WO2014115577A1 - ハイブリッド車両の制御装置 - Google Patents

ハイブリッド車両の制御装置 Download PDF

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Publication number
WO2014115577A1
WO2014115577A1 PCT/JP2014/050143 JP2014050143W WO2014115577A1 WO 2014115577 A1 WO2014115577 A1 WO 2014115577A1 JP 2014050143 W JP2014050143 W JP 2014050143W WO 2014115577 A1 WO2014115577 A1 WO 2014115577A1
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Prior art keywords
torque
internal combustion
combustion engine
transmission
vehicle
Prior art date
Application number
PCT/JP2014/050143
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English (en)
French (fr)
Inventor
敬朗 田中
満弘 田畑
Original Assignee
トヨタ自動車株式会社
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to CN201480002916.9A priority Critical patent/CN104781117B/zh
Priority to EP14743290.0A priority patent/EP2949529A4/en
Priority to US14/441,024 priority patent/US9616878B2/en
Publication of WO2014115577A1 publication Critical patent/WO2014115577A1/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
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    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
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    • B60W20/30—Control strategies involving selection of transmission gear ratio
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • 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
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    • 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
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
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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
    • 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
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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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—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 is provided with a clutch that can be operated with a clutch pedal in a power transmission path between the internal combustion engine and the drive wheel, and stops the internal combustion engine and interrupts power transmission between the internal combustion engine and the drive wheel,
  • the present invention relates to a hybrid vehicle control device capable of executing an EV traveling mode in which driving wheels are driven by an electric motor.
  • a hybrid vehicle equipped with an internal combustion engine and an electric motor is known as a driving source for traveling. Further, in such a hybrid vehicle, a manual clutch and a manual transmission operated by a clutch pedal are provided in a power transmission path between the internal combustion engine and the drive wheels, and the electric motor is an output shaft of the manual transmission.
  • a vehicle provided between the vehicle and the drive wheel (see Patent Document 1).
  • Patent Document 1 when the vehicle is started with an electric motor, a driving torque assuming that the engine is started with an internal combustion engine is calculated based on the operation amount of the clutch pedal, the accelerator opening, and the gear position. The calculated drive torque is output.
  • the accelerator opening is larger than the predetermined opening, the vehicle is driven by the internal combustion engine.
  • Patent Document 2 is a prior art document related to the present invention.
  • the driver when the vehicle is started with an electric motor, the driver may accidentally depress the accelerator pedal greatly because no change in the vibration of the internal combustion engine or a decrease in the rotational speed occurs when the clutch pedal is operated. is there.
  • the accelerator opening may be larger than the predetermined opening and the internal combustion engine may be started.
  • the internal combustion engine is unnecessarily started, and the fuel consumption may be deteriorated.
  • an object of the present invention is to provide a control device for a hybrid vehicle that can suppress unnecessary start of the internal combustion engine and improve fuel efficiency.
  • the control device is equipped with an internal combustion engine and an electric motor as a driving source for traveling, can be operated by a clutch pedal, and is provided in a power transmission path between the internal combustion engine and a drive wheel.
  • Power transmission control means capable of interrupting power transmission between the engine and the drive wheel is provided, and the motor has the power transmission control means interrupting power transmission between the internal combustion engine and the drive wheel.
  • the drive wheels are provided so as to be able to drive, the internal combustion engine is stopped, the power transmission control means interrupts power transmission between the internal combustion engine and the drive wheels, and the motor drives the drive wheels.
  • the vehicle is required based on the accelerator opening of the vehicle during the execution of the EV traveling mode.
  • Torque acquisition means for acquiring a required torque and acquiring a required transmission torque to be transmitted via the power transmission control means based on an operation amount of the clutch pedal; and when the required torque is greater than the required transmission torque
  • the required transmission torque is set to a required value, and when the required torque is equal to or lower than the required transmission torque, the required value setting means for setting the required torque to the required value, and the required value setting means sets the required value.
  • Start control means for starting the internal combustion engine when the required value is larger than a predetermined determination value set in advance.
  • the required torque is acquired based on the accelerator opening, and the required transmission torque is acquired based on the operation amount of the clutch pedal. These are all torques requested by the driver for the vehicle. Then, the smaller torque among these is set as the required value, and the internal combustion engine is started when the required value is larger than the determination value. Therefore, for example, even if the driver depresses the accelerator pedal while depressing the clutch pedal, it is possible to prevent the internal combustion engine from starting if the required transmission torque is equal to or less than the determination value. Therefore, unnecessary starting of the internal combustion engine can be suppressed, and fuel consumption can be improved.
  • the control device includes an input shaft, an output shaft, and a plurality of shift stages that are interposed between the input shaft and the output shaft and that have different speed ratios.
  • a neutral state in which a shift stage used for transmission of rotation between the input shaft and the output shaft can be changed by operation of a shift lever, and power transmission between the input shaft and the output shaft is interrupted.
  • a switchable manual transmission is provided in a power transmission path between the internal combustion engine and the drive wheels, and the required value setting means is configured to output the plurality of manual transmissions when the manual transmission is in the neutral state.
  • Comparing means may be provided for correcting the required value so that the required value is smaller than when any of the gears is selected.
