JP2002152908A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for hybrid vehicle, capable of inhibiting protrusive sense vehicle, caused by a change in a ratio of a non-stage transmission without causing high fuel consumption at shift traveling from an acceleration driving conditions to a constant-speed driving conditions. SOLUTION: When the traveling of the vehicle 1 shifts from the acceleration driving conditions to the constant-speed driving conditions, the primary rotational speed of a primary shaft 3a at the time of shifting is estimated before the shift, the amount of regeneration of a motor 3 is set according to variation in the estimated primary rotational speed, the ratio of the non-stage transmission 4 is controlled to be small by a gear ratio controller 11. The motor 3 is activated by a regenerative control means 10, based on the preset regenerative amount, and inertial energy discharged from a rotating system integrally rotating together with a primary shaft 3a, such as an engine 2 and a pulley of the non- stage transmission 4, is absorbed in the motor 3.

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 drive system including an engine, a motor and a continuously variable transmission.

[0002]

2. Description of the Related Art In recent years, a motor is combined with an engine,
2. Description of the Related Art A hybrid vehicle capable of running by an engine output and / or a motor output has been put to practical use. In this type of vehicle, a CVT (Continuously Variable Transmission) is generally used as a transmission, and output torques of an engine and a motor and a CV are used.
Vehicle speed control is performed by integrated control of the T ratio (the ratio between the primary pulley and the secondary pulley).

For example, FIG. 7 shows a conventional control method of an engine, a motor, and a CVT when a vehicle shifts from acceleration running to steady running. Each figure in FIG.
This corresponds to the case where the vehicle speed is changed as shown in (g). First, when the accelerator pedal is depressed and enters the acceleration section A, the output torque of the engine is reduced as shown in FIG. 7 (c). Increased according to the amount of depression,
In the initial section of the acceleration section A, the torque of the motor is output as the auxiliary torque. Further, as shown in FIG. 7 (e), the CVT ratio is also gradually controlled to a large side (ie, a full low side), and the torque output from the engine and the motor is amplified. Then, when the depression of the accelerator pedal is loosened and the traveling state of the vehicle shifts from the acceleration section A to the steady-state traveling transition section B, the output torque of the engine is reduced as shown in FIG. As shown in FIG. 7 (e), the CVT ratio is also gradually controlled to the smaller side (that is, the overdrive side).

[0004] With the transition to the steady traveling transition section B, the CVT
The ratio is controlled to the small side in order to suppress the amplification of the engine torque by the CVT. However, when the rate of change of the CVT ratio is large, the rotating body (hereinafter, referred to as CVT pulley, engine, etc.) connected to the primary shaft of the CVT , CVT pulley, etc.) is forcibly reduced, and the inertia energy stored in the CVT pulley, etc. is released in a short time as the rotation decreases. The inertial energy released from the CVT pulley or the like acts on the drive wheels of the vehicle as an inertia torque as shown in FIG. 7B, causing a temporary increase in the vehicle acceleration as shown in FIG. It gives the driver a so-called protruding feeling.

[0005] Such a feeling of protrusion of the vehicle gives the driver an uncomfortable feeling and is not preferable. Therefore, in the conventional control method, in order to suppress the feeling of protrusion of the vehicle, as shown by a two-dot chain line in FIG.
After shifting to, changes in the CVT ratio were slowed down.
In this way, the CVT ratio changes slowly,
As shown by the two-dot chain line in FIG. 7B, the inertia torque acting when the vehicle shifts to the steady traveling transition zone B is reduced.
As shown by a two-dot chain line in (a), a sudden change in vehicle acceleration is prevented, and the sense of protrusion is suppressed.

[0006]

However, if the change of the CVT ratio is made slower as described above, FIG.
As shown by the two-dot chain line, the decrease in the engine speed is delayed as compared with the case where the CVT ratio is largely changed (indicated by the solid line), and the engine speed remains high even after the shift to the steady running transition section B. Will be maintained. For this reason, in the conventional control method, although the feeling of protrusion of the vehicle can be suppressed, as shown by the two-dot chain line in FIG. 7D, the fuel consumption is larger than when the CVT ratio is largely changed (shown by the solid line). The amount increases and fuel efficiency deteriorates.

