JP2015077860A - Control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus for a hybrid vehicle, which can avoid a rattle noise during running in an HEV mode.SOLUTION: A control apparatus for a hybrid vehicle includes an engine, a clutch that is interposed and inserted onto a power transmission path between the engine and a driving wheel, and an electric motor that is coupled to the driving wheel via a gear. The control apparatus controls output of the engine and the electric motor and engagement/disengagement of the clutch depending on an operational status. In this case, when request torque is generated by the engine alone, the engagement capacity of the clutch is set equal to or lower than a lower limit of an engine fluctuation.

Description

  The present invention is equipped with an engine and an electric motor as a power source, and can select an electric travel mode (EV mode) that travels only by the electric motor and a hybrid travel mode (HEV mode) that travels by the engine and / or the electric motor. The present invention relates to a control device for a hybrid vehicle.

  As such a hybrid vehicle, for example, one described in Patent Document 1 is known. In this hybrid vehicle, the engine is coupled to the driving wheel through a continuously variable transmission and a clutch in order to be detachable, and the electric motor is always coupled to the driving wheel. In addition, a mechanical oil pump driven by the engine is provided to supply oil to the continuously variable transmission and the clutch.

  This hybrid vehicle is capable of electric travel in the EV mode only by the electric motor by stopping the engine and releasing the clutch, and by starting the engine and fastening the clutch, Hybrid driving in HEV mode is possible.

JP 2000-199442 A

  However, in the above prior art, when the required torque is generated only by the engine while traveling in the HEV mode, the rotor of the electric motor and the gear train for the electric motor are in a floating state, and the electric motor is driven by combustion fluctuations of the engine. There has been a problem that rattling noise is continuously generated between the backlash and the gear train for the motor (hereinafter referred to as rattle noise).

  An object of the present invention is to provide a hybrid vehicle control device capable of avoiding rattle noise during traveling using only the engine as a power source.

  For this purpose, in the hybrid vehicle control device of the present invention, the engine, the clutch inserted on the power transmission path between the engine and the drive wheels, and the electric motor coupled to the drive wheels via a gear. A motor, and controls the output of the engine and the electric motor and the engagement / release of the clutch according to the operating state. At this time, when the required torque is generated only by the engine, the clutch engagement capacity is set to be equal to or lower than the engine lower limit.

  Therefore, fluctuations in engine torque are not transmitted to the drive wheels from the clutch, rattling due to gear backlash is suppressed, and rattle noise can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to a first embodiment. In the hybrid vehicle control apparatus of Example 1, it is a mode map which sets driving modes. 5 is a shift map representing variator gear ratio control when an engine single travel mode is selected in the hybrid vehicle control apparatus according to the first embodiment. FIG. 3 is an efficiency map representing an optimum fuel consumption driving line in the hybrid vehicle control apparatus of Embodiment 1. FIG. It is a time chart showing the angular velocity of the electric motor side final gear group in the state which starts from a stop, passes through each driving mode, and stops again. It is a schematic explanatory drawing showing the generation principle of rattle noise. 3 is a flowchart illustrating a rattle noise countermeasure process according to the first embodiment. 3 is a time chart showing torque applied to the electric motor by the rattle noise countermeasure process of the first embodiment. 6 is a time chart showing torque applied to the electric motor by the rattle noise countermeasure process of the second embodiment.

  FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment. The hybrid vehicle of FIG. 1 is mounted with an engine 1 and an electric motor 2 as power sources, and the engine 1 is started by a starter motor 3. The engine 1 is drive-coupled to the drive wheels 5 through a V-belt type continuously variable transmission 4 so as to be appropriately separated.

  The variator CVT of the continuously variable transmission 4 is a V belt type continuously variable transmission mechanism including a primary pulley 6, a secondary pulley 7, and a V belt 8 (endless flexible member) spanned between these pulleys 6 and 7. is there. The V belt 8 employs a configuration in which a plurality of elements are bundled by an endless belt, but may be a chain system or the like, and is not particularly limited. The primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C and the counter gear GC, and the secondary pulley 7 is coupled to the drive wheel 5 via the clutch CL and the final gear set 9 in order. The torque converter T / C includes a lock-up clutch LUC that can switch between a converter state that allows an input / output rotational speed difference and a lock-up state that is engaged so that the input / output rotational speeds coincide with each other. In this embodiment, elements (clutch, brake, etc.) that are inserted on the power transmission path between the engine 1 and the drive wheels 5 and connect and disconnect the power transmission path are collectively referred to as a clutch. . When the clutch CL is engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C and the counter gear GC, and then the V belt 8, the secondary pulley 7, the clutch CL, and the engine side final gear set 9 In this way, the vehicle reaches the drive wheel 5 and is used for running the hybrid vehicle.

