JP2000197209A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrict degradation of driving performance and fuel economy by involving a motor control means controlling the torque outputted from a motor based on the physical quantity related to the torque ratio between the rotating members of a hydrodynamic torque converter. SOLUTION: A motor generator 2 is disposed in an engine 1, and an automatic transmission 6 is disposed in the motor generator 2 through a torque converter 5. The torque converter 5 shows, with an increasing speed ratio, a gradual decrease in a torque ratio within a torque converter range and shows, at a speed ratio within a fluid coupling range with a coupling point as a border, a roughly fixed torque ratio. The speed ratio means a rotational speed ratio between a front cover 33 and a pump impeller and that between a hub 46 and an input axis 44. The torque ratio means a torque ratio between the torque of the front cover 33 and the pump impeller and that of the hub 46 and the input axis 44. It is thus possible to improve accelerating performance and restrain assist torque for high fuel economy.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle having a plurality of power sources.

[0002]

2. Description of the Related Art Hitherto, vehicles equipped with an electric motor as a second power source have been developed in addition to an internal combustion engine (engine) generally used as a power source of the vehicle. In this type of vehicle, the power output by the motor is not necessarily sufficient for the vehicle to travel, but the controllability of the output of the motor is good, and energy is regenerated if the motor functions as a generator. The electric motor is configured to use the electric motor taking advantage of the fact that the electric motor can generate no exhaust gas.

As described above, an example of a control device for a hybrid vehicle using an engine and an electric motor as power sources is disclosed in Japanese Patent Application Laid-Open No. Hei 8-
168104 and JP-A-9-84210. First, in the control device described in JP-A-8-168104, a torque converter and a transmission are arranged in a power transmission path of an engine and a motor / generator. The torque converter has a lock-up clutch. Further, a battery is connected to the motor generator via an inverter. By controlling the torque of the motor generator so as to cancel the rotational pulsation of the engine, the lock-up clutch can be engaged in a low vehicle speed range.

On the other hand, the torque control device described in Japanese Patent Application Laid-Open No. 9-84210 is intended for a front wheel drive vehicle, and the torque output from an internal combustion engine or a motor generator is transmitted via a transmission (CVT). It is configured to be transmitted to the drive wheels. In addition, it has a field control unit that controls a field current supplied to a coil of the motor generator, an inverter that supplies power of the capacitor to the motor generator, and a voltage sensor that detects a voltage between terminals of the capacitor. When the torque to be transmitted to the drive wheels is assisted by the torque of the motor / generator, it is described that as the voltage between the terminals of the capacitor is higher, the load area to be torque assisted by the motor / generator is expanded to a lower load side. ing.

[0005]

Incidentally, in a hybrid vehicle as described in the above publication, the driving range of the engine and the motor / generator may be set by the vehicle speed and the accelerator opening. this is,
The basic principle is to generate sufficient driving force necessary for running, but the torque output from the engine or motor generator is amplified by a torque converter, and the amplification rate (torque ratio) changes depending on the running state. May be. That is, the actually obtained driving force changes depending on the operating state of the torque converter. However, in the inventions described in the above publications, the relationship between the performance of the torque converter and the torque of the motor generator is recognized. Absent. For this reason, there is a possibility that driving performance is reduced due to insufficient driving force, or conversely, excessive driving force is generated and fuel consumption is deteriorated.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems. When assisting a torque to be transmitted to wheels by an electric motor, driving performance is reduced due to insufficient driving force, or excessive driving force is generated. It is an object of the present invention to provide a control device for a hybrid vehicle, which can suppress deterioration of fuel efficiency.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention is directed to transmitting torque output from at least one of an engine and an electric motor to wheels via a fluid torque converter. In a control device for a hybrid vehicle, a motor control means for controlling a torque output from the electric motor based on a physical quantity related to a torque ratio between rotating members of the fluid torque converter is provided. Things.
Here, the physical quantity related to the torque ratio includes a torque ratio or a speed ratio.

