JP2013141938A - Start control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a start control device for hybrid vehicle that can quickly start a vehicle from a battery charging state.SOLUTION: A start control device is applied to a hybrid vehicle 1 that includes: a transmission 10 including an input shaft 11 connected with an internal combustion engine 2 via a first clutch 24 and an output shaft 12 that is connected to a driving wheel 5 so as to transmit power; and a second clutch 25 that can switch to the input shaft connection state for connecting MG3 with the input shaft 11 and the output shaft connection state for connecting the MG3 with the output shaft 12. In the start control device, when charging condition is established during stoppage, the transmission 10 is switched to a neutral state and the second clutch 25 is switched to the input shaft connection state, and then the MG3 is driven by the internal combustion engine 2 to charge a battery 4. While the battery 4 is being charged when the starting condition for starting the vehicle 1 is established, the second clutch 25 is switched to output shaft connection state to start the vehicle 1 by the MG3.

Description

  In the present invention, a transmission is provided in a power transmission path between the internal combustion engine and the drive wheels, and the connection destination of the motor / generator can be selectively switched to the input shaft or the output shaft of the transmission. In addition, the present invention relates to a start control device for a hybrid vehicle in which when a battery needs to be charged while the vehicle is stopped, a motor / generator is connected to an input shaft of a transmission and the motor / generator is driven by an internal combustion engine to generate electric power.

  An internal combustion engine and a motor / generator are mounted as power sources, a transmission is connected to the output shaft of the internal combustion engine via a clutch, and the motor / generator is connected to the input shaft of the transmission so that power can be output. Hybrid vehicles are known. As a control device applied to such a vehicle, when charging a battery while the vehicle is stopped, the transmission is set to a neutral state in which power transmission between the input shaft and the output shaft is interrupted, and the motor is operated by the internal combustion engine. An apparatus for driving a generator to charge a battery is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2003-159967 A JP 2010-260374 A

  In the device of Patent Document 1, when starting the vehicle from a state where the battery is being charged while the vehicle is stopped, first, the clutch provided between the internal combustion engine and the transmission is released, and then the transmission is operated. After switching to the first speed, the vehicle is started by an internal combustion engine or a motor / generator. In the device of Patent Document 1, when the battery is charged while the vehicle is stopped in order to improve the performance at the time of starting, the transmission torque of the clutch is adjusted based on the torque of the internal combustion engine, and the engagement force of the clutch is increased. The necessary minimum. However, in the apparatus of Patent Document 1, it is necessary to control both the release of the clutch and the switching to the first speed of the transmission when starting the vehicle. Therefore, it may take time for the vehicle to start.

  Therefore, an object of the present invention is to provide a start control device for a hybrid vehicle that can start the vehicle quickly from a state where the battery is being charged.

  The start control device of the present invention is connected to an internal combustion engine, a motor / generator functioning as an electric motor and a generator, an input shaft to which the internal combustion engine is connected via a clutch means, and a drive wheel so as to be able to transmit power. An output shaft, the gear ratio between the input shaft and the output shaft can be changed, and the power transmission between the input shaft and the output shaft can be switched to a neutral state. An input shaft connection state where the transmission, the motor / generator, and the input shaft are connected so as to be able to transmit power, and an output shaft connection state where the motor / generator and the output shaft are connected so as to be able to transmit power. In a start control device applied to a hybrid vehicle including a switchable connection destination switching means and a battery electrically connected to the motor / generator, the vehicle includes: When the engine is stopped and a predetermined charging condition is satisfied, the transmission is switched to the neutral state and the connection destination switching means is switched to the input shaft connected state. The battery is charged by the charging means when a predetermined start condition for starting the vehicle that has stopped is satisfied, and charging means for generating power by driving the battery and charging the battery Starting means for stopping charging of the battery by the charging means, and then switching the connection destination switching means to the output shaft connected state and driving the driving wheels by the motor generator to start the vehicle; (Claim 1).

  In the start control device of the present invention, the connection destination switching means is switched to the output shaft connected state, and then the vehicle is started by the motor / generator. In this case, there is no need to switch the transmission state from the neutral state. Therefore, the vehicle can be started quickly from the state where the battery is being charged.

