JP2002271912A - Output controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve drivability of an output controller for hybrid vehicle by restraining a feeling of idle running caused by failed acceleration at an early stage of acceleration. SOLUTION: During K/D acceleration of the hybrid vehicle, secondary delay filtering (tailing) of a target primary rotational speed Np4 is conducted in a period A at the early stage of acceleration, and the secondary delay filtering (tailing) of the target primary rotational speed Np4 is conducted in a period B following the period A. A virtual primary rotational speed Npa is thereby computed, and an assist torque of an electric motor 14 is determined based on the variation ΔNpa of the virtual primary rotational speed Npa.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an output control device for a hybrid vehicle having an engine, a motor, and a continuously variable transmission.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles using an engine and a motor as drive sources, which suppress generation of exhaust gas due to global environmental problems, have been put to practical use. In such a hybrid vehicle, the drive wheels can be driven only by driving the motor in accordance with the driving state, or the drive wheels can be driven by driving both the motor and the engine.
Recently, CVT (Continuou)
A combination with a continuously variable transmission such as sly variable transmission has been proposed.

In the CVT, a belt is wound between a primary pulley connected to an input shaft and a secondary pulley connected to an output shaft, and hydraulic pressure is supplied to and discharged from a cylinder of each pulley, so that the primary pulley and the secondary pulley are rotated. The speed is changed by relatively changing the width of each groove of the pulley. In the hybrid vehicle having such a CVT, the controller sets a required output required by the vehicle based on the accelerator opening operated by the driver and the speed of the vehicle (vehicle speed). CVT to be demonstrated
Is set. Then, the controller controls the hydraulic pressure so as to achieve the set speed ratio, thereby relatively changing the groove widths of the primary pulley and the secondary pulley, and causing the vehicle to travel as required by the driver.

[0004]

By the way, in such a conventional hybrid vehicle output control apparatus, the CVT
Then, as described above, a pair of variable V on the input side and the output side
An endless steel belt is hung between the primary pulley and secondary pulley of the shape, the rotational force is transmitted by the frictional force between each pulley and the steel belt, and the groove width of each pulley is changed by supplying and discharging hydraulic pressure. The gear ratio is steplessly adjusted by changing the pulley ratio. Therefore, for example, when the driver depresses the accelerator pedal for acceleration, the speed ratio of the CVT is set to a large value due to an increase in the required acceleration torque of the vehicle, and the primary rotational speed increases. Because the energy absorbed by the inertial force of the vehicle is large, the vehicle acceleration is small in spite of the increase in the primary rotation speed (engine rotation speed), and the driver feels a feeling of idle running and drivability deteriorates.

FIG. 6 is a time chart showing changes in the operating state of the conventional hybrid vehicle output control device. FIG.
In general, as shown in the time chart, in response to a driver acceleration request, the controller sets a section A in which the speed ratio is rapidly increased to amplify the engine torque and a section A in which the speed ratio is slowly increased while suppressing the slipping feeling. B and is controlled separately. That is, when the driver depresses the accelerator pedal strongly while the hybrid vehicle is running, the accelerator opening increases and enters the section A, the required torque increases, and the CVT increases.
The ratio is suddenly set to a large value, the engine speed is increased and the engine torque is amplified, and the vehicle is accelerated at a predetermined acceleration and the vehicle speed is increased. However, in actuality, as described above, a part of the engine torque is absorbed by the inertial force of each pulley immediately after the accelerator pedal is depressed, so that even if the engine speed (engine torque) increases, the vehicle acceleration increases. The driver is unable to feel the acceleration and feels the feeling of idling.

[0006] When the driver depresses the accelerator pedal for a predetermined time, the vehicle enters section B, and the CVT ratio is set to gradually increase with respect to the required torque.
As the engine speed gradually increases, the engine torque is amplified, and the vehicle accelerates at a predetermined acceleration and the vehicle speed increases. When shifting from section A to section B,
Since the rotational speed of each pulley has increased to some extent, the engine torque absorbed by the inertial force of the pulley decreases. Here, a large vehicle acceleration occurs and the driver feels a great sense of acceleration. As a result, the driver feels a sense of acceleration both when depressing the accelerator pedal to enter section A and when shifting from section A to section B,
There is a problem that drivability deteriorates due to the two-stage acceleration.