  During engine power transmission, the pulley V groove width of the primary pulley 6 is reduced while the pulley V groove width of the secondary pulley 7 is increased to increase the winding arc diameter of the V belt 8 and the primary pulley 6 and at the same time Decrease the diameter of the winding arc with pulley 7. As a result, the variator CVT upshifts to the high pulley ratio (high gear ratio). When the upshift to the High side gear ratio is performed to the limit, the gear ratio is set to the maximum gear ratio.

  Conversely, by increasing the pulley V groove width of the primary pulley 6 and decreasing the pulley V groove width of the secondary pulley 7, the winding pulley diameter of the V belt 8 and the primary pulley 6 is reduced, and at the same time the secondary pulley 7 Increase the winding arc diameter. As a result, the variator CVT downshifts to the low pulley ratio (low gear ratio). When downshifting to the low side gear ratio is performed to the limit, the gear shift is set to the minimum gear ratio.

  The variator CVT has a primary rotational speed sensor 6a for detecting the rotational speed of the primary pulley 6 and a secondary rotational speed sensor 7a for detecting the rotational speed of the secondary pulley 7, and the rotational speed detected by these both rotational speed sensors. The actual gear ratio is calculated based on the above, and hydraulic control of each pulley is performed so that the actual gear ratio becomes the target gear ratio.

The electric motor 2 is always coupled to the drive wheel 5 via the electric motor side final gear set 11, and the electric motor 2 is driven via the inverter 13 by the power of the battery 12.
The inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2, and controls the driving force and the rotation direction of the electric motor 2 by adjusting the power supplied to the electric motor 2.
The electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 so that the electric motor 2 acts as a generator, and the generated power of the electric motor 2 is stored in the battery 12.

  In the hybrid vehicle of the first embodiment, when the electric motor 2 is driven while the clutch CL is released and the engine 1 is stopped, only the power of the electric motor 2 reaches the drive wheels 5 via the electric motor side final gear set 11. The vehicle travels in an electric travel mode (EV mode) using only the electric motor 2. During this time, by releasing the clutch CL, the friction of the stopped engine 1 and the variator CVT is reduced, and wasteful power consumption during EV traveling is suppressed.

  When the engine 1 is started by the starter motor 3 and the clutch CL is engaged in the traveling state in the EV mode, the power from the engine 1 is converted to the torque converter T / C, the primary pulley 6, the V belt 8, the secondary pulley 7, The vehicle reaches the drive wheel 5 through the clutch CL and the engine side final gear set 9 in order, and the hybrid vehicle travels in a hybrid travel mode (HEV mode) using the engine 1 and the electric motor 2. The HEV mode has a combined travel mode in which the torque of the engine 1 and the torque of the electric motor 2 are used in combination, and an engine single travel mode in which the torque of the electric motor 2 is not used and the engine is driven using only the engine torque. .

  When the hybrid vehicle is stopped from the above running state or kept in this stopped state, the brake disk 14 that rotates together with the drive wheels 5 is clamped by the caliper 15 to be braked. The caliper 15 is connected to a master cylinder 18 that outputs a brake fluid pressure corresponding to the brake pedal depression force under a boost by a negative pressure brake booster 17 that responds to the depression force of the brake pedal 16 that the driver steps on. The brake disc 14 is braked by operating the caliper 15 by the brake fluid pressure generated by the master cylinder 18. In both the EV mode and the HEV mode, the hybrid vehicle drives the wheel 5 with a torque corresponding to a driving force command that is commanded by the driver depressing the accelerator pedal 19, and travels with a torque that meets the driver's request.

  The hybrid controller 21 selects a driving mode of the hybrid vehicle, output control of the engine 1, rotation direction control and output control of the electric motor 2, shift control of the variator CVT, engagement / release control of the clutch CL, battery 12 Charge / discharge control. At this time, the hybrid controller 21 performs these controls via the corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25.