  In one form of the start control device of the present invention, the start means is charged when the battery is charged by the charging means when the start condition is satisfied, and the accelerator opening of the vehicle is equal to or greater than a predetermined determination opening. The charging unit stops charging the battery, and then the connection destination switching unit is switched to the output shaft connected state, the driving wheel is driven by the motor generator to start the vehicle, and the start If the battery is charged by the charging means when the condition is satisfied and the accelerator opening of the vehicle is less than the determination opening, charging of the battery by the charging means is stopped, and then the transmission The input shaft is switched to at least one of the internal combustion engine and the motor / generator by switching the gear to the lowest gear having the largest gear ratio. It may be allowed to start the vehicle by moving (claim 2). When the accelerator opening is large, it is considered that the driver requests the vehicle to start quickly. In such a case, the connection destination switching means is switched to the output shaft connected state, and then the vehicle is started by the motor / generator, so that the vehicle can be started quickly. On the other hand, when the accelerator opening is small, it is considered that the driver does not request the vehicle to start quickly. In such a case, the shift stage of the transmission is switched to the minimum shift stage, and at least one of the internal combustion engine and the motor / generator is driven. In this case, since the connection destination switching means can be maintained in the input shaft connected state even after the vehicle starts, the battery can be charged quickly by the charging means when the vehicle stops next time.

  As described above, according to the start control device of the present invention, since it is not necessary to switch the state of the transmission from the neutral state, the vehicle can be started quickly from the state where the battery is charged.

1 is a diagram schematically showing a vehicle in which a start control device according to one embodiment of the present invention is incorporated. The flowchart which shows the start control routine which a control apparatus performs. The state of the second clutch, the state of the first clutch, the state of the transmission, the rotational speed of the input shaft of the transmission, the rotational speed of the output shaft of the transmission when the vehicle is started from the state where the stop power generation control is executed The figure which shows an example of the time change of the rotation speed of MG, the driving force transmitted from an engine to a driving wheel, the driving force transmitted from MG to a driving wheel, and the total driving force transmitted to a driving wheel. The flowchart which shows the modification of a start control routine.

  FIG. 1 schematically shows a vehicle in which a start control device according to an embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 and a motor / generator (hereinafter sometimes abbreviated as MG) 3 as power sources. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a well-known spark ignition type internal combustion engine. The MG 3 is a well-known device that is mounted on a hybrid vehicle and functions as an electric motor and a generator. The MG 3 includes a rotor 3b that rotates integrally with the rotor shaft 3a, and a stator 3c that is coaxially disposed on the outer periphery of the rotor 3b and fixed to a case (not shown). The MG 3 is electrically connected to the battery 4. The vehicle 1 is equipped with a forward four-speed transmission 10, and the engine 2 and MG 3 are connected to the transmission 10. The transmission 10 is also connected to an output unit 6 for outputting power to the drive wheels 5 of the vehicle 1. The output unit 6 includes an output gear 7 and a differential mechanism 8 connected to the drive wheel 5. The output gear 7 is attached to the output shaft 12 of the transmission 10 so as to rotate integrally. Further, the output gear 7 meshes with a ring gear 8 a provided in the case of the differential mechanism 8. The differential mechanism 8 is a known mechanism that distributes the transmitted power to the left and right drive wheels 5.

  The transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, first to fourth transmission gear pairs G1 to G4 are provided. The first transmission gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second transmission gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. Yes. The third transmission gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth transmission gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. Yes. The first to fourth transmission gear pairs G1 to G4 are provided so that the drive gear and the driven gear always mesh with each other. Different transmission gear ratios are set for the respective transmission gear pairs G1 to G4. The transmission gear ratio is set to decrease in the order of the first transmission gear pair G1, the second transmission gear pair G2, the third transmission gear pair G3, and the fourth transmission gear pair G4. Therefore, the first transmission gear pair G1 corresponds to the first speed, and the second transmission gear pair corresponds to the second speed. The third transmission gear pair G3 corresponds to the third speed, and the fourth transmission gear pair G4 corresponds to the fourth speed.

  The first to fourth drive gears 13, 15, 17, 19 are supported on the input shaft 11 so as to be rotatable relative to the input shaft 11. As shown in this figure, these gears are arranged in the order of the first drive gear 13, the second drive gear 15, the third drive gear 17, and the fourth drive gear 19 in the axial direction. On the other hand, the first to fourth driven gears 14, 16, 18, and 20 are fixed to the output shaft 12 so as to rotate integrally with the output shaft 12.