  • the required value is reduced in such a case, so that the internal combustion engine is difficult to start. Therefore, unnecessary start of the internal combustion engine can be suppressed.
  • the flowchart which shows the starting control routine which a vehicle control apparatus performs.
  • the figure which shows an example of the relationship between an accelerator opening and a request torque.
  • the figure which shows an example of the depression amount of a clutch pedal, and the relationship of a request transmission torque.
  • the figure which shows schematically the principal part of the other vehicle to which the control apparatus of this invention is applied.
  • FIG. 1 schematically shows a main part of a vehicle in which a control device according to one embodiment of the present invention is incorporated.
  • This vehicle 1A is equipped with an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving source for traveling and a motor generator (hereinafter also abbreviated as MG) 3 as an electric motor.
  • the vehicle 1A is configured as a hybrid vehicle.
  • the engine 2 is a known spark ignition type internal combustion engine mounted on a hybrid vehicle.
  • the MG 3 is a well-known motor generator that is mounted on a hybrid vehicle and functions as an electric motor and a generator.
  • a manual transmission (hereinafter sometimes abbreviated as a transmission) 10 is mounted on the vehicle 1A.
  • the transmission 10 is configured as a manual transmission having first to fifth forward speeds and reverse gears.
  • the transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, a gear pair (not shown) corresponding to the first to fifth gears is provided. Different gear ratios are set for each gear pair. The gear ratio is smaller in the order of 1st gear pair, 2nd gear pair, 3rd gear pair, 4th gear pair, and 5th gear pair.
  • the transmission 10 is configured so that rotation transmission by any one of these gear pairs is selectively established.
  • the transmission 10 includes a shift lever 13 that is operated by a driver.
  • the transmission 10 when the driver operates the shift lever 13, the gear pair used for rotation transmission between the input shaft 11 and the output shaft 12 is switched, and the gear stage is switched.
  • the transmission 10 is configured to be switchable to a neutral state in which the rotation transmission between the input shaft 11 and the output shaft 12 is blocked.
  • the transmission 10 switches to the neutral state when the shift lever 13 is operated to the neutral position.
  • the structure of the transmission 10 may be the same as a known manual transmission mounted on the vehicle. Therefore, detailed description is omitted.
  • the input shaft 11 of the transmission 10 is connected to the rotor shaft 3a of the MG 3 via the first clutch 20.
  • the first clutch 20 is a known friction clutch.
  • the first clutch 20 is configured to be switchable between a completely engaged state in which the input shaft 11 and the rotor shaft 3a rotate integrally and a released state in which the input shaft 11 and the rotor shaft 3a are disconnected. Further, the first clutch 20 can be switched to a so-called half-clutch state in which power is transmitted between the rotor shaft 3a and the input shaft 11 while rotating at different rotational speeds.
  • the first clutch 20 is operated by the clutch pedal CP.
  • the first clutch 20 switches to a released state when the clutch pedal CP is depressed, and switches to a fully engaged state when the depression of the clutch pedal CP is released.
  • the clutch pedal CP is depressed halfway, the first clutch 20 is switched to the half clutch.
  • the relationship between the clutch pedal CP and the state of the first clutch 20 is the same as that of a well-known manual clutch. Therefore, detailed description is omitted.
  • the rotor shaft 3a of the MG 3 is connected to the output shaft 2a of the engine 2 via the second clutch 21.
  • the second clutch 21 is also a known friction clutch.
  • the second clutch 21 is configured to be switchable between an engaged state in which the output shaft 2a and the rotor shaft 3a rotate integrally and a released state in which the output shaft 2a and the rotor shaft 3a are disconnected.
  • the second clutch 21 is provided with an actuator 21 a for switching the state of the second clutch 21.
  • the second clutch 21 is configured as an automatic clutch.
  • the output shaft 12 of the transmission 10 is connected to the differential mechanism 4.
  • the differential mechanism 4 is a well-known mechanism that distributes input power to the left and right drive wheels 5. In this figure, only one drive wheel 5 is shown.
  • the operations of the engine 2, the MG 3 and the second clutch 21 are controlled by the vehicle control device 30.
  • the vehicle control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation.
  • the vehicle control device 30 holds various control programs for appropriately driving the vehicle 1A.
  • the vehicle control device 30 executes control of the control objects such as the engine 2 and the MG 3 by executing these programs.
  • Various sensors for acquiring information related to the vehicle 1 ⁇ / b> A are connected to the vehicle control device 30. For example, an accelerator opening sensor 31, a clutch pedal sensor 32, a shift lever sensor 33, and the like are connected to the vehicle control device 30.
  • the accelerator opening sensor 31 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening.
  • the clutch pedal sensor 32 outputs a signal corresponding to the depression amount (operation amount) of the clutch pedal CP.
  • the shift lever sensor 33 outputs a signal corresponding to the position where the shift lever 13 is located.
  • various sensors are connected to the vehicle control device 30, but these are not shown.
  • a plurality of travel modes are realized by controlling the operations of the engine 2, the MG 3 and the second clutch 21.
  • An EV traveling mode, an engine traveling mode, and the like are set as the plurality of traveling modes.