  The hybrid controller 21 includes an accelerator pedal opening sensor that detects a signal from the brake switch 26, which is a normally open switch that switches from OFF to ON when the brake pedal 16 is depressed, and an accelerator pedal depression amount (accelerator pedal opening) APO. The signal from 27 is input. The hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.

  The engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21. Perform output control. The transmission controller 24 responds to a command from the hybrid controller 21 and uses oil from a mechanical oil pump O / P driven by an engine (or an electric oil pump EO / P driven by a pump motor) as a medium. The variator CVT shift control and the clutch CL engagement / release control are performed. The battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.

  FIG. 2 is a mode map for setting a travel mode in the hybrid vehicle control apparatus according to the first embodiment. In the mode map, the vehicle speed VSP is set on the horizontal axis, and the accelerator pedal opening APO is set on the vertical axis. An EV mode in which the vehicle travels using only the electric motor 2 is set in the low accelerator pedal opening range when the vehicle speed is VSP1 or less. In addition, the HEV mode is set in the other areas. In this HEV mode, the engine single travel mode in which only the engine 1 is used as a power source and the torque of the electric motor 2 in addition to the torque of the engine 1 are added. And a combined running mode.

  FIG. 3 is a shift map representing the variator gear ratio control when the engine single travel mode is selected in the hybrid vehicle control apparatus of the first embodiment. This shift map is a map with the vehicle speed VSP on the horizontal axis and the engine speed Ne on the vertical axis. The gear ratio of the variator CVT is controlled so that the fuel efficiency is optimized while satisfying the required torque within the shift region indicated by the hatched lines in the shift map. Strictly speaking, the gear ratio of the variator CVT is not defined by the engine speed Ne and the vehicle speed VSP but by the primary pulley speed and the secondary pulley speed, but the torque converter T / C is provided with a lock-up clutch. The engine speed Ne and the primary pulley speed can be considered to be the same considering the gear ratio of the counter gear GC, and the clutch CL uses the torque of the engine 1 by being locked up at a predetermined vehicle speed or higher. The vehicle speed VSP, which is the secondary pulley rotational speed and the drive wheel rotational speed, can be regarded as the same when the gear ratio of the engine-side final gear set 9 is taken into consideration. The map may be set based on the relationship between the primary pulley rotation speed and the secondary pulley rotation speed, and is not particularly limited.

  FIG. 4 is an efficiency map representing the optimum fuel consumption driving line in the hybrid vehicle control apparatus of the first embodiment. This efficiency map is a map in which the horizontal axis represents the engine speed Ne and the vertical axis represents the engine torque TENG. The thin solid line in the efficiency map is the fuel efficiency characteristics. The maximum efficiency is achieved when the engine torque TENG is the eco torque TECO and the engine speed Ne is the eco speed NeECO, and the efficiency gradually increases around the maximum efficiency point Xmax. Represents a decline. The dotted line represents an equal power line determined from the product of the engine speed and the engine torque. An optimal fuel consumption driving line is set by overlapping the equal fuel consumption line and the equal power line and connecting the points with the best fuel consumption to achieve a certain power. When controlling the gear ratio of the variator CVT, if the required torque is determined from the accelerator pedal position of the driver, the driving point on the optimal fuel efficiency driving line that can achieve the torque is determined and determined by the current vehicle speed VSP. The speed ratio of the engine 1 and the variator CVT is controlled so that the engine speed corresponding to the operating point is achieved, thereby improving fuel efficiency.

(Rattle noise when running with only the engine)
Next, a problem that occurs when the HEV mode is selected and the vehicle travels using only the torque of the engine 1 will be described. FIG. 5 is a time chart showing the angular speed of the final gear set on the electric motor side in a state where the vehicle stops after starting from the stop and passing through each travel mode. Of the electric motor side final gear set 11, a gear that rotates integrally with the drive wheel 5 is referred to as an engine side gear, and a gear that rotates integrally with the rotor of the electric motor 2 is referred to as a motor side gear.

  When the driver depresses the brake pedal and stops the vehicle at time t1, when the brake pedal is released and the accelerator pedal is depressed, the EV mode is selected, the motor torque of the electric motor 2 is output, and the vehicle starts. To do. At this time, the engine 1 is not operating, the clutch CL is in a released state, and the SOC indicating the battery storage state gradually decreases. At this time, the motor torque acts on the engine side gear from the motor side gear, and since there is no torque fluctuation as in the engine 1, noise due to backlash of the electric motor side final gear set 11 does not occur.