  A first sleeve 21 and a second sleeve 22 are provided on the input shaft 11. The sleeves 21 and 22 are supported by the input shaft 11 so as to rotate integrally with the input shaft 11 and be movable in the axial direction. As shown in this figure, the first sleeve 21 is provided between the first drive gear 13 and the second drive gear 15. The second sleeve 22 is provided between the third drive gear 17 and the fourth drive gear 19.

  The first sleeve 21 has a first speed position that meshes with the first drive gear 13 so that the input shaft 11 and the first drive gear 13 rotate integrally, and the input shaft 11 and the second drive gear 15 rotate integrally. Thus, the second speed gear position that meshes with the second drive gear 15 and the release position that does not mesh with either the first drive gear 13 or the second drive gear 15 can be switched. The second sleeve 22 has a third speed position that meshes with the third drive gear 17 so that the input shaft 11 and the third drive gear 17 rotate integrally, and the input shaft 11 and the fourth drive gear 19 rotate integrally. Thus, it is provided to be switchable between a fourth speed position that meshes with the fourth drive gear 19 and a release position that does not mesh with either the third drive gear 17 or the fourth drive gear 19.

  In this transmission 10, when the first sleeve 21 is switched to the first speed position and the second sleeve 22 is switched to the release position, the first speed is set, the first sleeve 21 is set to the second speed position, and the second sleeve 22 is set to the second speed position. When each is switched to the release position, it becomes the second speed. Further, when the first sleeve 21 is switched to the release position and the second sleeve 22 is switched to the third speed position, the third sleeve is set, the first sleeve 21 is set to the release position, and the second sleeve 22 is set to the fourth speed position. If switched, it will be 4th. When both the first sleeve 21 and the second sleeve 22 are switched to the release position, the power transmission between the input shaft 11 and the output shaft 12 is interrupted. Hereinafter, this state may be referred to as a neutral state. Although not shown, the input shaft 11 has a plurality of rotations synchronized with each other when the first and second sleeves 21 and 22 are engaged with the first to fourth drive gears 13, 15, 17 and 19. The synchro mechanism is provided. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  The transmission 10 is provided with an actuator 23 that drives the first sleeve 21 and the second sleeve 22 so that the state of the transmission 10 is switched to the first to fourth speeds and the neutral state described above. The actuator 23 drives the shift forks 23a engaged with the sleeves 21 and 22, and thereby drives the sleeves 21 and 22, respectively.

  As shown in this figure, the output shaft 2a of the engine 2 is connected to the input shaft 11 via a first clutch 24 as clutch means. The first clutch 24 is configured to be switchable between an engaged state in which power is transmitted between the engine 2 and the input shaft 11 and a released state in which the power transmission is interrupted. Further, during the switching of the first clutch 24 from the disengaged state to the engaged state, the output shaft 2a of the engine 2 and the input shaft 11 rotate at different rotational speeds, and power is transmitted between these shafts. The clutch can be maintained in the state. As such a clutch, for example, a well-known friction clutch may be used, and a detailed description thereof will be omitted.

  The rotor shaft 3a of the MG 3 is provided with a second clutch 25 as connection destination switching means. A constant meshing gear pair 26 is provided between the rotor shaft 3 a and the output shaft 12. The gear pair 26 includes a first gear 27 fixed to the output shaft 12 and a second gear 28 that is provided on the rotor shaft 3 a and meshes with the first gear 27. In the second clutch 25, the rotor shaft 3a and the input shaft 11 are connected to each other so that power can be transmitted, and the rotor shaft 3a and the output shaft 12 are connected to each other via a gear pair 26 so that power can be transmitted. It is configured to be switchable between an output shaft connection state and a neutral state in which the rotor shaft 3a is disconnected from both the input shaft 11 and the output shaft 12. For the second clutch 25, for example, a well-known dog clutch capable of switching the connection destination by changing the position of the sleeve may be used.

  Operations of the engine 2, the MG 3, the transmission 10, the first clutch 24, and the second clutch 25 are controlled by the control device 30. The 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 control device 30 holds various control programs for causing the vehicle 1 to travel appropriately. The 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 are connected to the control device 30. The control device 30 includes, for example, a vehicle speed sensor 31 that outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1, an accelerator opening sensor 32 that outputs a signal corresponding to the accelerator opening, and a charge state (amount of charge) of the battery 4. An SOC sensor 33 or the like that outputs a signal corresponding to is connected. Various other sensors are also connected, but their illustration is omitted. The control device 30 is connected to various switches, pedals, levers and the like operated by the driver. For example, the control device 30 is connected to a shift lever 34 and the like for the driver to select a travel mode, a gear position, and the like of the vehicle 1. In addition, as a position where the shift lever 34 can be operated, for example, a drive position when the vehicle 1 is moved forward, a reverse position when the vehicle 1 is moved backward, and the like are set.