  • the second clutch 21 is switched to the released state, and the engine 2 is stopped.
  • the driving wheel 5 is driven by MG3.
  • the engine travel mode the second clutch 21 is switched to the engaged state.
  • the drive wheels 5 are driven mainly by the engine 2.
  • Each travel mode is executed not only when the vehicle 1A is traveling but also when the vehicle is stopped. Therefore, when the EV traveling mode is executed while the vehicle is stopped, the vehicle 1A is started by MG3. On the other hand, when the engine travel mode is executed while the vehicle is stopped, the vehicle 1 ⁇ / b> A is started mainly by the engine 2.
  • the vehicle control device 30 switches the travel mode according to the driving force requested by the driver for the vehicle 1A. For example, the vehicle control device 30 switches the travel mode to the EV travel mode when the accelerator opening is less than a predetermined determination opening that is set in advance, and sets the travel mode to engine travel when the accelerator opening is equal to or greater than the determination opening. Switch to mode.
  • FIG. 2 shows a start control routine executed by the vehicle control device 30 to control start of the engine 2 during execution of the EV traveling mode. This control routine is repeatedly executed at a predetermined cycle regardless of whether the vehicle 1A is traveling or stopped.
  • the vehicle control device 30 first acquires the state of the vehicle 1A in step S11.
  • the state of the vehicle 1A for example, the accelerator opening, the depression amount of the clutch pedal CP, and the state of the transmission 10 are acquired.
  • a state of the transmission 10 a neutral state or any one of the shift stages is acquired.
  • the state of the transmission 10 may be acquired based on the output signal of the shift lever sensor 33.
  • the vehicle control device 30 determines whether or not the travel mode is the EV travel mode. If it is determined that the travel mode is the engine travel mode, the current control routine is terminated.
  • step S13 the process proceeds to step S13, and the vehicle control device 30 calculates the required torque T1 requested by the driver to the vehicle 1A based on the accelerator opening.
  • FIG. 3 shows an example of the relationship between the accelerator opening and the required torque T1. As shown in this figure, the required torque T1 increases as the accelerator opening increases. The required torque T1 may be calculated based on the relationship shown in this figure. It should be noted that the relationship shown in this figure may be obtained in advance by experiment, numerical calculation, or the like and stored in the ROM of the vehicle control device 30 as a map.
  • the vehicle control device 30 calculates a required transmission torque T2 to be transmitted via the first clutch 20 based on the depression amount of the clutch pedal CP.
  • FIG. 4 shows an example of the relationship between the depression amount of the clutch pedal CP and the required transmission torque T2.
  • the required transmission torque T2 decreases as the depression amount of the clutch pedal CP increases.
  • the required transmission torque T2 becomes 0 when the first clutch 20 reaches the depression amount at which it is released.
  • the request transmission torque T2 may be calculated based on the relationship shown in this figure. It should be noted that the relationship shown in this figure may be obtained in advance by experiment, numerical calculation, or the like and stored in the ROM of the vehicle control device 30 as a map.
  • the vehicle control device 30 determines whether or not the required torque T1 is greater than the required transmission torque T2. When it determines with request
  • step S18 the vehicle control device 30 determines whether or not the transmission 10 is in the neutral state.
  • step S19 the vehicle control device 30 corrects the required value T.
  • the required value T is multiplied by a correction value that decreases the required value T such as 0.1. As a result, the required value T is reduced.
  • step S20 the vehicle control device 30 determines whether the required value T is greater than a predetermined determination value.
  • This determination value is a value set as a reference for determining whether or not the engine 2 needs to be started.
  • the determination value is appropriately set based on, for example, the speed (vehicle speed) of the vehicle 1A and the remaining amount of the battery connected to the MG3. For example, a smaller value is set as the determination value as the vehicle speed is higher and the remaining battery level is lower. If it is determined that the request value T is equal to or less than the determination value, the current control routine is terminated.
  • Step S21 vehicle control device 30 performs engine starting control.
  • the engine 2 is started by controlling a start motor (not shown) provided in the engine 2. Thereafter, the current control routine is terminated.
  • the required torque T1 is calculated based on the accelerator opening, and the required transmission torque T2 is calculated based on the depression amount of the clutch pedal CP. These are all torques requested by the driver for the vehicle 1A. Then, when the smaller torque among these is larger than the determination value, the engine 2 is started. Therefore, for example, even if the driver depresses the accelerator pedal while depressing the clutch pedal CP, it is possible to prevent the internal combustion engine from starting if the required transmission torque T2 is equal to or less than the determination value. Therefore, unnecessary starting of the engine 2 can be suppressed, and fuel consumption can be improved.
  • the required value T is made smaller than when the transmission 10 is in another state, for example, when the speed is 1st to 5th.
  • the transmission 10 when the transmission 10 is in the neutral state, it is considered that the driver does not request torque from the vehicle 1A. Therefore, unnecessary starting of the engine 2 can be suppressed by correcting the required value T to be small.
  • the required torque T1 is calculated using only the accelerator opening, but the calculation method is not limited to this method.