  When the driver further depresses the accelerator pedal at time t2, the engine single travel mode is selected from the HEV mode, the engine is started, the motor torque is reduced, and the clutch CL is engaged. Thus, the vehicle travels using only the engine 1 as a power source. At this time, the rotor of the electric motor 2 and the motor side gear are in a floating state, and so-called rattle noise is generated in which a rattling noise is continuously generated between the backlash between the engine side gear and the motor side gear due to engine combustion fluctuations. . FIG. 6 is a schematic explanatory diagram showing the generation principle of rattle noise. FIG. 6A is an enlarged view of a region Y in FIG. 5 showing the movement of the motor side gear and the engine side gear in the engine single travel mode. The change in backlash, the angular speed of the engine side gear (solid line), the motor Indicates the angular speed (dotted line) of the side gear.

The section (α) is a state where the engine side gear is pushing the motor side gear, and there is no backlash.
In the section (β), the angular speed of the engine side gear is decreased due to the torque fluctuation of the engine 1, but the angular speed of the motor side gear is not decreased so much by the electric motor 2 or the inertia of the gear. Fast angular velocity. Thus, a backlash occurs between the engine side gear and the motor side gear.
Point (γ) is a state in which the angular speed of the engine side gear increases due to torque fluctuations of the engine 1 and collides with the motor side gear from a state separated from the motor side gear, thereby eliminating backlash. A vibration force is generated by this collision, and backlash is repeatedly generated or eliminated between the motor side gear and the engine side gear, thereby generating rattle noise.

At time t3, when the driver releases the accelerator pedal and depresses the brake pedal, at this stage, the HEV regeneration mode in which regeneration is performed by the electric motor 2 during the HEV mode is set. As a result, the electric motor 2 generates regenerative torque, and the clutch CL maintains the engaged state, so that the engine 1 stops fuel injection and generates engine braking force (friction torque). .
When the HEV regeneration mode is switched to the EV regeneration mode at time t4, the clutch CL is released, so that the engine braking force is lost, and the regeneration torque of the electric motor 2 is increased accordingly. Here, after time t3, since the electric motor 2 outputs the regenerative torque, the motor-side gear does not float and there is no concern about rattle noise. When the vehicle stops at time t5, the regenerative torque of the electric motor 2 is set to 0, and the engine 1 is also stopped, so that no rattle noise is generated.

  As described above, in the hybrid vehicle of the first embodiment, the occurrence of rattle noise is a concern only in the engine single travel mode. In the first embodiment, therefore, the occurrence of rattle noise is avoided by releasing or slip-controlling the lock-up clutch LUC so that backlash between the engine side gear and the motor side gear does not occur in the engine single travel mode. It was decided.

FIG. 7 is a flowchart illustrating the rattle noise countermeasure process of the first embodiment.
In step S1, it is determined whether the vehicle is in a driving state or a coasting state. If it is in a driving state, the process proceeds to step S2, and if it is in a coasting state, this step is repeated. This is because in the coast state, rattle noise accompanying engine torque fluctuation does not occur.
In step S2, it is determined whether or not the current driving mode is in the EV mode, that is, in the EV area in the mode map. If it is in the EV area, the process returns to step S1, and otherwise the process proceeds to step S3.
In step S3, it is determined whether or not the engine 1 and the electric motor 2 are in the combined driving mode, that is, in the mode map in the combined region. If the combined region is in the combined region, the process returns to step S1. .

In step S4, it is determined whether the vehicle speed VSP and the engine speed Ne are within the first or second countermeasure area in the map of FIG. 3, and if they are within the first or second countermeasure area, the process proceeds to step S5. Otherwise, the process proceeds to step S6, the lockup clutch LUC is turned ON, and the process returns to step S1.
In step S5, it is determined whether or not the area is the second countermeasure area. If the area is the second countermeasure area, the process proceeds to step S7, where the lockup clutch is released, that is, turned off. In cases other than the second countermeasure area, it is determined that the area is the first countermeasure area, and slip lockup control is performed.

