JPH09280083A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve traveling characteristic and drivability in a hybrid vehicle provided with a plurality of driving force sources by compensating driving force to wheels with driving force of the other driving force source, when a clutch mechanism is changed from disengagement to engagement during driving of a driving force source connected to a transmission. SOLUTION: This hybrid vehicle is constituted so that torque of the output shaft 5 of an engine 1 is input to a transmission 13 through a clutch mechanism 10, output of the transmission 13 is transmitted to front wheels 6 through a differential device 12, and output of a motor 4 is transmitted to rear wheels 16 through a reduction gear mechanism 14 and a differential 15 In this case, a detecting means detecting disengagement/engagement of the clutch mechanism 10 during driving connected to the transmission 13 is provided, and when the clutch mechanism 10 is changed from disengagement to engagement, driving force to the wheels 6 is controlled so as to be assisted by the driving force of the motor 4. Hereby at starting or accelerating the hybrid vehicle, transmission and responsiveness of the driving force are made favorable.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having a plurality of driving force sources, and a transmission connected to any one of the driving force sources.

[0002]

2. Description of the Related Art Conventionally, there are hybrid vehicles that combine a plurality of driving force sources to make up for the drawbacks while making the best use of the respective driving force sources to improve the overall efficiency. As an example of such a hybrid vehicle, there is JP-A-7-186748.

The hybrid vehicle described in this publication is
An engine and a motor are used as a driving force source,
The driving force of the engine is transmitted to either the front wheels or the rear wheels, and the driving force of the motor is transmitted to the wheels to which the driving force of the engine is not transmitted.

Further, this hybrid vehicle is provided with a controller for controlling the running state, and the controller has a rotational speed of the engine, a throttle opening, a steering wheel steering angle, a brake depression amount, an accelerator pedal depression amount, and a gear position. Various signals indicating the running state such as are input. The controller assists the driving of the engine during acceleration or deceleration in the straight traveling state or the small steering angle traveling state by the rotational driving of the motor.

[0005]

However, in the hybrid vehicle described in the above publication, the drive of the motor for assisting the driving force of the engine is in a state of accelerating or decelerating in a straight traveling state or a small steering angle traveling state. It is controlled based on the above, and the state of the transmission is not specifically considered, and it can be said that the driving force of the motor is not fully utilized to improve the running characteristics and drivability of the hybrid vehicle. However, there was room for improvement in this respect.

The present invention has been made in view of the above circumstances, and based on a specific state of the transmission, a hybrid vehicle capable of effectively utilizing the driving force of the driving force source not connected to the transmission. Is intended to provide. This object is achieved by detecting a specific state of the transmission and utilizing the driving force of a driving force source not connected to the transmission based on the detection result.

[0007]

In order to achieve the above object, the invention described in claim 1 is such that a plurality of driving force sources for driving wheels are connected to any one of the driving force sources. And a clutch mechanism that is provided in a power transmission path from a driving force source connected to the transmission to the transmission and that is disengaged / engaged to cut off / transmit the driving force. In the hybrid vehicle, the first detection means for detecting the disengagement / engagement of the clutch mechanism during driving of the driving force source connected to the transmission, and the clutch mechanism being switched from disengagement to engagement And a first control means for supplementing the driving force for the wheel with the driving force of another driving force source.

Therefore, according to the first aspect of the invention, while the hybrid vehicle is traveling by the driving force of the driving force source connected to the transmission, the clutch mechanism is switched from the release state to the engagement state so that the wheels are driven. When the driving force to be transmitted is insufficient or reduced, the insufficient or reduced driving force can be compensated by the driving force of another driving force source.

Therefore, regardless of the operating state of the clutch pedal or the accelerator pedal, that is, the amount of depression, the timing of depression, the amount of return, and the timing of return, ideally, specifically, a sufficient driving force is transmitted to the wheels. The transmission and responsiveness of the driving force at the time of starting, accelerating, passing, etc. of the hybrid vehicle are improved, and the running characteristics and drivability are improved.