  • the required torque T1 may be calculated based on the accelerator opening and the vehicle speed, the accelerator opening and the rotational speed of the input shaft 11 of the transmission 10, or the accelerator opening and the gear position.
  • the second clutch 21 provided between the engine 2 and the MG 3 in the vehicle 1A is not limited to a friction clutch.
  • various clutches such as an electromagnetic clutch capable of connecting the engine 2 and the MG 3 or releasing the connection can be used.
  • MG3 corresponds to the electric motor of the present invention.
  • the first clutch 20 corresponds to the clutch of the present invention, and the first clutch 20 and the second clutch 21 correspond to the power transmission control means of the present invention.
  • the vehicle control device 30 functions as the torque acquisition means of the present invention.
  • the vehicle control device 30 functions as the required value setting means of the present invention.
  • the vehicle control device 30 functions as the start control means of the present invention.
  • the vehicle control device 30 functions as the correcting means of the present invention.
  • the hybrid vehicle to which the present invention is applied is not limited to the vehicle shown in FIG.
  • the present invention may be applied to the vehicle 1B shown in FIG. 5 that are the same as those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.
  • the output shaft 2a of the engine 2 and the input shaft 11 of the transmission 10 are connected via a clutch 40.
  • the clutch 40 is provided with an actuator 40a for switching the state of the clutch 40.
  • the clutch 40 is configured similarly to the second clutch 21 of the vehicle 1A.
  • the output shaft 12 of the transmission 10 is connected to rotate integrally with the rotor shaft 3a of the MG3. Further, the rotor shaft 3a of the MG 3 is also connected to the differential mechanism 4.
  • the vehicle control device 30 controls the actuator 40a according to the output signal of the clutch pedal sensor 33. Therefore, the clutch 40 also operates by depressing the clutch pedal CP. However, the vehicle control device 30 switches the clutch 40 to the released state so that the power transmission between the engine 2 and the drive wheels 5 is interrupted when the travel mode is the EV travel mode.
  • the clutch 40 corresponds to the power transmission control means of the present invention.