Further, if the engine speed before acceleration is reduced to, for example, 1350 rpm in order to improve the fuel efficiency during acceleration, the feeling of acceleration in section B is equivalent to that without decreasing the engine speed. Therefore, it is necessary to increase the CVT ratio in the section A, and in this case, the energy absorbed by the inertial force of each pulley or the like increases, and the driver feels a greater deceleration feeling at the beginning of acceleration.

Japanese Patent Application Laid-Open No. 2000-97063 describes a device for assisting an engine by driving a motor with an assist amount corresponding to a driving state at the time of acceleration of the vehicle as a "control device for a hybrid vehicle". However, in this device, the assist amount is fixed in accordance with the driving state of the vehicle, and the assist amount is corrected in accordance with the temperature of the catalyst. Instead, the driver feels a feeling of idling at the beginning of acceleration of the vehicle, as in the above-described device.

An object of the present invention is to solve such a problem, and to provide an output control device for a hybrid vehicle which improves drivability by suppressing a feeling of idling due to poor acceleration at an initial stage of acceleration. Aim.

[0010]

According to a first aspect of the present invention, there is provided an output control apparatus for a hybrid vehicle, comprising: a power unit including an engine and a motor; and a rotary shaft driven by the power unit serving as a primary shaft. In a hybrid vehicle having a continuously variable transmission having the same, when the driver requests acceleration, the rotational speed of the primary shaft when the speed ratio of the continuously variable transmission is increased is predicted, and the motor speed is determined based on the amount of change in the rotational speed. Assist torque is controlled.

Therefore, by predicting the rotational speed of the primary shaft and controlling the assist torque in accordance therewith, it is possible to feel a sense of acceleration according to the driver's acceleration request. Suppression improves drivability.

According to a second aspect of the present invention, there is provided a hybrid vehicle having a power unit including an engine and a motor, and a continuously variable transmission having a rotary shaft driven by the power unit as a primary shaft. A motor control means for assisting the engine by driving the motor when the driver requests acceleration, the motor control means changing the speed ratio of the continuously variable transmission at a large change rate when the driver requests acceleration. And a second change period that continues in the first change period when the acceleration is requested and changes the speed ratio of the continuously variable transmission at a change rate smaller than the change rate in the first change period. Is larger than the motor assist torque during the second change period. It is controlled to so that.

Accordingly, a sufficient assist torque is applied during the first change period, which is the initial stage of acceleration in response to the driver's acceleration request, and a sense of acceleration can be felt during the first change period. Drivability is improved by suppressing the feeling of idle running due to poor acceleration.

Further, in the output control device for a hybrid vehicle according to the third aspect of the invention, the motor control means controls the assist torque of the motor based on the amount of change in the rotation speed of the primary shaft. Therefore, fine motor control can be performed according to the degree of acceleration of the vehicle, and the feeling of idling can be further suppressed.

Further, in the output control device for a hybrid vehicle according to the present invention, the motor control means changes the virtual rotation speed after a lapse of a predetermined period in consideration of a response delay time of the motor based on a change amount of the rotation speed of the primary shaft. The amount is calculated, and the assist torque of the motor is controlled based on the virtual rotation speed change amount. Therefore, the motor is controlled based on the assist torque in consideration of the response delay of the motor, so that fine motor control according to the degree of acceleration of the vehicle can be performed, and the feeling of idling can be further suppressed.

[0016]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a schematic configuration showing an output control device of a hybrid vehicle according to an embodiment of the present invention, FIG. 2 is a control block of the output control device of the hybrid vehicle, and FIG. FIG. 4 is a flowchart, and FIG. 4 is a time chart showing the relationship between the actual primary rotation speed and the virtual primary rotation speed, and FIG. 5 is a time chart showing changes in the operation state of the output control device of the hybrid vehicle.