According to a second aspect of the invention, a plurality of driving force sources for driving the wheels, a transmission connected to any one of the driving force sources, and a driving force source connected to the transmission are provided. In a hybrid vehicle provided with a clutch mechanism that is provided in a power transmission path from the vehicle to the transmission and that is disengaged / engaged to cut off / transmit the driving force, when the transmission is in a neutral state, A second control means for selectively transmitting the driving force of the driving force source not connected to the transmission to the wheels by operating the switching means by the driver is provided.

Therefore, according to the second aspect of the invention, when the driver switches the switching means while the transmission is in the neutral state, the driving force of the driving force source not connected to the transmission is selected. Is transmitted to the wheels and the hybrid vehicle runs. Therefore, for example, when the road is congested, the transmission is in the neutral state, and the hybrid vehicle can be started / stopped by a simple operation of switching the switching means. The ability is improved.

[0012]

Next, the present invention will be described in detail with reference to the accompanying drawings. First, the invention described in claim 1 will be described in detail based on the first embodiment shown in FIGS. 1 to 7. This invention, when starting a hybrid vehicle,
This is to obtain a good startability even when the accelerator pedal is not stepped on properly and the amount of stepping is inadequate so that the clutch mechanism cannot be smoothly engaged. A driving force source, for example, an engine 1 is mounted on the front portion of the hybrid vehicle shown in FIG. As the engine 1, specifically, an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine is used.

Further, a generator 3 connected to the battery 2 and converting mechanical energy into electric energy is arranged at the front of the hybrid vehicle, and the engine 1 is provided at the rear of the hybrid vehicle. A different type of driving force source, for example, a motor 4 for converting electric energy into mechanical energy is provided. A generator 3 is provided on the side of the engine 1, and a main shaft 8 of the generator 3 is connected to the engine 1.

A clutch mechanism 10 including a wet or dry friction clutch or an electromagnetic clutch is provided on the side of the engine 1 opposite to the generator 3 via an output shaft 5. A transmission 13 having an input shaft 11 and a counter shaft 9 is provided on the side of the clutch mechanism 10. This transmission 1
Reference numeral 3 denotes a manual transmission having a known structure in which a plurality of gear trains (not shown) meshing with each other are provided on the input shaft 11 and the counter shaft 9, and for example, 5 forward gears and 1 reverse gear can be set. It has become a structure.

Then, the torque of the output shaft 5 is input to the input shaft 11 of the transmission 13 via the clutch mechanism 10, and the transmission 13 transmits the torque to the differential unit 12 after decelerating, increasing or reversing the torque. The torque is transmitted to the front wheels 6 via the drive shaft 7.

On the other hand, the output shaft of the motor 4 arranged at the rear portion of this hybrid vehicle is connected with a speed reducing mechanism 14 and a differential 15 which are, for example, a planetary gear mechanism, and the output of the motor 4 is reduced. After being decelerated by, the power is transmitted to the rear wheel 16 via the left and right drive shafts 17.

FIG. 2 is a block diagram showing a main control circuit of the hybrid vehicle, which is an electronic control unit (ECU) 1.
8 is a central processing unit (CPU) and a memory (RO
(M, RAM) and a microcomputer having an input / output interface. The electronic control unit 18 has an ignition switch 19
OFF signal, signal of shift position detection switch 20 for detecting shift position of transmission 13, ON / OFF signal of assist switch 21, front wheel 6 and rear wheel 1
A signal of a vehicle speed sensor 22 for ABS (anti-lock brake system) provided in 6, a signal of a parking brake switch 23 for detecting an operating state of a parking brake (not shown), and a depression of a brake pedal (not shown) are detected. Signal of the brake lamp switch 24, a signal of the throttle opening sensor 25 for detecting the throttle opening θ by the operation amount for increasing the driving force of the engine 1, specifically, the operation amount of the accelerator pedal (not shown). ,
A signal from a clutch pedal stroke sensor 26 that detects the amount of depression of a clutch pedal (not shown), an on / off signal from a hybrid switch (switching means in claim 2) 27, and a rotation sensor 28 from the output shaft 5 of the engine 1.
Signal, the signal of the wear state detection sensor 29 that detects the wear state of the clutch mechanism 10, the voltage signal of the battery 2, and the like.