Therefore, the inventors according to the present application, in the process of creating the present invention, determine the transition of the vehicle from the accelerated traveling state to the constant speed traveling state based on the amount of change in the primary rotational speed of the CVT, and determine the CVT ratio. A control method has been devised in which the motor is operated as a generator in accordance with the control to the small side, and the feeling of protrusion is suppressed by absorbing inertial energy by the motor. However, in the above-mentioned invention, since the absorption of the inertial energy by the motor is started after detecting the actual amount of change in the primary rotation speed, the detection of the primary rotation speed, the calculation of the absorption amount to be absorbed by the motor, the absorption command to the motor, When a delay time of the control system occurs in a series of control flows of starting absorption by the motor, absorption by the motor may not be enough to release inertial energy.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and is caused by a change in the ratio of a continuously variable transmission without deteriorating fuel consumption when shifting from an accelerated traveling state to a constant speed traveling state. It is an object of the present invention to provide a control device for a hybrid vehicle, which can surely suppress a feeling of protrusion of the vehicle.

[0009]

In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention comprises an engine, a motor operable as a generator, a rotating shaft driven by the engine and the motor. And a continuously variable transmission having a primary shaft as a primary shaft.When the vehicle transitions from the accelerated traveling state to the constant speed traveling state, the primary rotational speed prediction means performs the above transition. In advance, the primary rotation speed of the primary shaft at the time of the transition is predicted, and further, the regeneration amount of the motor is calculated by the regeneration amount setting means in accordance with the change amount of the primary rotation speed predicted by the primary rotation speed prediction means. During the transition, the ratio of the continuously variable transmission is controlled to a small side by the speed ratio control means, The motor is operated by the control means based on the regenerative amount set by the regenerative amount setting means, and the primary shaft, such as a pulley of the engine and the continuously variable transmission, is integrally rotated with the control of the ratio to a small side. The motor is adapted to absorb the inertial energy emitted from the rotating system.

[0010] Preferably, a predicted value of the primary rotational speed is obtained by performing a first-order lag filter process on the control target value of the primary rotational speed. With such a method, the primary rotation speed can be predicted easily and at low cost.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. Here, FIGS. 1 to 6 show a control device for a hybrid vehicle according to an embodiment of the present invention. Here, a case where the present invention is applied to a control device of a parallel type hybrid vehicle will be described.

As shown in the overall configuration diagram of FIG. 1, the drive system of the hybrid vehicle 1 according to the present embodiment is configured by combining an engine 2, a motor 3, and a CVT (continuously variable transmission) 4. Here, the engine 2 is configured as a general internal combustion engine, and the motor 3 is configured as a motor / generator that can operate as a motor when supplied with electric power and can operate as a generator when receiving rotational driving force. The CVT 4 is configured as a belt type CVT in which a primary pulley (not shown) and a secondary pulley are connected by an endless belt, and the ratio is adjusted by adjusting the effective diameter of the primary pulley by hydraulic pressure.

Since the hybrid vehicle 1 is configured as a parallel type hybrid vehicle as described above, the output shaft 2a of the engine 2 is connected to the output shaft 3a of the motor 3 via the first clutch 5, and this output shaft 3a is CVT4
(Hereinafter, the primary axis 3a)
Notation). Thereby, one or both of the rotation of the engine 2 and the rotation of the motor 3 can be selectively input to the CVT 4 via the output shaft 3a. CVT4
Is connected to the left and right drive wheels 8 via a second clutch 6 and a differential gear 7, and the rotation input to the CVT 4 from the engine 2 and / or the motor 3 is appropriately reduced according to the ratio of the CVT 4. After that, the power is transmitted to the left and right drive wheels 8 via the second clutch 6 and the differential gear 7.

