribution of the input torque and the clutch torque to the output torque when one slips differs depending on each shift stage and friction element. Therefore, when the second clutch 7 is always slip-engaged under a certain condition, the engine 1 starts. This is because there is a possibility that the torque fluctuation accompanying the above cannot be absorbed.

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  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

エンジンとモータとを駆動源として備え、エンジンとモータとが伝達トルク容量を変更可能な第１クラッチを介して連結され、エンジンを始動する際には第１クラッチを締結してモータの駆動力によりエンジンのクランキングを実施する。また、アクセル操作の結果により停止中のエンジンを始動する第１始動モードと、アクセル操作以外の要因で停止中のエンジンを始動する第２始動モードと、を有している。そして、エンジンのクランキング中の第１クラッチの伝達トルク容量を、第１始動モードに比べて、第２始動モードの方が相対的に低くなるよう設定する。

Description

ハイブリッド車両のエンジン始動制御装置
　本発明は、駆動源としてエンジンとモータとを備え、両者間にクラッチが設けられたハイブリッド車両のエンジン始動制御に関する。
　例えば、特許文献１には、駆動源としてエンジンとモータ／ジェネレータと備え、エンジンとモータ／ジェネレータとの間に伝達トルク容量を変更可能な第１クラッチが介装され、モータ／ジェネレータと車両の駆動輪との間に伝達トルク容量を変更可能な第２クラッチが介装されたハイブリッド車両が開示されている。
　この特許文献１においては、エンジンを停止し、モータ／ジェネレータからの駆動力のみによる走行中に、エンジンを始動して、エンジンとモータ／ジェネレータの双方の駆動力で走行する運転モードへの切り替え要求があった場合に、第１クラッチを締結してエンジンを始動する。そして、この走行中のエンジン始動に際して、モータ／ジェネレータに電力を供給するバッテリの出力に余裕がある場合、すなわち走行駆動トルクとエンジン始動トルクとをモータ／ジェネレータの出力可能最大トルクで賄ってなお余裕がある場合に、第１クラッチの伝達トルク容量を増加させ、モータ／ジェネレータの目標トルクを第１クラッチの伝達トルク容量増加に応じて増加させることで、モータ／ジェネレータから第１クラッチを経てエンジンへ向かうクランキングトルクを大きくして、エンジン始動を速やかに完遂させるようにした技術が開示されている。
　しかしながら、このような特許文献１において、停止中のエンジンを走行中に始動する際の第１クラッチの伝達トルク容量の制御は、運転者のアクセル操作に伴いエンジンを始動する場合も、運転者のアクセル操作以外の要因でエンジンを始動するような場合であっても同じとなっている。
　つまり、エンジンのクランキング時における第１クラッチの伝達トルク容量の制御に際して、このときのエンジン始動が、運転者のアクセル操作、すなわち運転者の要求にともなうエンジン始動であるのか、運転者のアクセル操作以外の要因、すなわち運転者の意図しないエンジン始動であるのか、に関しての考慮はなされていない。
　そのため、運転者のアクセル操作以外の要因で停止中のエンジンを始動するような場合には、運転者がエンジンを始動しようとは意図していないため、運転者が第１クラッチの締結によるトルク変動に伴うショックを感じやすい虞がある。
特開２００８－１７９２８３号公報