  Next, control executed by the control device 30 will be described. The control device 30 charges the battery 4 when a predetermined charging condition is satisfied when the vehicle 1 is stopped. It is determined that the charging condition is satisfied, for example, when the storage amount of the battery 4 is equal to or less than a predetermined determination storage amount. When charging the battery 4 while the vehicle is stopped, the control device 30 switches the transmission 10 to the neutral state and switches the second clutch 25 to the input shaft connected state. Thereafter, the MG 3 is caused to function as a generator, and the engine 2 drives the MG 3 to generate power. Thus, the battery 4 is charged. Hereinafter, the control for charging the battery 4 while the vehicle is stopped may be referred to as stop power generation control. In addition, by executing this stop power generation control, the control device 30 functions as the charging means of the present invention.

  Further, the control device 30 starts the vehicle 1 when a predetermined start condition for starting the vehicle 1 is satisfied while the vehicle is stopped. FIG. 2 shows a start control routine executed by the control device 30 to start the vehicle 1. This control routine is repeatedly executed at a predetermined cycle while the vehicle 1 is stopped. By executing this control routine, the control device 30 functions as the starting means of the present invention.

  In this control routine, the control device 30 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, the vehicle speed, the accelerator opening, the position of the shift lever 34, and the like are acquired. In addition, what is necessary is just to acquire these based on the output signal from the vehicle speed sensor 31, the accelerator opening degree sensor 32, or the shift lever 34. FIG. In the next step S12, the control device 30 determines whether or not a predetermined start condition is satisfied. The starting condition is, for example, when the shift lever 34 is operated to the drive position and the accelerator pedal is depressed and the accelerator opening is larger than 0, or the shift lever 34 is operated to the drive position and the brake is released. It is determined that the brake is established when the brake is switched from ON to OFF. If it is determined that the start condition is not satisfied, the current control routine is terminated.

  On the other hand, when it determines with starting conditions having been satisfied, it progresses to step S13, and the control apparatus 30 determines whether the stop electric power generation control mentioned above is performed. When stop electric power generation control is not performed, it progresses to Step S14, and control device 30 performs normal start control. In this normal start control, first, the state of the transmission 10 is switched to the neutral state, and the second clutch 25 is switched to the output shaft connected state. Thereafter, the MG 3 is caused to function as an electric motor, and the vehicle 1 is started with the MG 3. Thereafter, the current control routine is terminated.

  On the other hand, when it determines with stop electric power generation control being performed, it progresses to step S15, and the control apparatus 30 performs the electric power generation stop control for canceling stop electric power generation control first. In this power generation stop control, the second clutch 25 is switched to the neutral state while the negative torque for power generation generated by the MG 3 is set to zero. Thereby, the power generation by MG3 is stopped. In subsequent step S16, control device 30 executes MG synchronization control for synchronizing the rotational speed of MG3 with the rotational speed of output shaft 12. Since the rotation speed of the output shaft 12 is 0 while the vehicle is stopped, the rotation speed of the MG 3 is adjusted to 0 in this MG synchronous control. In the next step S17, the control device 30 switches the second clutch 25 to the output shaft connected state. Thereafter, in step S18, the control device 30 executes MG start control. In this MG start control, the MG 3 is caused to function as an electric motor, and the drive wheels 5 are driven by the MG 3 to start the vehicle 1.

  When it is determined that the stop power generation control is being executed, the control device 30 also executes steps S19 and S20 in parallel with steps S15 to S18 described above. In step S19, the control device 30 switches the first clutch 24 to the released state. In the next step S20, the control device 30 switches the state of the transmission 10 to the first speed. Note that when the state of the transmission 10 is switched to the first speed, the rotation of the input shaft 11 and the rotation of the first drive gear 13 may be synchronized by a synchronization mechanism.

