JP3515420B2 - Hybrid vehicle control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine and a continuously variable engine.
A transmission and an electric motor, wherein the output shaft of the internal combustion engine is
The output of the continuously variable transmission is connected to the input of the continuously variable transmission.
Engagement in which the force portion comprises a pair of engagement elements that can be freely coupled and separated.
Connected to an output shaft of the electric motor through
Output shaft is connected to the driving force transmitting means connected to the driving wheels.
Control device applied to connected and connected hybrid vehicle
It is about. 2. Description of the Related Art A control device for a hybrid vehicle of this kind
Is described in, for example, JP-A-9-224303 shown in FIG.
The ones listed are known. In FIG. 5, the engine
The output shaft 1 drives the oil pump 2 and
Connected to the input shaft of the continuously variable transmission 3,
An electric motor 6 is connected to the output shaft via a clutch 4 and a gear 5.
Output shafts are connected. Also, the output of the continuously variable transmission 3
A drive wheel 8 is connected to the shaft via a differential gear 7.
Are linked. The output shaft of the continuously variable transmission 3 has a rotational speed.
A rotation sensor to detect is installed.
Output signal from the input port of the electronic control unit (ECU) 9
Is input to Further, in the ECU 9, the differential
The vehicle speed is obtained from the reduction ratio of the lential gear 7 and the tire effective radius.
Is detected. FIGS. 6 and 7 show this hive.
Hands for operation during vehicle running in the control device of the lid car
It is order. As a result, this hybrid vehicle
The starting control is as follows. That is, the driver
Step on the accelerator pedal,
Then, it is determined that the accelerator switch is ON, and step S1
Go to 02. In step S102, the vehicle speed V becomes 10
If it is determined that the speed is less than km / h, the process proceeds to step S301.
While the latch 4 is opened, the process proceeds to step S302.
Thus, the engine 1 is maintained in the idling state. one
On the other hand, in step S102, the vehicle speed V is 10 km / h or more.
When it is determined, in step S103, the
Switch 4 is brought into a connected state. This step S10
3, the rotation speed of the input shaft of the continuously variable transmission 3 and the engine speed
When the idling speed of
H is connected. According to this control, the vehicle speed at the time of starting
When V is 10 km / h or less, engine 1 is idle
And the vehicle speed V becomes 10 km / h.
When it exceeds, the rotation speed of the input shaft of the continuously variable transmission 3 and the engine speed
When the idling speed of gin 1 matches, click
The latch 4 will be connected. In this case, as shown in FIG.
The output shaft of the engine 1 and the input shaft of the continuously variable transmission 3
Match, so engine 1 is idling
If there is, the input shaft speed of the continuously variable transmission 3 must be idle
It matches the rotation speed. So this hybrid automatic
In a car, after starting, the vehicle speed V exceeded 10 km / h
By this time, the clutch 4 is connected and the engine 1 at that time
Is the idling rotation speed. [0006] By the way, in general,
In order to engage the latch without shock,
Coupling operation with input and output speeds matched
Need to do. In the above hybrid vehicle
According to the structure of the power transmission system shown in FIG.
4 is determined by the vehicle speed.
In addition, when the clutch 4 is engaged as described above,
Speed is to be regulated to a constant value (10 km / h)
You. For this reason, the output rotation speed of the clutch 4 at the time of coupling is naturally
And a fixed value. From this, the clutch 4
In order to perform coupling without shock, the input rotation of the clutch 4 is required.
The number of turns must also be constant. The input rotation speed of the clutch 4 depends on the structure shown in FIG.
The speed of the engine 1 and the gear ratio of the continuously variable transmission 3.
According to the above control, the clutch
4 is the idling speed when the engine 1 is connected
The input speed and output of the clutch 4
The speed of the continuously variable transmission 3 must be changed in order to match the power speed.
The ratio must be constant. Therefore, the above-mentioned hybrid vehicle
In this case, the driving force demand of the driver when starting the vehicle is large,
When you want to generate a large driving force immediately by the engine 1
High engine output regardless of vehicle speed
It is not possible to engage the clutch 4 in a state where operation is possible
Ability to meet the driver's requirements
No. In view of such circumstances, the present invention
Is interposed between the continuously variable transmission and the drive wheels or electric motor.
Engagement of the engaged elements regardless of vehicle speed or engine speed.
