WO2015037502A1 - ハイブリッド車の制御装置 - Google Patents

ハイブリッド車の制御装置 Download PDF

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Publication number
WO2015037502A1
WO2015037502A1 PCT/JP2014/073276 JP2014073276W WO2015037502A1 WO 2015037502 A1 WO2015037502 A1 WO 2015037502A1 JP 2014073276 W JP2014073276 W JP 2014073276W WO 2015037502 A1 WO2015037502 A1 WO 2015037502A1
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WO
WIPO (PCT)
Prior art keywords
continuously variable
variable transmission
gear ratio
engine
clutch
Prior art date
Application number
PCT/JP2014/073276
Other languages
English (en)
French (fr)
Inventor
広宣 宮石
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to US14/913,591 priority Critical patent/US9616882B2/en
Priority to EP14843247.9A priority patent/EP3045362B1/en
Priority to KR1020167004027A priority patent/KR101697909B1/ko
Priority to CN201480048380.4A priority patent/CN105517869B/zh
Priority to JP2015536546A priority patent/JP5980435B2/ja
Publication of WO2015037502A1 publication Critical patent/WO2015037502A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
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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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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • 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
    • 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
    • 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
    • Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio

Definitions

  • the present invention relates to a control device for a hybrid vehicle equipped with a continuously variable transmission.
  • Patent Document 1 As a conventional shift control device for a continuously variable transmission, the one described in Patent Document 1 is known.
  • This conventional device is a so-called belt-type continuously variable transmission that changes the gear ratio to the deceleration side until the lowest gear ratio when the gear ratio is not the lowest gear ratio when the vehicle speed is zero and the vehicle is stopped.
  • By executing the low return control good acceleration performance can be exhibited during re-acceleration after stopping.
  • the conventional shift control device for a continuously variable transmission has the following problems.
  • Some vehicles have a so-called coast stop control function, that is, a function of stopping the supply of fuel to the engine in a low vehicle speed traveling state in which the accelerator pedal is returned and the brake pedal is depressed.
  • coast stop control and the low return control are used together, the engine is stopped before the vehicle stops by the coast stop control. Therefore, when the vehicle is stopped, the continuously variable transmission is higher than the lowest gear ratio. The gear ratio remains unchanged. If low return control is executed in this state, the engine may have to be restarted to ensure the hydraulic pressure necessary for low return control. If the engine is started during low return control, the clutch may be overloaded.
  • the present invention has been made paying attention to the above-mentioned problem, and the object of the present invention is that an overload acts on the clutch when the coast stop control of the engine and the low return control of the continuously variable transmission are used together. It is an object of the present invention to provide a control device for a hybrid vehicle that can prevent the clutch from deteriorating.
  • a control apparatus for a hybrid vehicle includes an engine, a motor, a continuously variable transmission, a first clutch disposed between the engine and the motor, and a motor and a continuously variable transmission.
  • the control means is running, the accelerator pedal is not depressed, the brake pedal is depressed, and there is no
  • the coast stop control means for stopping the fuel supply to the engine and the coast stop control means are actuated to detect that the vehicle has stopped. If the gear ratio is an intermediate gear ratio that is higher than the predetermined gear ratio, after the engine is restarted, the gear ratio of the continuously variable transmission is returned to the low side. Characterized by comprising a control means.
  • FIG. 1 is a diagram schematically illustrating a configuration of a drive system of a hybrid vehicle equipped with a control device and a continuously variable transmission according to a first embodiment of the present invention.
  • FIG. 3 is a block diagram illustrating a configuration of a control device according to the first embodiment. It is a figure which shows the time chart for demonstrating an effect
  • FIG. It is a figure showing time change of clutch pressure in order to explain a problem in conventional technology.
  • FIG. 1 illustrates the overall configuration of the drive system of a hybrid vehicle equipped with the control device of the first embodiment.
  • This hybrid vehicle includes an engine E, a motor M, an oil pump P, a first clutch CL1, a second clutch CL2, and a belt-type continuously variable transmission (CVT) 1. Only the motor M It is possible to selectively travel in an electric vehicle (EV) mode in which the vehicle is driven by the operation of, and a hybrid vehicle (HEV) mode in which the vehicle is driven by the operation of both the engine E and the motor M.
