JP2000324610A - Hybrid vehicle control device - Google Patents

Abstract

(57) [Summary] A coupling of an engaging element interposed between a continuously variable transmission, a drive wheel, and an electric motor can be performed irrespective of a vehicle speed and an engine speed. Provided is a control device for a hybrid vehicle that can satisfactorily respond to a change in driving force required by a driver. SOLUTION: In connecting the engagement elements, if the rotation speed difference between the engagement elements is equal to or more than a predetermined value, one or both of the engine rotation speed and the speed ratio of the CVT are controlled (step). S8, S9)
The number of rotations of the engagement element connected to the continuously variable transmission side is adjusted, and when the rotation number difference is within the predetermined value, the coupling operation of the engagement element is performed. The process is started (step S7).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a continuously variable transmission having 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. Is connected to the output shaft of the electric motor via an engaging portion composed of a pair of engaging elements that can be freely coupled and separated, and the output shaft of the electric motor is connected to a driving force transmitting means connected to driving wheels. The present invention relates to a control device applied to a hybrid vehicle connected to the vehicle.

[0002]

2. Description of the Related Art A control apparatus for a hybrid vehicle of this type is disclosed in, for example, Japanese Patent Application Laid-Open No. 9-224303 shown in FIG. In FIG. 5, the output shaft of the engine 1 drives the oil pump 2 and is connected to the input shaft of the continuously variable transmission 3. The clutch 4 and the gear 5 are connected to the output shaft of the continuously variable transmission 3. Motor 6 through
Output shafts are connected. A drive wheel 8 is connected to an output shaft of the continuously variable transmission 3 via a differential gear 7.

[0003] A rotation sensor for detecting the number of rotations is attached to an output shaft of the continuously variable transmission 3, and an output signal from the rotation sensor is input to an input port of an electronic control unit (ECU) 9. Further, the ECU 9 detects the vehicle speed from the reduction ratio of the differential gear 7 and the effective radius of the tire.

FIGS. 6 and 7 show a procedure of an operation of the control device for a hybrid vehicle when the vehicle is running. As a result, the starting control of the hybrid vehicle is as follows. That is, when the driver steps on the accelerator pedal, it is determined in step S101 that the accelerator switch is ON, and in step S1
Go to 02. In step S102, the vehicle speed V becomes 10
If it is determined that the speed is not more than km / h, the clutch 4 is released in step S301, and the engine 1 is maintained in the idling state in step S302. On the other hand, when it is determined in step S102 that the vehicle speed V is equal to or higher than 10 km / h, the clutch 4 is engaged in step S103. This step S10
In 3, the clutch 4 is connected when the rotational speed of the input shaft of the continuously variable transmission 3 matches the idling rotational speed of the engine 1.

According to this control, when the vehicle speed V is 10 km / h or less at the time of starting, the engine 1 is in an idling state. When the vehicle speed V exceeds 10 km / h, the continuously variable transmission is performed. When the rotational speed of the input shaft of the machine 3 matches the idling rotational speed of the engine 1, the clutch 4 is engaged. In this case, as shown in FIG. 5, since the output shaft of the engine 1 and the input shaft of the continuously variable transmission 3 match, if the engine 1 is idling, the input shaft rotation speed of the continuously variable transmission 3 Always coincides with the idle speed. Therefore, in this hybrid vehicle, when the vehicle speed V exceeds 10 km / h after starting, the clutch 4 is connected, and the engine 1 at that time is connected.
Is the idling rotation speed.

[0006]

By the way, in general, in order to connect the clutch without shock, it is necessary to perform the connecting operation in a state where the input rotation speed and the output rotation speed of the clutch are matched. In the above-described hybrid vehicle, according to the structure of the power transmission system shown in FIG. 5, the output rotation speed of the clutch 4 is determined by the vehicle speed, and the clutch 4 is connected as described above. In this case, the vehicle speed is regulated to a constant value (10 km / h). For this reason, the output rotation speed of the clutch 4 at the time of coupling is naturally determined to a constant value. Therefore, in order to connect the clutch 4 without shock, the input rotation speed of the clutch 4 also needs to be constant.

According to the structure shown in FIG. 5, the input rotation speed of the clutch 4 is determined by the rotation speed of the engine 1 and the speed ratio of the continuously variable transmission 3. Since the rotation speed of the engine 1 at the time of the coupling is set to the idling rotation speed, in order to make the input rotation speed and the output rotation speed of the clutch 4 coincide with each other, the speed ratio of the continuously variable transmission 3 is set to a constant value. I have to do it.

Therefore, in the above-mentioned hybrid vehicle, the driving force demand of the driver when starting the vehicle is large,
When it is desired to immediately generate a large driving force by the engine 1, it is impossible to increase the engine speed regardless of the vehicle speed and to engage the clutch 4 in a state where high-power operation is possible. I can't meet the demands enough.

In view of such circumstances, in the present invention, the engagement of the engaging element interposed between the continuously variable transmission and the driving wheels or the electric motor can be performed irrespective of the vehicle speed or the engine speed. Accordingly, it is an object of the present invention to provide a control apparatus for a hybrid vehicle that can appropriately respond to a change in driving force required by a driver.