On the other hand, in the passenger compartment, an input / output device (not shown), storage devices (ROM, RAM, etc.) for storing control programs and control maps, and a central processing unit (CPU) are provided.
And an SMU (system management unit) 10 having a timer counter and the like. SMU10
Is a device that comprehensively controls the entire system such as a power unit including the engine 2 and the motor 3 based on information from various sensors described below. The input side of the SMU10, primary rotation speed sensor 12 for detecting at least the rotational speed of the primary pulley (corresponding to the rotational speed of the engine 2) N _P, accelerator opening sensor 13 for detecting an opening theta _A of the accelerator pedal, secondary various sensors such as the secondary rotational speed sensor 14 for detecting the N _S [corresponding to the running speed of the vehicle (vehicle speed)] rotational speed of the pulley is connected.

The SMU 10 controls the throttle opening, the fuel injection amount, and the like based on the detection information from these various sensors and the control map stored in advance to control the output torque of the engine 2 and the power supply value. Control the motor 3
When the operating state of the motor 3 is switched to the generator according to the driving state of the vehicle, the output torque of the generator is controlled to control the power generation amount. Has become.

A CVT-ECU 11 provided with an input / output device, a storage device, a central processing unit, a timer counter, and the like is also provided in the cabin similarly to the SMU 10. CVT
The ECU 11 is a device for performing ratio control of the CVT 4, and various sensors such as a primary rotational speed sensor 12, an accelerator opening sensor 13, and a secondary rotational speed sensor 14 are connected to an input side thereof similarly to the SMU 10.

In the CVT-ECU 11, the accelerator opening θ
Obtains the required shaft torque from a map (not shown) with the _A and the vehicle speed V _S, further adapted to set the target primary rotation speed N _POCVT corresponding to the required shaft torque from another map, not shown. This target primary rotational speed N
_POCVT is for CVT control, and the engine 2,
Target primary rotational speed N for controlling motor 3 and the like
_{The PO} is set separately in the SMU 10. The reason why each of the CVT-ECU 11 and the SMU 10 separately sets the target primary rotational speed is to allow a margin in the calculation speed and to make the setting according to the control target, and is set by the CVT-ECU 11. The target primary rotational speed N _POCVT is different from the target primary rotational speed N _PO set by the SMU 10 in order to avoid a sudden change in the CVT ratio, and is slowed down by filter processing. Note that the target primary rotational speed N _POCVT
Is the target primary rotational speed N _PO set by the SMU 10.
May be obtained by performing a filtering process in the CVT-ECU 11.

Further, the CVT-ECU 11 sets a shift duty of the CVT based on a deviation between the detected actual primary rotation speed N _P and a set target primary rotation speed N _POCVT. The control valve is driven to adjust the pulley diameter of the primary pulley. Note that the shift duty is set to a neutral value (around 50%) when shifting is stopped, is corrected to a large side when the CVT ratio is controlled to a large side (full low side), and the CVT ratio is set to a small side (overdrive side). Is controlled to be corrected to the small side.

Next, the main parts of the present invention will be described.
The present control device is configured to be able to quickly control the CVT ratio to a small side while suppressing the feeling of thrust of the vehicle when shifting from the acceleration traveling state to the constant speed traveling state. In particular, the present control device can reliably suppress the sense of thrust by predicting a change in the primary rotational speed that causes the release of inertial energy in advance.

For this reason, the present control device is provided with a speed ratio control means for controlling the CVT ratio to a small side when shifting from the acceleration running state to the constant speed running state, and setting the primary rotational speed at the time of the shift to a value preceding the shift. Primary rotation speed prediction means for predicting the primary rotation speed, regenerative amount setting means for setting the regenerative amount of the motor 3 in accordance with the predicted change amount of the primary rotational speed, and operating the motor 3 based on the set regenerative amount to accelerate The motor 3 is provided with regenerative control means for absorbing inertial energy emitted from a rotating body integrally rotating with the primary shaft 3a, such as the engine 2 and the pulley, along with the transition from the running state to the constant speed running state. Here, CVT-ECU1
1 functions as speed ratio control means, and the SMU 10 functions as primary rotational speed prediction means, regeneration amount setting means, and regeneration control means.

