JP2000308207A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable gear change control in order to cope at abnormalities, even if an abnormality is produced in a central control system which governs a plurality of control systems of a hybrid vehicle or in a multiplex communication system, with which the central system and the respective control system are connected to each other. SOLUTION: It is investigated as to whether an abnormality exists in a multiplex communication system (S21). If the multiplex communication system is normal, it is investigated whether an HEV-ECU (hybrid ECU) is normal by referring to the value of an abnormality determining flag (S22). If the multiplex communication system and the HEV-ECU are normal, gear change control is conducted, using a continuously variable transmission input torque obtained from the HEV-ECU (S23, S25 and S26). If an abnormality exists in the multiplex communication system or HEV-ECU, a data table stored in a T/M-ECU beforehand is referred in accordance with a primary pulley revolution, the infinitely variable transmission input torque data are set by interpolation calculation, and gear change control is conducted by using the set infinitely variable transmission torque (S24, S25 and S26). With this constitution, transmission control at abnormality can be conducted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle using both an engine and a motor. More specifically, the present invention relates to a central control system or a central control system for controlling a plurality of control systems of a hybrid vehicle. The present invention relates to a control device for a hybrid vehicle that enables a shift control even when an abnormality occurs in a multiplex communication system between the hybrid vehicle and the multiplex communication system.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles using both an engine and a motor have been developed for vehicles such as automobiles from the viewpoints of low pollution and resource saving. Between them, a power conversion mechanism for performing gear shifting and torque amplification of a gear type transmission, a continuously variable transmission, or the like is provided, and an engine and a motor are optimally controlled with respect to a required driving force from driving wheels.

[0003] For example, Japanese Patent Application Laid-Open No. 9-331602 discloses that when an input torque input to the transmission is temporarily reduced during shifting of the transmission, an engine and a motor generator as torque-down sources are provided. A technique that is selectively used according to predetermined selection conditions is disclosed.

In this case, in a hybrid vehicle, an engine, a motor, a transmission, and the like are separated into individual electronic control units (ECs).
U), and a central ECU is provided for integrated control of each ECU, and each ECU is connected by a multiplex communication system to exchange control data, control commands, etc., thereby providing total controllability. In many cases, the system configuration is improved. In such a system, the shift control is performed by transmitting the input torque data of the transmission necessary for the shift control from the central ECU.

[0005]

However, if an abnormality occurs in a central control system for performing integrated control of a hybrid vehicle or an abnormality occurs in a multiplex communication system, the transmission control system will It becomes impossible to acquire input torque data, and it becomes difficult to secure a shift control operation for securing the minimum traveling performance and safely moving the vehicle.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and is directed to a case where an abnormality occurs in a central control system that controls a plurality of control systems of a hybrid vehicle or in a multiplex communication system that connects the central control system and each control system. It is another object of the present invention to provide a control device for a hybrid vehicle that enables a shift control to cope with an abnormality.

[0007]

In order to achieve the above object, according to the present invention, a driving force is input from at least one of an engine and a motor, and the speed ratio can be switched to a plurality of stages or an infinite stage. A control device for a hybrid vehicle equipped with a power conversion mechanism for performing speed change and torque amplification in response to a plurality of control systems having different control targets, and transmitting a control command to each control system via a multiplex communication system. A central control system that receives control data that is fed back from each control system, and performs a shift control of the power conversion mechanism based on an input torque of the power conversion mechanism that is transmitted from the central control system. If an abnormality occurs in the system or the multiplex communication system, the power conversion is performed using a data table held in advance based on the input shaft rotation speed of the power conversion mechanism. Set the input torque to the mechanism, characterized in that a shift control system for performing abnormality shift control of the power conversion mechanism on the basis of the input torque set.

According to a second aspect of the present invention, in the first aspect of the present invention, the power conversion mechanism is provided between a primary pulley supported on an input shaft and a secondary pulley supported on an output shaft. And a belt type continuously variable transmission.

That is, according to the first aspect of the present invention, when the system is in a normal state, a power conversion function based on control data fed back from each control system such as an engine and a motor to a central control system via a multiplex communication system is provided. Input torque data is transmitted from the central control system to the transmission control system, and shift control of the power conversion mechanism is performed based on the input torque.
On the other hand, when an abnormality occurs in the central control system or the multiplex communication system, the input torque to the power conversion mechanism is determined based on the input shaft rotation speed of the power conversion mechanism by using a data table held in advance in the transmission control system. The speed change control of the power conversion mechanism is performed based on the set input torque.