  • the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of 5 speeds.
  • the maximum forward speed of the transmission may be 3rd speed, 4th speed, 6th speed or more.
  • the hybrid vehicle to which the present invention is applied may be provided with an electric motor instead of the motor / generator.

Landscapes

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

Abstract

　本発明の制御装置は、クラッチペダル（ＣＰ）の踏み込み操作にて動作する第１クラッチ（２０）を介して手動変速機（１０）の入力軸（１１）と接続されたＭＧ（３）と、第２クラッチ（２１）を介してＭＧ（３）と接続された内燃機関（２）とを備え、内燃機関（２）を停止させるとともに、第２クラッチ（２１）で内燃機関（２）と駆動輪（５）とを切り離し、ＭＧ（３）で駆動輪（５）を駆動するＥＶ走行モードを実行可能なハイブリッド車両（１Ａ）に適用される。本発明の制御装置では、ＥＶ走行モードの実行中に、アクセル開度に基づいて要求トルク（Ｔ１）を取得するとともに、クラッチペダル（ＣＰ）の操作量に基づいて要求伝達トルク（Ｔ２）を取得し、これら要求トルク（Ｔ１）及び要求伝達トルク（Ｔ２）のうちで小さい方のトルクが判定値より大きい場合に内燃機関（２）を始動する。

Description

ハイブリッド車両の制御装置
　本発明は、内燃機関と駆動輪との間の動力伝達経路中にクラッチペダルで操作可能なクラッチが設けられ、内燃機関を停止させるとともに内燃機関と駆動輪との間の動力伝達を遮断し、電動機で駆動輪を駆動するＥＶ走行モードを実行可能なハイブリッド車両の制御装置に関する。
　走行用駆動源として内燃機関及び電動機が搭載されたハイブリッド車両が知られている。また、このようなハイブリッド車両において、内燃機関と駆動輪との間の動力伝達経路中にクラッチペダルにて操作されるマニュアル式のクラッチ及び手動変速機が設けられ、電動機が手動変速機の出力軸と駆動輪との間に設けられた車両が知られている（特許文献１参照）。この特許文献１の車両では、電動機で車両を発進させる場合、クラッチペダルの操作量、アクセル開度、及び変速段に基づいて内燃機関で発進することを想定した駆動トルクを算出し、電動機からは算出した駆動トルクを出力している。また、アクセル開度が所定開度より大きくなった場合には内燃機関で車両を走行させる。その他、本発明に関連する先行技術文献として特許文献２が存在する。
特開２００９－２９２３１３号公報 特開２０１０－１８４５３５号公報
　特許文献１の車両では、電動機で車両を発進させる場合、クラッチペダルの操作時に内燃機関の振動の変化や回転数の低下等が生じないため、運転者が誤ってアクセルペダルを大きく踏み込む可能性がある。この場合、アクセル開度が所定開度より大きくなり内燃機関が始動される可能性がある。このように特許文献１の車両では、不必要に内燃機関が始動され、燃費が悪化するおそれがある。
　そこで、本発明は、不必要な内燃機関の始動を抑制でき、燃費を向上させることが可能なハイブリッド車両の制御装置を提供することを目的とする。
　本発明の制御装置は、走行用駆動源として内燃機関及び電動機が搭載され、クラッチペダルにて操作可能であり、かつ前記内燃機関と駆動輪との間の動力伝達経路中に設けられて前記内燃機関と前記駆動輪との間の動力伝達を遮断可能な動力伝達制御手段を備え、前記電動機は、前記動力伝達制御手段が前記内燃機関と前記駆動輪との間の動力伝達を遮断している場合でも前記駆動輪を駆動可能に設けられ、前記内燃機関を停止させるとともに、前記動力伝達制御手段にて前記内燃機関と前記駆動輪との間の動力伝達を遮断し、前記電動機で前記駆動輪を駆動するＥＶ走行モードを実行可能なハイブリッド車両に適用される制御装置において、前記ＥＶ走行モードの実行中に、前記車両のアクセル開度に基づいて前記車両に要求されている要求トルクを取得するとともに、前記クラッチペダルの操作量に基づいて前記動力伝達制御手段を介して伝達されるべき要求伝達トルクを取得するトルク取得手段と、前記要求トルクが前記要求伝達トルクより大きい場合には前記要求伝達トルクを要求値に設定し、前記要求トルクが前記要求伝達トルク以下の場合には前記要求トルクを要求値に設定する要求値設定手段と、前記要求値設定手段が設定した前記要求値が予め設定した所定の判定値より大きい場合に、前記内燃機関を始動する始動制御手段と、を備えている。
　本発明の制御装置では、アクセル開度に基づいて要求トルクを取得するとともに、クラッチペダルの操作量に基づいて要求伝達トルクを取得する。これらはいずれも運転者が車両に対して要求しているトルクである。そして、これらのうちで小さい方のトルクを要求値に設定し、その要求値が判定値より大きい場合に内燃機関を始動する。そのため、例えば、運転者がクラッチペダルを踏み込んだまま誤ってアクセルペダルを踏み込んでしまっても要求伝達トルクが判定値以下であれば内燃機関が始動することを防止できる。従って、不必要な内燃機関の始動を抑制でき、燃費を向上させることができる。