First, the flow of the gear ratio control by the CVT-ECU 11 will be briefly described. When the driver loosens the depression amount of the accelerator pedal in an acceleration state of the vehicle, required shaft torque obtained from a map (not shown) with the decrease of the accelerator opening theta _A is reduced, set from another map (not shown) based on a request axle torque The target primary rotational speed N _POCVT is also reduced. Thus negative deviation (deviation = N _POCVT -N _P) is generated between the actual primary revolution speed N _P and the target primary rotation speed N _POCVT, shift duty according to the deviation is corrected from the neutral value to the smaller side You. In this manner, the CVT-ECU 11 corrects the shift duty to a small side, so that the CVT ratio is controlled to a small side in accordance with the shift duty correction amount.

On the other hand, the flow of the regenerative control by the SMU 10 will be described with reference to FIGS. First, the block diagram of FIG. 2 shows functions of the SMU 10 related to regenerative control. That is, as shown in FIG. 2, the SMU 10 includes a virtual primary rotational speed setting unit 20 and a motor torque setting unit 30 as its functional elements. Further, the virtual primary rotation speed setting unit 20 includes a first LPF (low-pass filter) 21, an on / off switch 22, a second LPF 23,
The motor torque setting unit 30 includes an absorption torque calculator 31, a gradient limiter 32, an adder 33, and a maximum torque limiter 34. The third LPF 24 includes a retainer 25 and a changeover switch 26.

The flowchart of FIG. 3 and the time chart of FIG.
As shown in FIG.
Accelerator opening θ using map_AAnd vehicle speed V_SFrom request axis
Calculate the torque and use another map to calculate the required shaft torque.
Primary rotational speed N according to_POSet (Step
Step S10). This target primary rotational speed N_POIs en
It is also used as a control target value for the gin 2, motor 3, etc.
Primary rotation speed N _PAbout 200 ~
It changes 300 ms ahead. Conversely, the target ply
Mali rotation speed N_POThe actual primary rotation speed N_PIs
There is a tracking delay of about 200-300 ms.

The signal of the set target primary rotational speed N _PO is filtered (noise processed) by the first LPF 21 in the virtual primary rotational speed setting section 20 (step S20). The first LPF 21 is a first-order lag filter, and the filter gain is set to, for example, 0.7. By the filter processing by the first LPF 21, noise is removed from the target primary rotation speed N _PO signal, and a target primary rotation speed N _PO1 for deceleration determination is obtained as shown in FIG.

Next, the virtual primary rotational speed setting unit 20
Calculates the variation ΔN _PO1 of the target primary rotational speed N _PO1 per predetermined time (sampling time) obtained by the filter processing, and the variation ΔN _PO1 is a predetermined value (negative value).
It is determined whether it is smaller than (Step S30). When the variation ΔN _PO1 is smaller than the predetermined value, it is determined that the vehicle 1 is decelerating, and the on / off switch 22 is turned on. On the other hand, when the variation ΔN _PO1 is equal to or more than the predetermined value, the _switch is turned off.

When the on / off switch 22 is turned on in step S30 (time t ₁ in FIG. 4D),
The signal of the target primary rotational speed N _PO1 is further changed to the second L
The filter processing is performed by the PF 23 (step S4).
0). This second LPF 23 is also a first-order lag filter,
The filter gain is larger than the first LPF 21 and is set to, for example, 0.7305. The target primary rotational speed N _PO1 signal is further dulled by the filter processing by the second LPF 23, and a signal for virtual primary rotational speed setting (target primary rotational speed N _PO2 ) shown in FIG. 4D is obtained.