In this case, as the power conversion mechanism, a driving belt is wound between a primary pulley supported on the input shaft and a secondary pulley supported on the output shaft. It is desirable to use a belt-type continuously variable transmission mounted thereon to perform gear shifting and torque amplification by continuously changing the gear ratio.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 5 show a first embodiment of the present invention.
1 is a flowchart showing processing in the HEV_ECU, FIG. 2 is a flowchart showing processing in the T / M_ECU, FIG. 3 is an explanatory diagram of a continuously variable transmission input torque table, and FIG. 4 shows a configuration of a drive control system. FIG. 5 is an explanatory diagram showing a flow of a control signal centered on the HEV_ECU.

As shown in FIG. 4, the hybrid vehicle according to the present embodiment includes an engine 1, a motor A (first motor) responsible for starting up the engine 1, power generation and power assist, and a motor attached to an output shaft 1 a of the engine 1. A planetary gear unit 3 connected via A, a motor B (second motor) which controls the function of the planetary gear unit 3 and serves as a driving force source for starting and reversing and recovering deceleration energy; And a power conversion mechanism 4 that performs a torque conversion and performs a power conversion function during traveling.

Specifically, the planetary gear unit 3
A single pinion type planetary gear having a sun gear 3a, a carrier 3b rotatably supporting a pinion meshing with the sun gear 3a, and a ring gear 3c meshing with the pinion. The sun gear 3a is fastened to the carrier 3b.
A lock-up clutch 2 for disengaging is provided.

As the power conversion mechanism 4, a transmission combining a gear train, a transmission using a fluid torque converter, or the like can be used. The primary pulley 4b supported by the input shaft 4a and the transmission It is desirable to employ a belt-type continuously variable transmission (CVT) in which a drive belt 4e is wound around a secondary pulley 4d supported by the output shaft 4c. In the present embodiment, a power conversion mechanism will be described below. 4 will be described as CVT4.

That is, in the drive system of the hybrid vehicle according to the present embodiment, the planetary gear unit 3 having the lock-up clutch 2 interposed between the sun gear 3a and the carrier 3b includes the output shaft 1a of the engine 1 and the input shaft 4a of the CVT 4.
And the sun gear 3a of the planetary gear unit 3 is coupled to the output shaft 1a of the engine 1 via one motor A, and the carrier 3b is connected to the CVT 4
, And the other motor B is connected to the ring gear 3c. And the output shaft 4c of the CVT 4
A differential mechanism 6 is continuously provided through a reduction gear train 5, and a front or rear drive wheel 8 is continuously provided to the differential mechanism 6 via a drive shaft 7.

In this case, as described above, the engine 1 and the motor A are connected to the sun gear 3a of the planetary gear unit 3 and the motor B is connected to the ring gear 3c to obtain an output from the carrier 3b. Since the output is shifted and torque amplified by the CVT 4 and transmitted to the driving wheels 8, the two motors A and B can be used for both power generation and driving force supply, and a relatively small output motor Can be used.

The sun gear 3a of the planetary gear unit 3 is
And the carrier 3b, it is possible to form a drive shaft directly connected to the engine from the engine 1 to the CVT 4 in which the two motors A and B are disposed between the two motors A and B.
The driving force can be transmitted to the VT 4 or the braking force from the driving wheel 8 can be used.

The torque transmission of the engine 1 and the motors A and B via the planetary gear unit 3 when the lock-up clutch 2 is engaged and disengaged and the flow of electricity due to power generation are described in Japanese Patent Application No. Flat 10-4080
Issue.

The above-mentioned drive system is controlled by a control system (hybrid control system) for controlling the running of a hybrid vehicle in which seven electronic control units (ECUs) are connected by a multiplex communication system. Is composed of a microcomputer and a functional circuit controlled by the microcomputer.

More specifically, a hybrid ECU (HEV_ECU) 20 for controlling the whole system is mainly used, and a motor A controller 21 for controlling the driving of the motor A, a motor B controller 22 for controlling the driving of the motor B, and the engine 1 are controlled. Engine ECU (E / G_ECU) 2
3, a transmission ECU (T / M_ECU) 24 for controlling the lock-up clutch 2 and the CVT 4, and a battery management unit (BAT_MU) 25 for managing the power of the battery 10 include a first multiplex communication bus 30.
And a brake ECU (BRK_ECU) 26 for performing brake control is connected to the HEV_ECU 20 via a second multiplex communication bus 31.