　本発明の制御装置の一形態において、入力軸と、出力軸と、前記入力軸と前記出力軸との間に介在し、かつ互いに異なる変速比が設定された複数の変速段と、を有し、シフトレバーの操作にて前記入力軸と前記出力軸との間の回転伝達に用いられる変速段を変更可能、かつ前記入力軸と前記出力軸との間の動力伝達が遮断されるニュートラル状態に切り替え可能な手動変速機が、前記内燃機関と前記駆動輪との間の動力伝達経路中に設けられ、前記要求値設定手段は、前記手動変速機が前記ニュートラル状態の場合には、前記複数の変速段のうちのいずれかの変速段が選択されている場合と比較して、前記要求値が小さくなるように前記要求値を補正する補正手段を備えていてもよい。一般的に手動変速機がニュートラル状態の場合には、運転者が車両に対してトルクを要求していないと考えられる。この形態では、このような場合に要求値を小さくするので、内燃機関が始動し難くなる。そのため、不必要な内燃機関の始動を抑制できる。
本発明の一形態に係る制御装置が組み込まれた車両の要部を概略的に示す図。 車両制御装置が実行する始動制御ルーチンを示すフローチャート。 アクセル開度と要求トルクとの関係の一例を示す図。 クラッチペダルの踏み込み量と要求伝達トルクの関係の一例を示す図。 本発明の制御装置が適用される他の車両の要部を概略的に示す図。
　図１は、本発明の一形態に係る制御装置が組み込まれた車両の要部を概略的に示している。この車両１Ａには、走行用駆動源として内燃機関（以下、エンジンと称することがある。）２及び電動機としてのモータ・ジェネレータ（以下、ＭＧと略称することがある。）３が搭載されている。すなわち、この車両１Ａはハイブリッド車両として構成されている。エンジン２は、ハイブリッド車両に搭載される周知の火花点火式内燃機関である。ＭＧ３は、ハイブリッド車両に搭載されて電動機及び発電機として機能する周知のモータ・ジェネレータである。
　また、車両１Ａには手動変速機（以下、変速機と略称することがある。）１０が搭載されている。変速機１０は、前進１速～５速及び後進の変速段を有する手動変速機として構成されている。変速機１０は、入力軸１１及び出力軸１２を備えている。入力軸１１と出力軸１２との間には、１速～５速に対応するギヤ対（不図示）が設けられている。各ギヤ対には互いに異なる変速比が設定されている。変速比は、１速のギヤ対、２速のギヤ対、３速のギヤ対、４速のギヤ対、５速のギヤ対の順に小さい。変速機１０は、これらのギヤ対のうちのいずれか１つのギヤ対による回転伝達が選択的に成立するように構成されている。変速機１０は、運転者が操作するシフトレバー１３を備えている。この変速機１０では、運転者がシフトレバー１３を操作することにより入力軸１１と出力軸１２との間の回転伝達に用いられるギヤ対が切り替わって変速段が切り替わる。また、変速機１０は、入力軸１１と出力軸１２との間の回転伝達が遮断されるニュートラル状態に切り替え可能に構成されている。変速機１０は、シフトレバー１３がニュートラル位置に操作された場合に、ニュートラル状態に切り替わる。変速機１０の構造は、車両に搭載される周知の手動変速機と同じでよい。そのため、詳細な説明は省略する。
　変速機１０の入力軸１１は、第１クラッチ２０を介してＭＧ３のロータ軸３ａと接続されている。第１クラッチ２０は、周知の摩擦クラッチである。第１クラッチ２０は、入力軸１１とロータ軸３ａとが一体に回転する完全係合状態と、入力軸１１とロータ軸３ａとが切り離される解放状態とに切り替え可能に構成されている。また、第１クラッチ２０は、ロータ軸３ａと入力軸１１とが異なる回転数で回転しつつこれらの間で動力が伝達される状態、いわゆる半クラッチに切り替えることもできる。第１クラッチ２０はクラッチペダルＣＰにて操作される。第１クラッチ２０は、クラッチペダルＣＰが踏まれた場合に解放状態に切り替わり、クラッチペダルＣＰの踏み込みが解除された場合に完全係合状態に切り替わる。そして、クラッチペダルＣＰが途中まで踏み込まれている場合に第１クラッチ２０は半クラッチに切り替わる。なお、このクラッチペダルＣＰと第１クラッチ２０の状態との関係は周知のマニュアル式のクラッチと同じである。そのため、詳細な説明は省略する。
　ＭＧ３のロータ軸３ａは、第２クラッチ２１を介してエンジン２の出力軸２ａと接続されている。第２クラッチ２１も周知の摩擦クラッチである。第２クラッチ２１は、出力軸２ａとロータ軸３ａとが一体に回転する係合状態と、出力軸２ａとロータ軸３ａとが切り離される解放状態とに切り替え可能に構成されている。第２クラッチ２１には、第２クラッチ２１の状態を切り替えるためのアクチュエータ２１ａが設けられている。このように第２クラッチ２１は自動クラッチとして構成されている。
　変速機１０の出力軸１２は、デファレンシャル機構４と接続されている。デファレンシャル機構４は、入力された動力を左右の駆動輪５に分配する周知の機構である。なお、この図では一方の駆動輪５のみを示す。
　エンジン２、ＭＧ３及び第２クラッチ２１の動作は、車両制御装置３０にて制御される。車両制御装置３０は、マイクロプロセッサ及びその動作に必要なＲＡＭ、ＲＯＭ等の周辺機器を含んだコンピュータユニットとして構成されている。車両制御装置３０は、車両１Ａを適切に走行させるための各種制御プログラムを保持している。車両制御装置３０は、これらのプログラムを実行することによりエンジン２及びＭＧ３等の制御対象に対する制御を行っている。車両制御装置３０には、車両１Ａに係る情報を取得するための種々のセンサが接続されている。車両制御装置３０には、例えばアクセル開度センサ３１、クラッチペダルセンサ３２、及びシフトレバーセンサ３３等が接続されている。アクセル開度センサ３１は、アクセルペダルの踏み込み量、すなわちアクセル開度に対応した信号を出力する。クラッチペダルセンサ３２は、クラッチペダルＣＰの踏み込み量（操作量）に対応した信号を出力する。シフトレバーセンサ３３は、シフトレバー１３がある位置に応じた信号を出力する。この他にも車両制御装置３０には種々のセンサが接続されているが、それらの図示は省略した。