The filter gains of the above-mentioned LPFs 21 and 23 are such that the target primary rotational speed N _PO2 obtained here is C
Target primary rotational speed N obtained by VT-ECU 11
It is set to correspond to _POCVT . Therefore,
Based on the obtained target primary rotation speed N _PO2 and actual primary rotation speed N _P , the shift duty correction amount used for controlling the CVT ratio can be obtained in the same manner as the CVT-ECU 11. The SMU 10 calculates the shift duty correction amount separately from the CVT-ECU 11 as shown in FIG. 4C (step S50), and determines the obtained shift duty correction amount as a predetermined value (negative value, for example, −3). %) Is determined (step S60). And
When the shift duty correction amount is equal to or greater than a predetermined value, the SMU
10 switches the changeover switch 26 to the retainer 25 side, and switches the changeover switch 26 to the third LPF 24 side when the shift duty correction amount is smaller than a predetermined value.

When the changeover switch 26 is switched to the retainer 25 side, the target primary rotational speed N _PO2
The signal is input from the second LPF 23 to the holder 25. The target primary rotational speed N _PO2 signal input to the retainer 25 is held at the initial value, and this constant value is output to the motor torque setting unit 30 described later as the virtual primary rotational speed N _PI [FIG. ) Section tt ₁ ] (step S70).

On the other hand, the changeover switch 26 is connected to the third LPF 24
[Time t ₂ in FIG. 4D], the target primary rotational speed N _PO2 signal is switched to the second LPF.
23 to the third LPF 24. Third LPF 24
Is a first-order lag filter, and its filter gain is set to a large value close to 1 (for example, 0.97). For this reason, the target primary rotational speed N _PO2 signal input to the third LPF 24 is greatly reduced by the filter processing by the third LPF 24. Then, while being tailed from the hold value toward the low rotation side as shown in FIG. 4D, the virtual primary rotation speed _NPI is output to a motor torque setting unit 30 described later [FIG. Section tt ₂ ] (step S80).

The virtual primary rotational speed N _PI signal obtained as described above is preceding (about 70 to 100 msec) relative to the actual primary rotational speed N _P as shown in FIG.
c) and change. The leading time of the virtual primary rotation speed N _PI with respect to the actual primary rotation speed N _P is shown in FIG.
The delay time of the control system from the detection of the change amount ΔN _P of the actual primary rotation speed N _P indicated by the two-dot chain line in (b) to the start of absorption by the motor 3 is substantially equal to or longer than the delay time. Therefore, by operating the motor 3 as a generator based on the virtual primary rotation speed N _PI instead of the actual primary rotation speed N _P , the inertial energy can be reliably absorbed even when a delay time occurs in a series of control flows. It becomes possible to do.

[0031] Therefore, SMU10, in absorption torque calculator 31 of the motor torque setting unit 30 calculates the absorption torque for the inertia compensation based on the virtual primary rotation speed N _PI (negative value) (step S90). Specifically, first, calculates the amount of change .DELTA.N _PI per predetermined time (sampling time) of the virtual primary rotation speed N _PI as indicated by a solid line in FIG. 4 (b), the resulting variation .DELTA.N _PI And the absorption torque is calculated by the following equation. In the following equation, the inertia coefficient is an inertia coefficient corresponding to the entire rotating body such as the engine 2 and the primary pulley that rotates integrally with the primary shaft 3a of the CVT 4.

Absorption torque = Inertia coefficient × ΔN _PI / Sampling time

By the above processing, an absorption torque signal as shown by a solid line in FIG. 4A is obtained. The absorption torque signal is then applied to a gradient limiter 32 to limit the gradient. The increase rate of the absorption torque (the increase rate of the absolute value) is restricted by the power generation performance of the motor 3, and the absorption torque cannot be increased beyond the power generation performance of the motor 3. Then, when the change rate (gradient) of the absorption torque calculated by the absorption torque calculator 31 exceeds the power generation performance of the motor 3,
The gradient of the absorption torque is limited to an upper limit value according to the power generation performance of the motor 3 by the gradient limiter 32.

The absorption torque processed by the gradient limiter 32 is input to the adder 33. In addition to the absorption torque, a normal motor torque required according to the driving state of the vehicle 1 is also input to the adder 33. That is, SMU
In addition to the absorption torque obtained by the above-described processing, a positive motor torque is set and a torque is applied to the motor when a driving force is required for the vehicle 1 or when running is not efficient with the engine 2. When a braking force is required during deceleration or on a downhill, or when power generation is required due to a decrease in SOC (remaining battery capacity), a negative motor torque is set and the motor 3 is used as a generator. The motor 3 is operated to absorb the torque. Adder 33
In the above, the above absorption torque is added to the motor torque set by the normal processing, and the resultant is output as a total motor required torque.

The required motor torque obtained by the adder 33 is further processed by a maximum torque limiter 34. That is, the torque that can be absorbed by the motor 3 is limited by the power generation performance of the motor 3, and the torque cannot be absorbed beyond the power generation performance of the motor 3. Therefore, adder 3
If the required motor torque obtained in Step 3 exceeds the power generation performance of the motor 3, the maximum torque limiter 34 limits the required motor torque to a torque value corresponding to the power generation performance of the motor 3. The SMU 10 controls the motor 3 based on the motor required torque finally obtained in this manner (indicated by a two-dot chain line in FIG. 4A) (the above-described step S1).
00).

According to the control described above, according to the present control device, the following actions and effects can be obtained when the vehicle shifts from the accelerated traveling state to the low-speed traveling state. Hereinafter, the operation and effects of the present control device will be described with reference to FIGS. In FIG. 5, a two-dot chain line indicates a control result by the present control device, and a solid line indicates a control result by the conventional control device.

As shown in FIG. 5 (f), when the accelerator pedal is depressed and the vehicle enters an accelerated running state, FIG. 5 (b)
As shown in (2), the output torque of the engine 2 is increased in accordance with the depression amount of the accelerator pedal, and at the same time, the torque of the motor 3 is also output as auxiliary torque. Further, as shown in FIG. 5C, the ratio of the CVT 4 is also gradually controlled to a larger side (ie, a full low side), and the torque output from the engine 2 and the motor 3 is amplified.

Then, when the depression of the accelerator pedal is released and the shift to the steady running state is started, FIG.
As shown in FIG. 5 (b), the output torque of the engine is reduced, and the CVT-ECU 11 corrects the shift duty to a smaller value, so that the CVT ratio also shifts as shown in FIG. 5 (c). It is controlled to the smaller side in accordance with the duty correction amount. By controlling the CVT ratio to the small side in this manner, conventionally, the wheel torque instantaneously increases as shown by the solid line in FIG. 5A, giving the driver a feeling of protrusion.

However, in the present control device, as described above, the absorption torque of the motor 3 is set based on the change in the virtual primary rotation speed N _PI which is substantially similar to the actual primary rotation speed N _P and changes earlier. As shown in FIG. 5B, the motor 3 is operated as a generator in accordance with the change of the CVT ratio to a small side. Therefore, when the CVT ratio sharply decreases, the inertia energy is released from the rotating body connected to the primary shaft 3a such as the engine 2 and the pulley. It can be absorbed and converted into regenerative energy. In FIG. 5B, a region surrounded by a time change of the conventional motor torque (solid line) and a time change of the motor torque applied to the control device (two-dot chain line) is
Amount of regenerative energy obtained by motor 3 (power generation)
Is equivalent to

As described above, the inertia energy released from the engine 2 and the like is absorbed by the motor 3 as a generator, and according to the present control device, as shown by a two-dot chain line in FIG. It is possible to suppress an instantaneous increase in wheel torque, that is, the generation of the protrusion torque, and it is possible to suppress the driver's feeling of protrusion of the vehicle to the driver.
In particular, in the present control device, a change in the actual primary rotation speed N _P is calculated by calculating a virtual primary rotation speed N _PI substantially similar to the actual primary rotation speed N _P from the target primary rotation speed N _PO which is a control target value. , The motor 3 is operated in advance, so that even if a delay time occurs in the control system in a series of control flows, the inertia energy can be reliably absorbed.