The HEV_ECU 20 has a function as a central control system for controlling the entire hybrid control system, and detects sensors and switches for detecting a driving operation state of the driver, for example, an amount of depression of an accelerator pedal (not shown). Accelerator position sensor (AP
S) 11, brake switch 12 which is turned on by depressing a brake pedal (not shown), and O when the operation position of select mechanism 13 of the transmission is in the P range or the N range.
An inhibitor switch 14 and the like, which are turned off when the vehicle is set in a travel range such as N range and D range, R range, are connected.

The HEV_ECU 20 calculates necessary vehicle drive torque based on signals from the sensors and switches and data transmitted from the ECUs to determine the torque distribution of the drive system, as shown in FIG. Then, a control command is transmitted to each ECU by multiplex communication.

The HEV_ECU 20 includes various meters for displaying the operating state of the vehicle, such as the vehicle speed, the engine speed, and the state of charge of the battery, and warning lamps as warning means for warning the driver when an abnormality occurs. The display 27 is connected. This display 27 has a T /
Also connected to the M_ECU 24, when an abnormality occurs in the HEV_ECU 20, an abnormality is displayed by the T / M_ECU 24.

On the other hand, the motor A controller 21 has an inverter for driving the motor A,
Sensors (not shown) for detecting the current and the rotation speed of the motor A are connected, and control the motor A by a servo ON / OFF command, a rotation speed command, and the like transmitted from the HEV_ECU 20 by multiplex communication. Further, the motor A controller 21 feeds back the torque, rotation speed, current value, and the like of the motor A to the HEV_ECU 20, and transmits data such as a torque limit request and a voltage value.

The motor B controller 22 includes an inverter for driving the motor B. Sensors (not shown) for detecting the current and the number of revolutions of the motor B are connected to the motor B controller 22 and transmitted from the HEV_ECU 20 by multiplex communication. The motor B is controlled by a servo ON / OFF (including normal rotation and reverse rotation) command and a torque command (power running, regeneration including torque 0 during ABS operation). Motor B
From the controller 22, the HEV_ECU 20
The torque, rotation speed, current value, and the like of the motor B are fed back and transmitted, and data such as a voltage value is transmitted.

The E / G_ECU 23 controls the engine 1 and is connected with sensors (not shown) for detecting the engine speed, the throttle opening, and the like. For example, the E / G_ECU 23 transmits positive and negative signals transmitted from the HEV_ECU 20 by multiplex communication. Torque command, fuel cut command, air conditioner ON /
Control commands such as an OFF permission command, actual torque feedback data, vehicle speed, shift select position (P, N range, etc.) by the inhibitor switch 14, accelerator full-open data and accelerator full-close data by the signal of the APS 11, and brake switch 12 ON. , OFF state, ABS operation state, etc., fuel injection amount from an injector (not shown), throttle opening degree by ETC (electric throttle valve), power correction learning of auxiliary equipment such as A / C (air conditioner),
Controls fuel cut, etc.

In the E / G_ECU 23, HEV_
The ECU 20 issues a control torque value of the engine 1, a fuel cut, a full-open increase correction to the fuel injection amount,
The HEV_ECU sends the ON / OFF state of the air conditioner, data on the throttle valve fully closed by an idle switch (not shown), and the like.
20 and send it back to the engine 1
Is transmitted.

The T / M_ECU 24 controls the engagement and disengagement of the lock-up clutch 2 and has a function of a shift control system for controlling the speed ratio of the CVT 4, and detects a primary pulley rotation speed, a secondary pulley rotation speed, and the like. (Not shown) to connect the HEV_EC
Control commands such as a lock-up request transmitted from the U20 by multiplex communication, CVT input torque, E / G rotation speed, accelerator opening, shift select position by inhibitor switch 14, ON / OFF state of brake switch 12, air conditioner Based on information such as switching permission, ABS operation state, and throttle switch fully closed data of the engine 1 by the idle switch, the engagement / release of the lock-up clutch 2 is controlled, and the line pressure required for torque transmission by the steel belt of the CVT 4. The target secondary oil pressure, which is the control target value of the above, is set, and the shift control is performed.

