CN1412029A - 动力传递装置 - Google Patents

动力传递装置 Download PDF

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Publication number
CN1412029A
CN1412029A CN02147564A CN02147564A CN1412029A CN 1412029 A CN1412029 A CN 1412029A CN 02147564 A CN02147564 A CN 02147564A CN 02147564 A CN02147564 A CN 02147564A CN 1412029 A CN1412029 A CN 1412029A
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China
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mentioned
torque
driving engine
speed
engine
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CN02147564A
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CN1261321C (zh
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江口高弘
山口正明
若城辉男
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
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Abstract

本发明的动力传递装置包括由多个气缸构成的发动机(E)、对发动机回转进行变速的无级变速器(CVT)、对变速控制用的管线压力进行可变设定的控制阀(CV)、及计算出发动机在部分气缸运行状态下减速行驶时的发动机的输出轴转矩的电控装置(ECU)。当具有该动力传递装置的车辆在发动机的部分气缸运行状态下进行减速行驶时，控制阀(CV)相应于如上述那样计算出的发动机的输出轴转矩设定管线压力。

Description

动力传递装置
技术领域
本发明涉及一种将由多个气缸构成的发动机的驱动力通过变速机构传递到车轮地构成的动力传递装置，更为详细地说，涉及设定变速机构的作动控制用的管线压力的控制具有特点的动力传递装置。
背景技术
具有这样的变速机构的动力传递装置多用于机动车，变速机构的作动控制一般使用规定液压(管线压力)的工作油进行。例如，在日本特开平昭60-256662号公报公开一种在皮带式无级变速器将管线压力供给到皮带轮宽度控制用的液压缸控制皮带轮对皮带的推压力的控制装置。在该控制装置中，根据发动机转速和进气负压等计算出发动机输出转矩，相应于该计算转矩进行设定管线压力的控制。
如相应于发动机输出转矩设定管线压力，则可使利用该管线压力设定的变速机构内的离合器等的接合容量为将发动机输出转矩传递到车轮侧所需最小极限的容量地设定，可将用于形成管线压力的发动机能量抑制到最小限度，提高燃料利用效率。另外，如这样将离合器接合容量设定到发动机输出转矩的传递所需最小极限的值，则在发动机输出和车辆的行驶负荷急剧变化的那样的场合(例如进行加速踏板的急速操作的场合或越过边部石头的那样的场合)，离合器等打滑，可抑制转矩变化，提高驾驶性和行驶性。另外，在皮带式无级变速器中，可使皮带的推压力为最小限度地提高皮带的耐久性，使变速机构小型紧凑化。