In the output control device for a hybrid vehicle according to the present embodiment, as shown in FIG. 1, a crankshaft 12 of an engine 11 can be connected to and disconnected from an output shaft 15 of an electric motor 14 via a transmission clutch 13. The transmission clutch 13 can be driven by an actuator 16 operated by a hydraulic drive device (not shown). The electric motor 14 is drivable by receiving power from a battery (not shown), and is capable of charging the battery by generating power by receiving driving force from the engine 11. Thus, the power unit of the hybrid vehicle is configured by the engine 11 and the electric motor 14.

An output shaft 15 of the electric motor 14 is an input shaft (primary shaft) 18 of a CVT 17 as a continuously variable transmission.
It is connected to the. The CVT 17 is composed of a primary pulley 19 connected to the engine 11 side, a secondary pulley 20 connected to the drive shaft side of the vehicle, a belt 21 wrapped between the pulleys 19 and 20, and the like. The input rotation is input from the coaxial integral primary pulley 19 to the secondary pulley 20 via the belt 21, and is output to the secondary shaft 22.

That is, the primary pulley 19 has a fixed sheave 19a and a movable sheave 19b.
A primary cylinder 19c is formed on the back side of the main body. Therefore, by supplying / discharging the hydraulic pressure to / from the primary cylinder 19c, the movable sheave 19
By moving b, the groove width of the pulley can be made variable.
On the other hand, similarly, the secondary pulley 20 is
a and a movable sheave 20b, and a secondary cylinder 20c is formed on the back side of the movable sheave 20b. Therefore, by supplying and discharging hydraulic pressure to and from the secondary cylinder 20c, the movable sheave 20b can be moved relative to the fixed sheave 20a, and the groove width of the pulley can be made variable.

The CVT 17 is controlled by a hydraulic circuit. That is, the secondary hydraulic pressure (line pressure) adjusted by the regulator valve 23 is applied to the secondary cylinder 20c, and the primary oil pressure adjusted by the speed ratio control valve 24 to the line pressure is applied to the primary cylinder 19c. Note that 25
Reference numeral denotes an oil pan, and reference numeral 26 denotes an oil pump that supplies oil in the oil pan 25 to the regulator valve 23 side.

The secondary shaft 22 of the CVT 17 is connected to a differential gear 28 via a starting clutch 27. The starting clutch 27 can be driven by an actuator 29 operated by a hydraulic drive device (not shown). Left and right drive wheels 3 from shaft 22
The amount of torque transmission to zero can be adjusted.

The vehicle is provided with an SMU (system management unit) 31 having an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer counter and the like. The SMU 31 performs comprehensive control including the engine 11, the electric motor 14, and the like. That is, this SMU
Reference numeral 31 denotes an engine speed sensor 32 and a vehicle speed sensor 3
3. Accelerator pedal position sensor 34, primary rotational speed sensor 35, secondary rotational speed sensor 36
Detection information of various sensors such as (engine rotation speed Ne,
Vehicle speed V, accelerator opening APS, actual primary rotation speed N
p, the secondary rotation speed Ns) is input. And
The SMU 31 determines a fuel injection mode, a fuel injection amount, an ignition timing, and the like based on detection information from various sensors, controls a spark plug, an injector, and a throttle valve (not shown), and controls the output of the engine 11. The SMU 31 also controls the actuators 16 and 29 of the transmission clutch 13 and the starting clutch 27.

The battery charge capacity (battery charge rate SOC) is input to the SMU 31, and the electric motor 14 is controlled in accordance with the battery charge capacity to control the output of the motor 14.