Further, the T / M_ECU 24 outputs the HEV
_ECU 20, the primary pulley rotation speed, vehicle speed,
E / G rotation for increasing the oil amount of the CVT 4 while feeding back and transmitting data such as the input limiting torque, the primary pulley rotation speed, the secondary pulley rotation speed, lock-up completion, and the shift state corresponding to the inhibitor switch 14. A request to increase the number, a low temperature start request, and the like are transmitted.

The BAT_MU 25 is a so-called power management unit, and performs various controls for managing the battery 10, that is, charge / discharge control of the battery 10, fan control, external charge control, and the like.
Data such as voltage and current limit values and data indicating that external charging is being performed are transmitted to the HEV_ECU 20 by multiplex communication. When performing external charging, the contactor 9 is switched to disconnect the battery 10 from the motor A controller 21 and the motor B controller 22.

The BRK_ECU 26 is a HEV_ECU 2
A necessary braking force is calculated based on information such as a regenerable amount and regenerative torque feedback transmitted by multiplex communication from 0, and a hydraulic pressure of a brake system is controlled.
A regenerative amount command (torque command), a vehicle speed, a hydraulic pressure, an ABS operation state, and the like are fed back to the HEV_ECU 20 and transmitted.

In the above-described hybrid control system, an abnormality is monitored by a fail-safe system centered on the HEV_ECU 20, and when an abnormality occurs in the drive system or the control system, the vehicle is safely stopped when traveling is impossible. If the vehicle can run, the output of the drive system is limited to ensure the minimum required traveling performance for the limp home.

The abnormality monitoring by the HEV_ECU 20 is mainly performed by centrally managing the diagnosis results by the self-diagnosis function of each ECU. The self-diagnosis function of each ECU includes diagnosis of disconnection and short-circuit occurrence by monitoring the output value of the sensor itself, check of consistency between control data and sensor output value, Diagnosis of disconnection or short circuit of the actuator system based on the applied voltage or output current value of the actuator.

In the HEV_ECU 20, when an abnormality is detected by self-diagnosis in each ECU and an abnormal notification is received by multiplex communication, or when periodic communication from a predetermined ECU is not executed, When the control command transmitted to the ECU and the control data fed back from each ECU do not match, etc., the ECU is determined to be abnormal, and the display of the abnormality is displayed on the display 27 to notify the driver of the failure and The occurrence of abnormality is notified to other ECUs by multiplex communication. And each ECU
When the driving force of any one of the engine 1 and the motors A and B is available, the minimum required traveling performance is secured to enable the limp home. The lock-up clutch 2 is turned off (disengaged), and the speed ratio of the CVT 4 is fixed to a predetermined value (neutral value) to safely stop the vehicle.

In this case, HEV_E which controls the system
If an error occurs in the CU 20 or the multiplex communication system itself, T
In the / M_ECU 24, data necessary for controlling the CVT 4 cannot be obtained, and it is difficult to perform shift control when the vehicle is safely moved using the driving force of the engine 1 and the motors A and B. Therefore, in the T / M_ECU 24, when an abnormality occurs in the multiplex communication system or the HEV_ECU 20,
The input torque required for the control of the CVT 4 is set using a data table held by itself, and the shift control of the CVT 4 is performed using the input torque.

Hereinafter, the HEV_ECU 20 and the T / M_E
FIG. 1 shows the processing related to the fail safe of the CU 24.
And the flowchart of FIG.

FIG. 1 is a routine showing the processing in the HEV_ECU 20. First, in step S10, the HEV_ECU 20
The self-diagnosis is performed on the ECU 20 itself and its peripheral systems, and it is checked in step S11 whether the self-diagnosis result is abnormal. If the self-diagnosis result is normal, an abnormality determination flag is set to 1 in step S12 to indicate that the HEV_ECU 20 is normal, and the process proceeds to step S14.
Proceeds to step S1 if the self-diagnosis result is abnormal.
In step 3, the abnormality determination flag is set to 0 to indicate that the HEV_ECU 20 is abnormal, and the process proceeds to step S14.

In step S14, it is checked whether there is a transmission request from another ECU. If there is no transmission request from another ECU, the routine exits from step S14. If there is a transmission request, in step S15, The data including the abnormality determination flag is transmitted to the corresponding ECU by multiplex communication, and the routine exits.