另外，近年来，以提高燃料利用效率等为目的，在车辆停止时进行使发动机运行停止的怠速停止控制或在规定的运行条件下使几个气缸休止地进行发动机运行的控制。与使用全部多个气缸运行发动机时(将其总称为全部气缸运行)相比，当几个气缸休止地运行时(将其称为部分气缸运行)，发动机的输出下降。为此，例如，在日本特开昭59-13154号公报中公开了在具有气缸可变发动机的变速控制装置中当发动机的部分气缸运行进增大变速比的内容。在部分气缸运行中，不仅在为了提高燃料利用效率等使一部分气缸休止地运行发动机的场合发生，而且在因发动机运行控制装置的动作不良和故障等导致一部分气缸休止的状态的场合也发生。
可是，在车辆行驶过程中释放加速踏板进行减速行驶的场合，使发动机制动器作用产生的制动转矩通过变速机构传递到车轮的车辆减速。当进行这样的减速行驶时，相应于发动机制动转矩(或也称为发动机摩擦转矩)设定管线压力、离合器的传递转矩容量、变速特性等那样的控制参数，使变速机构的离合器等的接合容量适当化，使无级变速机构的皮带推压力适当化，使变速特性适当化。在该场合，根据发动机为全部气缸运行状态还是为部分气缸运行状态，发动机制动转矩不同，要求根据这样的不同设定适当的控制参数。
另外，最近，提出了这样的动力传递装置，该动力传递装置连接到发动机输出轴地配置电动发电机，由其电动机作用辅助发动机驱动力，同时，减速行驶时由发电机作用进行能量再生。在这样的动力传递装置中，为了在减速行驶时由电动发电机进行能量再生，要求通过变速机构传递的转矩相应于发动机摩擦转矩和电动发电机的驱动转矩确定，对应于这些转矩设定适当的控制参数。
发明内容
本发明就是鉴于以上那样的情况而作出的，其目的在于提供一种具有可进行部分气缸运行的发动机的动力传递装置，该动力传递装置可适当地设定减速行驶时的控制参数(例如，管线压力、传递转矩容量、变速特性等)。
本发明的目的还在于提供一种具有能量再生装置的动力传递装置，该动力传递装置可适当地设定减速行驶时的控制参数。
为了达到上述目的，在本发明中，包括由多个气缸构成的发动机、把来自该发动机的回转驱动力变速后传递的变速机构(例如实施形式的无级变速器CVT)、可变设定该变速机构的作动控制用控制参数(例如管线压力、离合器的传递转矩容量、变速特性)的参数设定装置(例如实施形式的控制阀CV)、及发动机在部分气缸运行的状态下减速行驶时计算出该发动机的减速转矩(输出轴转矩)的减速转矩计算装置(例如实施形式的电控装置ECU、步骤S7、S29)。具有这样的动力传递装置的车辆在发动机的部分气缸运行状态下减速行驶时，参数设定装置相应于由减速转矩计算装置计算出的发动机的减速转矩设定控制参数。
具有这样构成的动力传递装置的车辆在发动机的部分气缸运行状态下减速行驶时，由休缸状态的气缸获得的发动机制动力和由作动状态的气缸获得的发动机制动力不同，所以，发动机制动力与在全部气缸运行状态下的减速行驶的场合不同。因此，在本发明中，由减速转矩计算装置计算出部分气缸运行状态下的发动机的减速转矩(发动机摩擦转矩或发动机制动转矩)，对应于这样计算出的发动机的减速转矩由参数设定装置设定控制参数即管线压力、离合器传递转矩容量、变速特性等，设定适合于在部分气缸状态下实际发生的发动机摩擦转矩的控制参数。为此，可将变速机构的离合器等的接合容量设定为用于传递实际发生的发动机摩擦转矩所需最小极限的值，在减速行驶过程中传递转矩急剧变化的那样的场合，离合器等打滑，抑制了急剧的转矩变化传递到车轮，可防止行驶性能的下降。另外，可将无级变速机构的皮带推压力抑制到所需最小极限，可提高皮带耐久性，同时，可将无级变速机构小型紧凑化。
另外，在上述本发明的动力传递构成的基础上，最好这样构成动力传递装置，即，可将减速时再生储蓄车辆的运动能量的能量再生装置(例如实施形式的电动发电机M)连接到发动机的输出轴地设置，在该场合，当车辆在发动机的部分气缸运行状态下减速运行时，参数设定装置相应于由减速转矩计算装置计算出的发动机的减速转矩和能量再生装置的能量再生状态设定控制参数。
另外，当车辆减速行驶时由能量再生装置进行能量再生地构成时，在发动机摩擦转矩的基础上，需要用于驱动能量再生装置回转的转矩。该转矩从车轮侧通过变速机构传递到发动机输出轴，所以，当进行能量再生时，仅根据发动机摩擦转矩设定变速器的离合器容量等时，离合器打滑，传递到能量再生装置的回转速度减小，存在能量再生效率下降的问题。这样，在本发明中，相应于由减速转矩计算装置计算出的发动机的减速转矩和能量再生装置的能量再生状态，设定管线压力、离合器传递转矩容量等这样的控制参数，设定在变速机构的离合器等不打滑地从车轮侧将回转驱动力传递到能量再生装置那样的控制参数，有效地驱动能量再生装置，可防止能量再生效率的下降。