  • EV electric vehicle
  • HEV hybrid vehicle
  • This hybrid vehicle is a series type hybrid vehicle, and in HEV mode, the engine E drives the motor M, the motor M generates electricity as a generator, and travels while charging a battery (not shown), There is a mode in which the vehicle is driven by the resultant force of the output of the engine E and the output of the motor E by power supply from the battery. Examples of these modes include those described in Japanese Patent Application Laid-Open No. 2012-206663 filed by the present applicant.
  • Engine E is an internal combustion engine such as a gasoline engine that burns fuel such as gasoline and outputs a driving force.
  • the engine controller 2 controls the amount of fuel supplied to the engine E and starts, operates, and stops.
  • the motor M is, for example, a three-phase AC motor, and when electric power from a battery is supplied from an inverter (not shown), the continuously variable transmission 1 and the oil pump P can be driven by the output.
  • the vehicle functions as a generator during vehicle braking, and a part of the braking energy can be converted into electric energy, and the inverter can convert the three-phase alternating current into direct current and charge the battery.
  • the motor M is controlled by the motor controller 3 via an inverter.
  • the oil pump P is, for example, a vane type oil pump, and can be driven by the motor M via a chain 4 spanned between a sprocket provided on the input shaft and a sprocket provided on the output shaft of the motor M. is there.
  • the oil pump P sucks oil in the oil pan of the continuously variable transmission 1 and sends the discharged oil to the hydraulic control device 1d of the continuously variable transmission 1.
  • the pressure oil adjusted here is supplied to the oil chamber of the primary pulley for shifting, or is supplied to the movable part of the machine part as lubricating oil for lubrication and cooling.
  • the first clutch CL1 is a multi-plate clutch that can connect, disconnect, and slip between the engine E and the motor M.
  • the first clutch C1 is released in the EV mode and engaged or slipped in the HEV mode.
  • the second clutch CL2 is also a multi-plate clutch that can connect, disconnect, and slip between the motor M and the oil pump P and the input shaft of the continuously variable transmission 1.
  • the second clutch CL2 is engaged in the EV mode and slipped in the HEV mode when the first clutch CL1 is engaged and the output of the engine E and the output of the motor M are combined to start at a high load such as a sudden start. If the driving state is required for re-acceleration in the engaged state, the HEV mode is set to the complete engaged state.
  • the first clutch CL1 and the second clutch CL2 are controlled by the transmission controller 45 in the present embodiment.
  • the continuously variable transmission 1 has a metal belt 1c bridged between a primary pulley 1a connected to an input shaft and a secondary pulley 1b connected to an output shaft, and both pulleys 1a are driven by hydraulic pressure from a hydraulic control device 1d.
  • 1b is a well-known one capable of continuously variable transmission by changing the groove width. Therefore, description of the detailed structure is omitted here.
  • the continuously variable transmission 1 can execute a shift control performed along a shift line determined by the engine speed and the vehicle speed by the transmission controller 5, a coast stop control and a low return control, which will be described later.
  • the engine controller 2, the motor controller 3, and the transmission controller 5 are controlled by the integrated controller 6.
  • description will be given below based on FIG. 2 with a focus on the low return control portion of the transmission controller 5 related to the present invention.
  • the transmission controller 5 has a low return control unit 50 (corresponding to the low return control means of the present invention), where the fuel to the engine E is stopped during deceleration of the vehicle.
  • the low return control unit 50 includes a low return control start determination unit 51, a low return processing unit 52, and an end determination unit 53.
  • the low return control start determination unit 51 determines whether or not to execute low return control.
  • This low-return control start determination is a coast stop in which fuel supply to the engine E is stopped by the coast stop control unit 60 (corresponding to the coast stop control means of the present invention) of the integrated controller 6 when the following conditions described later are satisfied.
  • a low return start signal is input to the low return processing unit 52.
  • the conditions for executing the coast stop control are that the select lever of the continuously variable transmission 1 is operated to the travel position, the brake pedal is depressed, and the accelerator pedal is released.
  • the oil temperature of the continuously variable transmission 1 is within a predetermined range, and the vehicle speed is equal to or lower than the predetermined vehicle speed.
  • the low return processing unit 52 When the low return processing unit 52 receives the low return control start signal from the low return control start determination unit 51, the low return control is permitted, the engine E is started, the engine is idled, and the gear ratio is not changed during this period. . Subsequently, in the next low return period, while the engine E is idling up, the hydraulic pressure in the hydraulic chamber of the primary pulley 1a is lowered and the hydraulic pressure in the secondary pulley 1b is raised. As a result, the belt is slid vertically from the primary pulley side to the secondary pulley side (at this time, since the pulley is not rotating, which is different from the speed change during travel), the speed ratio is changed to the low side and finally At the lowest position.