The data transmitted from the HEV_ECU 20 is received by the corresponding ECU which has issued the transmission request,
In U, it is determined whether or not the HEV_ECU 20 is normal with reference to the value of the abnormality determination flag included in the received data, and the control shifts to control according to the determination result.

In this case, in a situation where the HEV_ECU 20 is abnormal and the minimum driving force required for traveling can be ensured, the T / M_ECU 24 uses the data table held by itself without using the data from the HEV_ECU 20. Gear shift control is performed. Next, T / M_ in FIG.
A routine showing a process in the ECU 24 will be described.

In the routine of the T / M_ECU 24, first, in step S20, the HEV_ECU 2
In step S21, it is checked whether or not there is any abnormality in the multiplex communication system. Then, when there is no abnormality in the multiplex communication system, it is further checked whether or not the HEV_ECU 20 is normal by referring to the value of the abnormality determination flag included in the data from the HEV_ECU 20 received in step S22.

As a result, the abnormality determination flag is 1 and H
If the EV_ECU 20 is normal, step 23
To CV according to the data from HEV_ECU 20
The continuously variable transmission input torque data, which is the input shaft torque at T4, is obtained, and the process proceeds to step S25.

On the other hand, if an abnormality has occurred in the multiplex communication system in step S21, or if an abnormality has occurred in the HEV_ECU 20 in step 22 when the abnormality determination flag is 0, the continuously variable transmission input from the HEV_ECU 20 Since the torque data cannot be obtained, the process branches from step S21 or step S22 to step S24, in which the data table previously stored in the T / M_ECU 24 is referred based on the primary pulley rotation speed, and the input torque of the continuously variable transmission is calculated by interpolation calculation. The data is set and the process proceeds to step S25.

FIG. 3 shows an example of a table of the input torque data of the CVT 4, which takes into account the characteristic that the power output by the engine 1 and the motors A and B becomes relatively flat except in the extremely low rotation speed range, An appropriate input torque value is determined in advance by simulation, experiment, or the like using the parameter as a parameter, and stored in the memory of the T / M_ECU 24 as a table used when an abnormality occurs in the HEV_ECU 20.

In step S25, the hydraulic pressure supplied to the secondary pulley is set as the line pressure, and the target secondary hydraulic pressure, which is the control target value of the line pressure, is set based on parameters such as input torque, primary pulley rotational speed, and secondary pulley rotational speed. In step S26, the continuously variable transmission control such as the line pressure control and the speed ratio control is performed. That is,
Adjusting the discharge pressure of an oil pump (not shown) to control the line pressure to the target secondary oil pressure, and changing the groove width of the secondary pulley in inverse proportion to the groove width of the primary pulley, the belt tension required for torque transmission Is set, the line pressure is reduced, the primary pressure supplied to the primary pulley side is controlled, and the groove width of the primary pulley is varied to control the gear ratio.

That is, even if an abnormality occurs in the HEV_ECU 20 or the multiplex communication system and the input torque data of the CVT 4 cannot be obtained from the HEV_ECU 20,
The / M_ECU 24 can control the CVT 4 using a data table held in advance, and when the driving force of the engine 1 and the motors A and B can be used, necessary driving performance is secured to secure the vehicle. Can be moved.

FIGS. 6 and 7 relate to the second embodiment of the present invention. FIG. 6 is a flowchart showing processing in the HEV_ECU, and FIG. 7 is a flowchart showing processing in the T / M_ECU.

In the second embodiment, the HEV_ECU 20 performs a self-diagnosis to determine that an abnormality has occurred.
The T / M_ECU 24 immediately switches to the internal data table upon receipt of the abnormal notification from the control unit 20 to each ECU, and shifts to the abnormal-time shift control.

That is, as shown in FIG.
In the processing routine on the CU 20 side, if the result of the self-diagnosis in step S10 is abnormal, after setting the abnormality determination flag to 0 in step S13 via step S11,
In step S16, the abnormality notification is performed by transmitting the data of the abnormality determination flag to each ECU by multiplex communication. When the self-diagnosis result is normal, it is the same as in the first embodiment.

In the processing routine on the T / M_ECU 24 side, first, as shown in FIG.
It is checked whether or not an abnormal notification has been received from the EV_ECU 20, and if an abnormal notification has not been received from the HEV_ECU 20, and the HEV_ECU 20 is normal, the multiplex communication at the step S21 is performed via the data transmission request at the step S20. An error is checked, and if there is no abnormality in the multiplex communication system, the continuously variable transmission input torque data that is the input shaft torque of the CVT 4 is acquired from the data transmitted from the HEV_ECU 20 in step 23.