  Here, the first and second countermeasure areas will be described. Since rattle noise is caused by engine torque fluctuations, it can occur in all regions. However, when the vehicle speed VSP increases, background noise such as wind noise and tire noise becomes larger than the rattle noise, and even if the countermeasure is taken against the rattle noise, the driver cannot feel the effect of reducing the rattle noise. Further, when the engine speed Ne increases, the noise of the engine itself becomes larger than the rattle noise.

  Therefore, a configuration is adopted in which a countermeasure against rattle noise is performed only when the vehicle speed is equal to or lower than a predetermined vehicle speed and equal to or lower than a predetermined engine speed, and is not performed in other regions. Also, especially in the first countermeasure area where fluctuations in engine torque are large, the lockup clutch OFF that completely releases the lockup clutch LUC is turned off, and in the second countermeasure area where torque fluctuations are relatively small, torque is controlled by slip lockup control. Take measures against rattle noise while transmitting. In this way, by limiting the area where the rattle noise countermeasure is taken, it is possible to increase the state in which the lockup clutch LUC is ON, and to avoid the deterioration of efficiency due to the torque converter T / C. Further, in the second countermeasure area, by performing slip lockup control, torque transmission efficiency can be improved compared to the case of complete release, and deterioration of fuel consumption can be further avoided.

  Next, how to give the fastening capacity when performing slip lock-up control by the rattle noise countermeasure process will be described. FIG. 8 is a time chart showing the relationship between the input and output rotational speeds of the torque converter when the rattle noise countermeasure process of the first embodiment is performed. The input speed of the torque converter T / C is described as the engine speed Ne, and the output speed is described as the turbine speed Nt (same as the primary pulley speed). The thick solid line in FIG. 8 indicates the engine speed when the engine torque fluctuation is large, and the thin solid line indicates the engine speed when the engine torque fluctuation is small.

  When the operating point determined by the vehicle speed VSP and the engine speed Ne is within the first countermeasure region of FIG. 3, the engine torque fluctuation is large. In this case, the lockup clutch LUC is turned OFF. As a result, the turbine speed Nt is considerably lower than the engine speed Ne, but a stable output of the turbine speed Nt can be realized without being affected by fluctuations in the engine speed Ne. As a result, the engine torque fluctuation that is the source of the rattle noise is not transmitted to the engine-side final gear set 9, and the occurrence of rattle noise in the motor-side final gear set 11 can be suppressed.

  When the operating point determined by the vehicle speed VSP and the engine speed Ne is within the second countermeasure area of FIG. 3, the engine torque fluctuation is small. In this case, the lockup clutch LUC is slip controlled. Note that the engagement capacity of the lockup clutch LUC at the time of slip control is set to an engagement capacity that is lower than the lower limit torque of the engine torque fluctuation. As a result, the engine torque fluctuation can be prevented from being transmitted to the output side due to the slip of the lockup clutch LUC, and the engine torque fluctuation that is the source of the rattle noise is not transmitted to the engine-side final gear set 9, Generation of rattle noise in the motor side final gear set 11 can be suppressed. Further, the turbine rotational speed Nt can be increased compared with the case where the lockup clutch LUC is OFF, and the power transmission efficiency can be improved.

As described above, the effects listed below are obtained in the first embodiment.
(1) The engine 1 is coupled to the drive wheel 5 via the electric motor side final gear 11 (gear) and the lockup clutch LUC inserted on the power transmission path between the engine 1 and the drive wheel 5. In a hybrid vehicle control device comprising: an electric motor 2; and a hybrid controller 21 (control means) for controlling the output of the engine 1 and the electric motor 2 and the engagement / release of the lockup clutch LUC according to the operating state The hybrid controller 21 is a control device for a hybrid vehicle characterized in that, when the required torque is generated only by the engine 1, the engagement capacity of the lockup clutch LUC is set to be equal to or lower than the torque fluctuation lower limit value of the engine 1.
Therefore, torque fluctuations of the engine 1 are not transmitted to the drive wheel side from the lockup clutch LUC, rattling due to backlash of the motor side final gear set 11 is suppressed, and rattle noise can be reduced.

(2) In the hybrid vehicle control device according to (1), the hybrid controller 21 operates the electric motor 2 when the vehicle speed is equal to or lower than a predetermined vehicle speed and equal to or lower than a predetermined engine speed. Control device.
In this way, by limiting the area where the rattle noise countermeasure is taken, the area where the lock-up clutch LUC is turned off or slip-controlled can be reduced as a countermeasure against the rattle noise, and the fuel efficiency is improved by improving the torque transmission efficiency of the torque converter T / C. Improvements can be made.