The hybrid vehicle having the above-described structure is provided with the engine 1
It is possible to select a first mode in which the vehicle travels only with the driving force of 1, a second mode in which the vehicle drives with the driving force of the engine 1 and the motor 4, and a third mode in which only the driving force of the motor 4 travels.

When traveling in the first mode, the assist switch 21 is turned off, and when traveling in the second mode, the assist switch 21 is turned on. When the assist switch 21 is turned on, the motor 4 is not driven (free)
The control for compensating the driving force of the engine 1 is performed such that the driving force is increased or the driving force is increased by increasing the voltage applied to the motor 4 in the driving state.

When the vehicle is traveling in the third mode, even if the hybrid switch 27 is turned on and the engine 1 is driven, the driving force is transmitted to the generator 3 to generate electric power, and the front wheels 6 are not generated. Control such as not being transmitted is performed.

When the traveling mode is selected, the electronic control unit 21 determines the traveling state of the vehicle based on the various input signals.
Judgment and evaluation of driving operation contents, transmission 13 status, etc.
The control signal is output to the engine 1, the generator 3, the motor 4, and the like.

Therefore, the electronic control unit 18 controls the data for executing the above judgment / evaluation, such as the reference vehicle speed, the reference depression amount of the clutch pedal, the throttle opening, the driving force of the engine 1, and the driving force of the motor 4. Data such as a reference time to be compensated by is stored in advance.

Next, a control example for starting the hybrid vehicle will be described with reference to the flowchart of FIG. First, the electronic control unit 18 determines whether or not the ignition switch 19 is turned on (step 1). If the determination result is "yes", the electronic control unit 18 determines whether or not the assist switch 21 is turned on. Is determined (step 2).

When the result of the determination in step 2 is "yes", the electronic control unit 18 determines whether or not the brake lamp switch 24 is off (step 3). If the determination result in step 3 is "yes", the electronic control unit 18 determines whether the parking brake switch 23 is off (step 4).

If the result of the determination in step 4 is "yes", and the electronic control unit 18 compares the detected vehicle speed V input from the vehicle speed sensor 22 with the previously stored reference vehicle speed, and detects the detected vehicle speed V. Is determined to be equal to or lower than the reference vehicle speed (step 5). This reference vehicle speed is set to an extremely low vehicle speed, for example, about 3 km / h. This is because there is no need to supplement the driving force when the vehicle is coasting at a certain vehicle speed.

When the result of the determination in step 5 is "yes", the electronic control unit 18 determines whether or not the detected depression amount S of the clutch pedal is equal to or greater than the previously stored reference depression amount (step). 6). The reference depression amount is set to, for example, about 3/4 of the maximum depression amount. The reason why the reference depression amount is set to about 3/4 of the maximum depression amount is that the half-clutch state of the clutch mechanism 10 is started within the range of this depression amount, and the output of the engine 1 is gradually transmitted from this state. Is. The above step 6 corresponds to the first detecting means of the present invention.

When the result of the determination in step 6 is "yes", the electronic control unit 18 determines that the shift position of the transmission 9 is at any one of the forward first speed, the second speed and the reverse speed. It is determined whether or not (step 7),
If the result of the determination in step 7 is "yes", it is determined whether or not the accelerator pedal is depressed (step 8).