On the other hand, in step S19, HEV_E
When an abnormal notification from the CU 20 is received, or
If a multiplex communication error is detected in step S21, the process branches from step S19 or step S21 to step S24, where T is determined based on the primary pulley rotation speed.
/ M_ECU 24 refers to a data table held in advance and sets the input torque data of the continuously variable transmission by interpolation calculation.

Then, in step S25, HEV
After calculating the target secondary hydraulic pressure based on the input torque of the CVT 4 based on the transmission data from the _ECU 20 or the input torque set using its own data table, in step S26, the continuously variable transmission control such as the line pressure control or the gear ratio control is performed. I do.

In the second embodiment, when an abnormality occurs in the HEV_ECU 20, it is possible to quickly respond to the abnormality and to further enhance safety.

[0054]

As described above, according to the present invention, when an abnormality occurs in the central control system that controls a plurality of control systems of a hybrid vehicle or in a multiplex communication system that connects the control systems, the central control system is normally operated. The input torque to the power conversion mechanism obtained from the system is set based on the input shaft rotation speed of the power conversion mechanism using a data table previously held in the transmission control system, and the power conversion mechanism is set based on the set input torque. The shift control at the time of abnormality is performed, so that the shift control operation for safely moving the vehicle while securing the minimum running performance can be ensured.

In this case, according to the second aspect of the invention, the power conversion mechanism according to the first aspect is a belt-type continuously variable transmission, and the gear ratio is changed steplessly to perform the speed change and the torque amplification. The input / output torque and the number of revolutions can be controlled with a high degree of freedom, and it is possible to flexibly cope with an abnormality.

[Brief description of the drawings]

FIG. 1 relates to a first embodiment of the present invention and relates to HEV_E;
Flowchart showing processing in CU

FIG. 2 is a flowchart showing processing in a T / M_ECU;

FIG. 3 is an explanatory diagram of a continuously variable transmission input torque table;

FIG. 4 is an explanatory diagram showing a configuration of a drive control system according to the first embodiment;

FIG. 5 is an explanatory diagram showing a flow of a control signal centered on the HEV_ECU;

FIG. 6 relates to HEV_E according to the second embodiment of the present invention.
Flowchart showing processing in CU

FIG. 7 is a flowchart showing processing in the T / M_ECU;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine A, B ... Motor 4 ... CVT (Power conversion mechanism) 20 ... HEV_ECU (Central control system) 24 ... T / M_ECU (Shift control system)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 B60K 9/00 EF Term (Reference) 3D039 AA01 AA02 AA03 AA04 AB01 AB27 AC01 AC21 AC34 AD06 AD11 3D041 AA71 AA80 AB01 AC09 AC20 AD30 AE36 AF01 3G093 AA06 AA07 AA16 BA10 BA11 BA12 BA24 CB14 DB01 EB03 EC01 FA04 FA10 5H115 PG04 PI16 PI22 PI29 PO17 PU01 PU24 PU25 QE10 QI04 QN02 QN06 QN09 RB08 RE05 TO02 TE05 TE05 TE05 TO26 TZ02 TZ07 UB05 UB17

Claims (2)

[Claims] 1. A hybrid vehicle control device having a power conversion mechanism that receives a driving force from at least one of an engine and a motor and performs a speed change and a torque amplification according to a speed ratio switchable to a plurality of stages or an infinite stage. A central control system that controls a plurality of control systems having different control targets from each other, transmits control commands to each control system via a multiplex communication system, and receives control data fed back from each control system, Performing shift control of the power conversion mechanism based on the input torque of the power conversion mechanism transmitted from the central control system,
When an abnormality occurs in the central control system or the multiplex communication system, an input torque to the power conversion mechanism is set using a data table held in advance based on an input shaft rotation speed of the power conversion mechanism, A control system for a hybrid vehicle, comprising: a shift control system for performing a shift control when the power conversion mechanism is abnormal based on the set input torque. 2. The power conversion mechanism is a belt-type continuously variable transmission in which a drive belt is wound between a primary pulley supported on an input shaft and a secondary pulley supported on an output shaft. The control device for a hybrid vehicle according to claim 1, wherein: