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CN104837699B - 混合动力车辆的模式切换控制装置 - Google Patents

混合动力车辆的模式切换控制装置 Download PDF

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Publication number
CN104837699B
CN104837699B CN201380063435.4A CN201380063435A CN104837699B CN 104837699 B CN104837699 B CN 104837699B CN 201380063435 A CN201380063435 A CN 201380063435A CN 104837699 B CN104837699 B CN 104837699B
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CN
China
Prior art keywords
engine
clutch
motor
speed
speed change
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Fee Related
Application number
CN201380063435.4A
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English (en)
Other versions
CN104837699A (zh
Inventor
小池智之
久保贤吾
加藤芳章
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Publication of CN104837699A publication Critical patent/CN104837699A/zh
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Publication of CN104837699B publication Critical patent/CN104837699B/zh
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K25/00—Auxiliary drives
    • B60K25/02—Auxiliary drives directly from an engine shaft
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 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 transmission gearings
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—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
    • B60L15/2009—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 for braking
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • 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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    • 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
    • B60L58/12—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
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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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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    • 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
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    • B60W30/18—Propelling the vehicle
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
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Abstract

本发明提供一种混合动力车辆的模式切换控制装置。在响应EV→HEV模式切换请求(t1)而进行发动机起动及变速离合器的联接时，在比发动机自运转开始时t6靠前的发动机起动中的t3～t4使变速离合器联接。该离合器联接中t3～t4)在发动机自运转前的起动中t2～t6，如从t3～t4的发动机扭矩(Te)波形表明，不向变速离合器输入较大的发动机扭矩，在EV行驶中，在与来自电动机的较小的电动机扭矩程度的值即变速离合器的输出侧扭矩之间不产生较大的扭矩差。另外，在发动机起动中t2～t6的曲柄启动中，变速离合器的输入输出旋转差ΔN在t3也减小，如果在该t3使变速离合器联接，则在小的输入输出扭矩差及输入输出旋转差的基础上，在轻减冲击下可进行变速离合器的联接。

Description

混合动力车辆的模式切换控制装置
技术领域
本发明涉及作为动力源搭载发动机及电动机，可选择仅利用电动机进行行驶的电气行驶模式(EV模式)、和利用电动机及发动机进行行驶的混合动力行驶模式(HEV模式)的混合动力车辆的模式切换控制装置。
背景技术
作为这种混合动力车辆，目前已知有例如专利文献1中记载的车辆。
该混合动力车辆是一方动力源即发动机依次经由无级变速器及离合器与车轮可分离地驱动结合，另一方动力源即电动机总是与该车轮结合的型式的车辆。
该混合动力车辆通过将发动机停止并释放上述的离合器，可进行仅利用电动机的EV模式下的电气行驶(EV行驶)，通过使发动机起动并联接该离合器，可进行利用电动机及发动机的HEV模式下的混合行驶(HEV行驶)。
此外，通过在EV行驶中如上述地释放离合器，停止状态的发动机(变速器存在的情况也为变速器)从车轮分离，在EV行驶中不带着(拖曳)该发动机(变速器)旋转，能够避免相应的能量损失，提高能效。
在上述混合动力车辆中，在停止发动机并释放离合器的EV行驶中，在踏下加速踏板等运转状态发生了变化的情况下，将发动机再起动并联接离合器，从EV行驶模式向HEV行驶模式切换。
但是，在该EV→HEV模式切换时进行的离合器的联接时，因其输入侧(发动机侧)转速依赖于发动机旋转，所以最初是低的。而离合器的输出侧(车轮侧)转速因为由车速来决定，故而比最初要高。
因此，在EV→HEV模式切换时进行的离合器的联接在离合器的输入输出旋转差较大的状态下开始，具有产生较大的离合器联接冲击(EV→HEV模式切换冲击)的倾向。
作为减轻离合器联接冲击的技术，目前，例如如专利文献2记载地，具有使变速器以减小离合器的输入输出旋转差的方式进行变速的技术，考虑将该离合器联接冲击减轻技术用于上述混合动力车辆的EV→HEV模式切换冲击对策。
专利文献1：(日本)特开2000－199442号公报
专利文献2：(日本)特开2000－289471号公报
但是，即使组合专利文献1、2所述的技术，仅能够减小离合器的输入输出旋转差，离合器的输入输出扭矩间的扭矩差会因以下的原因而增大。
在为了减小离合器的输入输出旋转差而进行的变速控制时，变速器因来自由发动机驱动的油泵的油不可缺少，需要运转发动机，成为发动机起动后的发动机运转状态后，联接离合器。
这样，在起动后的发动机运转状态下，将发动机的较大的扭矩向离合器的输入侧输入，在EV行驶中不能避免在与较小的电动机扭矩程度的值即离合器的输出侧扭矩之间产生较大的扭矩差。
因此，仅组合专利文献1、2所述的技术来减小离合器的输入输出旋转差，不能避免离合器的较大的输入输出扭矩差导致的联接冲击(EV→HEV模式切换冲击)的发生。
虽说如此，如果因该冲击对策而减慢离合器的联接速度，则直至离合器的联接结束需要较长时间，EV→HEV模式切换响应变差，产生在该变差的较大的响应延迟之间得不到以HEV模式请求的驱动力的问题。
发明内容
本发明的目的在于提供一种混合动力车辆的模式切换控制装置，基于上述问题在EV→HEV模式切换时，通过首先起动发动机而成为运转状态，之后进行离合器的联接所引起的事实认识，而且，基于若在发动机成为运转状态之前的起动中联接离合器，还未几乎不产生发动机扭矩，离合器输入输出扭矩差没有变得成为冲击上问题那样大的情况，另外，在发动机起动中离合器的输入输出旋转差也减小至不成为冲击上问题的程度，此时使离合器在冲击减轻下联接的事实认识，使该构想具体化而可消除上述问题。
为了该目的，本发明的混合动力车辆的模式切换控制装置如下构成。
首先，说明成为本发明的前提的混合动力车辆，该混合动力车辆作为动力源，除了发动机外还具备电动机，所述发动机经由将来自由该发动机驱动的泵的油作为动作介质的变速器与车轮驱动结合，这些变速器及车轮间可通过变速器内的离合器分离，除了可选择通过释放该离合器且使所述发动机停止而仅利用所述电动机进行行驶的电气行驶模式之外，还可选择通过使所述发动机起动且联接所述离合器而利用所述电动机及发动机进行行驶的混合动力行驶模式。
本发明的模式切换控制装置的特征在于，上述混合动力车辆从所述电气行驶模式向混合动力行驶模式的模式切换时应进行的所述发动机的起动及所述离合器联接时，在比该发动机开始自运转之前的发动机起动中进行所述离合器的联接。