This allows the driver to obtain the required driving power
A hybrid vehicle that can respond well to changes
It is an object of the present invention to provide a control device. [0010] To solve the above problems,
The following means are employed in the present invention. That is,
The control device for a hybrid vehicle according to claim 1 is an internal combustion engine.
An engine (for example, the engine E in the embodiment);
Step transmission (for example, CVT 18 in the embodiment)
And an electric motor (for example, for drive / regeneration in the embodiment)
Motor M), wherein the output shaft of the internal combustion engine is the stepless
The input unit of the transmission (for example, the drive side
And the output section of the continuously variable transmission (e.g.,
For example, the driven pulley 21) in the embodiment
A pair of detachable engagement elements (for example, in the embodiment,
(E.g., the engaging portions 26 and 27)
Of the electric motor via the clutch 28) in the form of FIG.
Connected to the power shaft, the output shaft of the motor is connected to the drive wheels
Driving force transmitting means (for example, the
Hybrid automatic connected to final reduction gear 30)
Vehicle (for example, hybrid vehicle 1 in the embodiment)
0) (for example, in the embodiment)
Control device 11), comprising:
Engagement element control means for controlling separation (for example,
Step S7 and Step S12), and
Rotation speed detecting means for detecting each rotation speed of the engagement element
(For example, step S2 in the embodiment);
Transmission ratio control means for controlling the transmission ratio of the continuously variable transmission (for example,
For example, steps S9 and S11 in the embodiment)
And an internal combustion engine speed control for controlling the speed of the internal combustion engine
Control means (for example, step S8 and step S8 in the embodiment)
And S10). And the engagement element control
Before connecting the engaging elements by means,
The rotational speed difference between the engagement elements is a predetermined value (for example, 100 rp).
m or set in step S4 in the embodiment.
Is greater than or equal to the specified value).
One of the control means and the speed ratio control means or
Using both, the rotational speed of the internal combustion engine and the stepless
Control one or both of the transmission gear ratios.
Connected to the continuously variable transmission side of the engagement element
Adjust the number of rotations of the
When the rotational speed difference falls within the predetermined value, the engagement required
The elementary combining operation is started. [0011] Because of this configuration, this hybrid
In a control device for a padded vehicle, the engaging elements are connected
And the speed ratio of the continuously variable transmission
It is not fixed, for example, the driver at the start
When the driving force demand of the internal combustion engine is large,
To the same level as the engagement element while maintaining high-power operation.
Can perform the joint operation. [0012] Also, Transmission required in the engagement section
Transmission torque calculating means for calculating the torque capacity (for example, actual
Step S41) according to the embodiment is provided.
The larger the transmission torque capacity is, the larger the predetermined value is set.
I am trying to determine. With such a configuration, the transmission torque of the engagement element is
The larger the torque capacity, the more the engagement element starts
Although the number of turns will be large, the driver generally
Small shocks when cruising on load
However, if you feel this sensitively and you are accelerating with high load, etc.
Is not so anxious even with a slight shock,
Load running, that is, when the transmission torque capacity is large,
Even if the predetermined value of the rotational speed difference is set large,
The shock felt by the person is considered to be small. This
Required to control the internal combustion engine speed during high-load driving.
Time and fuel within a range that does not impair the driving comfort of the driver
Can be omitted. DETAILED DESCRIPTION OF THE INVENTION Hereinafter, the first and second embodiments of the present invention will be described.
An example of the embodiment will be described with reference to the drawings. [First Embodiment] FIG. 2 shows a hybrid
A schematic diagram of the power transmission system of the automobile 10 and a hybrid automatic transmission
Together with the block diagram of the control device 11 applied to the car 10
It is shown. In the power transmission system shown in FIG.
(Internal combustion engine) The power of E is transmitted through the vibration damper 12.
Input to planetary gear set 13
Is done. This planetary gear set for switching back and forth
13 is mechanically connected to a select lever (not shown)
Select lever by hydraulic switching valve (not shown)
Select the hydraulically operated friction elements 16 and 17 by operating
, So that the CVT 1
Engine input to the drive-side pulley (input unit) 19 of FIG.
The rotation direction of the power of E is switched. The rotation of the driving pulley 19 is controlled by a metal bell.
To the driven pulley (output unit) 21 via the
You. Here, the drive pulley 19 and the driven pulley 21
The rotation speed ratio is determined by winding the metal belt 20 around each pulley.
The winding diameter is determined by the side chamber of each pulley.