另外，如变速器的变速控制特性也根据这样正确地计算出的减速转矩设定，则可设定正确的变速控制特性。特别是如由这样计算出的减速转矩与行驶阻力、加速阻力等计算出行驶路面的坡度，则可相应于路面坡度正确地进行变速图的替换控制。
附图说明
图1为示出本发明的动力传递装置的构成的断面图。
图2为示出上述动力传递装置的动力传递系的示意图。
图3为示出在上述动力传递装置中，设定减速行驶时对应于发动机输出轴转矩的管线压力的控制内容的流程图。
图4为示出在上述动力传递装置中，设定减速行驶时对应于发动机输出轴转矩的管线压力的第2控制内容的流程图。
具体实施方式
下面，根据附图说明本发明的优选实施形式。图1示出本发明一实施形式的车辆用动力传递装置的断面图，图2示出该装置的动力传递系构成。由该两图可知，该动力传递装置由发动机E、配置到该发动机E的发动机输出轴Es上的电动发电机M、通过连接机构CP连接到发动机输出轴Es的无级变速器CVT构成。
发动机E为四缸往复式发动机，在形成于气缸体20内的四个气缸室21内分别配置活塞。该发动机E具有进行用于各气缸室21进排气的进气门和排气门的作动控制的进排气控制装置22和进行对于各气缸室21的燃料喷射控制和喷射燃料点火控制的燃料喷射·点火控制装置23。电动发电机M可由车载蓄电池驱动而辅助发动机驱动力，另外，减速行驶时可通过来自车轮侧的回转驱动发电，进行蓄电池的充电(能量再生)。这样，本动力传递装置的驱动源成为混合式构成。
无级变速器CVT由配置于输入轴1与中间轴2之间的金属V形皮带机构10、配置于输入轴1上的前进后退切换机构20、及配置于中间轴2上的起步离合器(主离合器)5构成。该无级变速器CVT用于车辆，输入轴1通过连接机构CP与发动机输出轴Es连接，来自起步离合器5的驱动力从差动机构8通过左右的驱动轴8a、8b传递到左右的车轮(图中未示出)。
金属V形皮带机构10由配置于输入轴1的驱动侧可动皮带轮11、配置于中间轴2上的从动侧可动皮带轮16、及卷挂于两皮带轮11、16之间的金属V形皮带15构成。驱动侧可动皮带轮11具有可自由回转地配置于输入轴1的固定皮带轮半体12和可相对固定皮带轮半体12朝轴向相对移动的可动皮带轮半体13。在可动皮带轮半体13的侧方由气缸壁12a围住形成驱动侧气缸室14，由从控制阀CV通过油路31供给到该驱动侧气缸室14的皮带轮控制液压发生使可动皮带轮半体13朝轴向移动的驱动侧压力。
从动侧可动皮带轮16由固定于中间轴2的固定皮带轮半体17和可相对固定皮带轮半体17朝轴向相对移动的可动皮带轮半体18构成。在可动皮带轮半体18的侧方由缸壁17a围住，形成从动侧缸室19，在该从动侧缸室19由从控制阀CV通过油路32供给的皮带轮控制液压发生使可动皮带轮半体18朝轴向移动的从动侧压力。
由上述构成可知，由控制阀CV控制对上述两气缸室14、19的供给液压(驱动侧和从动侧压力)，提供金属V形皮带15的滑动不发生的侧压。另外，进行使驱动和从动侧压力不同的控制，使两皮带轮的皮带轮槽宽变化从而改变金属V形皮带15的卷挂半径，进行使变速比无级变化的控制。这样用于进行变速比控制的驱动和从动侧压力使用管线压力设定，该管线压力通过由调节阀对来自由发动机E驱动的液压泵(图中未示出)的液压进行调压后获得。具体地说，驱动和从动侧压力中的高压侧的侧压使用管线压力设定。
前进后退切换机构20由行星齿轮机构构成，具有接合于输入轴1的太阳齿轮21、接合于固定皮带轮半体12的齿圈22、可由后退用制动器27固定保持的托架23、及可连接太阳齿轮21与齿圈22的前进用离合器25。在该机构20中，当前进用离合器25接合时，全部齿轮21、22、23与输入轴1一体回转，由发动机E的驱动朝与输入轴1相同的方向(前进方向)驱动驱动侧可动皮带轮11回转。另一方面，当后退用制动器27接合时，由于固定保持托架23，所以，齿圈22朝与太阳齿轮21相反的方向受到驱动，由发动机E的驱动朝与输入轴1相反方向(后退方向)驱动驱动侧可动皮带轮11回转。这些前进用离合器25和后退用制动器27的接合作动在控制阀CV中由使用管线压力设定的前进后退控制液压进行控制。