在本发明的混合动力车辆的模式切换控制装置中，在从利用发动机的起动及离合器的联接进行的电气行驶模式向混合动力行驶模式的模式切换时，在发动机开始自运转之前的发动机起动中进行上述离合器的联接，因此，该离合器联接时，在发动机自运转前的起动中，不向离合器输入较大的发动机扭矩，在EV行驶中，在与较小的电动机扭矩程度的值即离合器的输出侧扭矩之间不产生较大的扭矩差。
另外，在上述发动机起动中，离合器的输入输出旋转差也减小到不成为冲击上问题的程度，此时，能够使离合器通过与起动中的发动机旋转对应的来自泵的油而联接。
因此，在不成为冲击上问题的程度的较小的离合器输入输出扭矩差及输入输出旋转差的基础上，能够进行在上述模式切换时应进行的离合器的联接，能够可靠地减轻离合器的联接冲击(EV→HEV模式切换冲击)。
因此，由于该冲击对策而不必特别地减慢离合器的联接速度，能够缩短直至离合器联接完成的时间，快速完成EV→HEV模式切换(向HEV行驶的过渡)，能够高响应地实现HEV行驶下的请求驱动力。
附图说明
图1是表示具备本发明一实施例的模式切换控制装置的混合动力车辆的驱动系及其整体控制系统的概略系统图；
图2是表示可应用本发明的模式切换控制装置的其它型式的混合动力车辆，(a)是表示该混合动力车辆的驱动系及其整体控制系统的概略系统图，(b)是内设于该混合动力车辆的驱动系的V带式无级变速器的副变速器内的变速摩擦元件的联接理论图；
图3是表示图1的混合控制器执行的EV→HEV模式切换控制程序的流程图；
图4是图3的模式切换控制的EV→HEV模式切换的动作时间图。
标记说明
1：发动机(动力源)
1a：电动机/发电机
1b：空调器用压缩机
2：电动机(动力源)
3：起动电动机
4：V带式无级变速器
5：驱动车轮
6：初级带轮
7：次级带轮
8：V带
CVT：无级变速机构
T/C：液力变矩器
CL：变速离合器(离合器)
9、11：主减速器组
12：蓄电池
13：变换器
14：制动盘
15：制动钳
16：制动踏板
17：负压式制动助力器
18：主缸
19：加速踏板
21：复合控制器
22：发动机控制器
23：电动机控制器
24：变速器控制器
25：蓄电池控制器
26：制动开关
27：加速踏板开度传感器
28：初级带轮旋转传感器
29：次级带轮旋转传感器
O/P：油泵
30：蓄电池蓄电状态传感器
31：副变速器
H/C：高档离合器
R/B：后退制动器
L/B：低档制动器
32：车速传感器
33：车辆加速度传感器
35：管路压力电磁线圈
36：锁止电磁线圈
37：初级带轮压力电磁线圈
38：低档制动器压力电磁线圈
39：高档离合器压力&后退制动器压力电磁线圈
41：开关阀
具体实施方式
以下，基于附图说明本发明的实施例。
实施例1
(构成)
图1是表示具备本发明一实施例的模式切换控制装置的混合动力车辆的驱动系及其整体控制系统的概略系统图。
图1的混合动力车辆作为动力源搭载发动机1及电动机2，发动机1为通过V型带1c将电动机/发电机1a及空调用压缩机1b与曲轴驱动结合，通常通过起动电动机3起动，但根据需要，通过电动机/发电机1a起动。
电动机/发电机1a以也可以动力运转的方式置换与发动机曲轴驱动结合而安装的通常的交流发电机(发电机)，用于在怠速停止后再起动发动机1时、及在发动机运转中根据需要进行该发动机1的扭矩辅助时。
上述发动机1经由V带式无级变速器4与驱动车轮5可适当分离地驱动结合，以下概略说明V带式无级变速器4。
V带式无级变速器4将由初级带轮6、次级带轮7、卷挂在这些带轮6、7之间的V型带8构成的无级变速机构CVT作为主要的构成元件。
初级带轮6经由锁止式液力变矩器T/C与发动机1的曲轴结合，次级带轮7依次经由变速离合器CL(相当于本发明的离合器)及主减速器组9与驱动车轮5结合。
因此，在变速离合器CL的联接状态下，来自发动机1的动力经液力变矩器T/C向初级带轮6输入，之后依次经由V型带8、次级带轮7、变速离合器CL及主减速器组9达到驱动车轮5，用于混合动力车辆的行驶。
在该发动机动力传递中，通过减小初级带轮6的带轮V槽宽，并增大次级带轮7的带轮V槽宽，增大V型带8与初级带轮6的卷挂圆弧径，同时减小其与次级带轮7的卷挂圆弧径，V带式无级变速器4能够进行向高档侧带轮比(高档侧变速比)的升档。
相反，通过增大初级带轮6的带轮V槽宽并减小次级带轮7的带轮V槽宽，从而减小V型带8与初级带轮6的卷挂圆弧径，同时增大其与次级带轮7的卷挂圆弧径，V带式无级变速器4能够进行向低档侧带轮比(低档侧变速比)的降档。
电动机2经由主减速器组11总是与驱动车轮5驱动结合，该电动机2通过蓄电池12的电力经由变换器13驱动。
变换器13将蓄电池12的直流电转换成交流电并向电动机2供给，同时增减向电动机2的供给电力，从而对电动机2进行驱动力控制及旋转方向控制。
此外，电动机2除了上述的电动机驱动之外，还作为发电机发挥作用，也用于后面详述的再生制动。
该再生制动时，变换器13对电动机2施加再生制动力量的发电负荷，从而使电动机2作为发电机发挥作用，将电动机2的发电电力积蓄在蓄电池12。
就图1而言，具备上述的驱动系的混合动力车辆在释放变速离合器CL且使发动机1停止的状态下，若驱动电动机2，则仅电动机2的动力经主减速器组11向驱动车轮5传递，混合动力车辆能够以仅利用电动机2的电气行驶模式(EV模式)进行行驶。