　本発明のエンジン始動制御装置は、エンジンと、モータと、を駆動源として備え、前記エンジンと前記モータとが伝達トルク容量を変更可能な第１クラッチを介して連結され、前記エンジンを始動する際には前記第１クラッチを締結して前記モータ／ジェネレータの駆動力により前記エンジンのクランキングを実施するハイブリッド車両に適用される。
　そして、運転者のアクセル操作の結果により停止中の前記エンジンを始動する第１始動モードと、運転者のアクセル操作以外の要因で停止中の前記エンジンを始動する第２始動モードと、を有し、前記エンジンのクランキング中の前記第１クラッチの伝達トルク容量は、前記第１始動モードに比べて前記第２始動モードの方が相対的に低くなるよう設定する。
　本発明によれば、第２始動モードにおいて、第１クラッチの締結によるトルク変動に伴うショックを抑制することができる。つまり、運転者の意図しないエンジン始動時において、第１クラッチ締結時のトルク変動を抑制することができ、トルク変動に伴うショックによる違和感を運転者が感じにくくすることができる。
この発明が適用されるハイブリッド車両のパワートレーンの一実施例を示す構成説明図。 この発明が適用されるハイブリッド車両のパワートレーンの変形例を示す構成説明図。 この発明が適用されるハイブリッド車両のパワートレーンのさらなる変形例を示す構成説明図。 このパワートレーンの制御システムを示すブロック図。 第１始動モードの判定領域を模式的に示した説明図。 バッテリからの出力電力の違いによるモータ／ジェネレータのトルク特性を模式的に示した説明図。 第１始動モードでエンジン１を始動した際の各部の動作を示すタイムチャート。 第２始動モードでエンジン１を始動した際の各部の動作を示すタイムチャート。 モータ／ジェネレータ５のモータトルクが減っている状況において、第２始動モードでエンジン１を始動した際の各部の動作を示すタイムチャート。
　以下、本発明の一実施例を、図面に基づいて詳細に説明する。
　初めに、本発明が適用されるハイブリッド車両の基本的な構成を説明する。図１は、本発明の一実施例としてフロントエンジン・リヤホイールドライブ（ＦＲ）式の構成としたハイブリッド車両のパワートレーンを示し、１がエンジン、２が駆動車輪（後輪）である。なお、本発明はこのＦＲ形式に限定されるものではなく、ＦＦ形式あるいはＲＲ形式等の他の形式としても適用することができる。
　図１に示すハイブリッド車両のパワートレーンにおいては、通常の後輪駆動車と同様にエンジン１の車両前後方向後方に自動変速機３がタンデムに配置されており、エンジン１（クランクシャフト１ａ）からの回転を自動変速機３の入力軸３ａへ伝達するシャフト４に、モータ／ジェネレータ５が一体に設けられている。
　モータ／ジェネレータ５は、ロータに永久磁石を用いた同期型モータからなり、モータとして作用（いわゆる「力行」）するとともに、ジェネレータ（発電機）としても作用（いわゆる「回生」）するものであり、上記のようにエンジン１と自動変速機３との間に位置している。そして、このモータ／ジェネレータ５とエンジン１との間に、より詳しくは、シャフト４とエンジンクランクシャフト１ａとの間に第１クラッチ６が介挿されており、この第１クラッチ６がエンジン１とモータ／ジェネレータ５との間を切り離し可能に結合している。
　ここで上記第１クラッチ６は、伝達トルク容量を連続的に変更可能な構成であり、例えば、比例ソレノイドバルブ等でクラッチ作動油圧を連続的に制御することで伝達トルク容量を変更可能な常閉型の乾式単板クラッチあるいは湿式多板クラッチからなる。
　また、モータ／ジェネレータ５と駆動輪２との間、より詳しくは、シャフト４と変速機入力軸３ａとの間には、第２クラッチ７が介挿されており、この第２クラッチ７がモータ／ジェネレータ５と自動変速機３との間を切り離し可能に結合している。
　上記第２クラッチ７も上記第１クラッチ６と同様に、伝達トルク容量を連続的に変更可能な構成であり、例えば比例ソレノイドバルブでクラッチ作動油圧を連続的に制御することで伝達トルク容量を変更可能な湿式多板クラッチあるいは乾式単板クラッチからなる。