[0010]

Means for Solving the Problems To solve the above problems, the present invention employs the following means. That is,
The control device for a hybrid vehicle according to claim 1 includes an internal combustion engine (for example, the engine E in the embodiment) and a continuously variable transmission (for example, the CVT 18 in the embodiment).
And an electric motor (for example, the drive / regeneration motor M in the embodiment), and an output shaft of the internal combustion engine is connected to an input unit (for example, the drive pulley 19 in the embodiment) of the continuously variable transmission. The output of the continuously variable transmission (for example, the driven pulley 21 in the embodiment) is
The motor is connected to an output shaft of the electric motor via an engaging portion (for example, the clutch 28 in the embodiment) including a pair of separable engaging elements (for example, the engaging elements 26 and 27 in the embodiment), A hybrid vehicle (for example, hybrid vehicle 1 in the embodiment) in which the output shaft of the electric motor is connected to driving force transmission means (for example, final reduction gear 30 in the embodiment) coupled to the drive wheels.
0), which is an engagement element control means (for example, step S7 and step S7 in the embodiment) for controlling coupling and separation of the engagement element. S12), a rotational speed detecting means (for example, step S2 in the embodiment) for detecting a rotational speed of each of the engagement elements, and a gear ratio control means (for example, for controlling a gear ratio of the continuously variable transmission). Steps S9 and S11 in the embodiment)
And an internal combustion engine speed control means (for example, steps S8 and S10 in the embodiment) for controlling the speed of the internal combustion engine. When the engagement elements are coupled by the engagement element control means, the rotational speed difference between the engagement elements is a predetermined value (for example, 100 rp).
m, or the value set in step S4 in the embodiment) or more, the rotation speed of the internal combustion engine is determined using one or both of the internal combustion engine speed control means and the speed ratio control means. By controlling one or both of the number and the speed ratio of the continuously variable transmission, the rotational speed of the engagement element connected to the continuously variable transmission side is adjusted, and further, When the rotational speed difference falls within the predetermined value, the coupling operation of the engagement elements is started.

[0011] With this configuration, in the control device for a hybrid vehicle, the rotational speed of the internal combustion engine and the speed ratio of the continuously variable transmission when the engagement elements are coupled to each other are not fixed. For example, when the driving force demand of the driver at the time of starting is large, the rotational speed of the internal combustion engine is increased, and the coupling operation between the engagement elements can be performed while the high-output operation is possible.

A control device for a hybrid vehicle according to a second aspect of the present invention is the control device for a hybrid vehicle according to the first aspect, wherein a transmission torque calculating means for calculating a transmission torque capacity required at the engagement portion (for example, the embodiment). Step S41), wherein the predetermined value is set to be larger as the calculated transmission torque capacity is larger.

With this configuration, the larger the transmission torque capacity of the engagement elements, the greater the difference in the number of revolutions at which the engagement elements start coupling. When traveling on a cruise course, even a small shock is sensitive to this, and in the case of high load acceleration, etc., even a slight shock does not matter much, so high load traveling, that is, transmission torque capacity When big,
Even if the predetermined value of the rotational speed difference is set to be large, the shock felt by the driver is considered to be small. This makes it possible to omit the time and fuel required for controlling the rotation speed of the internal combustion engine during high-load running as long as the driving comfort of the driver is not impaired.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, one example of the first and second embodiments of the present invention will be described with reference to the drawings. [First Embodiment] FIG. 2 shows a schematic diagram of a power transmission system of a hybrid vehicle 10 and a block diagram of a control device 11 applied to the hybrid vehicle 10.

In the power transmission system shown in FIG. 2, the power of an engine (internal combustion engine) E is input to a forward / reverse switching planetary gear set 13 through a vibration damper 12. The planetary gear set 13 for switching between forward and backward movement selectively selects hydraulically operated friction elements 16 and 17 by operating a select lever by a hydraulic switch valve (not shown) mechanically connected to a select lever (not shown). And the CVT 1
The rotation direction of the power of the engine E input to the drive pulley (input unit) 19 of the engine 8 is switched.

The rotation of the driving pulley 19 is transmitted to a driven pulley (output unit) 21 via a metal belt 20. Here, the rotational speed ratio between the driving pulley 19 and the driven pulley 21 is determined by the winding diameter of the metal belt 20 around each pulley, and the winding diameter is generated by the hydraulic pressure applied to the side chambers 22 and 23 of each pulley. It is controlled by the pressing force. The oil pressure is generated by an oil pump 24 driven by the engine E, and is supplied to the side chambers 22 and 23 via a hydraulic control device 25.

The driven pulley 21 includes a pair of engaging elements 2.
The drive / regeneration motor M is connected to the output shaft of the drive / regeneration motor M via a clutch (engagement portion) 28 composed of 6 and 27. A final reduction gear (driving force transmission means) 30 and a gear 31 are interposed between the clutch 28 and the drive / regeneration motor M, and the driving force of the driven pulley 21 is transmitted through the final reduction gear 30. And transmitted to the axle 32 to rotate the drive wheel W. The driving force of the drive / regeneration motor M is transmitted to the axle 32 via the gear 31 and the final reduction gear 30 to rotate the drive wheel W.