FIG. 6 shows the relationship between the projecting torque (corresponding to the feeling of projecting) and the decreasing gradient (shift speed) of the actual primary rotational speed N _P , according to the conventional control without motor 3 inertia compensation and the motor 3 inertia compensation. As shown in FIG. 6, according to the present control device, it is possible to significantly reduce the protruding torque as compared with the related art, and also to limit the shift speed in which the protruding torque is not generated. It can be seen that the speed can be set much higher than before. That is, according to the present control device, the transition from the accelerated traveling state to the constant speed traveling state can be performed more quickly than before, without causing a feeling of protrusion.

Further, according to the present control device, the CVT ratio can be greatly changed by suppressing the feeling of protrusion, so that the engine speed (primary speed) is reduced to reduce fuel consumption. In particular, when the SOC is low, the fuel efficiency can be further improved by obtaining the regenerative energy by the motor 3.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be implemented with various modifications without departing from the spirit of the present invention. . For example, in the above-described embodiment, two control units (SMU1)
0, the CVT-ECU 11) is used to control the engine 2, the motor 3, the CVT 4, and the like. However, if there is a margin in the processing capacity, it is of course possible to perform all the controls with one controller. is there. In addition, the ratio is not limited to the transition from the accelerated traveling state to the constant speed traveling state, but the ratio changes from large to small, such as transition from the accelerated traveling state to the decelerated traveling state, transition from the steady traveling state to the decelerated traveling state, and the like. It can be widely applied to

In the above-described embodiment, when calculating the virtual primary rotation speed N _PI from the target primary rotation speed N _PO2 , the virtual primary rotation speed N _PI is held using the first-order lag filter (the third LPF 24) after being held by the holder 25. Although by tailing the N _PI, memory stores the shape of the target primary rotation speed N _PO2 to, and outputs the stored shape after holding reproduce the shape of the target primary rotation speed N _PO2 (shape tailing) You may do so. However, in this case, since a plurality of memories are required, it is advantageous in terms of cost to use a first-order lag filter as in the present embodiment.

Further, the present invention is not limited to a control device for a parallel type hybrid vehicle, but can be applied to a control device for a series type hybrid vehicle. Further, the present invention is not limited to a hybrid vehicle having a belt-type CVT, but may be a toroidal CVT.
For example, the present invention can be widely applied to a control device for a hybrid vehicle equipped with another type of CVT.

[0046]

As described above in detail, according to the control apparatus for a hybrid vehicle of the present invention, the primary rotational speed at the time of the transition of the vehicle from the accelerated traveling state to the constant speed traveling state is predicted prior to the transition. Then, by setting the regenerative amount of the motor in accordance with the predicted amount of change in the primary rotational speed, and operating the motor based on the set regenerative amount, even if a delay time occurs in the control system, the stepless speed change can be performed. When the ratio change speed is increased because the motor can reliably absorb the inertial energy emitted from the rotating system that rotates integrally with the primary shaft of the continuously variable transmission due to the control of the machine ratio to the smaller side. However, it is possible to suppress the feeling of protrusion of the vehicle due to the change in the ratio, and it is not necessary to slow down the change in the ratio, and it is possible to prevent deterioration in fuel efficiency.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating a configuration of a main part of a control device according to an embodiment of the present invention.

FIG. 3 is a flowchart showing a flow of regenerative control of a control device according to an embodiment of the present invention.

4A and 4B are time charts showing a flow of regenerative control of a control device according to an embodiment of the present invention, wherein FIG. 4A is a diagram showing setting of output torques of an engine and a motor, and FIG. FIG. 6C is a diagram showing the relationship between the change amount of the virtual primary rotation speed and the change amount of the virtual primary rotation speed, FIG. 7C is a diagram showing the setting of the shift duty, and FIG. FIG.