　自動変速機３は、複数の摩擦要素（クラッチやブレーキ等）を選択的に締結したり解放することで、これら摩擦要素の締結・解放の組み合わせにより、前進７速後進１速等の変速段を実現するものである。つまり、自動変速機３は、入力軸３ａから入力された回転を選択変速段に応じたギヤ比で変速して出力軸３ｂに出力する。この出力回転は、ディファレンシャルギヤ装置８を介して左右の駆動輪（後輪）２へ分配して伝達される。なお、自動変速機３としては、上記したような有段式のものに限られず、無段変速機であってもよい。この自動変速機３はセレクトレバー等を介して運転者により選択されるレンジとして、非走行レンジであるＰ（パーキング）レンジおよびＮ（ニュートラル）レンジ、走行レンジであるＤ（ドライブ）レンジおよびＲ（リバース）レンジ、を少なくとも備えている。
　上記のパワートレーンにおいては、モータ／ジェネレータ５の動力のみを動力源として走行する電気自動車走行モード（ＥＶモード）と、エンジン１をモータ／ジェネレータ５とともに動力源に含みながら走行するハイブリッド走行モード（ＨＥＶモード）と、が可能である。例えば停車状態からの発進時などを含む低負荷・低車速時には、ＥＶモードが要求されるが、このＥＶモードでは、エンジン１からの動力が不要であるからこれを停止させておくとともに第１クラッチ６を解放し、かつ第２クラッチ７を締結させておくととともに自動変速機３を動力伝達状態にする。この状態でモータ／ジェネレータ５のみによって車両の走行がなされる。
　また例えば高速走行時や大負荷走行時などではＨＥＶモードが要求されるが、このＨＥＶモードでは、第１クラッチ６および第２クラッチ７をともに締結し、自動変速機３を動力伝達状態にする。この状態では、エンジン１からの出力回転およびモータ／ジェネレータ５からの出力回転の双方が変速機入力軸３ａに入力されることとなり、双方によるハイブリッド走行がなされる。
　上記モータ／ジェネレータ５は、車両減速時に制動エネルギを回生して回収できるほか、ＨＥＶモードでは、エンジン１の余剰のエネルギを電力として回収することができる。
　なお、上記ＥＶモードからＨＥＶモードへ遷移するときには、第１クラッチ６を締結し、モータ／ジェネレータ５のトルクを用いてエンジン始動が行われる。また、このとき第１クラッチ６の伝達トルク容量を可変制御してスリップ締結させることにより、円滑なモードの遷移が可能である。
　また、上記第２クラッチ７は、いわゆる発進クラッチとして機能し、車両発進時に伝達トルク容量を可変制御してスリップ締結させることにより、トルクコンバータを具備しないパワートレーンにあってもトルク変動を吸収し円滑な発進を可能としている。
　なお、図１では、モータ／ジェネレータ５から駆動輪２の間に位置する第２クラッチ７が、モータ／ジェネレータ５と自動変速機３との間に介在しているが、図２に示す実施例のように、第２クラッチ７を自動変速機３とディファレンシャルギヤ装置８との間に介在させてもよい。
　また、図１および図２の実施例では、第２クラッチ７として専用のものを自動変速機３の前方もしくは後方に具備しているが、これに代えて、第２クラッチ７として、図３に示すように、自動変速機３内にある既存の前進変速段選択用の摩擦要素または後退変速段選択用の摩擦要素などを流用するようにしてもよい。なお、この場合、第２クラッチ７は必ずしも１つの摩擦要素とは限らず、変速段に応じた適宜な摩擦要素が第２クラッチ７となり得る。
　図４は、図１～３のように構成されるハイブリッド車両のパワートレーンにおける制御システムを示している。
　この制御システムは、パワートレーンの動作点を統合制御する統合コントローラ２０を備えている。このパワートレーンの動作点は、目標エンジントルクｔＴｅと、目標モータ／ジェネレータトルクｔＴｍ（あるいは目標モータ／ジェネレータ回転数ｔＮｍ）と、第１クラッチ６の目標伝達トルク容量ｔＴｃ１と、第２クラッチ７の目標伝達トルク容量ｔＴｃ２と、で規定される。