起步离合器5为控制中间轴2与输出构件即动力传递齿轮6a、6b、7a、7b的动作传递的离合器，当其进行接合时，可进行两者之间的动力传递。为此，当接合起步离合器5时，由金属V形皮带机构10变速的发动机输出通过动力传递齿轮6a、6b、7a、7b传递到差动机构8，由差动机构8分配后通过左右驱动轴8a、8b传递到左右的车轮。当释放起步离合器5时，不进行这样的动力传递，变速器成为中立状态。这样的起步离合器5的接合控制通过油路33供给在控制阀CV中使用管线压力设定的离合器控制液压。
在如以上那样构成的无级变速器CVT中，如上述那样，由从控制阀CV通过油路31、32供给的驱动和从动侧压力进行变速控制，由通过图中未示出的油路供给到前进用离合器25和后退用制动器27的前进后退控制液压进行前进后退切换控制，由通过油路33供给的离合器控制液压进行起步离合器接合控制。该控制阀CV根据来自电控装置ECU的控制信号控制作动。
如以上那样构成的动力传递装置搭载于车辆上作动，电动发电机M辅助发动机E的驱动力，在尽可能良好的燃料利用效率范围内运行发动机E，提高车辆驱动时的燃料利用效率。为此，电动发电机M根据从电控装置ECU通过控制管线36的控制信号进行作动控制。与此同时，还进行用于设定可在尽可能好的燃料利用效率范围内使发动机E运行的那样的变速比的变速控制，但该控制由电控装置ECU通过控制管线35由送到控制阀CV的控制信号完成。
另外，在发动机E，在规定运行状态(例如减速状态)下使四个气缸中的几个气缸停止，可进行部分气缸运行。即，由电控装置ECU通过控制管线37控制齿圈22的作动，同时，通过控制管线38控制燃料喷射·点火控制装置23的作动，可关闭保持几个气缸室21的进排气门并且不进行燃料喷射和点火地进行部分气缸运行。这样，可提高减速行驶时的燃料利用效率，同时，可减小发动机制动力，可由电动发电机M使减速能量有效地再生。
在本装置中，为了进一步提高燃料利用效率，还可进行怠速停止控制。对于怠速停止控制，基本上在车辆停车而使发动机成为怠速状态的场合不需要发动机的驱动力，所以，为使发动机的驱动本身停止的控制。在本装置中，当在车辆行驶过程中释放加速踏板的踏下而使车辆减速停车的场合，按原状态继续实施在车辆减速时的燃料喷射切断控制，进行怠速停止控制，进一步提高燃料利用效率。
在这样构成的动力传递装置中，当车辆减速行驶时，由电气控制装置ECU对控制阀CV的作动进行控制，下面参照图3的流程图说明设定管线压力的控制。在该控制中，首先判断是否为减速行驶状态，即在行驶过程中是否为释放加速踏板的踏下使车辆进行减速行驶的状态(步骤S1)。在不为减速行驶状态的场合，前进到步骤S15，进行通常的行驶控制，该控制内容与本发明无关，为此省略其说明。
另一方面，当进行减速行驶时，在步骤S2对水温修正系数K(TW)进行表检索。因为变减速行驶时的发动机摩擦转矩(发动机制动转矩)相应于发动机冷却水温产生变化，所以这用于修正其变化量。预先测定与发动机冷却水温对应的发动机摩擦转矩，设定存储对于通常水温的各水温的修正系数，从这样设定存储的表检索并读取对于实际的冷却水温的修正系数K(TW)。
然后，判断发动机E是否为部分气缸运行状态(步骤S3)，当全部气缸运行状态时，在步骤S4计算出全部气缸运行的发动机摩擦转矩TQ(ENF)，当处于部分气缸运行状态时在步骤S5计算出部分气缸运行的发动机摩擦转矩TQ(ENF)。该发动机摩擦转矩TQ(ENF)从输出侧(从车轮侧)驱动发动机输出轴回转时的驱动转矩，通常的发动机冷却水温的发动机摩擦转矩对于全部气缸运行和部分气缸运行，分别与发动机转速NE和发动机进气负压Pb对应地预先测定并设定存储为表状。为此，从该表读取与发动机转速NEa和进气负压Pba对应的发动机摩擦转矩，同时，在该值上乘上述修正系数K(TW)，计算出发动机摩擦转矩TQ(ENF)。