  • the low return processing unit 52 outputs each instruction signal such as engine E start and idle up, engine speed limit, and the like to the integrated controller 6 by inputting the low return start signal. Further, a signal for prohibiting the change of the primary pulley pressure and the secondary pulley pressure is input to the hydraulic control device 1d.
  • the low return processing unit 52 when a predetermined waiting time has elapsed from the input of the low return start signal, the low return processing unit 52 outputs a command pressure signal to the primary pulley and a command pressure signal to the secondary pulley in order to change the gear ratio.
  • the time is output and input to the hydraulic control device 1d to control this, and at the same time, the time count by the normal end timer is started.
  • the forced end timer starts counting time.
  • the first predetermined time ts is determined according to the midway gear ratio RATIOT, and the time is set longer as the midway gear ratio RATIOT is higher.
  • the end determination unit 53 determines whether or not the count time of the normal end timer has passed the first predetermined time ts. If it is determined that the count has elapsed, the end determination unit 53 outputs an end signal to the low return processing unit 52, and the low return processing unit The low return control from 52 is stopped.
  • the output for the low return control from the low return processing unit 52 is forcibly stopped to obtain the target signal before the low return control. return. In these determinations, if it is determined that the first and second predetermined times have not been reached, the output from the low return processing unit 52 continues during that time.
  • the end determination unit 53 forcibly stops the output for low return control from the low return processing unit 52 when it is further detected that the driver's select lever operation is selected at a position other than the driving position. Further, the rotational speed of the primary pulley 1a is monitored based on the pulse, and when the slip in the circumferential direction is detected, the low return control is immediately stopped.
  • the gear ratio of the continuously variable transmission 1 also goes in the low direction, but unlike the target gear ratio (shown by the solid line) instructed to go in the low direction so that it reaches the lowest position before the vehicle stops,
  • the actual gear ratio (indicated by a broken line) stops at the middle gear ratio RATIOT without returning to the lowest low position when the vehicle is stopped (time t1).
  • a low return control start signal is input to the low return processing unit 52.
  • the low return processing unit 52 immediately sets the target gear ratio to the hydraulic control device 1d at the time t1 when the vehicle stop is detected so as to maintain the gear ratio RATIOT that has stopped midway from the gear ratio at which the target gear ratio is at the lowest low position.
  • a signal (indicated by a one-dot chain line) for changing the gear ratio is input.
  • a change prohibition signal indicated by a solid line
  • the low return processing unit 52 inputs a signal for controlling the second clutch CL2 to a slip state to restart the engine E and an idle up signal (a target value is indicated by a one-dot chain line) to the integrated controller 6, and The controller 2 restarts the engine E and idles up (the actual idle up amount is indicated by a one-dot chain line). Further, a rotation limit signal is also input so that the engine speed does not fall below the lower limit value. Further, an EV mode prohibition request signal is input so that the engine E is not stopped. Further, a rotation request signal of the motor M is input to the integrated controller 6, and the motor controller 3 increases the motor M to a rotation speed at which the oil pump P can secure the required amount of oil.
  • the period from time t1 to time t2 is a low return control permission period and a low return control preparation period.
  • the time count by the normal end timer is started.
  • the target gear ratio is shifted from the middle gear ratio RATIOT to the lowest gear ratio. Change to ratio.
  • their actual rotational speeds are also reduced and become constant.
  • the hybrid vehicle control device of the first embodiment has the following effects. That is, when it is detected that the vehicle stops due to the fuel supply stop to the engine E due to the course and stop, the transmission ratio of the continuously variable transmission 1 stops at the middle transmission ratio on the high side from the lowest transmission ratio. Since the second clutch CL2 is in the slip state and the engine E is restarted, the gear ratio in the middle of the continuously variable transmission 1 is changed back to the low side (preferably the lowest). Further, it is possible to prevent the clutch from deteriorating due to an overload acting on the clutch.
  • control for returning the gear ratio of the continuously variable transmission 1 to the low side is a first predetermined time set according to the gear ratio in the middle from the time when the coast stop control unit 60 is actuated to detect that the vehicle has stopped. Since the period ends until ts elapses, it is possible to appropriately set the time required for the low return control.