When the result of the determination in step 8 is "yes", the electronic control unit 18 drives the motor 4 and the driving force of the motor 4 is transmitted to the rear wheels 16 to assist the hybrid vehicle in starting (step 4). 9). This step 9 corresponds to the first control means of the present invention.

When the judgment results of Step 2, Step 3, Step 4, Step 5, and Step 6 are "No", the motor 4 is in a non-driving state (non-assist).
(Step 10), the process returns to step 2. If the result of the determination in step 7 is "no", a warning indicating that the vehicle cannot start at the current shift position is given by voice or a lamp (step 11), and then step 10
Proceed to. Furthermore, if the result of the determination in step 8 is "no", the process returns to step 2.

FIG. 4 is a flowchart showing an example of control contents after step 9 in the flowchart of FIG. After step 9, the electronic control unit 18 determines whether or not the ignition switch 19 is off (step 10). If the determination result of step 10 is "no", the electronic control unit 18 turns off the assist switch 21. It is determined whether or not (step 11). If the result of the determination in step 11 is "no", the electronic control unit 18 determines whether or not the detected vehicle speed V is equal to or higher than the reference vehicle speed (step 12). This reference vehicle speed is set to about 10 km / h, for example.

When the result of the determination in step 12 is "NO", the electronic control unit 18 determines whether or not the auxiliary time by the motor 4 has exceeded the reference time (step 13). The reference time is set to about 5 seconds, for example. The reason for setting the reference time to about 5 seconds is to prevent discharge of the battery 2 due to the driving of the motor 4 for a long time.

In this way, when the result of the judgment in step 10 to step 13 is "no", the motor 4
Assistance will continue. If the result of the judgment in step 10 to step 13 is "yes",
The motor 4 is not driven (freed) and is in a standby state (step 14). After step 14, when the driver performs a clutch pedal operation such as a shift operation, the same step is started again from the start.

As described above, according to the control example of FIG. 3 or 4, when the front wheels 6 are driven by the driving force of the engine 1 to drive the hybrid vehicle, the clutch mechanism 10 is in the released state (driving force). Front wheel 6 that occurs during the period from when the vehicle is switched off to when the vehicle is switched to the engaged state (transmission state of driving force)
The decrease in the driving force of the motor is compensated by transmitting the driving force of the motor 4 to the rear wheel 16.

Therefore, irrespective of the operation states of the clutch pedal and the accelerator pedal, that is, the depression amount and the depression timing, or the return amount and the return timing,
The driving force that is ideal for the entire hybrid vehicle, specifically, no excess or deficiency is transmitted to the front wheels 6 and the rear wheels 16, and it is possible to prevent an operation error of the clutch pedal at the time of starting and a backlash of the vehicle. The ability is improved.
Further, in this embodiment, the case where the assist is provided only when the vehicle starts is described. However, when the gear stage of the transmission 13 is switched during traveling and the clutch mechanism 10 shifts from the released state to the engaged state. The decrease in driving force
A good acceleration performance can be obtained by assisting with the driving force of the motor 4.

In the control example of FIG. 3 or 4, the motor 4 in the non-driving state is driven to compensate for the reduction in the driving force of the front wheels 6, but the motor 4 is driven at the same time when the engine 1 is driven. Is transmitted to the rear wheels 16 to travel, and the voltage applied to the motor 4 when the clutch mechanism 10 is switched from the released state to the engaged state is transmitted to the rear wheels 16. It is also possible to supplement the driving force of the front wheels 6 by performing control so as to increase the driving force of the front wheels 6.

By the way, since the torque capacity of the clutch mechanism 10 varies depending on the state of its constituent elements, for example, the worn state, the driving force of the motor 4 should be transmitted to the rear wheels 16 according to the torque capacity of the clutch mechanism 10. Is desirable. Generally, the clutch mechanism 10 includes a diaphragm spring type and a coil spring type.
When the diaphragm spring type is adopted as the clutch mechanism 10, for example, it is desirable to set an effective transmission area of the driving force of the motor 4 corresponding to the depression amount of the clutch pedal based on the following conditions. .