(3) In the hybrid vehicle control device described in (1) or (2) above, a torque converter T / C having a lock-up clutch LUC is provided between the engine 1 and the drive wheels 5, and slipping is taken as a measure against rattle noise. A control device for a hybrid vehicle, wherein the clutch to be controlled is a lock-up clutch LUC.
Lock-up clutch LUC can secure a certain amount of torque transmission even in the OFF converter state, so even if the engagement capacity of lock-up clutch LUC is controlled with relatively simple control, stable torque transmission A state can be secured.

(4) In the hybrid vehicle control device described in (3) above, the hybrid controller 21 releases the lock-up clutch LUC when the first countermeasure region (the engine torque fluctuation amount is equal to or greater than a predetermined value), A hybrid vehicle control device that performs slip control on a lock-up clutch LUC in a countermeasure area (less than a predetermined value).
Therefore, when the torque fluctuation is small, the torque transmission efficiency can be improved and the fuel consumption can be improved by increasing the turbine speed Nt by slip control.

[Example 2]
Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 9 is a time chart showing the relationship between the input and output torques of the clutch when the countermeasure against the rattle noise of Example 2 is taken. In the first embodiment, the occurrence of rattle noise is suppressed by turning off or slip-controlling the lockup clutch LUC. On the other hand, the second embodiment is different in that a countermeasure against rattle noise is performed by slip control of the clutch CL. That is, by setting the engagement capacity of the clutch CL to a rattle noise countermeasure engagement capacity that is less than or equal to the lower limit value of the engine torque fluctuation, even if the clutch input side torque fluctuates, the torque transmitted to the clutch output side is a countermeasure against the rattle noise. This is a value with the fastening capacity as the upper limit, which is a constant value. Therefore, torque fluctuation of the engine 1 is not transmitted from the clutch CL to the drive wheel 5 side, rattling due to backlash of the motor side final gear set 11 is suppressed, and rattle noise can be reduced.

(Other examples)
As mentioned above, although this invention was demonstrated based on each Example, it is not restricted to the said structure, Even if it is another structure, it is contained in this invention. In the embodiment, the configuration in which the engine is restarted by the starter motor 3 is shown, but other configurations may be used. Specifically, in recent years, a vehicle with an idling stop function has been replaced by replacing the alternator with a motor / generator, adding an alternator function to the motor / generator and adding an engine start function to restart the engine from an idling stop. At times, a technique for restarting the engine with this motor / generator instead of the starter motor has been put into practical use. The present invention may also be configured to restart the engine by the motor / generator as described above.

1 engine
2 Electric motor
3 Starter motor
4 V belt type continuously variable transmission
5 Drive wheels
6 Primary pulley
7 Secondary pulley
8 V belt
CG counter gear
CVT variator (continuously variable transmission)
T / C torque converter
9,11 Final gear set
12 battery
13 Inverter
19 Accelerator pedal
21 Hybrid controller
22 Engine controller
23 Motor controller
24 Transmission controller
25 Battery controller
26 Brake switch
27 Accelerator pedal opening sensor
CL clutch
32 Vehicle speed sensor

Claims (4)

An engine,
A clutch inserted on a power transmission path between the engine and the drive wheel;
An electric motor coupled to the drive wheel via a gear;
Control means for controlling the output of the engine and the electric motor and the engagement / release of the clutch according to the operating state;
In a hybrid vehicle control device comprising:
When the control means generates the required torque only by the engine, the control means sets the engagement capacity of the clutch below the engine torque fluctuation lower limit value. In the hybrid vehicle control device according to claim 1,
The control device for a hybrid vehicle, wherein the control means operates the electric motor when the vehicle speed is equal to or lower than a predetermined vehicle speed and equal to or lower than a predetermined engine speed. In the hybrid vehicle control device according to claim 1 or 2,
A torque converter having a lock-up clutch between the engine and the drive wheel;
The control apparatus for a hybrid vehicle, wherein the clutch is the lock-up clutch. In the hybrid vehicle control device according to claim 3,
The control means releases the lockup clutch when the torque fluctuation amount of the engine is equal to or greater than a predetermined value, and performs slip control of the lockup clutch when the engine fluctuation is less than the predetermined value. .

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