Due to the pressing force generated by the hydraulic pressure applied to
Is controlled. This oil pressure is generated by the engine E.
Generated by an oil pump 24 driven by
It is supplied to the side chambers 22 and 23 via the device 25. The driven pulley 21 includes a pair of engagement elements 2.
Driven through a clutch (engagement portion) 28 composed of 6 and 27
/ Regeneration motor M is connected to the output shaft. clutch
28 and a drive / regeneration motor M, a final reduction gear
(Driving force transmission means) 30 and gear 31
As a result, the driving force of the driven pulley 21
The drive wheel W is transmitted to the axle 32 through the drive shaft W. Ma
In addition, the driving force of the drive / regeneration motor M is
The power is transmitted to the axle 32 via the final reduction gear 30,
The wheel W is rotated. On the other hand, the control device 11 has a CP (not shown).
A microcomputer consisting of U, RAM, ROM, etc.
The configuration is provided with an ECU 35 having the same. ECU3
5 includes an engine for detecting the number of revolutions of the engine E.
Speed sensor S ₁ And rotation of the engagement elements 26, 27
Clutch speed sensor S for detecting the speed _Two Detection result
The result is input, whereby the rotation speed of the engine E and the
The number of rotations on the input side and output side of the latch 28 can be grasped.
It has become so. The ECU 35 is connected to the hydraulic control device 25
Connected to the CVT 18 via the hydraulic control device 25.
Can detect and control the hydraulic pressure supplied to each side chamber 22, 23
It has become so. Thereby, in the ECU 35,
It is possible to grasp and control the gear ratio of CVT18.
Swelling. Further, the ECU 35 operates the engine E.
For controlling the fuel injection amount for controlling the fuel injection amount
And the throttle control actuator 37
Control the engine E through these actuators
Swelling. The ECU 35 is also provided with a drive / regeneration module.
Connected to the motor control device 38 for controlling the operation of the motor M.
And controls the separation or connection of the engagement elements 26 and 27.
Connected to clutch control actuator 39 for controlling
When the rotation operation of the drive / regeneration motor M can be controlled,
In both cases, the engagement / disengagement operation of the clutch 28 can be controlled.
Swelling. Further, the drive / regeneration motor M is a motor
Electricity is supplied to the battery (power storage device) 41 through the control device 38.
Connected. The battery 41 includes a battery 41
Battery capacity sensor that can detect the state of charge
(Detection means) 42 is provided.
The output value of the sensor 42 is input to the ECU 35.
ing. In this hybrid vehicle 10,
When the vehicle stops, by stopping the engine E,
The fuel consumption can be reduced.
When starting from, the engaging elements 26 and 27 are separated and closed.
With the latch 28 open, the drive / regeneration motor M is driven.
And start only with the drive / regeneration motor M.
Can be. This allows the engine E to stand when starting.
No need to wait for lift-up, quick response to driver demand
Start can be realized. A drive / regeneration motor M is used as a drive source.
Driver demands more driving force when starting off
In this case, the engine E is started and the clutch 28
In the coupled state, the driving force of the engine E is reduced to C
Supply to axle 32 via VT 18 and clutch 28
To meet the driver's requirements
Can be As described above, only the drive / regeneration motor M is used.
Therefore, while driving, the engine E is started and the driving force is increased.
In order to exhibit the
In this case, the ECU 35 is configured as shown in FIG.
Based on the flowchart as shown, the engagement elements 26, 2
7 is combined. First, in step S1, the clutch 2
8 is transmitted to the clutch control actuator 38 (FIG.
2)). Kula
When it is determined that the switch command should not be issued
Go through this control. Also, the clutch engagement command
If a decision is made that it should
In S2, the input and output rotational speeds of the clutch 28,
That is, the rotational speeds of the engagement elements 26 and 27 are detected, and the
In step S3, the input rotation speed of the clutch 28
Calculate the difference from the output speed. Next, in step S4, the engagement element 2
Set the permissible rotational speed difference when combining 6, 27
I do. This allowable rotational speed difference is determined by the input of the clutch 28 and
The rotation speeds on the output side substantially match, and the clutch 28 is engaged.
Even so, there is almost no difference in rotation speed,
Specifically, it is about 100 rpm. In step S5, the calculation in step S3 is performed.
The absolute value of the rotation speed difference is 100 rpm, which is the allowable rotation speed difference.