FIG. 5 shows a load P of a diaphragm spring generally used as a spring for a clutch mechanism.
FIG. 6 is a characteristic curve diagram showing the relationship between the amount and the deflection amount δ of the diaphragm spring. Q shows the use range and half-clutch range of the diaphragm spring of the new product, that is, the product without wear of the clutch disc, R shows the use region of the diaphragm spring of the product with wear of the clutch disc after a certain period of use, and Z shows the release point of the clutch mechanism. And W represents the designed wear allowance. It can be seen that the used area R of the worn clutch disk product is wider than the used area Q of the unworn clutch disk product, and the used area of the worn clutch disk product is wider than that of the new product.

FIG. 6 is a characteristic curve diagram showing the relationship between the load P applied to the clutch pedal and the depression amount S of the clutch pedal. In the figure, the solid line shows the clutch disc unworn product, and the chain line shows the clutch disc worn product.
B _N indicates the clutch engagement point of the clutch disc unworn product, and A _N indicates the half-clutch start point of the clutch disc unworn product. B _O indicates the clutch engagement point of the worn clutch disc, and A _O indicates the half-clutch start point of the worn clutch disc.

As described above, the clutch engagement point B _N and the half-clutch start point A _N of the clutch disc unworn product are higher than those of the clutch disc wear product in comparison with the engagement point B _O and the half-clutch start point A _O of the clutch disc wear item. It can be seen that it exists in the region where the amount of depression is small and the load applied to the clutch pedal is low.

Therefore, when the driving force on the front wheel 6 side is supplemented by the driving force of the motor 4 as in the present invention, the clutch engagement point B _N of the clutch disc unworn product and the half clutch start of the clutch disc worn product are started. if caused to drive the motor 4 with the clutch pedal region as to include the point a _O, regardless of the state of the clutch disk, it becomes possible to compensate by efficiently motor 4 driving force of the front wheel 6.

FIG. 7 is a characteristic diagram showing the relationship between the amount of depression of the clutch pedal, in other words, the stroke, and the auxiliary torque T _M obtained by the driving force of the motor 4. It should be noted that FIG. 7 is based on the assumption that the hybrid vehicle will start, and the clutch engagement point B _N of the clutch disc not worn product is
Is a control example in which the motor 4 is driven in a clutch pedal depression region, for example, a region of D to A, which includes the half clutch starting point A _{O of the} worn clutch disc.

Further, in this control example, the auxiliary torque is varied according to the depression amount of the accelerator pedal. In other words, the smaller the depression amount of the accelerator pedal, the larger the auxiliary torque is set. In this example,
A solid line E shows the accelerator opening θ = 0%, a solid line F shows the accelerator opening θ = 3%, and a solid line G shows the accelerator opening θ = 10.
%, And the solid line H indicates the accelerator opening θ = 20%. This is because the smaller the accelerator opening degree, the smaller the driving force transmitted to the front wheels 6, and the larger the insufficient degree of the driving force required for starting the hybrid vehicle. Further, when the accelerator opening is large, abrupt start is prevented by suppressing the auxiliary torque.

Therefore, when the control example of FIG. 3 or FIG. 4 is executed, the wear state and the period of use of the components of the clutch mechanism 10, for example, the clutch disc, are detected by the wear state detection sensor 29, and the detection signal thereof is detected. Is input to the electronic control unit 18 and the drive region and applied voltage of the motor 4 are adjusted in the state as shown in FIG. 7, the optimum auxiliary drive force according to the excess or deficiency of the transmission torque capacity of the clutch mechanism 10. The driving characteristics and drivability are further improved.