Further, similarly to the SMU 31, the vehicle has a CVT-ECU (electronic control unit for CVT) having an input / output device, a storage device, a central processing unit, a timer counter and the like.
The CVT-ECU 37 controls the CVT 17 comprehensively. That is, this CV
The detection information (accelerator opening APS, actual primary rotation speed Np, secondary rotation speed Ns) of various sensors such as the accelerator pedal position sensor 34, the primary rotation speed sensor 35, and the secondary rotation speed sensor 36 is input to the T-ECU 37. Is done. And CVT-ECU
37 is a CVT 17 based on detection information of various sensors.
By controlling the hydraulic pressure of the regulator valve 23 and the gear ratio control valve 24, the pulley ratio can be changed, and the gear ratio can be changed.

In the CVT-ECU 37, S
At MU31, obtains the required torque from a map (not shown) based on the accelerator opening APS and the vehicle speed V, the sought actual primary rotation speed Np ₁ from a map (not shown) based on the request torque at SMU31, CVT-ECU37 in real filter the primary rotation speed Np _1, is adapted to set the target primary rotation speed Np1cvt. This target primary rotational speed Np1cvt is equal to CVT17.
The target primary rotational speed Np1 for controlling the engine 11, the motor 14, and the like is set by the SMU 31. The reason that the SMU 31 and the CVT-ECU 37 separately set the target primary rotational speed is to perform setting according to the control target. The target primary rotational speed Np1cvt set by the CVT-ECU 37 is determined by the CVT In order to avoid an abrupt change in the ratio, the value is a value that is made slower by filtering based on the target primary rotational speed Np1 set by the SMU 31.

Further, the CVT-ECU 37 sets the shift duty of the CVT 17 based on the deviation between the detected actual primary rotation speed Np and the set target primary rotation speed Np1cvt. The hydraulic pressure of the gear ratio control valve 24 is controlled to change the pulley ratio and change the setting of the gear ratio.

In the output control apparatus for a hybrid vehicle having the above-described structure, when the driver depresses the accelerator pedal for acceleration, the required CV increases due to an increase in the required acceleration torque.
Although the gear ratio of T17 is set large and the actual primary rotational speed Np increases, the energy absorbed by the inertial force of the pulley or the like is large immediately after the accelerator pedal is depressed.
The driver has a feeling of idling due to the low vehicle acceleration. Therefore, in the present embodiment, the CVT-ECU 37
When the driver requests acceleration, the virtual primary rotation speed Npa when the gear ratio of the CVT 17 increases is predicted,
The assist torque by the motor 14 is controlled based on the change amount of the target primary rotation speed Npa.

First, functional elements related to the acceleration control by the SMU 31 will be described with reference to the control block of FIG. The SMU 31 includes a virtual primary rotation speed setting unit 41 that sets a virtual primary rotation speed Npa used for acceleration control.
And a virtual primary rotation speed setting unit (not shown) for setting a virtual primary rotation speed Npb used for regeneration control, and a motor required torque setting unit 51 for setting a motor required torque MTQ. The virtual primary rotation speed setting unit 41 is configured to provide a first LPF (low-pass filter)
42, a second LPF 43, a previous value processor 44, and a third
LPF 45, and a motor required torque setting unit 5
1 comprises compensation torque calculators 52 and 53, a first slope limiter 54, an adder 55, a second slope limiter 56, an adder 57, and a maximum torque limiter 58.

Next, the control of the SMU 31 in the hybrid vehicle output control apparatus of the present embodiment will be described in detail with reference to the control block of FIG. 2 and the flowchart of FIG.

As shown in FIG. 3, in step S11, SMU31 calculates a basic required motor torque MTQ ₁ from the accelerator opening APS and the vehicle speed V and the battery charging rate SOC, in step S12, using a map, not shown A target primary rotational speed Np1 is calculated from the accelerator opening APS and the vehicle speed V. This target primary rotational speed N
p1 is used as a control target value of the engine 11 and the motor 14, and changes by a predetermined time before a signal change of the actual primary rotation speed Np, that is, the actual primary rotation speed Np is a predetermined value relative to the target primary rotation speed Np1. It changes with a time delay, and a tracking delay exists here.