  After execution of steps S18 and S20, the process proceeds to step S21, and the control device 30 executes drive source switching control. In this drive source switching control, the control device 30 first switches the first clutch 24 from the disengaged state to the half-clutch state, and then switches to the engaged state so that the power of the engine 2 is gradually transmitted to the input shaft 11. Further, the control device 30 gradually adjusts the output torque of the MG 3 to 0 in parallel with the control of the first clutch 24. Then, the control device 30 adjusts the output of the engine 2 so that the vehicle 1 travels with the power of the engine 2. Thereafter, the current control routine is terminated.

  FIG. 3 shows the state of the second clutch 25, the state of the first clutch 24, the state of the transmission 10, and the rotation of the input shaft 11 of the transmission 10 when the vehicle 1 is started from the state where the stop power generation control is executed. , The rotational speed of the output shaft 12 of the transmission 10, the rotational speed of the MG 3, the driving force transmitted from the engine 2 to the driving wheel 5, the driving force transmitted from the MG 3 to the driving wheel 5, and the driving wheel 5 An example of the time change of the total driving force is shown. In this figure, the broken line Nin indicates the rotational speed of the input shaft 11, the thin solid line Nout indicates the rotational speed of the output shaft 12, and the thick solid line Nmg indicates the rotational speed of MG3. A one-dot chain line Pe indicates the driving force transmitted from the engine 2 to the driving wheel 5, a thick broken line Pmg indicates the driving force transmitted from the MG 3 to the driving wheel 5, and a solid line Pt indicates the total driving force. Then, “IN” in the state of the second clutch 25 indicates an input shaft connection state, and “OUT” indicates an output shaft connection state.

  In this figure, step S13 in FIG. 2 described above is affirmed at time t1. Since the stop power generation control is executed in the example shown in this figure, the second clutch 25 is in the input shaft connected state and the first clutch 24 is in the engaged state until time t1. Therefore, the rotational speed of the input shaft 11 and the rotational speed of MG3 are the same. When the determination at step S13 is affirmative at time t1, step S15 is executed, the second clutch 25 is switched to the neutral state, and the rotational speed of MG3 starts to decrease. Moreover, step S19 is performed and the 1st clutch 24 is switched to a releasing state. At time t2, step S17 is executed and the second clutch 25 is switched to the output shaft connected state. In the example shown in this figure, step S20 is executed between time t1 and time t2. Therefore, at time t2, the transmission 10 is in the middle of switching from the neutral state to the first speed, that is, the state in which the rotation speed is synchronized by the synchro mechanism (hereinafter sometimes referred to as the synchro synchronization state). ing.

  At time t3, step S18 is executed. Therefore, motive power is output from the MG 3 to the drive wheels 5, and the vehicle 1 starts. Thereafter, step S21 is executed at time t4. As shown in this figure, the transmission 10 is switched from the synchronized state to the first speed between time t3 and time t4. Therefore, when step S21 is executed, the driving force of the engine 2 is transmitted to the driving wheels 5. Then, the driving force of MG3 is gradually reduced and the driving force of engine 2 is gradually increased. Further, during this period, the first clutch 24 is in a half-clutch state. Then, at time t5, the switching of the drive source of the vehicle 1 is completed, and the vehicle 1 is driven by the engine 2. At time t5, the first clutch 24 is switched to the engaged state.

  As described above, in the present invention, when the start condition is satisfied during execution of the stop power generation control, the second clutch 25 is switched to the output shaft connected state, and the vehicle 1 is started by MG3. In this case, since there is no need to switch the transmission 10 to the first speed, the vehicle 1 can be started quickly. Further, since the drive source is switched from MG 3 to engine 2 after the vehicle 1 is started, a decrease in the amount of power stored in the battery 4 can be suppressed.

  FIG. 4 shows a modification of the start control routine. This modification is different in that steps S30 and S31 are added, and the rest is the same as FIG. Therefore, in FIG. 4, the same processes as those in FIG.

  In this modified example, the process can proceed up to step S13 as in FIG. When an affirmative determination is made in step S13, the process proceeds to step S30, and the control device 30 determines whether or not the accelerator opening is equal to or greater than a predetermined determination opening. The determination opening is set as a reference for determining whether or not the driver requests the vehicle 1 to start quickly. It is considered that when the driver depresses the accelerator pedal greatly, the vehicle 1 is requested to start quickly. On the other hand, when the depression of the accelerator pedal is small, it is considered that the vehicle 1 is not requested to start quickly. Therefore, the accelerator opening that can determine whether or not the driver is requesting quick start may be appropriately set as the determination opening.