　また、この制御システムは、少なくとも、エンジン回転数Ｎｅを検出するエンジン回転センサ１１と、モータ／ジェネレータ回転数Ｎｍを検出するモータ／ジェネレータ回転センサ１２と、変速機入力回転数Ｎｉを検出する入力回転センサ１３と、変速機出力回転数Ｎｏを検出する出力回転センサ１４と、エンジン１の要求負荷状態を表すアクセルペダル踏み込み量（アクセル開度ＡＰＯ）を検出するアクセル開度センサ１５と、モータ／ジェネレータ５用の電力を蓄電しておくバッテリ９の蓄電状態ＳＯＣを検出する蓄電状態センサ１６と、を具備しており、上記動作点の決定のために、これらの検出信号が上記統合コントローラ２０に入力されている。また、エンジン１の冷却水温度を検出する水温センサ１７、自動変速機３の油温を検出する油温センサ１８等の各種センサからの検出信号も上記統合コントローラ２０に入力されている。
　なお、エンジン回転センサ１１、モータ／ジェネレータ回転センサ１２、入力回転センサ１３、出力回転センサ１４は、例えば図１～図３に示すように配置される。
　上記統合コントローラ２０は、上記の入力情報の中のアクセル開度ＡＰＯと、バッテリ蓄電状態ＳＯＣと、変速機出力回転数Ｎｏ（車速ＶＳＰ）と、から、運転者が要求している車両の駆動力を実現可能な走行モード（ＥＶモードあるいはＨＥＶモード）を選択するとともに、目標エンジントルクｔＴｅ、目標モータ／ジェネレータトルクｔＴｍ（あるいは目標モータ／ジェネレータ回転数ｔＮｍ）、目標第１クラッチ伝達トルク容量ｔＴｃ１、および目標第２クラッチ伝達トルク容量ｔＴｃ２、をそれぞれ演算する。
　上記目標エンジントルクｔＴｅはエンジンコントローラ２１に供給され、エンジンコントローラ２１は、実際のエンジントルクＴｅが目標エンジントルクｔＴｅとなるようにエンジン１を制御する。例えば、上記エンジン１はガソリンエンジンからなり、そのスロットルバルブを介してエンジントルクＴｅが制御される。
　一方、上記目標モータ／ジェネレータトルクｔＴｍ（あるいは目標モータ／ジェネレータ回転数ｔＮｍ）はモータ／ジェネレータコントローラ２２に供給され、このモータ／ジェネレータコントローラ２２は、モータ／ジェネレータ５のトルクＴｍ（または回転数Ｎｍ）が目標モータ／ジェネレータトルクｔＴｍ（または目標モータ／ジェネレータ回転数ｔＮｍ）となるように、インバータ１０を介してモータ／ジェネレータ５を制御する。
　また、上記統合コントローラ２０は、目標第１クラッチ伝達トルク容量ｔＴｃ１および目標第２クラッチ伝達トルク容量ｔＴｃ２にそれぞれ対応したソレノイド電流を第１クラッチ６および第２クラッチ７の締結制御ソレノイドバルブ（図示せず）に供給し、第１クラッチ６の伝達トルク容量Ｔｃ１が目標伝達トルク容量ｔＴｃ１に一致するように、また、第２クラッチ７の伝達トルク容量Ｔｃ２が目標第２クラッチ伝達トルク容量ｔＴｃ２に一致するように、第１クラッチ６および第２クラッチ７の締結状態を個々に制御する。
　また、上記統合コントローラ２０は、自動変速機３の制御を行うＡＴコントローラ３１とも接続されている。ＡＴコントローラ３１は、前述したセレクトレバー等により選択されたレンジ位置と、車速ＶＳＰ（変速機出力回転数Ｎｏ）と、アクセル開度ＡＰＯと、から最適な変速段を決定し、自動変速機３内部の摩擦要素の掛け替えによる変速制御を行う。そして、その自動変速機３の種々の状態を示す情報は上記統合コントローラ２０へ入力される。なお、図３に示すように第２クラッチ７が実質的に自動変速機３の摩擦要素によって構成される場合には、第２クラッチ７は実際にはＡＴコントローラ３１を介して制御される。
　本実施例のハイブリッド車両は、運転者の加速要求によりＥＶモードからＨＥＶモードへ遷移するときや、ＥＶモード中所定のエンジン始動要求（後述）があったとき、停止中のエンジン１を始動する。このようなエンジン始動に際して、本実施例では、運転者のアクセル操作の結果により停止中のエンジン１を始動することになった場合を第１始動モードとし、運転者のアクセル操作以外の要因（システム要求始動）で停止中のエンジン１を始動することになった場合を第２始動モードとして、それぞれ異なる始動モードでエンジン１を始動する。