According to the present invention, the torque output from the electric motor is controlled based on the torque ratio between the rotating members of the hydraulic power transmission device. This torque ratio changes according to road conditions. Therefore, for example, by changing the condition to be divided into a case where the torque to be transmitted to the wheels is generated only by the engine and a case where the torque is generated by the engine and the electric motor, according to the torque ratio of the fluid torque transmission device, The torque transmitted to the wheels can be adapted to road conditions.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be specifically described with reference to the drawings. FIG. 2 shows a basic configuration of a hybrid vehicle to which the present invention is applied. In the example shown here, the motor-generator (M
G) 2 is arranged, and an automatic transmission 6 is arranged on the output side of the motor generator 2 via a torque converter (T / C) 5. The engine 1 is a device that outputs power by burning fuel, and examples thereof include an engine that burns gas fuel such as liquefied petroleum gas and natural gas, in addition to a gasoline engine and a diesel engine.

FIG. 3 is a block diagram showing a configuration of a power train from the engine 1 to the torque converter 5, and FIG. 4 is a skeleton diagram of a power train from the engine 1 to the automatic transmission 6. The flywheel 3 is connected to a crankshaft 13 of the engine 1, and a vibration damping mechanism (damper) 4 is connected to the flywheel 3. A clutch 100 that can be engaged and released is provided between the engine 1 and the motor generator 2.

The motor / generator 2 is a power source of a type different from that of the engine 1, and has a function as a motor capable of converting electric energy into kinetic energy such as rotational motion and outputting the kinetic energy, and an electric motor for converting kinetic energy into electric power. And has a function as a generator (regeneration function) for converting the energy into static energy. As the motor generator 2, for example, a permanent magnet type synchronous motor is used, and a resolver 7 for detecting a rotation angle of a rotor which is an output side member thereof is arranged in parallel with the motor generator 2. The rotor of the resolver 7 is also connected to a member connecting the damper 4 and the torque converter 5 or a member on the input side of the torque converter 5, similarly to the rotor of the motor generator 2.

Further, a battery 102 is connected to the motor / generator 2 via an inverter 101, and a controller 103 for controlling the motor / generator 2, the inverter 101 and the battery 102 is provided. The inverter 101 converts the DC current of the battery 102 into a three-phase AC current and supplies it to the motor generator 2, while converting the three-phase AC current generated by the motor generator 2 into a DC current and supplies the DC current to the battery 102. It has a three-phase bridge circuit to supply.

This three-phase bridge circuit is constituted by electrically connecting, for example, six power transistors. By switching on / off of these power transistors, the three-phase bridge circuit connects between the motor generator 2 and the battery 102. Switch the direction of the current. In this way, the mutual conversion between the three-phase AC current and the DC current, the adjustment of the frequency of the three-phase AC current applied to the motor generator 2, and the conversion of the three-phase AC current applied to the motor generator 2 are performed. The adjustment of the magnitude and the magnitude of the regenerative braking torque of the motor / generator 2 are performed.

When the motor / generator 2 functions as an electric motor, the DC voltage from the battery 102 is converted into an AC voltage and supplied to the motor / generator 2. When the motor generator 2 functions as a generator, the induction voltage generated by the rotation of the rotor is converted into a DC voltage by the inverter 101 and the battery 102 is charged. Further, the controller 103 has a function of detecting or controlling a current value supplied from the battery 102 to the motor generator 2 or a current value generated by the motor generator 2. Further, the controller 103 has a function of controlling the number of revolutions of the motor generator 2 and a function of detecting and controlling a state of charge (SOC) of the battery 102.

The motor generator 2 has a function of starting the engine 1, a function of outputting power (torque) transmitted to the wheels 104, and a regenerative function of converting kinetic energy input from the wheels 32A into electric energy. And The motor / generator 2 allows the engine 1
Is started, the clutch 100 is engaged. Further, a starter motor 1C for starting the engine 1 is separately provided.

On the other hand, the torque converter 5 includes a front cover 33, a pump impeller 35, a hub 46, a turbine runner 48, a stator 35A, a one-way clutch 43,
This is a known structure having a lock-up clutch 49 and the like. The automatic transmission 6 is provided with a transmission input shaft 44.
, And a hub 46 is attached to the tip.
A turbine runner 48 and a lock-up clutch 49 are connected to the hub 46. When the lock-up clutch 49 is released, torque is transmitted by oil between the pump impeller 35 and the turbine runner 48, and when the lock-up clutch 49 is engaged, the torque between the front cover 33 and the hub 46 is reduced. The torque is transmitted mechanically between them. When the lock-up clutch 49 is off, the pump impeller 35
A torque converter range in which the torque transmitted from the engine to the turbine runner 48 is amplified and a fluid coupling range in which the torque is not amplified are set.