然后，在减速行驶时由电动发电机M发电，当进行能量再生的场合，计算出该电动发电机M的驱动转矩TQ(MT)(步骤S6)。该驱动转矩TQ(MT)例如根据电动发电机M的发电电流计算出。
在步骤S7中，计算出减速行驶时的发动机输出轴转矩TQ(ENOP)。该发动机输出轴转矩TQ(ENOP)为在减速行驶时从车轮侧即变速器输入轴1驱动发动机输出轴Es的转矩，作为由步骤S4或S5计算出的发动机摩擦转矩TQ(ENF)与由步骤S6计算出的电动发电机驱动转矩TQ(MT)的和计算出。设定与这样计算出的发动机输出轴转矩TQ(ENOP)对应的管线压力地进行控制阀CV的作动控制(步骤S8)。
这样设定的管线压力用作起步离合器5、前进用离合器25、后退用制动器27的接合控制液压，这些离合器、制动器设定为用于传递发动机输出轴转矩TQ(ENOP)的所需最小极限的容量。为此，管线压力可设定为所需最小极限的低液压，可抑制产生管线压力的液压泵的驱动转矩，减少驱动该液压泵的发动机E的燃料费用。另外，起步离合器5、前进用离合器25、后退用制动器27的接合容量由于设定为用于传递发动机输出轴转矩TQ(ENOP)所需要的最小极限，所以，当越过边石、踏下加速踏板等使通过这些离合器和制动器传递的转矩急剧增加时，它们打滑，抑制转矩变动，所以行驶性和运行性提高。另外，上述管线压力用作驱动侧和从动侧可动皮带轮11、16的驱动和从动侧压力，所以可将这些侧压形成为发动机输出轴转矩TQ(ENOP)的传递所需的最小极限的液压，可提高皮带耐久性，使驱动侧和从动侧可动皮带轮11、16小型和紧凑化。
下面，参照图4的流程图说明了上述动力传递装置中当车辆减速行驶时由电控装置ECU对控制阀CV的作动进行控制而设定管线压力的控制不同的例子。对于该控制，首先判断是否为减速行驶状态(步骤S21)，在不为减速行驶状态的场合，前进到步骤S35，进行通常行驶控制。
另一方面，当进行减速行驶时，在步骤S22对水温修正系数K(TW)进行表检索，在步骤S23，在现在的发动机转速NEa与进气负压Pba下，进行表检索并计算出在通常水温下发动机E进行全部气缸运行时的发动机摩擦转矩TQ(ENF)。然后，判断发动机E是否为部分气缸运行状态(步骤S24)，当为全部气缸运行状态时，进行气缸修正系数K(CYL)＝1.0的设定(步骤S25)，当为部分气缸运行状态时，检索并读取(步骤S26)与部分气缸运行对应的气缸修正系数K(CYL)。该气缸修正系数K(CYL)为对应于在通常水温下部分气缸运行状态的发动机摩擦转矩与全部气缸运行状态的比值，对应于发动机转速NE和进气负压Pb预先测定并设定存储成表状。为此，从该表检索并读取与现在的发动机转速NEa和进气负压Pba对应的气缸修正系数K(CYL)。
在步骤S27，在由步骤S23计算出的全部气缸运行状态的发动机摩擦转矩乘由步骤S22求出的水温修正系数K(TW)和由步骤S25或S26示出的气缸修正系数K(CYL)，计算出发动机摩擦转矩TQ(ENF)。
然后，计算了电动发电机M的驱动转矩TQ(MT)(步骤S28)，在步骤S29中，将该驱动转矩TQ(MT)加到由步骤S27求出的发动机摩擦转矩TQ(ENF)，计算出减速行驶时的发动机输出轴转矩TQ(ENOP)。设定与这样计算出的发动机输出轴转矩TQ(ENOP)对应的管线压力地进行控制阀CV的作动控制(步骤S30)。
在上述实施形式中，发动机E示出四气缸类型，但也可为这以外的气缸数的发动机，作为变速机构示出了皮带式无级变速器，但这以外的无级变速机构和齿轮式自动变速机构也可适用本发明。另外，在电动发电机的配置位置，不仅可配置到发动机输出轴的后端，也可配置到前端侧，配置到变速器输出轴。另外，没有电动发电机而是具有可进行部分气缸运行的发动机的构成的动力传递装置也可适用本发明。
