JP2013052803A - Hybrid vehicle control device and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device and a control method that can improve fuel efficiency of a hybrid vehicle, by properly selecting a shift pattern as a combination of a shift stage of power of an internal combustion engine and a shift stage of power of an electric motor.SOLUTION: The engine power is transmitted to a driving wheel DW while the speed is changed by any one of a plurality of shift stages of a first shift mechanism 11 and a plurality of shift stages of a second shift mechanism 31. Further, a total fuel consumption rate map is stored in which total fuel consumption rates TSFC of the hybrid vehicle V are defined for every shift pattern regarding vehicle speed VP and requested torque TRQ. On the basis of the total fuel consumption rate map according to vehicle speed VP and requested torque TRQ, a shift pattern for minimizing the total fuel consumption rate TSFC is selected from the plurality of shift patterns.

Description

  The present invention relates to a control apparatus and a control method for a hybrid vehicle having an internal combustion engine and a motor capable of generating electricity as a power source.

  Conventionally, as a control device of this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known. The hybrid vehicle travel mode uses both the ENG travel mode using only the internal combustion engine as the power source, the EV travel mode using only the electric motor driven by the electric power stored in the battery, and both the internal combustion engine and the electric motor. HEV driving mode is included.

  The hybrid vehicle also includes a first transmission mechanism having first, third, and fifth speeds, and a second transmission mechanism having second, fourth, and sixth speeds. ing. The power of the internal combustion engine (hereinafter referred to as “engine power”) is changed at one of the first to sixth speeds by the first or second speed change mechanism, and is transmitted to the drive wheels. The power (hereinafter referred to as “motor power”) is shifted by one of the second speed, the fourth speed and the sixth speed by the second speed change mechanism and transmitted to the drive wheels.

  In this control device, when the vehicle speed of the hybrid vehicle is equal to or lower than a predetermined value, the ENG mode in which the regeneration by the electric motor and the battery is used together is selected, the second speed stage or the first speed stage is selected as the gear stage of the engine power, and the motor The second speed stage having the highest power generation efficiency of the electric motor is selected as the power shift stage. When the selected speed of the engine power is the second speed, the engine power is transmitted to the electric motor via the second speed change mechanism. On the other hand, when the speed of the engine power is the first speed, the engine power is transmitted to the electric motor via the first speed change mechanism and the second speed change mechanism.

JP 2009-173196 A

  As described above, the power transmission path from the internal combustion engine to the electric motor is different when the engine power shift stage is the first speed stage and the second speed stage, and the power transmission path is longer in the case of the second speed stage. There are many elements which comprise a transmission path. For this reason, normally, the transmission efficiency of power from the internal combustion engine to the electric motor is lower in the second speed stage. As described above, the transmission efficiency of power from the internal combustion engine to the electric motor differs depending on the combination (shift pattern) of the engine power shift stage and the motor power shift stage, and accordingly, the fuel consumption rate of the entire hybrid vehicle is also increased. Change. On the other hand, in the conventional control device, when the vehicle speed is equal to or lower than a predetermined value, the second speed stage is unconditionally selected as the gear stage of the motor power. Therefore, the fuel consumption rate of the hybrid vehicle as a whole is not necessarily minimized, and there is a possibility that the best fuel efficiency cannot be obtained.

  The present invention has been made to solve the above-described problems, and by appropriately selecting a shift pattern that is a combination of a power shift stage of an internal combustion engine and a power shift stage of an electric motor, a hybrid is achieved. An object of the present invention is to provide a control device for a hybrid vehicle that can improve the fuel consumption of the vehicle.

  In order to achieve the above object, the invention according to claim 1 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, a battery (battery 52) capable of transferring electric power between the electric motor 4, and an internal combustion engine. 3, the engine output shaft (crankshaft 3a in the embodiment (hereinafter the same in this section)) and the power from the motor 4 are received by the first input shaft 13 and shifted at any one of a plurality of shift stages. The first transmission mechanism 11 that can be transmitted to the drive wheel DW and the power from the engine output shaft are received by the second input shaft 32 and can be transmitted to the drive wheel DW while being shifted at any one of a plurality of shift stages. The second transmission mechanism 31, the first clutch C1 that can be engaged between the engine output shaft and the first transmission mechanism 11, and the second clutch that can be engaged between the engine output shaft and the second transmission mechanism 31. A control device 1 of a hybrid vehicle having C2 Thus, the total fuel consumption (total fuel consumption rate TSFC) of the hybrid vehicle V with respect to the speed (vehicle speed VP) of the hybrid vehicle V and the required driving force (required torque TRQ) required for the drive wheels DW is determined by the internal combustion engine 3. Storage means (ECU 2, FIG. 3, FIG. 4) for storing a total fuel consumption map defined for each shift pattern that is a combination of the power shift speed of the motor 4 and the power shift speed of the electric motor 4, the speed of the hybrid vehicle V, and Shift pattern selecting means (ECU 2, step 5 in FIG. 5) for selecting a shift pattern with the smallest total fuel consumption from a plurality of shift patterns based on the total fuel consumption map according to the required driving force. Features.

  According to this hybrid vehicle control device, the engine output shaft of the internal combustion engine and the first input shaft of the first speed change mechanism are engaged with each other by the first clutch, and the engine output shaft and the second input shaft of the second speed change mechanism are also engaged. Is disengaged by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. Further, when the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of the plurality of shift speeds of the second speed change mechanism. Further, the power of the electric motor is transmitted to the drive wheels while being shifted at any one of a plurality of shift stages of the second transmission mechanism.

  The storage means stores a total fuel consumption map. This total fuel consumption map defines the total fuel consumption of the hybrid vehicle for each shift stage of the power of the internal combustion engine with respect to the speed of the hybrid vehicle and the required driving force required for the drive wheels. The total fuel consumption represents the ratio of the fuel amount to the final travel energy when it is assumed that the fuel as the energy source in the hybrid vehicle is finally converted into the travel energy of the hybrid vehicle. Therefore, the total fuel consumption reflects not only the fuel consumption of the internal combustion engine but also the efficiency of the electric motor and the electric storage device when charging and running. The smaller the value, the lower the fuel consumption of the hybrid vehicle. Represents.