In the torque converter 5, as the speed ratio e increases, the torque ratio t gradually decreases in the torque converter range, and substantially decreases in the speed ratio e of the fluid coupling range bounded by the coupling point. It has a performance that shows a constant torque ratio t. Here, the speed ratio e
Is the ratio of the rotation speed of the front cover 33 and the pump impeller 35 to the rotation speed of the hub 46 and the input shaft 44, and the torque ratio t is the torque of the front cover 33 and the pump impeller 35, the hub 46 and the input Axis 4
4 is the ratio to the torque.

The automatic transmission 6 includes a gear transmission mechanism 55 and a hydraulic control device 39, which will be described later. The wheel transmission 3 extends through the output shaft 32 extending rearward from the gear transmission mechanism 55.
The torque is output to 2A. Further, the hydraulic control device 39 is for controlling the engagement / disengagement of the lock-up clutch 49, the speed change control, and the control of the engagement pressure of the friction engagement device. As well as a pressure regulating valve,
The above-described controls are executed by electrically controlling the electromagnetic valve. Note that, as the hydraulic control device 39, a conventionally known hydraulic control device for an automatic transmission can be employed. Further, in this embodiment, a motor generator 1F is provided in addition to the motor generator 2, and the electric oil pump 1D driven by the motor generator 1F is provided.
Is provided. The hydraulic pressure generated by the electric oil pump 1D can be supplied to the hydraulic circuit of the hydraulic control device 39.

The automatic transmission 6 shown in FIG. 4 can set a plurality of shift speeds including a reverse speed, specifically, five forward speeds and one reverse speed. That is, the automatic transmission 6
Is provided with an auxiliary transmission section 61 and a main transmission section 62 following the torque converter 5. The sub-transmission portion 61 is a so-called overdrive portion, and is constituted by a set of single pinion type planetary gear mechanisms 63. A carrier 64 is connected to the transmission input shaft 44.
A one-way clutch F0 and an integrated clutch C0 are arranged in parallel between the sun gear 4 and the sun gear 65. The one-way clutch F0 is engaged when the sun gear 65 rotates forward relative to the carrier 64 (rotation in the rotation direction of the transmission input shaft 44). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 65 is provided. A ring gear 66, which is an output element of the auxiliary transmission section 61, is connected to an intermediate shaft 67, which is an input element of the main transmission section 62.

Therefore, when the multi-plate clutch C0 or the one-way clutch F0 is engaged, the sub-transmission portion 61 rotates as a whole with the planetary gear mechanism 63, so that the intermediate shaft 67 is connected to the transmission input shaft 44. It rotates at the same speed and becomes a low speed stage. In a state where the rotation of the sun gear 65 is stopped by engaging the brake B0, the ring gear 66 is rotated forward with the speed increased with respect to the transmission input shaft 44, and a high speed stage is established.

On the other hand, the main transmission section 62 includes three sets of planetary gear mechanisms 70, 80, and 90, and their rotating elements are connected as follows. That is, the sun gear 71 of the first planetary gear mechanism 70 and the sun gear 81 of the second planetary gear mechanism 80 are integrally connected to each other, and the ring gear 73 of the first planetary gear mechanism 70 and the carrier 82 of the second planetary gear mechanism 80 The three members of the third planetary gear mechanism 90 and the carrier 92 are connected, and the output shaft 57 is connected to the carrier 92. Further, a ring gear 83 of the second planetary gear mechanism 80 is connected to a sun gear 91 of the third planetary gear mechanism 90.