其间，通过释放变速离合器CL，不带动旋转停止状态的发动机1，能够抑制EV行驶中的无用的耗电。
在上述的EV行驶状态下，如果通过电动机/发电机1a或起动电动机3使发动机1起动且使变速离合器CL联接，则来自发动机1的动力依次经过液力变矩器T/C、初级带轮6、V型带8、次级带轮7、变速离合器CL及主减速器组9向驱动车轮5传递，混合动力车辆能够以利用发动机1及电动机2的混合行驶模式(HEV模式)进行行驶。
在使混合动力车辆从上述的行驶状态停车，或在该停车状态下保持时，通过制动钳15夹压与驱动车轮5一同旋转的制动盘14而进行制动，从而实现目的。
制动钳15响应于驾驶员踏下的制动踏板16的踏力，与在负压式制动助力器17的助力下输出制动踏板踏力对应的制动液压的主缸18连接，通过该制动液压使制动钳15动作而进行制动盘14的制动。
混合动力车辆在EV模式及HEV模式的任一模式下都通过与驾驶员踏下加速踏板19进行指令的驱动力指令对应的扭矩驱动车轮5，以与驾驶员的请求对应的驱动力进行行驶。
混合动力车辆的行驶模式选择、发动机1的输出控制、电动机2的旋转方向控制及输出控制、无级变速器4的变速控制及变速离合器CL的联接、释放控制、蓄电池12的充放电控制分别通过复合控制器21经由对应的发动机控制器22、电动机控制器23、变速器控制器24及蓄电池控制器25而进行它们的控制。
因此，向复合控制器21输入来自踩踏制动踏板16的制动时从OFF切换成ON的常开开关即制动开关26的信号、来自检测加速踏板踩踏量(加速踏板开度)APO的加速踏板开度传感器27的信号、来自检测初级带轮6的转速Npri的初级带轮旋转传感器28的信号、来自检测次级带轮7的转速Nsec的次级带轮旋转传感器29的信号、来自检测蓄电池12的蓄电状态SOC(可持有电力)的蓄电池蓄电状态传感器30的信号。
复合控制器21还在发动机控制器22、电动机控制器23、变速器控制器24及蓄电池控制器25之间进行内部信息的交换。
发动机控制器22响应来自复合控制器21的指令而对发动机1进行输出控制，电动机控制器23响应于来自复合控制器21的指令，经由变换器13进行电动机2的旋转方向控制及输出控制。
变速器控制器24响应于来自混合控制器21的指令，将来自由发动机驱动的油泵O/P的油作为介质，进行无级变速器4(V带式无级变速机构CVT)的变速控制、液力变矩器T/C的锁止控制及变速离合器CL的联接、释放控制。
蓄电池控制器25响应于来自混合控制器21的指令，进行蓄电池12的充放电控制。
另外，在图1中，因在V带式无级变速机构CVT(次级带轮7)和驱动车轮5之间可分离地结合，故而在无级变速器4设有专用的变速离合器CL，但是，如图2(a)示例的无级变速器4在V带式无级变速机构CVT(次级带轮7)与驱动车轮5之间内设有副变速器31的情况下，利用进行副变速器31的变速的摩擦元件(离合器及制动器等)，能够将V带式无级变速机构CVT(次级带轮7)和驱动车轮5之间可分离地结合。
该情况下，无需追加设置将V带式无级变速机构CVT(次级带轮7)和驱动车轮5之间可分离地结合的专用的离合器CL，在成本上是有利的。
图2(a)的副变速器31由具有复合太阳齿轮31s－1及31s－2、内小齿轮31pin、外小齿轮31pout、齿环31r、旋转自如地支承小齿轮31pin、31pout的行星齿轮架31c的拉维略型行星齿轮组构成。
复合太阳齿轮31s－1及31s－2中的太阳齿轮31s－1以作为输入旋转件发挥作用的方式与次级带轮7结合，太阳齿轮31s－2与次级带轮7同轴配置，但能自由旋转。
使内小齿轮31pin与太阳齿轮31s－1啮合，使该内小齿轮31pin及太阳齿轮31s－2分别与外小齿轮31pout啮合。
外小齿轮31pout与齿环31r的内周啮合，以将行星齿轮架31c作为输出旋转件发挥作用的方式与主减速器组9结合。
通过高档离合器H/C可适当结合行星齿轮架31c和齿环31r，通过后退制动器R/B可适当固定齿环31r，通过低档制动器L/B可适当固定太阳齿轮31s－2。
副变速器31通过图2(b)中○标记所示的组合使变速摩擦元件即高档离合器H/C、后退制动器R/B及低档制动器L/B联接，通过使除此以外的元件如图2(b)中×标记所示地释放，能够选择前进第1速、第2速、后退的变速级。
若将高档离合器H/C、后退制动器R/B及低档制动器L/B全部释放，则副变速器31为不进行动力传递的中立状态，
在该状态下，若联接低档制动器L/B，则副变速器31为选择前进第1速(减速)状态，
若联接高档离合器H/C，则副变速器31为选择前进第2速(直接结合)状态，
若联接后退制动器R/B，则副变速器31为后退选择(反转)状态。
图2(a)的无级变速器4将全部的变速摩擦元件H/C、R/B、L/B释放而是副变速器31成为中立状态，从而能够将V带式无级变速机构CVT(次级带轮7)和驱动车轮5之间分离。
因此，图2(a)的无级变速器4的副变速器31的变速摩擦元件H/C、R/B、L/B用于图1的变速离合器CL，如图1那样地不追加设置变速离合器CL，而能够将V带式无级变速机构CVT(次级带轮7)和驱动车轮5之间可分离地结合。