　この車両１Ａでは、エンジン２、ＭＧ３及び第２クラッチ２１の動作を制御することにより複数の走行モードが実現される。複数の走行モードとしては、ＥＶ走行モード及びエンジン走行モード等が設定されている。ＥＶ走行モードでは、第２クラッチ２１が解放状態に切り替えられ、エンジン２が止められる。そして、ＭＧ３で駆動輪５が駆動される。エンジン走行モードでは、第２クラッチ２１が係合状態に切り替えられる。そして、主にエンジン２で駆動輪５が駆動される。なお、各走行モードは、車両１Ａの走行中に限らず停車中も実行される。そのため、停車中にＥＶ走行モードが実行されている場合には車両１ＡをＭＧ３で発進させる。一方、停車中にエンジン走行モードが実行されている場合には車両１Ａを主にエンジン２で発進させる。
　車両制御装置３０は、運転者が車両１Ａに要求する駆動力等に応じて走行モードを切り替える。例えば、車両制御装置３０はアクセル開度が予め設定した所定の判定開度未満の場合には走行モードをＥＶ走行モードに切り替え、アクセル開度が判定開度以上の場合には走行モードをエンジン走行モードに切り替える。
　ＥＶ走行モードからエンジン走行モードに切り替える場合には、エンジン２を始動する必要がある。図２は、ＥＶ走行モードの実行中におけるエンジン２の始動を制御するために車両制御装置３０が実行する始動制御ルーチンを示している。この制御ルーチンは、車両１Ａが走行しているか停止しているかに拘わらず所定の周期で繰り返し実行される。
　この制御ルーチンにおいて、車両制御装置３０はまずステップＳ１１で車両１Ａの状態を取得する。車両１Ａの状態としては、例えばアクセル開度、クラッチペダルＣＰの踏み込み量、及び変速機１０の状態が取得される。なお、変速機１０の状態としては、ニュートラル状態又はいずれかの変速段が取得される。この変速機１０の状態は、シフトレバーセンサ３３の出力信号に基づいて取得すればよい。次のステップＳ１２において車両制御装置３０は、走行モードがＥＶ走行モードであるか否か判定する。走行モードがエンジン走行モードと判定した場合は、今回の制御ルーチンを終了する。
　一方、走行モードがＥＶ走行モードであると判定した場合はステップＳ１３に進み、車両制御装置３０はアクセル開度に基づいて運転者が車両１Ａに要求している要求トルクＴ１を算出する。図３は、アクセル開度と要求トルクＴ１との関係の一例を示している。この図に示したようにアクセル開度が大きいほど要求トルクＴ１は大きくなる。要求トルクＴ１は、この図に示した関係に基づいて算出すればよい。なお、この図に示した関係は、予め実験や数値計算等により求めて車両制御装置３０のＲＯＭにマップとして記憶させておけばよい。続くステップＳ１４において車両制御装置３０はクラッチペダルＣＰの踏み込み量に基づいて第１クラッチ２０を介して伝達されるべき要求伝達トルクＴ２を算出する。図４は、クラッチペダルＣＰの踏み込み量と要求伝達トルクＴ２の関係の一例を示している。この図に示したようにクラッチペダルＣＰの踏み込み量が大きいほど要求伝達トルクＴ２は小さくなる。そして、第１クラッチ２０が解放状態になる踏み込み量に達した場合に要求伝達トルクＴ２は０になる。要求伝達トルクＴ２は、この図に示した関係に基づいて算出すればよい。なお、この図に示した関係は、予め実験や数値計算等により求めて車両制御装置３０のＲＯＭにマップとして記憶させておけばよい。
　次のステップＳ１５において車両制御装置３０は、要求トルクＴ１が要求伝達トルクＴ２より大きいか否か判定する。要求トルクＴ１が要求伝達トルクＴ２より大きいと判定した場合はステップＳ１６に進み、車両制御装置３０は要求値Ｔに要求伝達トルクＴ２を代入する。一方、要求トルクＴ１が要求伝達トルクＴ２以下と判定した場合はステップＳ１７に進み、車両制御装置３０は要求値Ｔに要求トルクＴ１を代入する。
　要求値Ｔに要求トルクＴ１又は要求伝達トルクＴ２を代入した後はステップＳ１８に進み、車両制御装置３０は変速機１０がニュートラル状態か否か判定する。変速機１０がニュートラル状態と判定した場合はステップＳ１９に進み、車両制御装置３０は要求値Ｔの補正を実施する。この補正では、０．１等の要求値Ｔが小さくなる補正値を要求値Ｔに乗ずる。これにより要求値Ｔを小さくする。
　要求値Ｔを補正した後又は変速機１０がニュートラル状態ではないと判定した場合はステップＳ２０に進み、車両制御装置３０は要求値Ｔが所定の判定値より大きいか否か判定する。この判定値は、エンジン２の始動の要否を判定する基準として設定される値である。判定値は、例えば車両１Ａの速度（車速）及びＭＧ３に接続されているバッテリの残量等に基づいて適宜に設定される。例えば、車速が高いほど、またバッテリの残量が少ないほど判定値には小さい値が設定される。要求値Ｔが判定値以下と判定した場合は、今回の制御ルーチンを終了する。
　一方、要求値Ｔが判定値より大きいと判定した場合はステップＳ２１に進み、車両制御装置３０はエンジン始動制御を実行する。このエンジン始動制御では、エンジン２に設けられている始動モータ（不図示）を制御してエンジン２を始動する。その後、今回の制御ルーチンを終了する。
　以上に説明したように、本発明では、アクセル開度に基づいて要求トルクＴ１を算出するとともに、クラッチペダルＣＰの踏み込み量に基づいて要求伝達トルクＴ２を算出する。これらはいずれも運転者が車両１Ａに対して要求しているトルクである。そして、これらのうちで小さい方のトルクが判定値より大きい場合に、エンジン２を始動する。そのため、例えば、運転者がクラッチペダルＣＰを踏み込んだまま誤ってアクセルペダルを踏み込んでしまっても要求伝達トルクＴ２が判定値以下であれば内燃機関が始動することを防止できる。従って、不必要なエンジン２の始動を抑制でき、燃費を向上させることができる。