Then, in step S13, the signal of the target primary rotational speed Np1 is subjected to noise processing by the first LPF 42. The first LPF 42 is a first-order lag filter, and the filter gain (FG) is set to an appropriate value. I have. The first LPF 42 removes noise from the target primary rotation speed Np1 and removes the target primary rotation speed Np2.
Is calculated.

In step S14, the accelerator opening APS
Of the change amount ΔAPS is determined. That is, the amount of change ΔAPS of the accelerator opening APS per predetermined time is sampled every predetermined period (10 ms), and compared with the previous value, it is determined whether or not the negative value (ΔAPS decreases) continuously for a predetermined number of times. are doing. If the change amount ΔAPS is not a negative value continuously for a predetermined number of times, the process proceeds to step S15 assuming that the accelerator opening APS is constant or increasing. In this step S15, kick down (K / D)
Acceleration determination, that is, a change amount ΔNp2 per predetermined time of the filtered target primary rotational speed Np2 is calculated, and it is determined whether the change amount ΔNp2 is larger than a predetermined value. If it is larger, it is determined that the hybrid vehicle is accelerating, and the process proceeds to step S16.

In step S16, the signal of the target primary rotational speed Np2 is filtered by the second LPF 43. The second LPF 43 is also a first-order lag filter, and if the kick-down (K / D), the filter gain (FG) is reduced The value d is set to a value considerably smaller than that of the first LPF 42, and the filter gain (FG) is set to 0 unless kickdown (K / D). The second LPF 43 filters the target primary rotation speed Np2 to calculate a target primary rotation speed Np3. The target primary rotation speed Np3 is set to correspond to the target primary rotation speed Np1cvt obtained by the CVT-ECU 37. You. Therefore, based on the obtained target primary rotational speed Np3 and actual primary rotational speed Np, the CVT-ECU
As in the case of 37, the shift duty correction amount used for controlling the CVT ratio can be obtained.

In step S17, the previous value processor 44 performs the previous process on the target primary rotational speed Np3, corrects the value to a value before a predetermined time, for example, 10 ms, and sets this value as the target primary rotational speed Np4. Then, step S18
Then, the time A during the initial period of the K / D acceleration is calculated using a two-dimensional map depending on the secondary rotation speed Ns. continue,
In step S19, it is determined whether or not the elapsed time from the start of the K / D acceleration is within the time of the initial section A of the K / D acceleration obtained in step S18. Where K /
If the elapsed time from the start of the D acceleration is within the time of the section A at the initial stage of the K / D acceleration, the tailing process of the virtual Npa in the section A is performed in step S20. The tailing process of the virtual Npa in the continuing section B is performed.

That is, the third LPF 45 filters the signal of the target primary rotational speed Np4.
The PF 45 is a second-order lag filter. The filter gain (FG) is set to a large value a close to 1 in the section A (step S20), and the filter gain (FG) is smaller than 1 in the section B (step S21). Value b greater than value a
And the signal of the target primary rotational speed Np4 is greatly reduced, but is set to 0 after the section B. Then, it is output as the virtual primary rotation speed Npa.

The virtual primary rotational speed Npa obtained in this way changes prior to the actual primary rotational speed Np, as shown in FIG. The leading time of the virtual primary rotation speed Npa with respect to the actual primary rotation speed Np is longer than the response delay time of the control system from when the variation ΔNp of the real primary rotation speed Np is detected to when the electric motor 14 generates the assist torque. Large or nearly equivalent. Therefore, as described later, the actual primary rotational speed N
Based on the virtual primary rotation speed Npa instead of p,
By obtaining the assist torque of the electric motor 14, the driver can obtain an appropriate acceleration feeling by obtaining an assist force corresponding to the energy absorbed by the continuously variable transmission in the initial stage of acceleration of the hybrid vehicle. Also, the actual primary rotation speed Np
, There is a variation, so that even if the filtering process is performed, it is not possible to obtain an appropriate value, and it is not possible to obtain an appropriate assist force by hunting.