  • the low return control unit 50 detects the slippage in the circumferential direction of the primary pulley of the continuously variable transmission when the select position of the continuously variable transmission 1 is operated to a position other than the traveling position during the low return control. At this time, since the low return control is stopped, it is not necessary to perform the low return control until it is not necessary after the vehicle stops.
  • the present invention has been described based on the above embodiments. However, the present invention is not limited to these embodiments, and is included in the present invention even when there is a design change or the like without departing from the gist of the present invention. .
  • the final gear ratio is not the lowest gear ratio, but may be a predetermined gear ratio somewhat higher than that.
  • the division of roles of the various controllers 2, 3, 5, and 6 in the embodiment may be different from those in the embodiment, or the number of controllers may be further reduced to reduce the number.
  • the continuously variable transmission may be of a type other than the embodiment.

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

Abstract

ハイブリッド車の制御装置は、車速が所定車速以下であり、アクセルペダルへの踏み込みがなく、ブレーキペダルが踏み込まれ、かつ無段変速機（1）のセレクト位置が走行ポジションにあるとき、エンジン（E）への燃料供給を停止するコーストストップ制御部（60）と、コーストストップ制御部（60）が作動して車両が停止したことを検知したら、無段変速機（1）の変速比が所定の変速比よりハイ側の変速比となる途中の変速比である場合、エンジン（E）を再始動させた後に、無段変速機（1）の変速比をロー側に戻すロー戻し制御部（50）と、を備える。これによりコーストストップ制御と無段変速機（1）のロー戻し制御とを併用する場合に、第１クラッチCL1に過負荷が作用するのを防ぐことができる。

Description

ハイブリッド車の制御装置
　本発明は、無段変速機を搭載したハイブリッド車の制御装置に関する。
　従来の無段変速機の変速制御装置としては、特許文献１に記載のものが知られている。この従来装置は、ベルト式無段変速機において、車速がゼロの車両停止状態であるときに、変速比が最ローギヤ比でない場合、最ローギヤ比になるまで変速比を減速側へ変更する、いわゆるロー戻し制御が実行されることで、停車後の再加速時に良好な加速性能が発揮できるようにされている。
　しかしながら、上記従来の無段変速機の変速制御装置には、以下に説明するような問題がある。車両によっては、いわゆるコーストストップ制御機能、すなわちアクセルペダルを戻しブレーキペダルを踏み込んだ低車速走行状態でエンジンへの燃料の供給をストップする機能を備えたものがある。このようなコーストストップ制御と上記のロー戻し制御とを併用すると、コーストストップ制御で車両停止前にエンジンが停止されるため、車両停止時に、無段変速機が最ローの変速比よりハイ側の変速比となったままの状態となっている。この状態でロー戻し制御を実行すると、ロー戻し制御に必要な油圧を確保するために、エンジンを再始動しなければならない場合がある。ロー戻し制御中にエンジンを始動すると、クラッチに過負荷がかかる虞がある。