　また、本発明では、変速機１０がニュートラル状態の場合には、変速機１０が他の状態の場合、例えば１速～５速になっている場合と比較して、要求値Ｔを小さくする。一般的に変速機１０がニュートラル状態の場合には、運転者が車両１Ａに対してトルクを要求していないと考えられる。そのため、このように要求値Ｔを小さく補正することにより、不必要なエンジン２の始動を抑制できる。
　なお、上述した形態では、アクセル開度のみを用いて要求トルクＴ１を算出したが、算出方法はこの方法に限定されない。例えば、アクセル開度と車速、アクセル開度と変速機１０の入力軸１１の回転数、又はアクセル開度と変速段に基づいて要求トルクＴ１を算出してもよい。
　車両１Ａにおいてエンジン２とＭＧ３との間に設けられる第２クラッチ２１は、摩擦クラッチに限定されない。例えば、電磁クラッチなど、エンジン２とＭＧ３とを連結したりその連結を解除したりすることが可能な種々のクラッチを使用できる。
　上述した形態では、ＭＧ３が本発明の電動機に相当する。また、第１クラッチ２０が本発明のクラッチに相当し、第１クラッチ２０及び第２クラッチ２１が本発明の動力伝達制御手段に相当する。図２のステップＳ１３、Ｓ１４を実行することにより車両制御装置３０が本発明のトルク取得手段として機能する。図２のステップＳ１５～Ｓ１７を実行することにより車両制御装置３０が本発明の要求値設定手段として機能する。図２のステップＳ２０、Ｓ２１を実行することにより車両制御装置３０が本発明の始動制御手段として機能する。図２のステップＳ１８、Ｓ１９を実行することにより車両制御装置３０が本発明の補正手段として機能する。
　本発明が適用されるハイブリッド車両は図１に示した車両に限定されない。例えば図５に示す車両１Ｂに本発明を適用してもよい。なお、図５において図１と共通の部分には、同一の符号を付して説明を省略する。この図に示すようにこの車両１Ｂでは、エンジン２の出力軸２ａと変速機１０の入力軸１１とがクラッチ４０を介して接続されている。クラッチ４０には、クラッチ４０の状態を切り替えるためのアクチュエータ４０ａが設けられている。クラッチ４０は車両１Ａの第２クラッチ２１と同様に構成されている。変速機１０の出力軸１２はＭＧ３のロータ軸３ａと一体回転するように接続されている。また、ＭＧ３のロータ軸３ａはデファレンシャル機構４とも接続されている。この車両１Ｂでは、車両制御装置３０がクラッチペダルセンサ３３の出力信号に応じてアクチュエータ４０ａを制御する。そのため、クラッチ４０もクラッチペダルＣＰの踏み込み操作にて動作する。ただし、車両制御装置３０は、走行モードがＥＶ走行モードの場合にはエンジン２と駆動輪５との間の動力伝達が遮断されるようにクラッチ４０を解放状態に切り替える。
　このような車両１Ｂでも、上述した形態と同様に車両制御装置３０が図２の始動制御ルーチンを実行することにより、不必要なエンジン２の始動を抑制できる。そのため、燃費を向上させることができる。なお、この車両１Ｂではクラッチ４０が本発明の動力伝達制御手段に相当する。
　本発明は、上述した各形態に限定されることなく、種々の形態にて実施することができる。例えば、本発明が適用される車両の変速機は前進の最高段が５速の変速機に限定されない。変速機の前進の最高段は３速、４速又は６速以上であってもよい。また、本発明が適用されるハイブリッド車両には、モータ・ジェネレータの代わりに電動機が設けられていてもよい。

Claims (2)

  1. 　走行用駆動源として内燃機関及び電動機が搭載され、
    　クラッチペダルにて操作可能であり、かつ前記内燃機関と駆動輪との間の動力伝達経路中に設けられて前記内燃機関と前記駆動輪との間の動力伝達を遮断可能な動力伝達制御手段を備え、
    　前記電動機は、前記動力伝達制御手段が前記内燃機関と前記駆動輪との間の動力伝達を遮断している場合でも前記駆動輪を駆動可能に設けられ、
    　前記内燃機関を停止させるとともに、前記動力伝達制御手段にて前記内燃機関と前記駆動輪との間の動力伝達を遮断し、前記電動機で前記駆動輪を駆動するＥＶ走行モードを実行可能なハイブリッド車両に適用される制御装置において、
    　前記ＥＶ走行モードの実行中に、前記車両のアクセル開度に基づいて前記車両に要求されている要求トルクを取得するとともに、前記クラッチペダルの操作量に基づいて前記動力伝達制御手段を介して伝達されるべき要求伝達トルクを取得するトルク取得手段と、
    　前記要求トルクが前記要求伝達トルクより大きい場合には前記要求伝達トルクを要求値に設定し、前記要求トルクが前記要求伝達トルク以下の場合には前記要求トルクを要求値に設定する要求値設定手段と、
    　前記要求値設定手段が設定した前記要求値が予め設定した所定の判定値より大きい場合に、前記内燃機関を始動する始動制御手段と、を備えている制御装置。
  2. 　入力軸と、出力軸と、前記入力軸と前記出力軸との間に介在し、かつ互いに異なる変速比が設定された複数の変速段と、を有し、シフトレバーの操作にて前記入力軸と前記出力軸との間の回転伝達に用いられる変速段を変更可能、かつ前記入力軸と前記出力軸との間の動力伝達が遮断されるニュートラル状態に切り替え可能な手動変速機が、前記内燃機関と前記駆動輪との間の動力伝達経路中に設けられ、
    　前記要求値設定手段は、前記手動変速機が前記ニュートラル状態の場合には、前記複数の変速段のうちのいずれかの変速段が選択されている場合と比較して、前記要求値が小さくなるように前記要求値を補正する補正手段を備えている請求項１の制御装置。
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