The virtual primary rotational speed setting section 41
As described above, the virtual primary rotation speed Npa during K / D acceleration is output, but another virtual primary rotation speed setting unit outputs the virtual primary rotation speed Npb used for regeneration control during deceleration. .

[0039] In step S22, the motor assist amount corresponding to the virtual primary rotation speed Npb virtual primary rotation speed Npa and regenerative control at the time of K / D acceleration, that is, determining the compensation required motor torque MTQ _2. First, the compensation torque calculator 52 calculates the inertia compensation torque T ₁ at K / D acceleration based on the virtual primary rotation speed Npa.
Specifically, a change amount ΔNpa per sampling time (20 ms) of the virtual primary rotation speed Npa is calculated, and the change amount ΔNpa is obtained by multiplying the change amount ΔNpa by the inertia coefficient of the primary shaft 15. Subsequently, the inertia compensation torque T ₁ is output by the first gradient limiter 54 within a predetermined time, and after the predetermined time has elapsed, the torque is subtracted to 0 at a predetermined gradient and output.

Next, the adder 55 applies the inertia compensation torque T ₁ at the time of the K / D acceleration to the second slope limiter 56 to execute the slope limitation to obtain the compensation motor required torque MTQ ₂ . That is, since the rate of increase of the inertia compensation torque T ₁ cannot be exerted beyond the performance of the electric motor 14, an upper limit value is set here.

Then, in step S23, the adder 57
Is the basic motor required torque MTQ obtained in step S11.
₁ by adding the compensation required motor torque MTQ _2, at step S24, the motor places restrictions so that the maximum torque limiter 58 does not exceed the performance of the electric motor 14 required torque M
TQ is calculated, and in step S25, the SMU 31 controls the electric motor 14 based on the required motor torque MTQ.

Actually, K / D of step S15
As in the case of the acceleration determination, there is a step of determining the deceleration of the vehicle. When the determination of the deceleration is made in this step, as described above, the virtual primary rotation speed Npb used for the regenerative control is calculated by the filter processing, and the compensation is performed. the torque unit 53 calculates and outputs the inertia compensation torque T ₂ at the time of regeneration control on the basis of the virtual primary rotation speed Npb. Then, the adder 55 applies the inertia compensation torque T ₂ at the time of the regenerative control to the second slope limiter 56 to execute the slope limitation, thereby obtaining the compensation motor required torque MTQ ₂ .

In step S14, it is determined whether or not the change amount ΔAPS of the accelerator opening APS is closed. If the accelerator opening APS is constant or increasing, the process proceeds to step S15, but the accelerator opening APS decreases. If so, it is determined that the hybrid vehicle is being decelerated, and step S2
Move to 6. Then, in step S27, for the case where the hybrid vehicle is decelerated after acceleration, gradually subtracts the compensation required motor torque MTQ ₂ obtained as an assist amount of the electric motor 14 at a predetermined gradient, at step S28, the adder 57 calculates the required motor torque MTQ by adding the required required compensation motor MTQ ₂ ′ to the basic motor required torque MTQ ₁ . Also, in step S15,
If the accelerator opening APS is determined to be constant by the K / D acceleration determination, the process proceeds to step S28, and it is assumed that the hybrid vehicle is traveling at a constant vehicle speed without deceleration or acceleration, and the basic motor required torque MTQ ₁ is Required torque MTQ
And

As described above, in the output control device for a hybrid vehicle according to the present embodiment, the K / D acceleration of the hybrid vehicle
In the section A at the beginning of acceleration, the target primary rotational speed Np4
The virtual primary rotation speed Npa is calculated by performing the second-order lag filter process (tailing process) and performing the second-order lag filter process (tailing process) of the target primary rotation speed Np4 in the section B continuing from the section A. Then, by obtaining the assist torque of the electric motor 14 based on the change amount ΔNpa of the virtual primary rotation speed Npa, the driver obtains the assist force corresponding to the energy absorbed by the continuously variable transmission in the initial stage of acceleration of the hybrid vehicle, and A proper acceleration feeling can be obtained.