　これは、ロー戻し制御ではライン圧を高くする必要があるが、ライン圧が高い状態でエンジンを始動させクラッチを作動させると、図４に示すように、指示圧（破線で示す）に対し、クラッチ実圧（実線で示す）は、ムダ時間tdの後に楕円破線で示す油圧サージ（急上昇）が発生する結果、クラッチのダンパに過負荷がかかる。
　本発明は、上記問題に着目してなされたもので、その目的とするところは、エンジンのコーストストップ制御と無段変速機のロー戻し制御を併用する場合に、クラッチに過負荷が作用してクラッチが劣化するのを防ぐことができるようにしたハイブリッド車の制御装置を提供することにある。
特開平８－３１２７４１号公報
　この目的のため本発明によるハイブリッド車の制御装置は、エンジンと、モータと、無段変速機と、エンジンとモータとの間に配置された第１クラッチと、モータと無段変速機との間に配置された第２クラッチと、これらを制御する制御手段とを備えたハイブリッド車に適用され、制御手段が、走行中であり、アクセルペダルへの踏み込みがなく、ブレーキペダルが踏み込まれ、かつ無段変速機のセレクト位置が走行ポジションにあるとき、エンジンへの燃料供給を停止するコーストストップ制御手段と、コーストストップ制御手段が作動して車両が停止したことを検知したら、無段変速機の変速比が所定の変速比よりハイ側の変速比となる途中の変速比である場合、エンジンを再始動させた後に、無段変速機の変速比をロー側に戻すロー戻し制御手段と、を備えたことを特徴とする。
　本発明のハイブリッド車の制御装置にあっては、コーストストップによりエンジンへの燃料供給をストップしたとき、無段変速機の変速比がハイ側にあっても、エンジンを再始動した後に、変速比をロー側に変速させるので、クラッチに過負荷が作用してクラッチが劣化するのを防ぐことができる。
本発明に係る実施例１の制御装置および無段変速機を搭載したハイブリッド車両の駆動系の構成を模式的に示す図である。 実施例１の制御装置の構成を示すブロック図である。 実施例１の制御装置の作用を説明するためのタイムチャートを示す図である。 従来技術での問題を説明するためにクラッチ圧の時間変化を表した図である。
　以下、本発明の実施の形態を、図面に示す実施例に基づき詳細に説明する。
　図１に、実施例１の制御装置を搭載したハイブリッド車の駆動系の全体構成を説明する。このハイブリッド車は、エンジンＥと、モータＭと、オイルポンプＰと、第１クラッチCL1と、第２クラッチCL2と、ベルト式無段変速機(CVT)1と、を備えており、モータMのみの稼働により車両を駆動する電気自動車(EV)モードと、エンジンEとモータMとの両方の稼働により車両を駆動するハイブリッド車（HEV）モードで選択的に走行することが可能である。
　なお、このハイブリッド車は、シリーズ式ハイブリッド車であり、HEVモードとしては、エンジンEがモータMを駆動して、このモータMをジェネレータとして発電し、図示しないバッテリに充電しながら走行するモードと、エンジンEの出力とバッテリからの電力供給によるモータEの出力との合力で車両を駆動するモードとがあり、走行状態やバッテリの充電率などに応じてモードを選択する。なお、これらのモードの例として、本出願人の出願による特開２０１２－２０６６６３号公報に記載のものを挙げておく。
　エンジンEは、ガソリン等の燃料を燃焼して駆動力を出力するガソリンエンジンなどの内燃機関であり、エンジンコントローラ2によりエンジンEへの燃料供給量などが制御されて始動、稼働、停止をする。
　モータMは、たとえば三相交流モータであって、バッテリからの電力が図示しないインバータから供給されると、その出力で無段変速機1やオイルポンプPを駆動可能である。一方、車両制動時にはジェネレータとして機能し、その制動エネルギの一部を電気エネルギに変換して、インバータによりその三相交流電流を直流電流に変換してバッテリに充電することが可能である。また、上述したように、エンジンEを稼働してモータMを駆動することで、ジェネレータとして機能させて発電し、バッテリを充電することも可能である。モータMは、モータコントローラ3によりインバータを介して制御される。
　オイルポンプPは、たとえばベーン式のオイルポンプであり、この入力軸に設けたスプロケットとモータMの出力軸に設けたスプロケットとの間に架け渡したチェーン4を介して、モータMで駆動可能である。オイルポンプPは、無段変速機1のオイルパン内の油を吸い込んでその吐出油を無段変速機1の油圧制御装置1dへ送り込む。油圧制御装置1dでは、ここでそれぞれ調圧した圧油をプライマリプーリの油室に供給して変速させたり、機械部品の可動部分に潤滑油として供給して潤滑や冷却をしたりする。