  In the present invention, a shift pattern with the smallest total fuel consumption is selected from a plurality of shift patterns based on the total fuel consumption map according to the speed of the hybrid vehicle and the required driving force. Therefore, by driving the hybrid vehicle using the selected shift pattern, the minimum total fuel consumption is reflected while reflecting the difference in the power transmission path and the efficiency of the electric motor and the capacitor when performing the charge running and the assist running. And the fuel efficiency of the hybrid vehicle can be improved.

  According to a second aspect of the present invention, in the hybrid vehicle control apparatus 1 according to the first aspect, the total fuel consumption is an efficiency when charging the battery by regeneration by the electric motor 4 using a part of the power of the internal combustion engine 3. , And the electric power charged in the capacitor is calculated using the predicted efficiency when the electric power is converted into the power of the electric motor 4.

  According to this configuration, the total fuel consumption is calculated using the efficiency when charging the capacitor by regeneration by the electric motor and the predicted efficiency when converting the electric power charged in the capacitor into the power of the electric motor in the future. . Therefore, the total fuel consumption of the hybrid vehicle can be accurately calculated while reflecting these efficiencies.

  According to a third aspect of the present invention, in the hybrid vehicle control device 1 according to the first aspect, the power of the second input shaft 32 is obtained when the first clutch C1 is released and the second clutch C2 is connected. Is transmitted to the first input shaft 13 via the second transmission mechanism 31 and the first transmission mechanism 11, and the shift pattern selection means uses part of the power of the internal combustion engine 3. In a state where the battery is charged by regeneration by the electric motor 4, when the required driving force is equal to or less than the predetermined value TRQL, the shift stage of the power of the internal combustion engine 3 is changed from the shift stage of the first transmission mechanism 11 from a plurality of shift patterns. A shift pattern is selected.

  According to this configuration, when the power of the internal combustion engine is shifted by the second speed change mechanism, the power of the second input shaft is transmitted to the first input shaft via the second speed change mechanism and the first speed change mechanism. . That is, the power of the engine output shaft is transmitted to the electric motor through both the first transmission mechanism and the second transmission mechanism. On the other hand, the power received by the first transmission mechanism from the engine output shaft is transmitted to the electric motor without passing through the second transmission mechanism. Therefore, the loss of power that occurs when regeneration is performed by the electric motor is smaller when the power of the internal combustion engine is shifted at the shift speed of the first transmission mechanism because it does not pass through the second transmission mechanism.

  Further, regeneration by the electric motor is performed using a difference between the driving force of the internal combustion engine and the required driving force. For this reason, the smaller the required driving force, the larger the driving force used for regeneration, and the greater the power loss in the power transmission path from the internal combustion engine to the electric motor.

  In the present invention, in a state where the battery is charged by regeneration by the electric motor, when the required driving force is not more than a predetermined value and the driving force used for regeneration is large, the shift stage of the power of the internal combustion engine is the first transmission mechanism. Therefore, the power loss can be reduced and the influence thereof can be reduced, and the charging efficiency of the battery can be improved.

  According to a fourth aspect of the present invention, in the hybrid vehicle control device 1 according to the first or second aspect of the present invention, the temperature (battery temperature TB) of at least one of the electric motor 4 and the battery is higher than at least one of the electric motor 4 and the battery. The output of the electric motor 4 is limited when the temperature is equal to or higher than a predetermined temperature.

  According to this configuration, when the temperature of at least one of the motor and the capacitor is equal to or higher than a predetermined temperature set for at least one of the motor and the capacitor, that is, when at least one of the motor and the capacitor is in a relatively high temperature state, Output is limited. Therefore, the temperature rise of at least one of them can be suppressed.

  According to a fifth aspect of the invention, in the hybrid vehicle control apparatus 1 according to the third or fourth aspect, when the state of charge SOC of the battery is equal to or lower than a predetermined lower limit SOCL, the amount of regeneration by the electric motor 4 is increased. The operation of the electric motor 4 is controlled.

  According to this configuration, when the state of charge of the capacitor is equal to or less than a predetermined lower limit value, the operation of the motor is controlled so as to increase the amount of regeneration by the motor, so that the charge state of the capacitor that has fallen below the lower limit value is reliably recovered. Can be made.

  According to a sixth aspect of the present invention, in the hybrid vehicle control device 1 according to the first or second aspect, the hybrid vehicle V stores car navigation data that stores data representing road information around the hybrid vehicle V traveling. A system 66 is provided, further comprising prediction means (ECU 2) for predicting the traveling state of the hybrid vehicle V based on data stored in the car navigation system 66, and further responding to the predicted traveling state of the hybrid vehicle V Thus, the shift stage is selected.

  According to this configuration, the traveling state of the hybrid vehicle is predicted by the prediction unit based on the data representing the road information around the hybrid vehicle, and according to the predicted traveling state of the hybrid vehicle, A gear stage is selected. As a result, it is possible to select a gear position suitable for the traveling state of the hybrid vehicle. For example, when a hybrid vehicle is expected to travel downhill, it is expected to select a gear stage that can provide greater internal combustion engine power or travel uphill in anticipation of an increase in the state of charge of the battery. In this case, it is possible to select a gear stage that can obtain a higher charging efficiency of the battery in anticipation of a decrease in the state of charge of the battery.