图2(a)的无级变速器4将来自由发动机驱动的油泵O/P的油作为动作介质而控制，
变速器控制器24经由管路压力电磁线圈35、锁止电磁线圈36、初级带轮压力电磁线圈37、低档制动器压力电磁线圈38、高档离合器压力&后退制动器压力电磁线圈39及开关阀41如下地进行无级变速器4的该控制。
此外，就图1而言，向变速器控制器24不仅输入上述的信号，而且输入来自检测车速VSP的车速传感器32的信号、及来自检测车辆增减速度G的加速度传感器33的信号。
管路压力电磁线圈35响应于来自变速器控制器24的指令，将来自油泵O/P的油调压成车辆请求驱动力对应的管路压力PL，总是将该管路压力PL作为次级带轮压力向次级带轮7供给，由此，次级带轮7以在与管路压力PL对应的推力下V型带8不打滑的方式夹压。
锁止电磁线圈36响应于来自变速器控制器24的锁止指令，使管路压力PL适当朝向液力变矩器T/C而使未图示的锁止离合器(锁止机构)联接或滑动结合，由此，成为使液力变矩器T/C以在必要时输入输出元件间无相对旋转(滑动)的方式直接连结的锁止状态、或输入输出元件间以规定旋转差相对旋转的方式滑动结合的滑动锁止状态。
初级带轮压力电磁线圈37响应于来自变速器控制器24的CVT变速比指令，将管路压力PL调压成初级带轮压力，通过将该压力向初级带轮6供给，以CVT变速比与来自变速器控制器24的指令一致的方式控制初级带轮6的V槽宽、供给有管路压力PL的次级带轮7的V槽宽，实现来自变速器控制器24的CVT变速比指令。
低档制动器压力电磁线圈38在变速器控制器24发出副变速器31的第1速选择指令时，通过将管路压力PL作为低档制动器压力供给低档制动器L/B，使其联接，实现第1速选择指令。
高档离合器压力&后退制动器压力电磁线圈39在变速器控制器24发出副变速器31的第2速选择指令或后退选择指令时，将管路压力PL作为高档离合器压力&后退制动器压力供给开关阀41。
第2速选择指令时，开关阀41将来自电磁线圈39的管路压力PL作为高档离合器压力使其朝向高档离合器H/C，通过使其联接，实现副变速器31的第2速选择指令。
后退选择指令时，开关阀41将来自电磁线圈39的管路压力PL作为后退制动器压力使其朝向后退制动器R/B，通过使其联接，实现副变速器31的后退选择指令。
(模式切换控制)
以下，就车辆的驱动系为图1所示的构成的情况，说明上述混合动力车辆的模式切换动态控制。
在HEV行驶中，释放加速踏板19，向滑行运转(惰性)行驶过渡的情况及之后踏下制动踏板16而对车辆进行制动的情况下，通过电动机2产生的再生制动，将车辆的运动能量转换成电力，将其积蓄在蓄电池12中，实现能效的提高。
但是，在HEV行驶的状态下的再生制动(HEV再生)因变速离合器CL为联接状态，故而导致再生制动能量降低发动机1的反向驱动力(发动机制动)部分及无级变速器4的摩擦量，能量再生效率差。
因此，在HEV行驶中开始了再生制动之后，通过变速离合器CL的释放，将发动机1及无级变速器4从驱动车轮5分离，向EV行驶过渡，从而形成EV再生状态，由此，不带动发动机1及无级变速器4旋转，相应地获得能量再生量。
另一方面，如上述，释放变速离合器CL时，从燃耗率的观点来看，因使发动机1停止，以不进行无用的运转，故而通过以上述的滑行行驶中执行的向发动机1的燃料喷射中止(燃料切断)在变速离合器CL的上述释放时也继续的方式禁止再次开始向发动机1喷射燃料(燃料恢复)，从而在变速离合器CL的释放时停止发动机1。
如上，从HEV模式向EV模式的切换完成。
在EV行驶中踏下加速踏板19等运转状态发生变化，产生了从EV模式向HEV模式的模式切换请求的情况下，再起动发动机1，并且联接变速离合器CL，进行从EV行驶模式向HEV行驶模式的切换。
但是，在该EV→HEV模式切换时进行的变速离合器CL的联接时，其输入侧转速(次级带轮转速Nsec)依赖于发动机转速Ne，故而最开始较低。
对此，变速离合器CL的输出侧(车轮侧)转速由车速VSP决定，故而最开始较高。
因此，EV→HEV模式切换时进行的变速离合器CL的联接在变速离合器CL的输入输出旋转差大的状态下开始，具有产生较大的离合器联接冲击(EV→HEV模式切换冲击)的倾向。
在减轻该离合器联接冲击时，如果使无级变速器4以变速离合器CL的输入输出旋转差减小的方式变速，则无级变速器4因来自由发动机驱动的油泵O/P的油不可缺少，故而需要运转发动机1，发动机1成为起动后的运转状态后，联接变速离合器CL。
这样，在起动后的发动机运转状态下，将发动机1的较大的扭矩向变速离合器CL的输入侧输入，无法避免EV行驶中与较小的电动机扭矩程度的较小的值即变速离合器CL的输出侧扭矩之间产生较大的扭矩差。
因此，仅通过以变速离合器CL的输入输出旋转差减小的方式使无级变速器4变速，无法避免变速离合器CL的上述较大的输入输出扭矩差导致的联接冲击(EV→HEV模式切换冲击)的发生。
但是，如果因该冲击对策而减慢变速离合器CL的联接速度，则直至变速离合器CL的联接结束需要较长时间，EV→HEV模式切换响应变差，在响应延迟中得不到由HEV模式请求的驱动力。
本实施例中，代替经由上述无级变速器4的变速的变速离合器CL的输入输出旋转同步控制的冲击对策，提出有不仅变速离合器CL的输入输出旋转差，输入输出扭矩差也小的状态下可保证变速离合器CL在冲击减轻下联接的EV→HEV模式切换控制，解决上述的问题。