　第１クラッチCL1は、多板式クラッチで、エンジンEとモータMとの間を、接続、遮断、スリップさせることが可能である。この第１クラッチC1は、EVモードでは解放し、HEVモードでは締結あるいはスリップさせる。
　第２クラッチCL2も、多板式クラッチで、モータMおよびオイルポンプPと無段変速機1の入力軸との間を接続、遮断、スリップさせることが可能である。この第２クラッチCL2は、EVモードで締結し、第１クラッチCL1が締結されてエンジンEの出力とモータMの出力が合成されて急発進等の高負荷で発進する場合のHEVモードでスリップした締結状態とし、再加速で駆動力が必要な場合は、HEVモードで完全締結状態とする。なお、本実施例では、第１クラッチCＬ1および第２クラッチCL2の制御は、本実施例では変速機コントローラ45にて行う。
　無段変速機1は、入力軸に連結されたプライマリプーリ1aと出力軸に連結されたセカンダリプーリ1bとの間に金属製のベルト1cを架け渡し、油圧制御装置1dからの油圧により両プーリ1a、1bの溝幅を変更することで無段変速を可能とする周知のものである。したがって、ここではその詳細な構造につての説明は、省略する。無段変速機1は、変速機コントローラ5によりエンジン回転数と車速で決まる変速線に沿って行う変速制御や、後述するコーストストップ制御およびロー戻し制御等が実行可能である。
　エンジンコントローラ2、モータコントローラ3、変速機コントローラ5は、統合コントローラ6により、制御される。ここでは、これらのコントローラのうち、本発明に関係する変速機コントローラ5のロー戻し制御部分を中心に、図２に基づいて以下に説明する。
　図２に示すように、変速機コントローラ5は、ロー戻し制御部50（本発明のロー戻し制御手段に相当）を有しており、ここで車両の減速中にエンジンEへの燃料をストップした後に車両が停止したときに、無段変速機1の変速比が最ロー比よりハイ側の変速比（RATIOTとする）になったままの場合にこれを最ロー側に戻すロー戻し制御を行う。このロー戻し制御部50は、ロー戻し制御開始判定部51と、ロー戻し処理部52と、終了判定部53とを有する。
　ロー戻し制御開始判定部51は、ロー戻し制御を実行するか否かを判定する。このロー戻し制御の開始判定は、後述する下記条件が成立すると、統合コントローラ6のコーストストップ制御部60（本発明のコーストストップ制御手段に相当）にてエンジンEへの燃料供給をストップするコーストストップ制御が行われたことを検知し、かつその後の車両の停止を検知したら、ロー戻し開始信号をロー戻し処理部52に入力する。
　ここでコーストストップ制御が実行されるための条件とは、無段変速機1のセレクトレバーが走行ポジションに操作されていること、ブレーキペダルが踏み込まれていること、アクセルペダルが解放されていること、無段変速機1の油温が所定範囲内にあること、および車速が所定車速以下であることである。
　ロー戻し処理部52では、ロー戻し制御開始判定部51からロー戻し開始信号を受けたら、ロー戻し制御を許可し、エンジンEを始動してアイドルアップを行い、この期間中は変速比を変えない。続いて、次のロー戻し期間では、エンジンEをアイドルアップで稼働している状態の中、プライマリプーリ1aの油圧室の油圧を下げ、かつセカンダリプーリ1bの油圧を上げる。これにより、ベルトをプライマリプーリ側からセカンダリプーリ側に向けて縦滑りさせて（このとき、プーリは回転していないので、走行中の変速とは異なる）変速比がロー側に変更されて最終的に最低ロー位置となるようにする。
　したがって、ロー戻し処理部52は、ロー戻し開始信号の入力で、エンジンEの始動およびアイドルアップ、エンジン回転数の制限といった各指示信号を出力して統合コントローラ6に入力する。また、プライマリプーリ圧およびセカンダリプーリ圧の変更を禁止する信号を油圧制御装置1dに入力する。
　さらに、ロー戻し開始信号の入力から所定の待ち時間を経過した時点で、ロー戻し処理部52は、変速比を変更するために、プライマリプーリへの指示圧およびセカンダリプーリへの指示圧の信号を出力して油圧制御装置1dに入力して、これを制御すると同時に、正常終了タイマでの時間カウントを開始する。