Specifically, as shown in FIG. 5, when the driver depresses the accelerator pedal strongly while the hybrid vehicle is running, the accelerator opening increases and enters section A, the required torque increases and the CVT ratio increases. Is suddenly set large,
As the engine speed increases, the engine torque is amplified, and the vehicle accelerates at a predetermined acceleration and the vehicle speed increases. In this case, a part of the engine torque is absorbed by the inertial force of each pulley or the like of the CVT 17 immediately after the accelerator pedal is depressed. At the time of the K / D acceleration, the electric motor 14 is controlled based on the variation ΔNpa of the virtual primary rotation speed Npa. , The vehicle acceleration is generated in the hybrid vehicle according to the amount of depression of the driver's accelerator pedal, and the driver can feel a proper acceleration feeling.

When a predetermined time elapses after the driver depresses the accelerator pedal, the vehicle enters the zone B, and the CVT ratio is set to gradually increase with respect to the required torque.
As the engine speed gradually increases, the engine torque is amplified, and the vehicle accelerates at a predetermined acceleration and the vehicle speed increases. When shifting from section A to section B,
Although the engine torque absorbed by the inertia force of the CVT 17 decreases and a large vehicle acceleration occurs, the assist torque of the electric motor 14 decreases here. Therefore, the vehicle acceleration smoothly continues from the section A to the section B. ,
The driver does not feel the feeling of two-stage acceleration, and the drivability does not deteriorate.

Further, in order to improve the fuel efficiency of the hybrid vehicle during acceleration, the engine speed before acceleration is reduced and the CVT ratio in the section A is set to a larger value.
Even if the engine torque absorbed by the inertia force becomes large, the assist torque of the electric motor 14 is set accordingly, and the driver does not feel a sense of deceleration at the beginning of acceleration.

In the graph of FIG. 5, the motor torque is fixed and the assist torque (compensated motor required torque MTQ ₂ ) is set at the beginning of the K / D acceleration. is obtained by for clarity, in fact, as mentioned above, the basic required motor torque MTQ ₁ and the compensation required motor torque MTQ ₂ those obtained by adding the required motor torque MTQ
It has become. That is, when the hybrid vehicle requires driving force or when running with the engine 11 is not efficient, the basic motor required torque is set and the motor outputs the torque, while braking during deceleration or downhill driving is performed. When power is required or when power generation is required due to a decrease in the state of charge SOC, the regenerative motor required torque is set, the electric motor 14 is operated as a generator, and the electric motor 14 absorbs the torque. .

In the above-described embodiment, the period during the K / D acceleration is divided into the initial period A and the period B continuing from the period A. However, the period may be one or three or more periods. May be divided. In the above-described embodiment, the belt-type CVT 17 is used as the belt-type continuously variable transmission, but a continuously variable transmission of another type such as a toroidal-type CVT may be used.

[0050]

As described above in detail in the embodiment, according to the output control apparatus for a hybrid vehicle according to the first aspect of the present invention, the primary shaft when the speed ratio of the continuously variable transmission becomes large when the driver requests acceleration. Since the motor assist torque is controlled based on the amount of change in the rotational speed of the motor, the rotational speed of the primary shaft is predicted and the assist torque is controlled in accordance with the predicted rotational speed. I can feel the acceleration feeling according to it,
Drivability can be improved by suppressing the feeling of idle running due to poor acceleration at the beginning of acceleration.