  In order to achieve the above object, the invention according to claim 7 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, a battery (battery 52) capable of transferring electric power between the electric motor 4, and the internal combustion engine 3. The engine output shaft (crankshaft 3a in the embodiment (hereinafter the same in this section)) and the power from the motor 4 are received by the first input shaft 13 and driven in a state of being shifted at any one of a plurality of shift stages. The first transmission mechanism 11 that can transmit to the wheel DW and the power from the engine output shaft are received by the second input shaft 32, and the first transmission mechanism 11 that can transmit to the drive wheel DW in a state of shifting at any one of the plurality of shift stages. The second transmission mechanism 31, the first clutch C1 that can be engaged between the engine output shaft and the first transmission mechanism 11, and the second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31. In the control method of the hybrid vehicle V having The total fuel consumption (total fuel consumption rate TSFC) of the hybrid vehicle V with respect to the speed of the hybrid vehicle V (vehicle speed VP) and the required driving force (required torque TRQ) required for the drive wheels DW A total fuel consumption map defined for each shift pattern, which is a combination of the power shift speed and the power shift speed of the electric motor 4, is stored, and based on the total fuel consumption map according to the speed of the hybrid vehicle V and the required driving force. The shift pattern having the smallest total fuel consumption is selected from the plurality of shift patterns, and the total fuel consumption stored in the total fuel consumption map is stored by the regeneration by the electric motor 4 using a part of the power of the internal combustion engine 3. It is calculated using the efficiency when charging the battery 52) and the efficiency when converting the electric power charged in the capacitor into the power of the electric motor 4. In the state where the first clutch C1 is released and the second clutch C2 is connected, the power of the second input shaft 32 is transmitted through the second transmission mechanism 31 and the first transmission mechanism 11 to When the output of the internal combustion engine 3 is equal to or less than a predetermined value in a state where the battery is charged by regeneration by the electric motor 4, the internal combustion engine 3 is A shift pattern in which the shift stage of the power of the engine 3 is the shift stage of the first transmission mechanism 11 is selected.

  According to this configuration, the same operation as in the first to third aspects can be obtained. That is, it is possible to appropriately select the shift pattern according to the efficiency of the electric motor and the electric storage device and the required driving force, minimize the total fuel consumption, and improve the fuel efficiency of the hybrid vehicle. .

It is a figure showing roughly the hybrid vehicle to which the control device by this embodiment is applied. It is a block diagram which shows ECU etc. of the control apparatus by this embodiment. It is an example of a comprehensive fuel consumption rate map. FIG. 4 is an example of a total fuel consumption rate map for a shift pattern different from FIG. 3. It is a flowchart which shows the selection process of a shift pattern.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment. In addition, constituent elements in the embodiment include those that can be easily assumed by those skilled in the art or that are substantially the same. A hybrid vehicle V shown in FIG. 1 is a four-wheel vehicle including a pair of drive wheels DW (only one is shown) and a pair of driven wheels (not shown), and is an internal combustion engine (hereinafter referred to as “engine”) as a power source. ) 3 and an electric motor (hereinafter referred to as “motor”) 4 capable of generating electricity. The engine 3 is a gasoline engine having a plurality of cylinders and has a crankshaft 3a. The fuel injection amount, fuel injection timing, ignition timing, and the like of the engine 3 are controlled by the ECU 2 of the control device 1 shown in FIG.

  The motor 4 is a general one-rotor type brushless DC motor, which is a so-called motor generator, and includes a fixed stator 4a and a rotatable rotor 4b. The stator 4a is for generating a rotating magnetic field, and is composed of an iron core or a three-phase coil. The stator 4 a is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to a chargeable / dischargeable battery 52 via a power drive unit (hereinafter referred to as “PDU”) 51. The PDU 51 is configured by an electric circuit such as an inverter and is electrically connected to the ECU 2 (see FIG. 2). Said rotor 4b is comprised with the magnet etc., and is arrange | positioned so that the stator 4a may be opposed.

  In the motor 4 having the above-described configuration, when electric power is supplied from the battery 52 to the stator 4a via the PDU 51 by the control of the PDU 51 by the ECU 2, a rotating magnetic field is generated. 4b rotates. In this case, the power of the rotor 4b is controlled by controlling the power supplied to the stator 4a.

  Further, when the rotor 4b is rotated by the input of power while the power supply to the stator 4a is stopped, a rotating magnetic field is generated by the control of the PDU 51 by the ECU 2, and is input to the rotor 4b accordingly. The power is converted into electric power and electric power is generated, and the generated electric power is charged in the battery 52. Further, the power transmitted to the rotor 4b is controlled by appropriately controlling the stator 4a. Hereinafter, the generation of electric power by the motor 4 and the charging of the generated electric power to the battery 52 are appropriately referred to as “regeneration”.

  Further, the hybrid vehicle V includes a driving force transmission device for transmitting the power of the engine 3 and the motor 4 to the driving wheels DW of the hybrid vehicle V. The driving force transmission device includes the first transmission mechanism 11 and the first transmission mechanism. A dual clutch transmission including the two speed change mechanism 31 is provided.

  The first speed change mechanism 11 changes the input power by one of the first speed, the third speed, the fifth speed and the seventh speed and transmits it to the drive wheels DW. The gear ratios of these first gear to seventh gear are set on the higher speed side as the number of gears is larger. Specifically, the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. , And a seventh gear 16.

  The first clutch C1 is a dry multi-plate clutch, and includes an outer C1a that is integrally attached to the crankshaft 3a, an inner C1b that is integrally attached to one end of the first input shaft 13, and the like. The first clutch C1 is controlled by the ECU 2. In the engaged state, the first input shaft 13 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the connection between both the parts 13 and 3a is interrupted.

  The planetary gear unit 12 is of a single planetary type, and meshes with a sun gear 12a, a ring gear 12b having a larger number of teeth than the sun gear 12a, and a gear 12a, 12b that is rotatably provided on the outer periphery of the sun gear 12a. A plurality of (for example, three) planetary gears 12c (only two are shown) and a rotatable carrier 12d that rotatably supports the planetary gears 12c are provided.

  The sun gear 12 a is integrally attached to the other end portion of the first input shaft 13. Further, the rotor 4b of the motor 4 described above is integrally attached to the other end portion of the first input shaft 13, and the first input shaft 13 is rotatably supported by a bearing (not shown). With the above configuration, the first input shaft 13, the sun gear 12a, and the rotor 4b rotate integrally with each other.

  The ring gear 12b is provided with a lock mechanism BR. This lock mechanism BR is of an electromagnetic type, and is turned on / off by the ECU 2 to hold the ring gear 12b in a non-rotatable state in the ON state and to allow the ring gear 12b to rotate in the OFF state. A synchro clutch may be used as the lock mechanism BR.

  The carrier 12d is integrally attached to the hollow rotating shaft 17. The rotary shaft 17 is relatively rotatably disposed outside the first input shaft 13 and is rotatably supported by a bearing (not shown).