  When it is determined that the accelerator opening is less than the determination opening, the process proceeds to step S31, and the control device 30 executes engine start control. In this engine start control, first, the first clutch 24 is switched to the released state. Next, the state of the transmission 10 is switched to the first speed. Thereafter, the first clutch 24 is gradually switched to the engaged state, and the vehicle 1 is started by the engine 2. Thereafter, the current control routine is terminated. On the other hand, if it is determined that the accelerator opening is equal to or greater than the determination opening, the process proceeds to step S15 and step S19, and thereafter the process proceeds in the same manner as in FIG.

  According to this modification, since the engine start control is executed when the accelerator opening when the vehicle 1 is started is small, it is possible to further suppress the decrease in the amount of power stored in the battery 4. Further, in this case, since the second clutch 25 can be maintained in the input shaft connected state even after the vehicle 1 has started, the stop power generation control can be quickly executed when the vehicle stops next time. On the other hand, when the accelerator opening is large, the second clutch 25 is switched to the output shaft connected state and the vehicle 1 is started by MG3, so that the vehicle 1 can be started quickly.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of four speeds. For example, the highest forward speed may be a transmission of 3rd speed or 5th speed or more. Further, all of the plurality of sleeves may not be provided on the input shaft. For example, all of the plurality of sleeves may be provided on the output shaft, or some of the plurality of sleeves may be provided on the input shaft and the remaining sleeves may be provided on the output shaft.

  The drive source used in the engine start control of the modified example described above is not limited to the internal combustion engine. The transmission may be switched to the first speed, and the motor / generator may drive the input shaft of the transmission, thereby driving the driving wheels to start the vehicle. When the torque of the motor / generator is transmitted to the output shaft via the first-speed transmission gear pair, the torque is amplified according to the gear ratio of the first-speed transmission gear pair and transmitted to the output shaft. Therefore, the torque that should be output from the motor / generator when the vehicle starts is lower than when the output shaft is directly driven by the motor / generator. Therefore, the power consumed when the vehicle starts can be reduced. As a result, a decrease in the amount of power stored in the battery can be suppressed. In the engine start control, the vehicle may be started using both the internal combustion engine and the motor / generator.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3 Motor generator 4 Battery 5 Drive wheel 10 Transmission 11 Input shaft 12 Output shaft 24 1st clutch (clutch means)
25 Second clutch (connection destination switching means)
30 Control device (charging means, starting means)

Claims (2)

An internal combustion engine;
A motor / generator functioning as an electric motor and a generator;
The internal combustion engine has an input shaft connected via clutch means, and an output shaft connected to drive wheels so as to be able to transmit power, and the speed ratio between the input shaft and the output shaft can be changed. And a transmission that can be switched to a neutral state in which power transmission between the input shaft and the output shaft is interrupted,
Connection that can be switched between an input shaft connection state in which the motor / generator and the input shaft are connected so that power can be transmitted and an output shaft connection state in which the motor / generator and the output shaft are connected so that power can be transmitted Destination switching means,
In a start control device applied to a hybrid vehicle including a battery electrically connected to the motor / generator,
When the vehicle is stopped and a predetermined charging condition is satisfied, the transmission is switched to the neutral state and the connection destination switching means is switched to the input shaft connected state, and the internal combustion engine Charging means for driving the motor / generator to generate power and charge the battery;
If charging of the battery is performed by the charging unit when a predetermined start condition for starting the stopped vehicle is satisfied, charging of the battery by the charging unit is stopped, and then the connection destination A start control device comprising: start means for switching the switching means to the output shaft connected state and driving the drive wheels by the motor / generator to start the vehicle.   The starting means charges the battery by the charging means when the battery is charged by the charging means when the start condition is satisfied, and the accelerator opening of the vehicle is greater than or equal to a predetermined determination opening. After that, the connection destination switching means is switched to the output shaft connected state, the drive wheel is driven by the motor / generator to start the vehicle, and when the start condition is satisfied, the charging means When charging is performed and the accelerator opening of the vehicle is less than the determination opening, charging of the battery by the charging means is stopped, and then the speed of the transmission is changed to the lowest speed with the largest speed ratio. 2. The vehicle is started by switching to a stage and driving the input shaft in at least one of the internal combustion engine and the motor / generator. Placing the start controller.

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