Is greater than or equal to The rotation speed difference is 100rpm
If it is smaller than the clutch in step S7.
Activating the control actuator 39 (see FIG. 2)
Starts clutch engagement. On the other hand, the rotational speed difference is larger than 100 rpm.
If it is larger, it is determined in step S6 whether the rotational speed difference is positive or negative.
I do. When the rotational speed difference is positive, the input side of the clutch 28
Since the rotation speed will be higher than the output rotation speed,
In steps S8 and S9, the engine E
Control to decrease and decrease the gear ratio of CVT 18
(Shift to the high ratio side)
By performing both, the rotational speed of the input side of the clutch 28,
That is, the rotation speed of the engagement element 26 is reduced. On the other hand, when the rotational speed difference is negative, the clutch
Is output speed of 28 higher than input speed?
In steps S10 and S11, the engine E
Control to increase the number of revolutions and the speed ratio of the CVT 18
Any of the controls to increase (shift to the Low ratio side)
Do one or both and rotate the input side of clutch 28
The number, that is, the rotation speed of the engagement element 26 is increased. It should be noted that step S8, S9 or step
In S10 and S11, the engine speed E and the engine speed C
Which speed ratio of VT18 is to be changed and how much
For example, it is determined as follows. Sandals
If it is determined in step S6 that the rotational speed difference is positive,
The target of CVT18 from the driving force and the vehicle speed required by the driver
Determine the gear ratio and make sure that the actual gear ratio is lower than the target gear ratio.
If it is on the side, step within the range that does not exceed the target gear ratio.
The gear is shifted to the High ratio side in step S9, and at the same time, in step S8
Decrease engine speed. Conversely, the actual gear ratio
If the gear ratio is on the higher side than the speed ratio, the shift in step S9
Without performing, the engine speed is reduced by step S8.
You. The same applies when the rotational speed difference is determined to be negative in step S6.
If the actual gear ratio is higher than the target gear ratio,
For example, within a range not exceeding the target gear ratio, Lo in step S11.
Shift to w side, and at the same time,
To raise. Conversely, the actual gear ratio is lower than the target gear ratio
Side, the gear shift in step S11 is not performed, and
The engine speed is increased by step S10. And, the difference in rotation speed is larger than 100 rpm.
In the meantime, the above control is repeated, and during that time, Step S12
In the step, the engagement of the clutch 28 is prohibited. Also, the above
By repeating the control, the rotational speed difference
If the speed is within a certain 100 rpm, the process proceeds to step S7.
To start the coupling operation of the engagement elements 26 and 27
And Thus, when the engagement elements 26 and 27 are connected,
Prior to this, the rotational speed difference between the engagement elements 26 and 27 is
Is controlled to 100 rpm or less, which is the allowable rotation speed difference.
Since the engagement elements 26 and 27 are later connected, the clutch 2
Unpleasant circumstance that may occur when combining
The shock can be reliably prevented. As described above, according to the control shown in FIG.
For example, when connecting the engagement elements 26 and 27,
The rotational speed difference between the elements 26 and 27 is less than a predetermined value (100 rpm)
If it is above, the rotation speed of the engine E and CVT1
8 to control one or both of the gear ratios
The rotation speed of the engagement element 26 connected to the CVT 18 side.
Is adjusted so that the rotational speed difference is within the specified value (100 rpm).
In this case, the connecting operation of the engaging elements 26 and 27 is started.
Therefore, unlike the conventional case, the clutch 28 is
The speed of the engine E and the gear ratio of the CVT 18
Are not fixed. Therefore, the vehicle
When the driving force demand of the driver during traveling is large, the engine E
Increase the rotation speed of the
Further, the engagement operation of the engagement elements 26 and 27 can be performed,
It becomes possible to sufficiently satisfy the driving force demands of the tumbler. Ma
Also, when the driving force demand of the driver is small, the engine E
The engagement elements 26 and 27 in a quiet state with a low rotation speed
Actions can be taken. This improves driving comfort.
You can aim up. In the above embodiment, the present invention
Use other configurations without departing from the spirit
May be. For example, in the above embodiment,
The allowable rotational speed difference set in step S4 is a constant value (1
00 rpm)
It may be. In this case, the step S4 in FIG.
Preferably, the replacement is performed by the flowchart shown in FIG.
In the flowchart shown in FIG.