　正常終了タイマのカウント時間が第１所定時間ts（図３を参照）を経過したら強制終了タイマが時間カウントを始める。ここで、第１所定時間tsは途中の変速比RATIOTに応じて決定し、途中変速比RATIOTがハイ側であるほど時間を長く設定する。終了判定部53は、正常終了タイマのカウント時間が第１所定時間tsを経過したか否かを判定し、経過したと判定したら、終了信号をロー戻し処理部52へ出力し、ロー戻し処理部52からのロー戻し制御を停止させる。また、強制終了タイマのカウント時間が第２所定時間tfを経過したと判定したら、ロー戻し処理部52からのロー戻し制御のための出力を強制的に停止させてロー戻し制御前の目標信号に戻す。なお、これらの判定にあって、第１、第２所定時間に達していないと判定した場合には、その間、ロー戻し処理部52からの上記出力が続くことになる。
　終了判定部53では、さらにドライバのセレクトレバー操作が走行ポジション以外にセレクトされたことを検知した場合は、ロー戻し処理部52からのロー戻し制御のための出力を強制的に停止させる。また、プライマリプーリ1aの回転速度をパルスに基づいて監視しており、周方向の滑りを検知した場合には、即、ロー戻し制御を中止する。
　次に、本実施例のハイブリッド車の制御装置の作用について、図３のタイムチャートを用いて以下に説明する。同図の上から下方に向けて順に、車速、変速比、アイドルアップ要求、モータMの回転、エンジンEの回転数、トルクダウン、第２クラッチ目標トルク容量、第２クラッチ油圧、セカンダリプーリ圧、プライマリプーリ圧のそれぞれの時間的変化が描いてある。
　まず、時刻t1より前は、コーストストップのための上記条件が満たされた場合であり、コーストストップ制御部60によりエンジンEへの燃料供給はストップされ、ブレーキペダルが踏み込まれているので、車速は時間とともに急低下して行く。この間、無段変速機1の変速比もロー方向へ向かって行くが、車両停止前に最低ロー位置になるようにロー方向へ向かうように指示した目標変速比（実線で示す）とは異なり、実変速比（破線で示す）は、車両停止時（時刻t1）にあっては最低ロー位置までも戻れずに途中の変速比RATIOTで停まってしまう。
　このコーストストップ制御下での車両停止をロー戻し制御開始判定部51が検知すると、ロー戻し制御開始信号をロー戻し処理部52に入力する。ロー戻し処理部52では、車両停止を検知した時刻t1で即、油圧制御装置1dに、目標変速比を最低ロー位置となる変速比から停止時に途中で止まった変速比RATIOTを維持するように目標変速比を変更する信号（１点鎖線で示す）を入力する。また、プライマリプーリ油圧およびセカンダリプーリ油圧の変更禁止信号（実線で示す）を出すことで、無段変速機1のプーリ1a、1bの溝幅の変更を抑制する。したがって、無段変速機1は、車両停止時に途中で止まって変速比RATIOTを維持する。
　ロー戻し処理部52は、第２クラッチCL2をスリップ状態に制御してエンジンEを再始動させる信号とアイドルアップ信号（目標値を１点鎖線で示す）とを統合コントローラ6に入力して、エンジンコントローラ2によりエンジンEの再始動とアイドルアップ（実アイドルアップ量を１点鎖線で示す）とを行う。また、回転制限信号をも入力して、エンジン回転数が下限値を下回らないようにする。さらに、EVモード禁止要求信号を入力して、エンジンEを停止させないようにする。また、モータMの回転要求信号を統合コントローラ6に入力し、モータコントローラ3によりモータMをオイルポンプPが必要油量を確保できる回転数まで上げる。以上の時刻t1からの時刻t2までの期間は、ロー戻し制御の許可期間であり、ロー戻し制御の準備期間である。
　待ち時間が経過する時刻t2になったら、ロー戻し制御を実行する。この状態では、第２クラッチCL2のスリップ制御によりモータMが増速可能となり、オイルポンプPを増速駆動してプーリの溝幅変更に必要な油圧を作り出せる状態になっている。そこで、時刻t2でセカンダリプーリ油圧上昇信号（実線で示す）と、プライマリプーリ油圧下降信号（実線で示す）とを、油圧装置1dに入力する。この結果、セカンダリプーリ1bの実圧（１点鎖線で示す）は上昇し、プライマリプーリ1aの実圧（１点鎖線で示す）は減少する。これらプーリは、回転していないので、上記油圧の変化によりベルトは縦滑りして実変速比（破線で示す）が次第にロー側に近づいて行き、やがて最ローとなる。
　また、時刻t2の時点で、正常終了タイマによる時刻カウントを開始するが、このカウント時間が第１所定時間tsに到達する時刻t3になると、目標変速比を途中の変速比RATIOTから最ローの変速比に変更する。また、モータMの回転およびアイドルアップも元の状態に戻す結果、これらの実回転数も低下して一定となる。