具体而言，在EV→HEV模式切换时，发动机1成为运转状态前的起动中，即，几乎不产生发动机扭矩，变速离合器CL的输入输出扭矩差没有成为冲击上问题那么大期间，且在发动机1的起动中的旋转上升中在变速离合器CL的输入输出旋转差减小到不成为冲击上问题的程度时，通过进行变速离合器CL的联接，由此，在较小的输入输出扭矩差及输入输出旋转差的基础上，在冲击减轻下进行该联接。
为了实现这些，图1的混合控制器21执行图3的控制程序，经由发动机控制器22及变速器控制器24，如图4的时间图所示，实现EV→HEV模式切换控制。
在图3的步骤S11中，检查是否产生了发动机起动请求(EV→HEV模式切换请求)。
在该检查时，根据蓄电池蓄电状态SOC低于图4所示的允许下限值SOCs(充电请求判定值)时，是否需要对蓄电池12充电，或者根据加速踏板开度APO为设定值APOs以上，是否仅由电动机2不能产生请求驱动力，或者根据车速VSP为设定值VSPs以上，是否成为仅由电动机2，驱动力变得不足的电动机高旋转区域，判定是否请求发动机起动(EV→HEV模式切换)。
此外，图4是在将加速踏板开度APO保持为相同，在车速VSP一定(低于10km/h)的基础上，因在EV行驶期间的瞬时t1，SOC<SOCs，从而产生发动机起动请求(EV→HEV模式切换请求)的情况的动作时间图。
在步骤S11中，判定为未产生发动机起动请求(EV→HEV模式切换请求)的期间由于为了继续当前的EV行驶，无需图3的EV→HEV模式切换控制，故而在步骤S12，继续EV行驶，控制结束。
在步骤S11中，判定为产生发动机再起动请求(EV→HEV模式切换请求)(直至图4的瞬时t1)的情况下，在步骤S13以后进行控制，以下，按照请求那样进行从当前的EV行驶向HEV行驶的模式切换。
在步骤S13中，如图4的瞬时t1～t2，将发动机起动标记设为ON，指令发动机1的起动。
在接着的步骤S14中，运算变速离合器CL的输出侧转速Nfin(根据车速VSP及主减速器组9的终减速比求出，在图4中用虚线表示其车轴换算值)，且根据该变速离合器输出侧转速Nfin是否低于设定转速(例如300rpm)，检查车速VSP是否为低于设定车速(例如10km/h)的低车速区域。
关于变速离合器输出侧转速Nfin的设定转速(300rpm)及关于车速VSP的设定车速(例如10km/h)与通过变速离合器CL的EV→HEV模式切换时的联接而在车轮5旋转上升的变速器侧旋转系(变速离合器CL与发动机1之间的旋转系)的旋转惯性(车速VSP越高则越大)低于在响应于上述发动机起动指令而开始的起动中，由与起动电动机3得到的发动机曲轴启动转速对应的来自油泵O/P的油量决定的变速离合器CL的联接力的低车速区域的上限车速。
因此，在步骤S14判定为Nfin<300rpm(VSP<10km/h)的低车速区域的情况是指，即使通过以低旋转为目的的起动电动机3进行发动机1的起动(曲轴启动)，即，即使在起动电动机3产生的较低的发动机曲轴启动转速的基础上，通过来自由发动机驱动的油泵O/P的油进行的变速离合器CL的联接也不会产生滑动，使变速离合器CL与发动机1之间的变速器侧旋转系旋转上升至车速对应的速度。
但是，在步骤S14判定为Nfin≥300rpm(VSP≥10km/h)的高车速区域的情况是指，如果通过以低旋转为目的的起动电动机3进行发动机1的起动(曲轴启动)，即在起动电动机3产生的较低的发动机曲轴启动转速的基础上，通过来自由发动机驱动的油泵O/P的油进行的变速离合器CL的联接不得不使变速离合器CL与发动机1之间的变速器侧旋转系可靠地旋转上升至车速对应的速度，变速离合器CL滑动，因过热而降低耐久性。
该情况下，代替现有的起动电动机3，通过以高旋转为目的的电动机/发电机1a的动力运转，在高旋转下使发动机1曲轴启动，增大来自由发动机驱动的油泵O/P的油量，变速离合器CL的联接力成为使变速离合器CL与发动机1之间的变速器侧旋转系可靠地旋转上升至车速对应的速度的较大的联接力。
由此，变速离合器CL不滑动，防止因过热而耐久性降低的情况。
因此，在步骤S14判定我Nfin<300rpm(VSP<10km/h)的低车速区域的情况下，图4的时间图与此相当，向步骤S15推进控制，通过现有的起动电动机3，如从瞬时t2以后的发动机转速Ne的上升所表明，将发动机1曲轴启动而开始发动机1的起动控制。
通过该发动机1的起动控制(曲轴启动)，发动机转速Ne从图4的瞬时t2如图示地上升，此时，变速离合器CL的输入侧转速即次级带轮转速Nsec从发动机转速Ne背离上升仅液力变矩器T/C的滑动量及无级变速机构CVT的变速比i＝Npri/Nsec量。
因变速离合器CL的输入侧转速即次级带轮转速Nsec的上升，变速离合器CL的输出侧转速Nfin与次级带轮转速Nsec(变速离合器CL的输入侧转速)之间的变速离合器CL的输入输出旋转差ΔN＝Nfin－Nsec如图4的瞬时t2以后所示地递减。
在下面的步骤S16，检查变速离合器CL的输入输出旋转差ΔN是否因上述的递减而低于同步判定用的微小设定值ΔNs。