In S41, the transmission required by the clutch 28
The torque capacity is calculated. Calculation of this transmission torque capacity
Is specifically performed as follows. That is,
The driving force required by the driver based on the accelerator opening and the vehicle speed.
decide. This is multiplied by the radius of the driving wheel (tire) to drive
, Which is the reduction ratio and transmission of the final reduction gear 30.
The transmission capacity of the clutch is calculated by dividing by the efficiency.
You. Next, at step S41
Set the allowable rotation speed difference corresponding to the transmission torque capacity. This
Is set in step S41 in the figure.
A data table represented by a graph as shown
And set based on this data table.
This data table stores the transmission torque in the clutch 28.
The allowable rotational speed difference (vertical axis) is
It is configured to increase monotonically. Specifically,
For example, when the transmission torque capacity is 7.5 kgfm,
The rotational speed difference is set to 75 rpm and the transmission torque capacity
Is 15 kgfm, the allowable rotational speed difference reaches 100 rpm,
When the maximum torque capacity is 30 kgfm, the allowable rotation speed difference is 15
It is set to 0 rpm. (Note that these values are
And the drive wheel radius. By adopting such a configuration,
The following effects are obtained. That is, generally the driver
If you are on a low load cruise,
When you feel this sensitively even in a shock,
In that case, even a slight shock does not matter much,
High load traveling, that is, when the transmission torque capacity is large
Is set to a large value of the predetermined value of the rotational speed difference,
It is considered that the shock felt by the driver is small. But
Therefore, as described above, the larger the transmission torque capacity,
If the difference in rotational speed is set to be large, the driver
Within the range where the engine does not feel
Omit the time and fuel required for speed ratio control of the VT18.
As a result, the coupling operation of the clutch 28 can be performed quickly.
And required for the engagement control of the clutch 28.
It is possible to reduce fuel consumption and improve the fuel consumption improvement effect.
Wear. [Second Embodiment] Next, the aforementioned hive
In the lid vehicle 10, the clutch 28
An embodiment for performing control will be described. Conventional as described above
The hybrid vehicle of
In the open state, the upstream side of the clutch 4
Elements, that is, the friction of the continuously variable transmission 3 and the engine 1
It is possible to separate parts that act as frictional resistance and inertial mass
In this state, the motor 6 or the drive / regeneration mode
Kinetic energy of the vehicle body by rotating
Can be converted (regenerated) into electrical energy
it can. As described above, the clutch is released during deceleration.
When regenerating kinetic energy, the deceleration of the vehicle
It is determined by the regenerative output set in the machine 6. Regenerated
Energy is used to charge the battery (power storage device)
However, the electric capacity of the battery (power storage device) is 100% (full
State of charge) and no longer accepts electrical energy
In this case, the deceleration regeneration operation of the motor 6 must be prohibited.
And the deceleration of the vehicle changes.
Generally, the driver expects a certain deceleration in the vehicle
In this way, the vehicle deceleration changes
Is not likely to cause a decrease in driving operability.
You. Therefore, the hybrid vehicle 10 described above
In the control device 11, the deceleration at the time of deceleration regeneration
Can be changed by the capacity of the power storage device
As a result, it is necessary to achieve good driving operability.
As a theme, the following means were adopted. That is, in this case, the hybrid vehicle
The control device 11 includes an internal combustion engine (engine E),
A step transmission (CVT 18) and an electric motor (drive / regeneration mode)
M) and electric energy generated by the electric motor
And a power storage device (battery 41) for storing power.
An output shaft of the internal combustion engine is connected to an input portion (drive
Side pulley 19), the output of the continuously variable transmission
(The driven pulley 21) is a pair of engagements that can be freely coupled and separated.
(Clutch) consisting of elements (engaging elements 26 and 27)
28) to the output shaft of the electric motor,
A drive in which the output shaft of the motive is coupled to a drive wheel (drive wheel W)
C connected to the force transmitting means (final reduction gear 30)
The control device 11 applied to the hybrid vehicle 10
To detect the remaining capacity of the power storage device.
Disengagement means and a member for controlling connection and disconnection of the engagement element.
Combined element control means, and the remaining capacity of the power storage device is provided.
Is greater than a predetermined value (eg, 95% of full charge capacity)
Means that the regenerative power generation by the
The separation of the engagement element is prohibited. Because of this, the hybrid automatic
In the control device 11 of the vehicle 10, an electric motor (drive / regeneration)
If the regenerative power generation by the motor M) is prohibited,
Because the joining elements (engaging elements 26 and 27) are in the joined state
Even if there is no regenerative braking force from the motor,
The continuously variable transmission or internal combustion engine located on the upstream side
By acting as an inertial mass, braking force can be secured.