Next, the invention described in claim 2 will be described in detail based on the second embodiment shown in FIGS. 8 and 9. The hybrid vehicle configuration according to the second embodiment is the same as the hybrid vehicle configuration according to the first embodiment, that is, FIGS. 1 and 2 are applied as they are. FIG. 8 is a flowchart showing a control example of the hybrid vehicle in the second embodiment. First, the electronic control unit 18 determines whether or not the ignition switch 19 is turned on (step 2
0) If the determination result of step 20 is "yes", the electronic control unit 18 determines whether or not the output shaft rotation sensor 28 is turned on (step 21).

When the result of the determination in step 21 is "yes", the electronic control unit 18 determines whether or not the hybrid switch 27 is turned on (step 22). This step 22 corresponds to the switching means in claim 2. The judgment result of step 22 is "yes".
In the case of, the electronic control unit 18 determines whether or not the transmission 9 is in the neutral state (step 23). When the result of the determination in step 23 is "yes", the engine 1
The output is increased and the power generation is increased in preparation for an increase in the electric load with respect to the normal state (step 24).

After step 24, the electronic control unit 18 determines whether or not the parking brake switch 23 is off (step 25). If the determination result of step 25 is "yes", the brake lamp switch is turned on. It is determined whether 24 is turned off (step 26). If the determination result of step 26 is "yes", it is determined whether or not the throttle opening exceeds 0 (step 27). If the determination result of step 27 is "yes", that is, the accelerator pedal. When is depressed, the motor 4 is driven and the hybrid vehicle starts traveling (step 28). This step 28 corresponds to the second control means of the present invention.

Incidentally, step 20, step 21, step 22, step 23, step 25, step 26.
If the judgment result of is "No", it is judged as the release mode,
The motor 4 remains off (free), and hybrid traveling is not performed (step 29). If the result of the determination in step 27 is "no", the process returns to step 21.

FIG. 9 shows an example of control after the start of hybrid travel in the second embodiment, and shows the control contents after step 28 in the flowchart of FIG. When the hybrid vehicle starts traveling by the driving force of the motor 4 in step 28, the electronic control unit 18 determines whether or not the output shaft rotation sensor 28 is turned off or the rotation speed is reduced (step 29).

When the result of the determination in step 29 is "NO", the electronic control unit 18 determines whether or not the hybrid switch 27 has been turned off (step 3).
0). This step 30 corresponds to the switching means in claim 2. When the result of the determination in step 30 is "NO", the electronic control unit 18 determines whether or not the transmission 9 is in the neutral state (step 31).

If the result of the determination in step 31 is "no", it is determined whether or not the parking brake lamp switch 23 is turned on (step 32), and step 32.
If the result of the judgment is "No", it is judged whether or not the brake pedal is depressed (step 33). If the determination result of step 33 is "yes", the motor 4 is turned off (free) (step 34).

Further, the determination result of step 33 is "no".
In the case of, the drive of the motor 4 is continued. Further, when the result of the determination in step 29 is "yes", a warning that the engine 1 is being driven is given by voice or a lamp (step 35), and the process proceeds to step 34. Furthermore, when the determination result of step 30 or step 31 is "yes", the routine proceeds to step 35, after which the idle-up of the engine 1 is completed and the engine returns to the normal speed (step 36), and the routine proceeds to step 34. .

As described above, according to the second embodiment, even when the transmission 9 is in the neutral state, when the accelerator pedal is depressed, the driving force of the motor 4 is transmitted to the rear wheels 16 and the hybrid vehicle runs. . Therefore, even in a situation in which the driver must frequently perform shift operations and clutch pedal operations such as during traffic jams, the transmission 9 can be placed in the neutral state and the accelerator pedal can be operated simply. The hybrid vehicle can be started and stopped by driving, improving driving characteristics and drivability.

In the present invention, a motor generator having a power running function and a regenerative function is used as the generator 3 or the motor 4, and the power running function of the generator 3 is used to supplement the driving force of the front wheels 6. A configuration in which the battery 2 is charged by the regeneration function of the motor 3 may be adopted. It is also possible to use a hydraulic motor as the motor. Further, the accelerator pedal functions differently in the normal traveling mode and the hybrid traveling mode, and it is not necessary to adjust the output of the engine in the hybrid traveling mode. Therefore, it is better not to mechanically connect the accelerator pedal.