如以上说明的那样，按照本发明，在减速行驶过程中，由减速转矩计算装置计算出在部分气缸运行状态下的发动机的减速转矩(发动机摩擦转矩)，对应于这样计算出的发动机的减速转矩由参数设定装置设定控制参数，可设定适合于在部分气缸运行状态下实际发生的发动机摩擦转矩的控制参数(例如管线压力)。为此，可将变速机构的离合器等的接合容量设定为用于传递实际发生的发动机摩擦转矩所需要的最小极限的值，在减速行驶过程中发动机转矩急剧变化的那样的场合，离合器等打滑，可抑制急剧的转矩变化传递到车轮，防止行驶性能下降。另外，将无级变速机构的皮带推压力抑制到所需最小极限，使皮带耐久性提高，同时，可使无级变速机构小型紧凑化。
另外，在上述本发明的动力传递构成的基础上由减速时再生储蓄车辆的运动能量的能量再生装置进行能量再生时，参数设定装置对应于由减速转矩计算装置计算出的发动机的减速转矩和能量再生装置的能量再生状态设定控制参数。为此，设定不使变速机构的离合器等打滑地从车轮侧将回转驱动力传递到能量再生装置的控制参数，以良好的效率驱动能量再生装置，防止能量再生效率的下降。

Claims (10)

1.一种动力传递装置，其特征在于：包括由多个气缸构成的发动机、把来自上述发动机的回转驱动力变速后传递的变速机构、可变设定上述变速机构的作动控制用控制参数的参数设定装置、及上述发动机在至少停止一部分气缸运行的状态下减速行驶时计算出上述发动机的减速转矩的减速转矩计算装置；当上述发动机在部分气缸运行的状态下减速行驶时，上述参数设定装置相应于由上述减速转矩计算装置计算出的上述发动机的减速转矩设定上述控制参数。
2.根据权利要求1所述的动力传递装置，其特征在于：将减速时再生储蓄车辆的运动能量的能量再生装置连接到上述发动机的输出轴，当上述发动机在部分气缸运行状态下减速运行时，上述参数设定装置相应于由上述减速转矩计算装置计算出的上述发动机的减速转矩、和上述能量再生装置的能量再生状态设定上述控制参数。
3.根据权利要求2所述的动力传递装置，其特征在于：上述能量再生装置由电动发电机构成，可以通过上述发动机的输出轴驱动上述电动发电机进行发电、对蓄电池进行充电，由上述蓄电池驱动上述电动发电机，辅助上述发动机。
4.根据权利要求1所述的动力传递装置，其特征在于：上述变速机构以接受液压从而受到作动控制的方式构成，上述控制参数使用供给上述变速机构的管线压力，上述参数设定装置可相应于上述发动机的减速转矩、或相应于上述发动机的减速转矩及上述能量再生装置的能量再生状态对上述管线压力进行调压设定地构成。
5.根据权利要求4所述的动力传递装置，其特征在于：上述变速机构由皮带式无级变速机构构成，上述管线压力用于上述皮带式无级变速机构的无级变速控制。
6.根据权利要求1所述的动力传递装置，其特征在于：上述变速机构由可变设定传递转矩容量的摩擦接合部件构成，上述传递转矩容量作为上述控制参数使用，上述参数设定装置相应于上述发动机的减速转矩、或对应于上述发动机的减速转矩及上述能量再生装置的能量再生状态，可变设定上述摩擦接合部件的传递转矩容量地构成。
7.根据权利要求6所述的动力传递装置，其特征在于：上述摩擦接合部件配置于上述变速机构内，由进行将上述发动机的输出传递到车轮的控制的液压离合器构成；上述参数设定装置相应于上述发动机的减速转矩、或相应于上述发动机的减速转矩及上述能量再生装置的能量再生状态，可变设定上述液压离合器的作动液压地构成。
8.根据权利要求1所述的动力传递装置，其特征在于：上述变速机构根据规定的变速特性进行自动变速地构成，上述控制参数使用上述变速特性，上述参数设定装置相应于上述发动机的减速转矩、或相应于上述发动机的减速转矩及上述能量再生装置的能量再生状态地可变设定上述变速特性。
9.根据权利要求1所述的动力传递装置，其特征在于：上述减速转矩计算装置根据对应于上述发动机转速NE及进气负压Pb预先测定存储的数据，计算出与现在的发动机转速和进气负压对应的发动机减速转矩。
10.根据权利要求9所述的动力传递装置，其特征在于：上述减速转矩计算装置检测上述发动机的冷却水温，根据上述冷却水温修正上述发动机减速转矩。
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