  The third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable together with the rotary shaft 17 and the carrier 12d. The fifth speed gear 15 and the seventh speed gear 16 are rotatably provided on the first input shaft 13. Further, the third gear 14, the seventh gear 16, and the fifth gear 15 are arranged in this order between the planetary gear device 12 and the first clutch C1.

  The first input shaft 13 is provided with a first sync clutch S1 and a second sync clutch S2. The first sync clutch S1 includes a sleeve S1a, a shift fork, and an actuator (all not shown). The first sync clutch S1 selectively engages the third speed gear 14 or the seventh speed gear 16 with the first input shaft 13 by moving the sleeve S1a in the axial direction of the first input shaft 13 under the control of the ECU 2. Combine.

  The second synchro clutch S2 is configured in the same manner as the first synchro clutch S1, and the fifth speed gear 15 is input to the first input by moving the sleeve S2a in the axial direction of the first input shaft 13 under the control of the ECU 2. Engage with the shaft 13.

  In addition, the first speed gear 14, the second speed gear 15, and the third speed gear 16 mesh with the third speed gear 14, the fifth speed gear 15, and the seventh speed gear 16, respectively. The passive gears 18 to 20 are integrally attached to the output shaft 21. The output shaft 21 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13. A gear 21a is integrally attached to the output shaft 21, and the gear 21a meshes with a final gear FG having a differential device. The output shaft 21 is connected to the drive wheel DW via the gear 21a and the final gear FG.

  In the first speed change mechanism 11 configured as described above, the planetary gear unit 12, the third speed gear 14, and the first passive gear 18 constitute first and third speed gears, and the fifth speed gear 15 and the second passive gear. 19 is a fifth gear, and the seventh gear 16 and the third passive gear 20 are a seventh gear. The power input to the first input shaft 13 is shifted by one of the first, third, fifth and seventh speeds, and is output via the output shaft 21, the gear 21a and the final gear FG. Is transmitted to the drive wheel DW.

  The second speed change mechanism 31 described above changes the input power by one of the second speed stage, the fourth speed stage, and the sixth speed stage, and transmits it to the drive wheels DW. The speed ratios of these second gear to sixth gear are set to a higher speed as the number of gears is larger. Specifically, the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, a second input intermediate shaft 33, a second speed gear 34, a fourth speed gear 35, and a sixth speed gear 36. The second clutch C2 and the second input shaft 32 are arranged coaxially with the crankshaft 3a.

  Similar to the first clutch C1, the second clutch C2 is a dry multi-plate clutch, and includes an outer C2a integrally attached to the crankshaft 3a and an inner C2b integrally attached to one end of the second input shaft 32. It is configured. The second clutch C2 is controlled by the ECU 2. In the engaged state, the second input shaft 32 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the two are disconnected from each other. .

  The second input shaft 32 is formed in a hollow shape, is relatively rotatably disposed outside the first input shaft 13, and is rotatably supported by a bearing (not shown). A gear 32 a is integrally attached to the other end of the second input shaft 32.

  The second input intermediate shaft 33 is rotatably supported by a bearing (not shown), and is arranged in parallel with the second input shaft 32 and the output shaft 21 described above. A gear 33a is integrally attached to the second input intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a. The idler gear 37 meshes with the gear 32a of the second input shaft 32. In FIG. 1, the idler gear 37 is drawn at a position away from the gear 32a for the sake of illustration. The second input intermediate shaft 33 is connected to the second input shaft 32 through the gear 33a, the idler gear 37, and the gear 32a.

  The second speed gear 34, the sixth speed gear 36, and the fourth speed gear 35 are rotatably provided on the second input intermediate shaft 33, and are arranged in this order. The first passive gear 18 and the third passive gear 20 described above. And the second passive gear 19 meshes with each other. Further, the second input intermediate shaft 33 is provided with a third synchro clutch S3 and a fourth synchro clutch S4. Both synchro clutches S3 and S4 are configured in the same manner as the first synchro clutch S1.

  The third sync clutch S3 selects the second speed gear 34 or the sixth speed gear 36 as the second input intermediate shaft 33 by moving the sleeve S3a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2. Engaging. The fourth sync clutch S4 engages the fourth speed gear 35 with the second input intermediate shaft 33 by moving the sleeve S4a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2.

  In the second speed change mechanism 31 configured as described above, the second speed gear 34 and the first passive gear 18 constitute a second speed gear stage, and the fourth speed gear 35 and the second passive gear 19 constitute the fourth speed gear stage. The sixth gear 36 and the third passive gear 20 constitute a sixth gear. The power input to the second input shaft 32 is transmitted to the second input intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the second input intermediate shaft 33 is The speed is changed by one of the second speed, the fourth speed, and the sixth speed, and is transmitted to the drive wheel DW via the output shaft 21, the gear 21a, and the final gear FG.

  As described above, the first and second transmission mechanisms 11 and 31 share the output shaft 21 for transmitting the shifted power to the drive wheels DW.

  Further, the drive force transmission device is provided with a reverse mechanism 41, and the reverse mechanism 41 has a reverse shaft 42, a reverse gear 43, and a fifth sync clutch S5. The reverse shaft 42 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13. A gear 42 a is integrally attached to the reverse shaft 42, and the gear 42 a meshes with the idler gear 37 described above. In FIG. 1, for convenience of illustration, the gear 42 a is drawn at a position away from the idler gear 37.

  The reverse gear 43 is rotatably provided on the reverse shaft 42. The fifth sync clutch S5 is configured in the same manner as the first sync clutch S1, and the reverse gear 43 is engaged with the reverse shaft 42 by moving the sleeve S5a in the axial direction of the reverse shaft 42 under the control of the ECU 2. Combine.

  Further, as shown in FIG. 2, the CRK signal is input to the ECU 2 from the crank angle sensor 61. This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 3a of the engine 3 rotates. The ECU 2 calculates the engine speed NE based on the CRK signal. Further, the ECU 2 receives from the current / voltage sensor 62 a detection signal representing a current / voltage value input / output to / from the battery 52. The ECU 2 calculates the state of charge SOC of the battery 52 based on this detection signal.