在ΔN≥ΔNs(变速离合器CL的输入输出旋转同步未完成)的期间，控制返回到最初，通过在步骤S15的起动电动机3进行的发动机1的曲轴启动，使变速离合器CL的输入输出旋转差ΔN进一步递减。
由此，如图4的瞬时t3，ΔN<ΔNs(变速离合器CL的输入输出旋转同步完成)时，步骤S16判定该情况而向步骤S17推进控制。
在步骤S17中，由于图4的瞬时t3～t5的变速离合器标记＝ON，使变速离合器CL通过来自油泵O/P的油如图4的瞬时t3～t4所示地进行联接，在瞬时t4，变速离合器CL完成联接。
通过瞬时t3～t4的变速离合器CL的联接进行，变速离合器CL使输入输出旋转差ΔN从同步判定用的微小设定值ΔNs变为零。
如上，在EV→HEV模式切换时应进行的变速离合器CL的联接完成的瞬时t4以后的瞬时t6，如从发动机扭矩Te的上升中表明，发动机1通过在瞬时t2～t6的起动电动机3的曲轴启动和省略说明但在该期间中任意定时的燃料喷射及点火下爆燃，成为自运转状态。
如上，在瞬时t6，在EV→HEV模式切换时应进行的发动机1的起动和变速离合器CL的联接的双方完成，EV→HEV模式切换完成。
在步骤S14，在判定为Nfin≥300rpm(VSP≥10km/h)的高车速区域的情况下，如上述，如果是上述那样现有的起动电动机3进行的发动机起动(曲轴启动)，则发动机曲轴启动转速低，来自被发动机驱动的油泵O/P的油量不足，变速离合器CL的联接力不足，无法使变速离合器CL与发动机1之间的变速器侧旋转系旋转上升到车速对应的速度，变速离合器CL滑动，因过热而降低耐久性。
因此，在步骤S14判定为Nfin≥300rpm(VSP≥10km/h)的高车速区域的情况下，向步骤S18推进控制，之后选择向步骤S16及步骤S17的循环。
在步骤S18，代替现有的起动电动机3，通过以高旋转为目的的电动机/发电机1a的动力运转，使发动机1以高旋转曲轴启动，来自由发动机驱动的油泵O/P的油量比起动电动机3进行的发动机起动多。
由此，变速离合器CL的联接力成为使变速离合器CL与发动机1之间的变速器侧旋转系可靠地旋转上升至车速对应的速度的较大的联接力，能够避免高车速时的变速离合器CL的滑动(过热)，并且能够完成与上述同样的EV→HEV模式切换控制。
(效果)
根据上述的本实施例的EV→HEV模式切换控制，基于图4，可起到以下说明的效果。
在瞬时t1产生EV→HEV模式切换请求的情况下，再起动发动机1并同时联接变速离合器CL进行该模式切换，但在变速离合器CL的联接时，其输入侧转速(次级带轮转速Nsec)依赖于发动机转速Ne而较低，与之相对，输出侧转速Nfin与车速VSP对应而较高。
因此，EV→HEV模式切换时进行的变速离合器CL的联接在输入输出旋转差ΔN大的状态下开始，产生较大的离合器联接冲击(EV→HEV模式切换冲击)。
因该冲击对策，如果使无级变速器4以变速离合器CL的输入输出旋转差ΔN减小的方式(以变速离合器CL的输入输出旋转同步的方式)变速，则无级变速器4中来自发动机驱动的油泵O/P的油不可缺，故而需要运转发动机1，发动机1为起动后的运转状态后，联接变速离合器CL。
这样，在起动后的发动机运转状态下，向变速离合器CL的输入侧输入发动机1的较大的扭矩，在EV行驶中，在与较小的电动机扭矩程度的较小值即变速离合器CL的输出侧扭矩之间产生较大的扭矩差。
因此，仅通过以变速离合器CL的输入输出旋转差ΔN减小的方式使无级变速器4变速，不能避免变速离合器CL的上述较大的输入输出扭矩差产生的联接冲击(EV→HEV模式切换冲击)的发生。
虽说如此，如果因该冲击对策，减慢变速离合器CL的联接速度，则直至变速离合器CL的联接完成需要较长时间，EV→HEV模式切换响应变差，在响应延迟中不能得到HEV模式下所请求的驱动力。
但是，在本实施例中，在通过发动机1的起动及变速离合器CL的联接进行的EV→HEV模式切换时，在发动机1开始自运转的瞬时t6之前的发动机起动中的瞬时t3～t4联接变速离合器CL，因此，该离合器CL的联接时t3～t4在发动机1自运转前的起动中t2～t6，由瞬时t3～t4的发动机扭矩Te的波形表明，不将较大的发动机扭矩向变速离合器CL输入，在EV行驶中，在与来自电动机2的较小的电动机扭矩程度的值即变速离合器CL的输出侧扭矩之间不产生较大的扭矩差。
另外，通过上述发动机起动中t2～t6的曲轴启动，变速离合器CL的输入输出旋转差ΔN也在瞬时t3减小至不成为冲击上问题的程度，在该瞬时t3使变速离合器CL通过来自与曲轴启动中的发动机旋转对应的油泵O/P的油联接，因此，在冲击上不成为问题的程度的较小的离合器输入输出扭矩差及输入输出旋转差的基础上能进行EV→HEV模式切换时应进行的变速离合器CL的联接，能够可靠地减轻变速离合器CL的联接冲击(EV→HEV模式切换冲击)。
因此，无需因该冲击对策而特别减慢变速离合器CL的联接速度，可缩短直至变速离合器CL联接完成的时间，EV→HEV模式切换(向HEV行驶的移行)快速完成，可高响应地产生在HEV行驶下请求的驱动力，能够提高EV→HEV模式切换时的运转性。