You. The control device of the hybrid vehicle 10 will now be described.
The control contents at the time of deceleration by the device 11 will be described with reference to FIG.
Will be described. The power transmission of the hybrid vehicle 10
The schematic configuration of the control system and the schematic configuration of the control device 11
Is as described in the first embodiment.
is there. In FIG. 4, step S11 is a step
This is a part to determine the deceleration state.
Detects that the control is not operating, and in this case,
The state is determined. Judgment that the vehicle is decelerating
If so, the process proceeds to step S2.
In this case, this control is passed. In step S12, the battery 41
Of the battery 41, that is, the remaining capacity of the battery 41 is detected.
You. This step S12 is for detecting the remaining capacity of the power storage device.
It corresponds to a means. Then, in the next step S13
And the detected remaining capacity of the battery 41 is close to full charge.
Whether it is more than a predetermined value, specifically, more than 95% of full charge capacity
Is determined. When the remaining capacity of the battery 41 is 95% or less
Is applied to the drive / regeneration motor M in step S16.
The regenerative operation is continued, and at step S17
To keep the engagement elements 26, 27 separated.
To do. As a result, the remaining capacity of the battery 41 becomes 95%
In the following cases, the clutch 28 is released and the drive wheel W side
, CVT18, planetary gear set for switching between forward and reverse
Resistance and inertia of the engine 13 and engine E etc.
The part acting as mass can be separated from the vehicle
Deceleration of the vehicle while recovering the maximum kinetic energy of the vehicle
Can be maintained. On the other hand, the remaining capacity of the battery 41 is 95% or more.
In the case of, if the regenerative operation continues as it is,
The battery 41 accepts the regenerated electrical energy.
Becomes impossible. Therefore, regenerative operation must not be prohibited
And the drive / regeneration motor M
The raw braking force will be lost. Therefore, in this case, the process proceeds to step S14.
The regeneration operation by the drive / regeneration motor M
At the same time, in step S15, the engagement elements 26 and 27
Is prohibited and the engagement elements 26 and 27 are maintained in the connected state.
To do. Thereby, on the upstream side of the clutch 28,
CVT18 located, planetary rig for forward / reverse switching
The frictional resistance of the asset 13 and the engine E or
The part acting as the inertial mass is connected to the drive wheel W side
The same effect as a normal engine brake.
Can effectively prevent a decrease in deceleration due to the ban on regeneration.
You. In this case, the above-described steps S15 and S1
7 corresponds to the above-mentioned engagement element control means. According to the embodiment described above, the battery
When the remaining capacity of the rim 41 is equal to or more than a predetermined value (95%),
Prohibit regenerative power generation by motor / regeneration motor M
In addition, the separation of the engagement elements 26 and 27 is prohibited.
There is no regenerative braking force by the drive / regeneration motor M
Also, CVT18 and engine E are friction resistance or inertia
Ensuring braking force by acting as a quantity
And therefore the regenerative operation is prohibited
Prevents reduction in vehicle deceleration and reduction in driving operability.
Can be passed. As described above, according to the first aspect of the present invention,
In the control device of the hybrid vehicle, the engaging element is connected.
When engaging, the rotational speed difference between the engagement elements
If above, the speed of the internal combustion engine and the continuously variable transmission
By controlling one or both of the gear ratios
Adjusts the rotation speed of the engagement element connected to the continuously variable transmission
However, when the rotational speed difference falls within a predetermined value, the engagement element
Since the joining operation is started, unlike the conventional
When connecting the joints, the rotational speed and stepless
The speed ratio of the transmission is not fixed. Accordingly
Therefore, when the driving force demand of the driver when starting the vehicle is large,
A state in which the rotation speed of the internal combustion engine is increased and high output operation is possible
The engagement operation of the engagement element can be performed while
It is possible to sufficiently satisfy the driving force demand of the driver. Ma
When the driving force demand of the driver is small,
Perform the engagement operation of the engagement elements in a quiet state with a low rotation speed.
Can be. This will improve driving comfort
Can be. [0051] Also, The larger the transmission torque capacity, the more the engagement
Set a large allowable rotation speed difference when joining elements.