　例えば、運転者のアクセル操作の結果、図５に示すように、アクセル開度と車速で表される車両の運転状態が、予め設定された始動線を越えた場合には、第１始動モードよるエンジン１の始動要求であると判定する。
　そして、エンジン１の停止中に、運転者のアクセル操作によらず、例えば、以下に列記するシステム始動要求のいずれか一つでも成立した場合には、第２始動モードよるエンジン１の始動要求であると判定する。
（１）自動変速機３の油温が予め設定された所定温度以上（例えば１１５℃以上）となった場合には第２始動モードでエンジン１の始動を行う。
（２）自動変速機３の油温が予め設定された所定温度以下（例えば１５℃以下）となった場合には第２始動モードでエンジン１の始動を行う。これは、例えば、ハイブリッド車両が、交差点等でいわゆるアイドルストップを実行する場合、長時間のアイドルストップによる自動変速機３の油温の過度の低下を防止するためである。
（３）エンジン１の冷却水温が予め設定された所定温度以上（例えば１２０℃以上）となった場合には第２始動モードでエンジン１の始動を行う。
（４）エンジン１の冷却水温が予め設定された所定温度以下（例えば４０℃以下）となった場合には第２始動モードでエンジン１の始動を行う。これは、例えば、ハイブリッド車両が、交差点等でいわゆるアイドルストップを実行する場合、長時間のアイドルストップによりエンジン１が冷機状態となるのを防止するためである。
（５）モータ／ジェネレータ５の出力可能なトルクが、予め設定された所定トルク以下（例えば、１００Ｎｍ以下）になった場合には第２始動モードでエンジン１の始動を行う。これは、モータ／ジェネレータ５の過熱により、モータ／ジェネレータ５から出力可能なモータトルクが前記所定トルクよりも低下すると、以後はモータ／ジェネレータ５によりエンジン１を始動できなくなる虞があるためである。
（６）バッテリ９の出力可能な電力が、予め設定された所定電力以下（例えば２０ｋｗ以下）になった場合には第２始動モードでエンジン１の始動を行う。バッテリ９の温度上昇、またはバッテリ９の温度低下により、バッテリ９から出力可能な電力が低下すると、図６に示すように、回転数が大きくなるほど、モータ／ジェネレータ５で出力可能なモータトルクが低下する。そこで、バッテリ９から出力可能な電力が前記所定電力以下に低下した場合には、モータ／ジェネレータ５の使用可能なトルク領域が減少し、以後モータ／ジェネレータ５によりエンジン１を始動できなくなる虞があるため、第２始動モードよるエンジン１の始動を行う。ここで、図６中の実線ａはバッテリの出力が５０ｋｗの場合、点線ｂはバッテリの出力が５４ｋｗの場合、一点鎖線ｃはバッテリの出力が６０ｋｗの場合を示している。
（７）バッテリ９のバッテリＳＯＣが、予め設定された所定値以下（例えばバッテリＳＯＣが３５％以下）になった場合には第２始動モードでエンジン１の始動を行う。これは、例えば、渋滞等により長時間にわたりＥＶモードで走行した場合に、バッテリ９を充電するためである。
（８）車速が予め設定された所定速度以上（例えば１００ｋｍ／ｈ以上）となった場合には第２始動モードでエンジン１の始動を行う。これは、モータ／ジェネレータ５の回転が高回転となる前にエンジン１を始動するためである。
（９）負圧ポンプの負圧の低下によりエンジン始動要求がある場合には第２始動モードでエンジン１の始動を行う。これは、エンジン１を運転させて負圧を確保するためである。
（１０）ハイブリッド車両が、交差点等でいわゆるアイドルストップを実行する場合、アイドルストップ中に所定のアイドルストップ禁止条件が成立した場合には第２始動モードでエンジン１の始動を行う。
（１１）降坂路を走行中に、バッテリ９のバッテリＳＯＣが、予め設定された所定値以上（例えばバッテリＳＯＣが６５％以上）になった場合には第２始動モードでエンジン１の始動を行う。これは、降坂路を走行中にバッテリ９が満充電され、回生トルクが制限される前に、エンジンブレーキを利用するためである。
　なお、これら（１）～（１１）の条件は、第２始動モードと判定されるエンジン始動要求条件の一例であり、第２始動モードと判定されるエンジン始動要求条件は、これら（１）～（１１）の条件のみに限定されるものではない。