另外，在本实施例中，在步骤S14中判定为Nfin<300rpm(VSP<10km/h)的低车速区域的情况，即，即使通过以低旋转为目的的现有的起动电动机3曲轴启动发动机1，也为来自油泵O/P的油量使变速离合器CL的联接力可变成使变速离合器CL与发动机1之间的变速器侧旋转系旋转上升至车速对应的速度的联接力的低车速区域的情况下，通过现有的起动电动机3使发动机1起动(步骤S15)，
在步骤S14中判定为Nfin≥300rpm(VSP≥10km/h)的高车速区域的情况，即以低旋转为目的的现有的起动电动机3的发动机起动(曲轴启动)时，来自油泵O/P的油量不足，变速离合器CL的联接力不足，不能使变速离合器CL与发动机1之间的变速器侧旋转系旋转上升至车速对应的速度，变速离合器CL滑动并因过热而降低耐久性的高车速区域的情况下，代替现有的起动电动机3，通过以高旋转为目的的电动机/发电机1a使发动机1起动(步骤S18)，因此，在整个车速区域范围内能够实现上述的效果。
其它实施例
此外，在图示例中，对混合动力车辆具备图1所示的驱动系的情况的EV→HEV模式切换控制展开说明，但本发明的模式切换控制在混合动力车辆具备图2所示的驱动系的情况也同样可以应用。
该情况下，具备图2的驱动系的混合动力车辆的副变速器31因高档离合器H/C(高档级选择用摩擦元件)的联接而成为第2速选择状态，因低档制动器L/B(低档级选择用摩擦元件)的联接而成为第1速选择状态，因这双方的释放而成为不进行动力传递的中立状态，因此，
将在请求副变速器31的第2速选择状态的运转状况下，使用高档离合器H/C(高档级选择用摩擦元件)作为图1的变速离合器CL，
在请求副变速器31的第1速选择状态的运转状况下，使用低档制动器L/B(低档级选择用摩擦元件)作为图1的变速离合器CL使用的情况作为基本。
但是，在EV→HEV模式切换时，与上述的运转状况无关而使用高档离合器H/C(高档段选择用摩擦元件)作为图1的变速离合器CL，通过使该高档离合器H/C(高档段选择用摩擦元件)在步骤S17联接，实现EV→HEV模式切换，对此是有利的。
其理由是，由于高档离合器H/C(高档级选择用摩擦元件)的输入侧转速比低档制动器L/B(低档段选择用摩擦元件)的输入侧转速高速，故而通过在步骤S15或步骤S18的发动机起动(曲轴启动)得到的高档离合器H/C(高档级选择用摩擦元件)的输入侧转速的上升比低档制动器L/B(低档级选择用摩擦元件)的输入侧转速的上升高，可以提前发动机1的曲轴启动的离合器输入输出旋转的同步(在步骤S16判定出“Yes”的时刻)，提高EV→HEV模式切换响应。

Claims (4)

1.一种混合动力车辆的模式切换控制装置，作为动力源，除了发动机外还具备电动机，所述发动机经由将来自由该发动机驱动的泵的油作为动作介质的变速器与车轮驱动结合，这些变速器及车轮间可通过变速器内的离合器分离，除了可选择通过释放该离合器且使所述发动机停止而仅利用所述电动机进行行驶的电气行驶模式之外，还可选择通过使所述发动机起动且联接所述离合器而利用所述电动机及发动机进行行驶的混合动力行驶模式，其特征在于，
从所述电气行驶模式向混合动力行驶模式的模式切换时应进行的所述发动机的起动及所述离合器联接时，在所述发动机进行起动的过程中，在所述发动机开始自运转之前且所述离合器的输入输出旋转差为零之前、所述离合器的输入输出旋转差小于微小设定值时，进行所述离合器的联接。
2.如权利要求1所述的混合动力车辆的模式切换控制装置，其特征在于，混合动力车辆构成为，将与所述发动机的曲轴驱动结合而安装的交流发电机置换成也可动力运转的电动机/发电机，能够由该电动机/发电机或现有的起动电动机起动所述发动机，
在低于设定车速的低车速区域，通过所述现有的起动电动机进行所述发动机起动，在所述设定车速以上的高车速区域，通过所述电动机/发电机进行所述发动机起动。
3.一种混合动力车辆的模式切换控制装置，作为动力源，除了发动机外还具备电动机，所述发动机经由将来自由该发动机驱动的泵的油作为动作介质的变速器与车轮驱动结合，这些变速器及车轮间可通过变速器内的离合器分离，除了可选择通过释放该离合器且使所述发动机停止而仅利用所述电动机进行行驶的电气行驶模式之外，还可选择通过使所述发动机起动且联接所述离合器而利用所述电动机及发动机进行行驶的混合动力行驶模式，其特征在于，
从所述电气行驶模式向混合动力行驶模式的模式切换时应进行的所述发动机的起动及所述离合器联接时，在该发动机开始自运转之前的发动机起动中进行所述离合器的联接，
混合动力车辆构成为，将与所述发动机的曲轴驱动结合而安装的交流发电机置换成也可动力运转的电动机/发电机，能够由该电动机/发电机或现有的起动电动机起动所述发动机，
在低于设定车速的低车速区域，通过所述现有的起动电动机进行所述发动机起动，在所述设定车速以上的高车速区域，通过所述电动机/发电机进行所述发动机起动。
4.如权利要求2或3所述的混合动力车辆的模式切换控制装置，其特征在于，
所述设定车速为，通过所述离合器在所述模式切换时联接而旋转上升的变速器侧旋转系的车速对应旋转惯性小于通过与由所述起动中起动电动机得到的发动机曲轴启动转速对应的来自所述泵的油量决定的所述离合器的联接力的低车速区域的上限车速。
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