5A and 5B are diagrams for explaining the operation and effect of the control device according to the embodiment of the present invention, and FIG. 5A is a diagram illustrating a time of a wheel torque when a vehicle shifts from an acceleration running state to a constant speed running state. (B) is a diagram showing a change over time of the output torque of the engine and the motor, (c) is a diagram showing a change over time of the CVT ratio, (d) is a diagram showing a change over time of the engine rotation speed, e) is a diagram showing the time change of the vehicle speed,
(F) is a diagram showing the change over time of the accelerator opening, in which the solid line shows the conventional control state, and the two-dot chain line shows the control state according to the present invention.

FIG. 6 is a diagram for explaining the operation and effect of the control device according to one embodiment of the present invention, and shows the relationship between the projecting torque with respect to the decreasing gradient of the actual primary rotational speed between the conventional control and the control according to the present invention. It is a figure shown in comparison.

7A and 7B are diagrams for explaining a control method when shifting from an accelerated running state to a constant speed running state in a conventional hybrid vehicle, and FIG. 7A illustrates a state where the vehicle shifts from an accelerated running state to a constant speed running state. Diagram showing the time change of vehicle acceleration at the time,
(B) is a diagram showing a temporal change of the inertia torque, (c) is a diagram showing a temporal change of the output torque of the engine and the motor,
(D) is a diagram showing a time change of the integrated value of the fuel consumption,
(E) is a diagram showing the time change of the CVT ratio, (f) is a diagram showing the time change of the engine rotation speed, and (g) is a diagram showing the time change of the vehicle speed.

[Explanation of symbols]

 Reference Signs List 1 hybrid vehicle 2 engine 3 motor 3a motor output shaft [CVT primary shaft] 4 CVT (continuously variable transmission) 8 drive wheel 10 SMU (regeneration control means) 11 CVT-ECU (speed ratio control means) 12 accelerator opening sensor 13 Primary rotation speed sensor 20 Virtual primary rotation speed setting unit 30 Motor torque setting unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 7/10 ZHV B60L 15/20 ZHVK 15/20 ZHV F16H 9/00 A F16H 9/00 61/02 61 / 02 59:42 // F16H 59:42 63:06 63:06 B60K 9/00 E (72) Inventor Nobuaki Murakami No. 33-8, Shiba 5-chome, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Invention Person Kenji Goto 5-33-8 Shiba 5-chome, Minato-ku, Tokyo F-term in Mitsubishi Motors Corporation (reference) 3D041 AA26 AA33 AA51 AB01 AC19 AD01 AD02 AD51 AE02 AE36 3J552 MA06 MA13 NA01 NB08 NB09 PA02 PA59 RB15 SB09 TA10 UA07 VA32W 5H PA01 PA12 PG04 PU25 PU26 QE08 QE09 QE10 QI04 QN02 QN03 QN23 QN24 QN28 SE03 SE05 SE08 TB01 TE02 TE03

Claims (1)

[Claims] 1. A hybrid vehicle control apparatus comprising: an engine, a motor operable as a generator, and a continuously variable transmission having a primary shaft of a rotary shaft driven by the engine and the motor. Speed ratio control means for controlling the ratio of the continuously variable transmission to a small side when shifting from the accelerated running state to the constant speed running state; and setting of the primary shaft during shifting from the accelerated running state to the constant speed running state of the vehicle. Primary rotational speed predicting means for predicting the primary rotational speed prior to the transition; and regenerative amount setting means for setting a regenerative amount of the motor in accordance with a change in the primary rotational speed predicted by the primary rotational speed predicting means. Operating the motor based on the regenerative amount set by the regenerative amount setting means, and controlling the ratio to a smaller side by the speed ratio control means. The inertial energy emitted from the rotation system that rotates integrally with the primary shaft, characterized in that a regeneration control means for absorbing the said motor, the control apparatus for a hybrid vehicle.