　以上の説明から分かるように、実施例１のハイブリッド車の制御装置は、以下の効果を有する。すなわち、コースとストップによるエンジンEへの燃料供給ストップで車両が停止するのを検知したとき、無段変速機1の変速比が最ローの変速比よりハイ側の途中の変速比で止まった場合には、第２クラッチCL2をスリップ状態にするとともに、エンジンEを再始動した後に、無段変速機1の途中の変速比をロー側（最ローが望ましい）に戻す変速を行うようにしたので、クラッチに過負荷が作用してクラッチが劣化するのを防ぐことができる。
　つまり、無段変速機１の変速比をロー側に戻す制御（ロー戻し制御）を実施する前に予めエンジンEを始動しているので、ロー戻し制御を実施している最中に、エンジンEを再始動させる必要がない。そのため、ロー戻し制御中で、変速比をロー側に戻すために必要な油圧が、モータMだけの駆動力では得られないようなことになっても、変速比をロー側に戻すためにライン圧が高い状態となっている時にエンジンEを始動させ、エンジンEの駆動力をオイルポンプPに伝達するために第１クラッチCL1を締結させる必要があるため、エンジンEの再始動と第１クラッチCL1の作動のために、第１クラッチCL1に供給される実圧が高くなり、第１クラッチCL1に過負荷が作用するのを防止することができる。
　また、無段変速機1の変速比をロー側に戻す制御を、コーストストップ制御部60が作動して車両が停止したことを検知した時間から途中の変速比に応じて設定した第１所定時間tsが経過するまでの期間で終了するようにしたので、ロー戻し制御に必要な時間を適切に設定することが可能となる。
　また、ロー戻し制御部50を、ロー戻し制御の実行中に無段変速機1のセレクト位置が走行ポジション以外に操作されたとき、あるいは無段変速機のプライマリプーリの周方向の滑りを検知したときは、前記ロー戻し制御を中止するようにしたので、車両停止後に必要のない場合までロー戻し制御をしなくてよくなる。
　以上、本発明を上記各実施例に基づき説明してきたが、本発明はこれらの実施例に限られず、本発明の要旨を逸脱しない範囲で設計変更等があった場合でも、本発明に含まれる。
　たとえばロー戻し制御にあって、最終的な変速比は、最ローの変速比ではなく、それより幾分ハイ側の所定の変速比であってよい。
　また、実施例における各種コントローラ2、3、5、6の役割分担は、実施例のものとは異ならせてもよく、また、複数のコントローラをさらにまとめて個数を減らすようにしてもよい。さらに、無段変速機は実施例以外のタイプのものであってもよい。

Claims (4)

  1. 　燃料を燃焼して駆動力を出力可能なエンジンと、
    　電力により駆動力を出力可能なモータと、
    　入出力間で無段変速可能な無段変速機と、
    　前記エンジンと前記モータとの間に配置された第１クラッチと、
    　前記モータと前記無段変速機との間に配置された第２クラッチと、
    　前記エンジン、前記モータ、前記無段変速機、前記第１クラッチ、および前記第２クラッチを制御する制御手段と、
    　を備えたハイブリッド車において、
    　前記制御手段は、走行中であり、アクセルペダルへの踏み込みがなく、ブレーキペダルが踏み込まれ、かつ前記無段変速機のセレクト位置が走行ポジションにあるとき、前記エンジンへの燃料供給を停止するコーストストップ制御手段と、
    　該コーストストップ制御手段が作動して車両が停止したことを検知したら、前記無段変速機の変速比が所定の変速比よりハイ側の変速比となる途中の変速比である場合、前記第２クラッチを解放するとともに前記エンジンを再始動させた後に、前記無段変速機の変速比をロー側に戻すロー戻し制御手段と、を備えたハイブリッド車の制御装置。
  2. 　請求項１に記載のハイブリッド車の制御装置において、
    　前記所定の変速比は、最ローの変速比であるハイブリッド車の制御装置。
  3. 　請求項１又は請求項２に記載のハイブリッド車の制御装置において、
    　前記無段変速機の変速比をロー側に戻す制御は、前記コーストストップ制御手段が作動して車両が停止したことを検知した時間から前記途中の変速比に応じて設定した第１所定時間が経過するまでの期間で終了するハイブリッド車の制御装置。
  4. 　請求項１乃至３のいずれか１項に記載のハイブリッド車の制御装置において、
    　前記ロー戻し制御手段は、前記ロー戻し制御の実行中に前記無段変速機のセレクト位置が走行ポジション以外に操作されたとき、あるいは前記無段変速機のプライマリプーリの周方向の滑りを検知したときは、前記ロー戻し制御を中止するハイブリッド車の制御装置。
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EP3045362A4 (en) 2017-01-18
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