In the gear train of the main transmission section 62, a reverse gear and four forward gears can be set, and a clutch and a brake for this are provided as follows. First, regarding the clutch, the ring gear 83 of the second planetary gear mechanism 80 and the third gear
A first clutch C1 is provided between the sun gear 91 of the planetary gear mechanism 90 and the intermediate shaft 67, and the sun gear 71 of the first planetary gear mechanism 70 and the sun gear 81 of the second planetary gear mechanism 80 and the intermediate shaft are connected to each other. A second clutch C2 is provided between the second clutch C2 and the second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 71 and 8 of the first planetary gear mechanism 70 and the second planetary gear mechanism 80.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between these sun gears 71, 81 (ie, a common sun gear shaft) and the transmission housing 10, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 71 and 81 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the transmission input shaft 44).

The third brake B 3, which is a multi-plate brake, is provided between the carrier 72 of the first planetary gear mechanism 70 and the transmission housing 10. And the third
A fourth brake B4, which is a multi-plate brake, and a second brake for stopping rotation of the ring gear 93 of the planetary gear mechanism 90.
A one-way clutch F2 and a transmission housing 10 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 93 is about to rotate in the reverse direction.

A turbine speed sensor 68 for detecting the speed of the clutch C0 of the sub-transmission portion 61 of the rotating members of the transmission portions 61 and 62, and an output shaft 32 of the automatic transmission 6.
And an output shaft rotation speed (vehicle speed) sensor 69 for detecting the rotation speed. A power transmission device such as a propeller shaft (not shown) is connected to the output shaft 32, and power is transmitted to the wheels 32A via the power transmission device.

In the automatic transmission 6 described above, by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. 5, five forward speeds and one reverse speed can be set. In FIG. 5, a circle indicates an engaged state, a blank indicates a released state, a double circle indicates an engaged state at the time of engine braking, and a triangle indicates that the vehicle is engaged but has no relation to power transmission.

The automatic transmission 6 can be manually operated by operating the shift lever 4C to provide, for example, a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive) position,
Position, three positions, two positions, and L position can be selected.

Here, the D position is a position for setting the first to fifth forward speeds based on the running state of the vehicle such as the vehicle speed and the accelerator opening, and the fourth position is the first to fifth speeds. Fourth speed, three positions are for setting the first speed to third speed, two positions are for setting the first speed and the second speed, and the L position is for setting the first speed.

The above-described devices such as the engine 1, the motor / generator 2, the automatic transmission 6, and the clutch 100 are controlled based on various detection signals indicating the state of the vehicle, data set in advance, and control patterns. Is done. Specifically, as shown in FIG. 6, various signals are input to an integrated control device (ECU) 60 mainly composed of a microcomputer, and an operation result based on the input signals is output as a control signal. Has become.

The input signals include a signal from an ABS (anti-lock brake system) computer, a signal from a vehicle stabilization control (VSC: trademark) computer, a signal of an engine speed NE, a signal of an engine water temperature, and a signal from an ignition switch. Signal, SOC of battery 102
(State of Charge) signal, a signal of an accelerator opening indicating an operation amount of an accelerator pedal 1A, a throttle opening signal indicating an opening of an electronic throttle valve 1B arranged in an intake pipe of the engine 1, and a signal of a defogger. Includes on / off signals and air conditioner on / off signals.

The input signals include a vehicle speed signal, a signal of the operating oil temperature of the automatic transmission 6, a shift position signal indicating the operation of the shift lever 4C, an ON / OFF signal of the side brake, and an ON / OFF signal of the foot brake pedal 1E. OFF signal, catalyst (exhaust gas purification catalyst) temperature signal, signal from cam angle sensor, sports shift signal, signal from vehicle acceleration sensor, power source brake force switch for adjusting regenerative braking torque of motor generator 2 Signal, a signal from the turbine speed NT sensor 68, and a signal from the resolver 7.

The output signals include a control signal to the clutch 100, a control signal to the ignition device, a control signal to the fuel injection device, a signal to the controller 103, a signal to the starter motor 1C, and a signal to the hydraulic control device 39. Automatic transmission (AT)
Signal to the solenoid, signal to the AT line pressure control solenoid of the hydraulic control device 39, signal to the ABS actuator, signal for controlling the motor generator 1F, driving of the engine 1 and the motor generator 2
Included is a signal to a power source indicator that indicates each stop separately.