In the above embodiment, an FF vehicle is used as a base, an engine and a power train driven by the engine are mounted on the front of the vehicle, and another driving force source (motor) and a motor are provided on the rear of the vehicle. Although it is configured to have a power train driven by the above, even if a configuration in which a drive train power train by an engine and a power train by another driving force source are connected in series is adopted, The same effect can be obtained.

[0055]

As described above, according to the invention described in claim 1, in the hybrid vehicle, when the clutch mechanism is gradually switched from the release state to the engagement state and the driving force transmitted to the wheels is reduced. The shortage of the driving force can be compensated by the driving force of another driving force source. Therefore, regardless of the operation state of the clutch pedal, that is, regardless of the depression timing and the depression amount, or the returning timing and the returning amount, the driving force that is just enough is transmitted to the wheels, and the transmission and the responsiveness of the driving force are improved. , Driving characteristics and drivability are improved.

According to the second aspect of the invention, when the driver operates the switching means in the neutral state of the transmission, the driving force of the driving force source not connected to the transmission is selectively It is transmitted to the wheels and the hybrid vehicle can run. Therefore, the hybrid vehicle can be run / stopped by a simple operation of operating the switching means, and the running characteristics and drivability are improved.

[Brief description of drawings]

FIG. 1 is a conceptual diagram showing a schematic configuration of a hybrid vehicle in a first embodiment and a second embodiment of the present invention.

FIG. 2 is a block diagram showing a control circuit of a hybrid vehicle in the first and second embodiments of the present invention.

FIG. 3 is a flowchart showing an example of control of the hybrid vehicle in the first embodiment of the present invention.

FIG. 4 is a flowchart showing an example of control of the hybrid vehicle in the first embodiment of the present invention.

FIG. 5 is a characteristic curve diagram showing the relationship between the deflection amount and the load of the diaphragm spring used in the clutch mechanism of the transmission in the first embodiment of the present invention.

FIG. 6 is a characteristic curve diagram showing the relationship between the amount of depression of the clutch pedal and the load in the first embodiment of the present invention.

FIG. 7 is a diagram showing a relationship between a depression amount of a clutch pedal and a drive region of a motor in the first embodiment of the invention.

FIG. 8 is a flow chart showing a control example of a hybrid vehicle in a second embodiment of the present invention.

FIG. 9 is a flowchart showing an example of control of the hybrid vehicle in the second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine (driving force source) 2 battery 4 motor (driving force source) 6 front wheels (wheels) 10 clutch mechanism 13 transmission 16 rear wheels (wheels)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location B60L 15/20

Claims (2)

[Claims] 1. A plurality of driving force sources for driving wheels, a transmission connected to any one of the driving force sources, and power transmission from the driving force source connected to the transmission to the transmission. A hybrid vehicle having a clutch mechanism which is provided on the path and is disengaged / engaged in order to cut off / transmit the driving force, wherein the clutch is being driven by a driving force source connected to the transmission. First detection means for detecting the disengagement / engagement of the mechanism, and first control for compensating the driving force for the wheel with the driving force of another driving force source when the clutch mechanism is switched from disengagement to engagement. A hybrid vehicle characterized by comprising means. 2. A plurality of driving force sources for driving wheels, a transmission connected to any one of the driving force sources, and power transmission from the driving force source connected to the transmission to the transmission. A hybrid vehicle having a clutch mechanism that is provided on the path and that is disengaged / engaged for interrupting / transmitting a driving force, wherein a driver operates a switching unit when the transmission is in a neutral state. A second selectively transmitting the driving force of a driving force source not connected to the transmission to the wheels
A hybrid vehicle having a control means.