　運転者のアクセル操作の結果エンジン１を始動することになった場合には、運転者にエンジンを始動させる意図があることから、第１クラッチ６の締結に伴うトルク変動よりも、運転者のアクセル操作からエンジン１が始動するまでの時間が長くなったときに、運転者は違和感を感じやすくなる。つまり、運転者のアクセル操作の結果エンジン１を始動することになった場合には、速やかにエンジン１が始動するように第１クラッチ６の伝達トルク容量を可変制御することが望ましい。
　一方、運転者のアクセル操作の以外の要因でエンジン１を始動することになった場合には、運転者にエンジンを始動させる意図がないことから、エンジン１が始動するまでの時間よりも、第１クラッチ６の締結に伴うトルク変動に対して運転者は違和感を感じやすくなる。つまり、運転者のアクセル操作の以外の要因でエンジン１を始動することになった場合には、第１クラッチ６の締結に伴うトルク変動が抑制されるように第１クラッチ６の伝達トルク容量を可変制御することが望ましい。
　そこで、本実施例における第１始動モードおよび第２始動モードは、双方とも第１クラッチ６の伝達トルク容量を可変制御して第１クラッチ６をスリップ締結させる際に、第２クラッチ７の伝達トルク容量も可変制御し、第１クラッチ６の締結後に第２クラッチ７を締結させているものであるが、第２始動モードにおいては、エンジン１のクランキング中の第１クラッチの伝達トルク容量が、第１始動モードに比べて低くなるよう設定されている。
　そのため、第２始動モードにおいては、第１クラッチ６の締結によるトルク変動に伴うショックを抑制することができる。つまり、運転者の意図しない走行中のエンジン始動時において、第１クラッチ締結時のトルク変動を抑制することができ、トルク変動に伴うショックによる違和感を運転者が感じにくくすることができる。
　図７は、第１始動モードで停止中のエンジン１を始動した際の各部の動作の一例を示し、図８は、第２始動モードで停止中のエンジン１を始動した際の各部の動作の一例を示している。
　エンジン１に対する始動要求があると、第１始動モードおよび第２始動モードともに、第２クラッチ７の目標伝達トルク容量ｔＴｃ２をクランキング時の目標値まで低下させてから（時刻ｔ１）、第１クラッチ６の目標伝達トルク容量ｔＴｃ１を０からクランキング時の目標値まで増加させる。クランキング時における第２クラッチ７の目標伝達トルク容量ｔＴｃ２は、第１始動モードと第２始動モードで同じ値に設定されている。そして、エンジン１の回転数とモータ／ジェネレータ５の回転数とが同期すると（第１始動モードにおける時刻ｔ２、第２始動モードにおける時刻ｔ４）、第１クラッチ６の目標伝達トルク容量ｔＴｃ１と第２クラッチ７の目標伝達トルク容量ｔＴｃ２をそれぞれクランキング後の目標値に向けて増加させる。
　なお、モータ／ジェネレータ５は、エンジン１のクランキングが開始される時刻ｔ１から実回転数が目標回転数となるように回転数制御される。この回転数制御は、第１始動モードでは時刻ｔ３まで、第２始動モードでは時刻ｔ５まで実施される。なお、モータ／ジェネレータ５は、時刻ｔ１以前、第１始動モードにおける時刻ｔ３以降、第２始動モードにおける時刻ｔ５以降については、モータ／ジェネレータ５から出力されるトルクが目標トルクとなるようにトルク制御される。
　ここで、上述したように、図７に示す第１始動モードに比べて、図８に示す第２始動モードにおいては、クランキング中の第１クラッチ６の目標伝達トルク容量ｔＴｃ１が相対的に小さくなるよう設定され、第１クラッチ６の締結時の変速ショックを小さくしている。また、第２始動モードにおいては、第１始動モードに比べて、クランキング中の第１クラッチ６の目標伝達トルク容量ｔＴｃ１が小さく設定されているため、エンジン１が点火するまでに相対的に長い時間を要することになる。そのため、第２始動モードにおけるクランキング時間（図８におけるｔ１～ｔ４の期間）は、第１始動モードのクランキング時間（図７におけるｔ１～ｔ３の期間）に比べて長くなっている。なお、第１始動モード及び第２始動モードともに、クランキング中の加速度は一定となっている。