  Further, a detection signal indicating the temperature TB of the battery 52 is input from the battery temperature sensor 63 to the ECU 2. Further, the ECU 2 receives a detection signal indicating the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 64, and a detection signal indicating the vehicle speed VP from the vehicle speed sensor 65. Entered. Further, the ECU 2 is appropriately input with data representing road information around the hybrid vehicle V that is stored in the car navigation system 66.

  The ECU 2 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and is stored in the ROM according to the detection signals from the various sensors 61 to 65 described above and the data from the car navigation system 66. The operation of the hybrid vehicle V is controlled according to the stored control program. In the present embodiment, the ECU 2 corresponds to storage means, shift pattern selection means, and prediction means.

  The operation modes of the hybrid vehicle V configured as described above include an ENG travel mode, an EV travel mode, an assist travel mode, a charge travel mode, a deceleration regeneration mode, and an ENG start mode. The operation of the hybrid vehicle V in each operation mode is controlled by the ECU 2. Hereinafter, these operation modes will be described in order.

[ENG travel mode]
The ENG travel mode is an operation mode in which only the engine 3 is used as a power source. In the ENG travel mode, the power of the engine 3 (hereinafter referred to as “engine power”) is controlled by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3. Further, the engine power is changed by the first or second transmission mechanism 11, 31 and transmitted to the drive wheel DW.

  First, operations in the case where the first transmission mechanism 11 changes the engine power at one of the first speed, the third speed, the fifth speed, and the seventh speed will be described in order. In this case, the first input shaft 13 is engaged with the crankshaft 3a and the second clutch C2 is controlled to be disengaged by controlling the first clutch C1 to the engaged state at any of the above speeds. As a result, the engagement of the second input shaft 32 with the crankshaft 3a is released. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, the lock mechanism BR is controlled to be turned on to keep the ring gear 12b non-rotatable, and the first and second sync clutches S1 and S2 are used for the third speed with respect to the first input shaft 13. The engagement of the gear 14, the fifth gear 15 and the seventh gear 16 is released.

  Thus, the engine power is transmitted to the output shaft 21 via the first clutch C1, the first input shaft 13, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third speed gear 14, and the first passive gear 18. In addition, it is transmitted to the drive wheel DW via the gear 21a and the final gear FG. At this time, since the ring gear 12b is held non-rotatable as described above, the engine power transmitted to the first input shaft 13 is decelerated at a gear ratio according to the gear ratio between the sun gear 12a and the ring gear 12b. After that, it is transmitted to the carrier 12d, further decelerated at a gear ratio according to the gear ratio between the third speed gear 14 and the first passive gear 18, and then transmitted to the output shaft 21. As a result, the engine power is shifted at the first gear ratio determined by the two gear ratios and transmitted to the drive wheels DW.

  In the case of the third speed, the rotation of the ring gear 12b is permitted by controlling the lock mechanism BR to the OFF state, and only the third speed gear 14 is controlled by the control of the first and second sync clutches S1 and S2. 1 The input shaft 13 is engaged.

  Thus, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18. In this case, since the 3rd speed gear 14 is engaged with the first input shaft 13 as described above, the sun gear 12a, the carrier 12d, and the ring gear 12b rotate together. Therefore, in the case of the third speed stage, unlike the case of the first speed stage, the engine power is not decelerated by the planetary gear unit 12 and depends on the gear ratio between the third speed gear 14 and the first passive gear 18. The speed is changed at a fixed gear ratio of the third speed and transmitted to the drive wheel DW.

  Similarly, in the case of the fifth speed stage, only the fifth speed gear 15 is engaged with the first input shaft 13 by the control of the first and second sync clutches S1 and S2. As a result, engine power is transmitted from the first input shaft 13 to the output shaft 21 via the fifth gear 15 and the second passive gear 19, and a five-speed gear shift determined by the gear ratio between the two gears 15 and 19 is achieved. The gear is shifted by the ratio.

  In the case of the seventh speed, only the seventh speed gear 16 is engaged with the first input shaft 13 by the control of the first and second synchro clutches S1 and S2. As a result, engine power is transmitted from the first input shaft 13 to the output shaft 21 via the seventh speed gear 16 and the third passive gear 20, and the seventh speed shift determined by the gear ratio between the two gears 16, 20. The gear is shifted by the ratio.

  Next, the operation in the case where the engine power is changed at one of the second speed, the fourth speed, and the sixth speed by the second speed change mechanism 31 will be described in order. In this case, by controlling the first clutch C1 to the disengaged state at any of these shift speeds, the engagement of the first input shaft 13 with the crankshaft 3a is released and the second clutch C2 is engaged. The second input shaft 32 is engaged with the crankshaft 3a. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the second speed, only the second speed gear 34 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. Thus, the engine power is output to the output shaft via the second clutch C2, the second input shaft 32, the gear 32a, the idler gear 37, the gear 33a, the second input intermediate shaft 33, the second speed gear 34, and the first passive gear 18. 21 and further transmitted to the drive wheel DW via the gear 21a and the final gear FG. At that time, the engine power is shifted at a gear ratio of the second speed determined by the gear ratio between the second gear 34 and the first passive gear 18 and transmitted to the drive wheels DW.

  Similarly, in the case of the fourth speed stage, only the fourth speed gear 35 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. As a result, the engine power is transmitted from the second input intermediate shaft 33 to the output shaft 21 via the fourth speed gear 35 and the second passive gear 19, and the fourth speed stage determined by the gear ratio of both the gears 35, 19. The gear is changed at a gear ratio.

  In the case of the sixth speed, only the sixth speed gear 36 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. As a result, engine power is transmitted from the second input intermediate shaft 33 to the output shaft 21 via the sixth speed gear 36 and the third passive gear 20, and is determined according to the gear ratio between the two gears 36 and 20. The speed is changed at the gear ratio of the stage.

  During the ENG travel mode, the engine torque is controlled to be the BSFC bottom torque. This BSFC bottom torque is a torque that provides the minimum fuel consumption rate of the engine 3 with respect to the engine speed NE determined by the shift speed of the engine power and the vehicle speed VP.