Further, the output signal includes a signal to the sport mode indicator, a signal to the VSC actuator, a signal to the AT lock-up control valve of the hydraulic control device 39, a control signal to the electronic throttle valve 1B, and a signal to the assist indicator 61. included. The assist indicator 61 is for outputting, by a lamp, sound, or the like, whether or not at least a part of the torque to be transmitted to the wheels 32A can be generated by the motor generator 2.

In the hybrid vehicle having the above-described hardware configuration, when signals such as the accelerator opening, the shift position, the vehicle speed, and the on / off of the foot brake pedal 1E are input to the general control device 60, the signals are based on these signals. The driving force request is calculated, and the driving force of the vehicle is controlled based on the calculation result. FIG. 7 shows an example of a map in which a driving region of the engine 1 and a driving region of the motor generator 2 are set using the accelerator opening and the vehicle speed as parameters. In other words, the motor / generator 2 is set to be driven independently in a relatively light load region such as when starting, and the engine 1 is set to be driven alone in a region where engine efficiency is good. .

In this manner, the driving mode in which the entire driving force request is generated by the engine 1 and a part of the driving force request is generated in the engine 1 such as during acceleration, and the shortage is generated by the motor / generator. In the driving mode in which the driving power is supplemented by the power of the motor 2 and when the engine efficiency is low such as at the time of starting, the entire driving power request is
It is possible to select the driving mode to be generated.

Further, a shift diagram (map) for controlling the shift speed of the automatic transmission 6 is stored in the general control device 60. In this shift diagram, the vehicle speed and the throttle opening are set as parameters. Further, a lock-up clutch control map for controlling engagement / disengagement of the lock-up clutch 49 is stored in the general control device 60. This lockup clutch control map is set with the vehicle speed and the throttle opening as parameters. Here, the correspondence between the configuration of the embodiment and the configuration of the present invention will be described. That is, the motor / generator 2 corresponds to the electric motor of the present invention, the torque converter 5 corresponds to the fluid torque transmitting device of the present invention, and the front cover 33, the pump impeller 35, the turbine runner 4
8, the hub 46, and the input shaft 44 correspond to the rotating member of the present invention.

FIG. 1 is a flowchart for explaining a control example of a hybrid vehicle having the above-mentioned hardware configuration. First, input signal processing such as data reading (step 201) is performed, and, for example, the engine 1 is controlled to a single drive state based on the map shown in FIG.
Next, it is determined whether or not the detected change rate Δθ of the accelerator opening is equal to or greater than a predetermined value θA preset in the general control device 60 (step 202). That is, in step 202, it is determined whether the driver has rapidly depressed the accelerator pedal 1A.

If a negative determination is made in step 202,
Since the driver has not requested the rapid acceleration, the flow returns as it is. If the determination in step 202 is affirmative, the driver has requested the rapid acceleration, and the torque to be transmitted to the wheel 32A is determined. Needs to be assisted by the torque of the motor generator 2.
Therefore, before driving motor generator 2, it is determined whether or not the state of charge SOC of battery 102 is equal to or greater than a predetermined state of charge L% preset in general control device 60 (step 203). Note that the predetermined charge amount L%
May be a fixed value or a different value may be applied according to the rate of change Δθ of the accelerator opening.

If a negative determination is made in step 203,
Since it is impossible to generate an assist torque to be borne by the motor / generator 2, the process returns. On the other hand, if an affirmative determination is made in step 203, the current vehicle speed and throttle opening, the rate of change in vehicle speed and throttle opening Δθ, and the current speed ratio e of the torque converter 5 are used. Then, the speed ratio e of the torque converter 5 immediately after (after a predetermined time) is predicted by calculation (step 204).

Then, it is determined whether or not the torque ratio t calculated in step 204 is a predetermined value, for example, 1.5 or more (step 205). If a negative determination is made in step 205, the road condition (for example, a flat road) where the torque ratio t of the torque converter 5 does not fall into a large area even if the accelerator pedal 1A is rapidly depressed.
Therefore, the assisting of the torque by the motor generator 2 is not performed, the traveling by the sole driving of the engine 1 is continued (step 206), and the process returns.