　また、モータ／ジェネレータ５の過熱や、バッテリ９の出力可能な電力の低下により、第２始動モードによるエンジンの始動要求がある場合には、図９に示すように、モータ／ジェネレータ５のモータトルクは減っている状況でのエンジン始動となる。このような状況においては、駆動輪２への駆動トルクは維持したいので、第１クラッチ６の目標伝達トルク容量ｔＴｃ１を低下させるに際して、クランキング中の第２クラッチ７の目標伝達トルク容量ｔＴｃ２は、第１始動モードにおけるクランキング時の目標値に維持しつつ、モータ／ジェネレータ５のモータトルクの低下に合わせて、第１クラッチ６の目標伝達トルク容量ｔＴｃ１を低下させることが望ましい。これによって、モータ／ジェネレータ５のモータトルクが制限される場合でも、エンジン１のクランキング中に駆動輪２側には伝達されるトルクを一定にすることができ、トルク変動に伴うショックによる違和感を運転者が感じにくくすることができる。
　なお、エンジン１の停止中に、登坂路で急勾配を走行する場合にエンジンの始動要求があった場合には、第２始動モードよるエンジン１の始動を行う。これは、急勾配では、モータ／ジェネレータ５の出力トルクが大きくなり、エンジン始動分のトルクが不足するためである。
　また、エンジンの始動要求があった時に、第２クラッチ７の伝達トルク容量を可変制御しても、第１クラッチ６の締結時におけるトルク変動が大きくなる場合には第２始動モードよるエンジン１の始動を行う。例えば、第２クラッチ７として、自動変速機３内にある既存の前進変速段選択用の摩擦要素または後退変速段選択用の摩擦要素などを流用する場合、第２クラッチ７を構成する摩擦要素の１つがスリップしている時の出力トルクに対する入力トルク、クラッチトルクの寄与度は、各変速段、摩擦要素により異なるため、第２クラッチ７を常に一定の条件下でスリップ締結すると、エンジン１の始動に伴うトルク変動を吸収しきれない虞があるためである。

Claims (3)

  1. 　エンジンとモータとを駆動源として備え、前記エンジンと前記モータとが伝達トルク容量を変更可能な第１クラッチを介して連結され、前記エンジンを始動する際には前記第１クラッチを締結して前記モータの駆動力により前記エンジンのクランキングを実施するハイブリッド車両のエンジン始動制御装置において、
    　運転者のアクセル操作の結果により停止中の前記エンジンを始動する第１始動モードと、運転者のアクセル操作以外の要因で停止中の前記エンジンを始動する第２始動モードと、を有し、
    　前記エンジンのクランキング中の前記第１クラッチの伝達トルク容量は、前記第１始動モードに比べて、前記第２始動モードの方が相対的に低くなるよう設定するハイブリッド車両のエンジン始動制御装置。
  2. 　前記エンジンが停止中に前記モータで出力可能なモータトルクが予め設定された所定値よりも低下した場合には、該エンジンを前記第２始動モードで始動するものであって、
    　前記モータで出力可能なモータトルクの低下により前記エンジンを第２始動モードで始動する際には、
    　クランキング中に駆動輪に伝達される駆動トルクを第１始動モードにおいてクランキング中の駆動輪に伝達される駆動トルクに維持し、
    　前記エンジンのクランキング中の前記第１クラッチの伝達トルク容量を、前記モータの出力可能なモータトルクに合わせて低下するよう設定する請求項１に記載のハイブリッド車両のエンジン始動制御装置。
  3. 　前記モータと車両の駆動輪との間に伝達トルク容量を変更可能な第２クラッチが介装され、
    　前記エンジンの始動要求があった際に、前記第２クラッチの伝達トルク容量を可変制御しても、前記第１クラッチ締結時におけるトルク変動が大きくなる場合には、前記第２始動モードで前記エンジンを始動する請求項１または２に記載のハイブリッド車両のエンジン始動制御装置。
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