[EV driving mode]
The EV travel mode is an operation mode in which only the motor 4 is used as a power source. In the EV travel mode, the power of the motor 4 (hereinafter referred to as “motor power”) is controlled by controlling the electric power supplied from the battery 51 to the motor 4. Further, the motor power is changed by the first speed change mechanism 11 at one of the first speed, the third speed, the fifth speed and the seventh speed and is transmitted to the drive wheel DW. In this case, the engagement of the first and second input shafts 13 and 32 with respect to the crankshaft 3a is released by controlling the first and second clutches C1 and C2 to the disengaged state at any of these shift speeds. . As a result, the motor 4 and the drive wheels DW are disconnected from the engine 3, so that the motor power is not transmitted to the engine 3 unnecessarily. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, as in the ENG travel mode, the lock mechanism BR is controlled to be in the ON state, thereby holding the ring gear 12b in a non-rotatable manner and controlling the first and second sync clutches S1 and S2. Thus, the engagement of the third gear 14, the fifth gear 15 and the seventh gear 16 with respect to the first input shaft 13 is released.

  As described above, the motor power is transmitted to the output shaft 21 via the first input shaft, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotating shaft 17, the third speed gear 14, and the first passive gear 18. As a result, the motor power is shifted at the first gear ratio and transmitted to the drive wheels DW, as in the ENG travel mode.

  In the case of the third speed, as in the ENG travel mode, the lock mechanism BR is controlled to be in the OFF state, thereby allowing the ring gear 12b to rotate and controlling the first and second sync clutches S1 and S2. Only the third speed gear 14 is engaged with the first input shaft 13. Thus, the motor power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18. As a result, the motor power is changed at a gear ratio of the third speed and transmitted to the drive wheels DW, as in the ENG travel mode.

  In the case of the fifth speed or the seventh speed, the lock mechanism BR and the first and second sync clutches S1 and S2 are controlled in the same manner as in the ENG travel mode. As a result, the motor power is changed at a gear ratio of 5th speed or 7th speed and transmitted to the drive wheels DW.

[Assist driving mode]
The assist travel mode is an operation mode in which the engine 3 is assisted by the motor 4. In the assist travel mode, basically, the torque of the engine 3 (hereinafter referred to as “engine torque”) is controlled so that a good fuel efficiency of the engine 3 can be obtained. Further, a shortage of engine torque with respect to torque (hereinafter referred to as “requested torque”) TRQ required by the driver for the drive wheels DW is supplemented by torque of the motor 4 (hereinafter referred to as “motor torque”). The required torque TRQ is calculated according to the detected accelerator opening AP.

  When the engine power is being shifted by the first speed change mechanism 11 during the assist travel mode (in the case of an odd number), the gear ratio between the motor 4 and the drive wheels DW is set by the first speed change mechanism 11. It becomes the same as the gear ratio of the gear stage. On the other hand, when the engine power is being shifted by the second speed change mechanism 31 (even speeds), the gear ratio between the motor 4 and the drive wheels DW is the first speed speed and the third speed speed of the first speed change mechanism 11. It is possible to select either the fifth gear or the seventh gear.

[Charging mode]
The charging travel mode is an operation mode in which part of engine power is converted into electric power by the motor 4 to generate electric power and the generated electric power is charged to the battery 52. In the charging travel mode, the engine torque is basically controlled so that good fuel consumption of the engine 3 can be obtained. In the charge travel mode, the surplus of engine power with respect to the required driving force determined by the required torque TRQ and the vehicle speed VP is converted into electric power, and the battery 52 is charged. Further, the first clutch C1, the second clutch C2, and the first to fifth synchro clutches S1 to S5 are in the engine travel mode and the EV travel mode according to the shift speeds of the first and second transmission mechanisms 11 and 31, respectively. It is controlled in the same way as the case.

  In this case, as in the assist travel mode, when the engine power is being shifted by the first transmission mechanism 11 (in the odd-numbered stage), the gear ratio between the motor 4 and the drive wheels DW is the first transmission mechanism. This is the same as the gear ratio of 11 gears. When the engine power is being shifted by the second speed change mechanism 12 (even speed), the gear ratio between the motor 4 and the drive wheels DW is set to the first speed speed and the third speed speed of the first speed change mechanism 11. It is possible to select either the fifth gear or the seventh gear.

  When the engine power is transmitted to the drive wheels DW by the second transmission mechanism 31 during the charging travel mode, the gear ratio between the motor 4 and the drive wheels DW is set to the same value as the gear ratio between the engine 3 and the drive wheels DW. When the control is performed, the first input shaft 13 is engaged with the crankshaft 3a by the first clutch C1. As a result, part of the engine power is transmitted to the rotor 4 b of the motor 4 via the first clutch C 1 and the first input shaft 13.

  Next, selection of gear speeds of engine power and motor power and selection of operation modes will be described.

  First, the total fuel consumption rate TSFC used for these selections will be described. This total fuel consumption rate TSFC is the ratio of the fuel amount to the final travel energy when it is assumed that the fuel as the energy source in the hybrid vehicle V is finally converted into the travel energy of the hybrid vehicle V. Therefore, the smaller the value is, the better the fuel efficiency of the hybrid vehicle V is.

  The total fuel consumption rate TSFC is calculated using the amount of fuel supplied for traveling the hybrid vehicle V to the engine 3, the efficiency of the engine 3, and the efficiency of the first and second transmission mechanisms 11 and 31 in the ENG traveling mode. The

  In addition, in the assist travel mode, the total fuel consumption rate TSFC is a past supply fuel amount that has been supplied to the engine 3 in the past in order to charge the battery 52 with power for assist travel, in addition to the above three parameters, It is calculated using the discharge efficiency of the battery 52, the drive efficiency of the motor 4, and the efficiency of the first and second transmission mechanisms 11, 31.

  Further, in the charging travel mode, the total fuel consumption rate TSFC is not only the above three parameters, but also the amount of fuel supplied for charging by the motor 4 to the engine 3, the efficiency of the engine 3, the first and second speed change mechanisms. 11 and 31, the power generation efficiency of the motor 4, the charging efficiency of the battery 52, and the predicted efficiency that is the efficiency when the electric power of the battery 52 is converted into the power of the motor 4 in the future.