If an affirmative determination is made in step 205, it is determined that the driver is requesting a rapid increase in acceleration and that the vehicle is in a traveling state (eg, an uphill road) that requires continuous acceleration. Therefore, in addition to the control generated by the engine 1, the torque to be transmitted to the wheels 32A
The control which assists by the torque of the motor generator 2 is performed (step 207). And battery 1
It is determined whether or not the charge amount SOC of No. 02 is equal to or greater than the predetermined charge amount L% (step 208). That is, step 2
It is determined whether or not it is possible to maintain the assist torque performed in step 07 continuously.

If an affirmative decision is made in step 208,
The fact that the motor / generator 2 can assist the torque is output by the assist indicator 61 (step 209), and the process returns. On the contrary,
If a negative determination is made in step 208, the fact that the motor / generator 2 cannot assist the torque is output by the assist indicator 61 (step 210), and the process returns. Even if an operation similar to the operation of accelerator pedal 1A corresponding to step 202 is performed by the output of assist indicator 61,
In a state where “impossible” is output by the assist indicator 61, the torque cannot be assisted by the motor generator 2, and the driver can predictively understand that the acceleration performance is inferior.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. Steps 201 and 210 correspond to the motor control means of the present invention. As described above, according to the control example of FIG.
Conditions (for example, accelerator opening and torque) in which torque to be transmitted to the wheels 32A is divided into a case where the torque is generated only by the engine 1 (load region) and a case where the motor / generator 2 assists in addition to the engine 1 (load region) Vehicle speed) can be changed in accordance with the torque ratio t of the torque converter 5. Therefore, like the uphill road,
In road conditions where continuous acceleration is required, the acceleration performance of the vehicle can be improved. Conversely, when a large acceleration request does not occur, the assist torque of the motor / generator 2 can be suppressed to improve fuel efficiency. Since the torque ratio and the speed ratio of the motor / generator 2 have a fixed relationship, it is possible to change the condition for assisting by the motor / generator 2 according to the speed ratio of the torque converter 5.

[0044]

As described above, according to the present invention, the conditions to be divided into a case where the torque to be transmitted to the wheels is generated only by the engine and a case where the motor is assisted by the electric motor in addition to the engine are determined by the hydrodynamic torque. It can be changed according to the torque ratio of the rotating member of the converter. Therefore, in a road condition where continuous acceleration is required, the acceleration performance of the vehicle can be improved. Conversely, when a large acceleration request is not generated, the assist of the electric motor can be improved. It is possible to suppress torque and improve fuel efficiency.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

FIG. 2 is a block diagram showing in principle the configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a block diagram showing a configuration of a power train from an engine shown in FIG. 2 to a torque converter.

FIG. 4 is a skeleton diagram showing a gear train of the automatic transmission according to an example of the present invention.

FIG. 5 is a table showing engagement and disengagement of a clutch and a brake for setting each shift speed of the automatic transmission of FIG. 4;

FIG. 6 is a diagram showing input / output signals in an integrated control device according to an example of the present invention.

FIG. 7 is a diagram showing an engine driving area and a motor / generator driving area in the hybrid vehicle of FIG. 2;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 5 ... Torque converter, 6 ... Automatic transmission, 33 ... Front cover, 35 ... Pump impeller, 44 ... Input shaft,
46: Hub, 48: Turbine runner, 60: Total control device.

Continued on the front page F-term (reference) 3G093 AA05 AA07 AA16 AB00 AB01 BA19 DA06 DB00 DB05 DB11 DB15 DB18 DB21 EB00 EC02 FA10 FA11 5H115 PA12 PC06 PG04 PI16 PI22 PI29 PI30 PO02 PU10 PU24 PU25 PV09 QA01 QE01 QE10 QE13 QI03 QE03 Q03 SE04 SE05 SE06 SE08 SE09 TB01 TE03 TE08 TI02 TO02 TO05 TO12 TO22 TO23 TO30

Claims (1)

[Claims] 1. A control device for a hybrid vehicle capable of transmitting torque output from at least one of an engine and an electric motor to wheels via a fluid torque converter, wherein the torque output from the electric motor is controlled by the fluid A control device for a hybrid vehicle, comprising: motor control means for controlling based on a physical quantity related to a torque ratio between rotating members of a rotary torque converter.