As long as the driver does not feel a shock,
Required for speed control of internal combustion engine and speed ratio control of continuously variable speed ratio
Time and fuel can be saved. With this,
Joining operation of joining elements can be performed quickly, and joining control
The fuel required to improve fuel consumption
be able to.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing one example of a first embodiment of the present invention, showing a procedure when a control device of a hybrid vehicle performs a connecting operation between engagement elements. It is a flowchart. FIG. 2 is a diagram showing both a schematic diagram of a power transmission system and a block diagram of a control device in the hybrid vehicle of the present invention. FIG. 3 is a view showing another example of the first embodiment of the present invention, and is a flowchart showing a procedure for setting an allowable rotational speed difference between engagement elements. FIG. 4 is a diagram illustrating an example of the second embodiment of the present invention, and is a flowchart illustrating a control procedure of a clutch and a drive / regeneration motor during deceleration of a vehicle. FIG. 5 is a schematic diagram of a power transmission system of a hybrid vehicle and a configuration diagram of a control system showing a conventional technique of the present invention. 6 is an upper half of a flowchart of a process executed in the electronic control unit of the hybrid vehicle shown in FIG. 5; FIG. 7 is the lower half. [Description of Signs] 10 Hybrid vehicle 11 Control device 18 CVT (Continuously Variable Transmission) 19 Drive-side pulley (input unit) 21 Driven-side pulley (output unit) 26, 27 Engagement element 28 Clutch (engagement unit) 30 Final Reduction gear (drive force transmission means) 35 ECU E Engine (internal combustion engine) W Drive wheel M Drive / regeneration motor (electric motor) Step S2 Revolution detection means Steps S7, S12 Engagement element control means Steps S8, S10 Internal combustion engine rotation Number control means Step S9, S11 Gear ratio control means Step S41 Transmission torque calculation means

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 530 B60K 6/04 530 731 731 41/00 301 41/00 301A 301C 301D 41/28 41/28 B60L 15/20 B60L 15/20 K F02D 29/00 F02D 29/00 H 29/02 29/02 D F16D 48/02 F16H 61/02 F16H 61/02 101: 02 // F16H 101: 02 F16D 25/14 640N (72) Inventor Hiroshi Tamagawa 1-4-1 Chuo, Wako-shi, Saitama Pref.Honda R & D Co., Ltd. (72) Inventor Yoshihiro Kanamaru 1-4-1 Chuo Wako-shi, Saitama Pref.Honda R & D Co., Ltd. (56) Reference JP-A-9-224303 (JP, A) JP-A-8-61105 (JP, A) JP-A-6-38304 (JP, A) JP-A-10-243502 (JP, A) JP-A-11-107 799 (JP, A) JP-A-11-165566 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 6/02-6/06 F02D 29/00-29/06 B60K 41/00-41/28 F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 F16D 48/00-48/12 B60L 1/00-15/42 B60K 17 / 04

Claims (1)

(57) [Claim 1] An internal combustion engine, a continuously variable transmission, and an electric motor, wherein an output shaft of the internal combustion engine is connected to an input portion of the continuously variable transmission, An output portion of the step transmission is connected to an output shaft of the electric motor via an engagement portion including a pair of engagement elements that can be freely coupled and separated, and the output shaft of the electric motor is connected to a driving wheel by a driving force. A control device applied to a hybrid vehicle connected to a transmission means, comprising: engagement element control means for controlling connection and separation of the engagement elements; and detecting a rotational speed of each of the engagement elements. A rotational speed detecting unit, a speed ratio control unit for controlling a speed ratio of the continuously variable transmission, and an internal combustion engine rotational speed control unit for controlling a rotational speed of the internal combustion engine; When the engagement element is coupled by When the rotational speed difference between them is equal to or greater than a predetermined value, the rotational speed of the internal combustion engine and the continuously variable transmission are controlled by using one or both of the internal combustion engine rotational speed control means and the speed ratio control means. By controlling one or both of the speed ratios of the two, the rotational speed of the engagement element connected to the continuously variable transmission is adjusted, and the rotational speed difference is within the predetermined value. In this case, the coupling operation of the engagement element is started, and the transmission torque required in the engagement portion is started.
A transmission torque calculating means for calculating the capacity is provided.
The larger the determined transmission torque capacity, the larger the predetermined value.
Hybrid vehicle control characterized by a large setting
Control device.