  The total fuel consumption rate TSFC calculated as described above reflects not only the fuel consumption rate of the engine 3 but also the efficiency of the first and second transmission mechanisms 11 and 31, and further in the assist travel mode or the charge travel mode, The driving efficiency and power generation efficiency of the motor 4 and the discharging efficiency and charging efficiency of the battery 52 are reflected.

  3 and 4 show a total fuel consumption map used for selection of a shift pattern and an operation mode. Such a total fuel consumption map is actually set for each shift pattern that is a combination of a shift stage of engine power and a shift stage of motor power, and is stored in the ECU 2. FIG. 3 shows an example in which the engine power and the motor power are both in the third speed, and FIG. 4 shows an example in which the engine power is the fourth speed and the motor power is in the third speed.

  As shown in these drawings, each total fuel consumption rate map defines the total fuel consumption rate TSFC with respect to the vehicle speed VP and the required torque TRQ, and the engine 3, the motor 4, the first and second transmission mechanisms. 11 and 31 and the efficiency of the battery 52 are obtained in advance by experiments, and the total fuel consumption rate TSFC calculated by the above-described method using these parameters is mapped. In the total fuel consumption rate map, a BSFC bottom line connecting the BSFC bottom torque is shown, and the upper side thereof is an assist travel mode region, and the lower side is a charge travel mode region.

  FIG. 5 shows a process of selecting a shift pattern and an operation mode using the above-described total fuel consumption rate map. This process is executed by the ECU 2 every predetermined time.

  In this process, first, in step 1, the total fuel consumption rates TSFC1 to TSFCn are calculated by searching all the total fuel consumption rate maps according to the vehicle speed VP and the required torque TRQ. Next, in step 2, the minimum value TSFCmin is picked up from the calculated total fuel consumption rates TSFC1 to TSFCn.

  Next, in step 3, a shift pattern is selected based on the minimum value TSFCmin. Specifically, the total fuel consumption rate map that defines the minimum value TSFCmin is specified, and the shift pattern corresponding to the total fuel consumption rate map is selected as the shift pattern.

  Next, in step 4, the operation mode is selected based on the minimum value TSFCmin, and this process is terminated. Specifically, when the minimum value TSFCmin is located substantially on the BSFC bottom line in the specified total fuel consumption rate map, the ENG traveling mode is selected as the operation mode. When the minimum value TSFCmin is located above the BSFC bottom line, the assist travel mode is selected, and when it is located below, the charge travel mode is selected.

  Further, when the required torque TRQ is equal to or less than a predetermined value during the charging travel mode, both the engine power and the motor power shift stages are set to odd stages by the first transmission mechanism 11.

  Further, during the assist travel mode, when the detected battery temperature TB becomes equal to or higher than a predetermined temperature, the output of the motor 4 is limited, and the assist of the engine 3 by the motor 4 is limited. In this case, the engine torque is increased so as to compensate for the limited assist. Further, during the EV travel mode, when the battery temperature TB becomes equal to or higher than a predetermined temperature, the EV travel mode is prohibited and the travel mode is switched to the ENG travel mode, the charge travel mode, or the assist travel mode. Further, when the mode is switched to the assist travel mode, the output of the motor 4 is limited as described above.

  Further, when the detected state of charge SOC of the battery 52 is equal to or lower than the lower limit value SOCL, the ECU 2 operates the motor 4 so as to increase the amount of regeneration by the motor 4 in the charge travel mode in order to recover the state of charge SOC. To control. In this case, the engine torque is increased so as to compensate for the increase in the regeneration amount.

  Further, the ECU 2 predicts the traveling state of the hybrid vehicle V based on road information around the hybrid vehicle V that is stored in the car navigation system 66 described above. Then, a shift pattern is selected according to the predicted traveling state of the hybrid vehicle V. Specifically, when the hybrid vehicle V is predicted to travel downhill, the shift pattern with the largest engine torque is selected, and when the hybrid vehicle V is predicted to travel uphill, the shift pattern with the largest charge amount is selected. .

  As described above, according to the present embodiment, a shift pattern having the smallest total fuel consumption rate TSFC is selected from all shift patterns based on the total fuel consumption rate map according to the vehicle speed VP and the required torque TRQ. Therefore, by driving the hybrid vehicle V using the selected shift pattern, the minimum total fuel consumption rate can be obtained, and the fuel efficiency of the hybrid vehicle V can be improved.

  Further, in the charging travel mode, the total fuel consumption rate TSFC is calculated based on the amount of fuel supplied to the engine 3 for charging by the motor 4, the efficiency of the engine 3, the efficiency of the first and second transmission mechanisms 11 and 31, Calculation is performed using the power generation efficiency, the charging efficiency of the battery 52, and the predicted efficiency when the electric power of the battery 52 is converted into the power of the motor 4 in the future. Therefore, the total fuel consumption rate TSFC of the hybrid vehicle V can be accurately calculated while reflecting these efficiencies.

  In addition, when the required torque TRQ is equal to or less than the predetermined value TRQL during the charge travel mode, the engine gear and the motor power are both set to odd stages by the first transmission mechanism 11, and therefore, from the engine 3 to the motor 4. The power loss in the power transmission path can be reduced, the influence thereof can be reduced, and the charging efficiency of the battery 52 can be improved.

  Moreover, since the output of the motor 4 is limited when the detected battery temperature TB is equal to or higher than a predetermined temperature, an increase in the battery temperature TB can be suppressed. Further, when the detected state of charge SOC of the battery 52 is equal to or lower than the lower limit value SOCL, the operation of the motor 4 is controlled so as to increase the amount of regeneration by the motor 4, so that the state of charge of the battery that has fallen below the lower limit value can be ensured Can be recovered.

  Further, since the shift pattern is selected according to the traveling state of the hybrid vehicle V predicted by the car navigation system 66, when the hybrid vehicle V is predicted to travel downhill, the shift pattern having the largest engine torque is selected. When the vehicle is selected and is expected to travel uphill, the shift pattern with the largest amount of charge can be selected.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the plurality of shift stages of the first and second transmission mechanisms 11 and 31 are set to odd and even stages, but on the contrary, they are set to even and odd stages. May be. Furthermore, in the embodiment, the first and second transmission mechanisms 11 and 31 are of the type in which the output shaft 21 for transmitting the shifted power to the drive wheels DW is shared. May be used separately. In this case, the first to fourth synchro clutches S1 to S4 may be provided on the output shaft instead of the first input shaft 13 and the second input intermediate shaft 33. Furthermore, in the embodiment, the clutch C and the first and second clutches C1 and C2 are dry multi-plate clutches, but may be wet multi-plate clutches or electromagnetic clutches.