According to the output control apparatus for a hybrid vehicle of the second aspect of the present invention, motor control means for assisting the engine by driving the motor when the driver requests acceleration is provided, and this motor control means is provided by the driver. A first change period in which the speed change ratio of the continuously variable transmission is changed at a large change rate when an acceleration is requested; and a first change period which is continued in the first change period when the acceleration is requested and is changed at a smaller change rate than the first change period. A second change period for changing the speed ratio is set, and the assist torque of the motor during the first change period is controlled to be larger than the assist torque of the motor during the second change period. In the first change period, which is the initial stage of acceleration,
Sufficient assist torque is applied, and this first
A feeling of acceleration can be felt during the change period, and a feeling of acceleration due to poor acceleration can be suppressed in the initial stage of acceleration, and drivability can be improved.

According to the output control device for a hybrid vehicle of the third aspect of the present invention, the motor control means controls the assist torque of the motor based on the amount of change in the rotation speed of the primary shaft. It is possible to perform finely controlled motor control in accordance with this, and it is possible to further suppress the feeling of idling.

Further, according to the output control device for a hybrid vehicle of the invention, the motor control means controls the virtual rotation after a lapse of a predetermined period in consideration of the response delay time of the motor from the change amount of the rotation speed of the primary shaft. Since the amount of change in speed is calculated and the assist torque of the motor is controlled based on the amount of change in the virtual rotation speed, the motor is controlled based on the assist torque taking into account the response delay of the motor. Fine motor control can be performed, and the feeling of idle running can be further suppressed.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram illustrating an output control device of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a control block diagram of an output control device of the hybrid vehicle.

FIG. 3 is a flowchart of control by an output control device of the hybrid vehicle.

FIG. 4 is a time chart illustrating a relationship between a real primary rotation speed and a virtual primary rotation speed.

FIG. 5 is a time chart illustrating a change in an operation state of the output control device of the hybrid vehicle.

FIG. 6 is a time chart showing a change in an operating state of a conventional hybrid vehicle output control device.

[Explanation of symbols]

 Reference Signs List 11 engine 14 electric motor 17 CVT (type continuously variable transmission) 18 primary shaft 22 secondary shaft 31 SMU (motor control means) 33 vehicle speed sensor 34 accelerator position sensor 35 primary rotation speed sensor 37 CVT-ECU

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 15/20 F16H 61/02 ZHV F16H 61/02 ZHV 59:42 // F16H 59:42 59:48 59 : 48 B60K 9/00 E (72) Inventor Nobuaki Murakami 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (72) Inventor Kenji Goshima 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi F-term (reference) in the Automotive Industry Co., Ltd. (reference) QN11 QN24 QN28 RB08 RE02 RE03 SE03 SE05 SE08 TB01 TO02 TO04

Claims (4)

[Claims] 1. A hybrid vehicle comprising a power unit including an engine and a motor, and a continuously variable transmission having a rotary shaft driven by the power unit as a primary shaft, wherein a gear ratio of the continuously variable transmission is set when a driver requests acceleration. A hybrid vehicle output control device for predicting a rotation speed of the primary shaft when the rotation speed increases, and controlling an assist torque of the motor based on a change amount of the rotation speed. 2. A hybrid vehicle comprising a power unit including an engine and a motor, and a continuously variable transmission having a rotary shaft driven by the power unit as a primary shaft, the motor being driven by a driver upon request of acceleration. Motor control means for assisting the engine, wherein the motor control means changes a speed ratio of the continuously variable transmission at a large change rate when the driver requests acceleration, and the first change period when the acceleration request is made. And a second change period in which the speed ratio of the continuously variable transmission is changed at a smaller change ratio than the change ratio in the first change period, and the assist torque of the motor during the first change period is set to Controlling to be larger than the assist torque of the motor during the second change period. Characteristic hybrid vehicle output control device. 3. The hybrid vehicle output control device according to claim 2, wherein said motor control means controls an assist torque of said motor based on an amount of change in a rotation speed of said primary shaft. . 4. The hybrid vehicle according to claim 2, wherein the motor control means calculates a virtual rotation speed change amount after a predetermined period elapses in consideration of a response delay time of the motor from a change amount of the rotation speed of the primary shaft. An output control device for a hybrid vehicle, wherein the assist torque of the motor is controlled based on the virtual rotation speed change amount.