  In the embodiment, the total fuel consumption rate map is set to the same number as all the shift patterns. However, they may be overlapped and integrated into a smaller number of maps.

  Furthermore, in the embodiment, the motor 4 that is a brushless DC motor is used as the electric motor in the present invention, but another appropriate electric motor capable of generating power, for example, an AC motor may be used. In the embodiment, the battery in the present invention is the battery 52, but may be another appropriate battery that can be charged and discharged, for example, a capacitor. Furthermore, in the embodiment, the engine 3 that is a gasoline engine is used as the internal combustion engine in the present invention, but a diesel engine or an LPG engine may be used. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V hybrid vehicle 1 control device 2 ECU (storage means, shift pattern selection means, prediction means)
3 Engine 3a Crankshaft (engine output shaft)
4 Motor DW Drive wheel 11 First transmission mechanism 13 First input shaft 31 Second transmission mechanism 32 Second input shaft C1 First clutch C2 Second clutch 52 Battery (capacitor)
66 Car navigation system TRQ Required torque (Required driving force)
TSFC total fuel consumption rate (total fuel consumption)
TB Battery temperature (Accumulator temperature)
SOC state of charge

Claims (7)

An internal combustion engine, an electric motor capable of generating electricity, a battery capable of transferring electric power between the electric motor, an engine output shaft of the internal combustion engine and power from the electric motor are received by a first input shaft, and a plurality of shift stages The first speed change mechanism that can transmit to the drive wheels in a state where the speed is changed at any one of the above, and the state that the power from the engine output shaft is received by the second input shaft and the speed is changed at any one of a plurality of speed stages. A second transmission mechanism capable of transmitting to the drive wheel, a first clutch engageable between the engine output shaft and the first transmission mechanism, and between the engine output shaft and the second transmission mechanism. A control apparatus for a hybrid vehicle having a second clutch capable of engaging
For the speed of the hybrid vehicle and the required driving force required for the drive wheels, the total fuel consumption of the hybrid vehicle is a combination of the gear speed of the power of the internal combustion engine and the gear speed of the motor. Storage means for storing a total fuel consumption map defined for each shift pattern;
Shift pattern selection means for selecting a shift pattern with the smallest total fuel consumption from a plurality of shift patterns based on the total fuel consumption map according to the speed of the hybrid vehicle and the required driving force;
A control apparatus for a hybrid vehicle, comprising:   The total fuel consumption is the efficiency when charging the battery by regeneration by the electric motor using a part of the power of the internal combustion engine, and the prediction when converting the electric power charged in the battery into the power of the electric motor The hybrid vehicle control device according to claim 1, wherein the control device is calculated using efficiency. In a state where the first clutch is released and the second clutch is connected, the power of the second input shaft is transmitted to the first input shaft via the second transmission mechanism and the first transmission mechanism. Is configured to be communicated to
The shift pattern selection means is configured to change the plurality of shifts when the required driving force is equal to or less than a predetermined value in a state where the battery is charged by regeneration by the electric motor using a part of the power of the internal combustion engine. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein a shift pattern in which a shift stage of power of the internal combustion engine is a shift stage of the first transmission mechanism is selected from the pattern.   The output of the electric motor is limited when a temperature of at least one of the electric motor and the electric storage device is equal to or higher than a predetermined temperature set for the at least one of the electric motor and the electric storage device. The hybrid vehicle control device according to 1 or 2.   5. The hybrid vehicle control according to claim 3, wherein an operation of the electric motor is controlled to increase a regeneration amount by the electric motor when a state of charge of the electric storage device is equal to or lower than a predetermined lower limit value. apparatus. The hybrid vehicle is provided with a car navigation system that stores data representing road information around the hybrid vehicle traveling,
Based on data stored in the car navigation system, further comprising prediction means for predicting the traveling state of the hybrid vehicle;
The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the shift pattern is selected according to the predicted traveling state of the hybrid vehicle. An internal combustion engine, an electric motor capable of generating electricity, a battery capable of transferring electric power between the electric motor, an engine output shaft of the internal combustion engine and power from the electric motor are received by a first input shaft, and a plurality of shift stages The first speed change mechanism that can transmit to the drive wheels in a state where the speed is changed at any one of the above, and the state that the power from the engine output shaft is received by the second input shaft and the speed is changed at any one of a plurality of speed stages. A second transmission mechanism capable of transmitting to the drive wheel, a first clutch engageable between the engine output shaft and the first transmission mechanism, and between the engine output shaft and the second transmission mechanism. In a control method of a hybrid vehicle having a second clutch capable of engaging
For the speed of the hybrid vehicle and the required driving force required for the drive wheels, the total fuel consumption of the hybrid vehicle is a combination of the gear speed of the power of the internal combustion engine and the gear speed of the motor. Memorize the total fuel consumption map defined for each shift pattern,
In accordance with the speed of the hybrid vehicle and the required driving force, based on the total fuel consumption map, a shift pattern in which the total fuel consumption of the hybrid vehicle is the smallest is selected from a plurality of shift patterns.
The total fuel consumption stored in the total fuel consumption map is the efficiency when the capacitor is charged by regeneration by the motor using a part of the power of the internal combustion engine, and the electric power charged in the capacitor is the motor. It is calculated using the efficiency when converting to the power of
In a state where the first clutch is released and the second clutch is connected, the power of the second input shaft is transmitted to the first input shaft via the second transmission mechanism and the first transmission mechanism. Is configured to be communicated to
When the output of the internal combustion engine is less than or equal to a predetermined value in a state where the battery is charged by regeneration by the electric motor, the power of the internal combustion engine is shifted by the first transmission mechanism from a plurality of shift patterns. A control method for a hybrid vehicle, wherein a shift pattern is selected.

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