On the other hand, the control device 11 has a CP (not shown).
The configuration includes an ECU 35 having a microcomputer including a U, a RAM, a ROM, and the like. ECU3
5, the detection results of the engine speed sensor S ₁ for detecting the speed of the engine E and the clutch speed sensor S ₂ for detecting the speed of the engagement elements 26 and 27 are input; Thereby, the number of revolutions of the engine E and the number of revolutions of the input side and the output side of the clutch 28 can be grasped.

The ECU 35 is connected to the hydraulic control device 25, and through the hydraulic control device 25, the CVT 18
The hydraulic pressure supplied to each of the side chambers 22 and 23 can be detected and controlled. This allows the ECU 35 to grasp and control the gear ratio of the CVT 18.

The ECU 35 further includes a fuel injection amount control actuator 36 for controlling the operation of the engine E.
And a throttle control actuator 37 for controlling the engine E via these actuators. The ECU 35 is connected to a motor control device 38 that controls the operation of the drive / regeneration motor M, and is connected to a clutch control actuator 39 that controls the separation or coupling of the engagement elements 26 and 27. The rotation operation of the drive / regeneration motor M can be controlled, and the engagement / disengagement operation of the clutch 28 can be controlled.

Further, the drive / regeneration motor M is electrically connected to a battery (power storage device) 41 via a motor control device 38. The battery 41 includes a battery 41
A battery capacity sensor (charge state detection means) 42 capable of detecting the charge state of the battery is provided, and an output value of the battery capacity sensor 42 is input to the ECU 35.

In the hybrid vehicle 10,
When the vehicle stops, by stopping the engine E,
The fuel consumption can be reduced, and when starting from this state, the engagement elements 26 and 27 are separated to release the clutch 28, and the drive / regeneration motor M is driven. The vehicle can be started only by the drive / regeneration motor M. Thereby, it is not necessary to wait for the engine E to start when starting, and a quick start according to the driver's request can be realized.

When the driver requests a larger driving force when the vehicle starts with the driving / regeneration motor M as a driving source, the engine E is started and the clutch 28 is started.
In the coupled state, the driving force of the engine E is reduced to C
The vehicle can be supplied to the axle 32 via the VT 18 and the clutch 28, so that the driver's request can be sufficiently satisfied.

As described above, in order to start the engine E and exert the driving force when the vehicle is driven only by the drive / regeneration motor M, it is necessary to bring the released clutch 28 into the engaged state. At this time, the ECU 35 determines the engagement elements 26, 2 based on the flowchart shown in FIG.
7 is combined.

First, in step S1, the clutch 2
It is determined whether or not the coupling command 8 should be issued to the clutch control actuator 38 (see FIG. 2). When it is determined that the clutch engagement command should not be issued, the control is passed. When it is determined that the clutch engagement command should be issued, in step 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 in step S3, the difference between the input rotational speed and the output rotational speed of the clutch 28 is calculated.

Next, in step S4, the engagement element 2
A permissible rotational speed difference for coupling 6, 27 is set. This allowable rotational speed difference is a rotational speed difference at which the input and output rotational speeds of the clutch 28 are substantially the same and almost no shock occurs even when the clutch 28 is engaged.
Specifically, it is about 100 rpm.

In step S5, it is determined whether or not the absolute value of the rotational speed difference calculated in step S3 is larger than the allowable rotational speed difference of 100 rpm. If the rotational speed difference is smaller than 100 rpm, in step S7, the clutch engagement is started by activating the clutch control actuator 39 (see FIG. 2).

On the other hand, if the rotational speed difference is larger than 100 rpm, it is determined in step S6 whether the rotational speed difference is positive or negative. If the rotational speed difference is positive, the input rotational speed of the clutch 28 is higher than the output rotational speed. Therefore, in steps S8 and S9, the control for decreasing the rotational speed of the engine E and the gear ratio of the CVT 18 are performed. (Shift to the high ratio side) is performed, and the rotational speed of the input side of the clutch 28, that is, the rotational speed of the engagement element 26 is reduced.

Conversely, if the rotational speed difference is negative, the output rotational speed of the clutch 28 is higher than the input rotational speed.
And / or both of the control to increase the rotational speed of the clutch 28 and the control to increase the speed ratio of the CVT 18 (shift to the Low ratio side), that is, the rotational speed of the input side of the clutch 28, that is, the rotation of the engagement element 26 Raise the number.

In steps S8 and S9 or steps S10 and S11, the rotational speed of engine E and C
Which of the speed ratios of the VT 18 is to be changed and to what extent are determined, for example, as follows. That is, when it is determined in step S6 that the rotational speed difference is positive, first, the target speed ratio of the CVT 18 is determined from the driving force requested by the driver and the vehicle speed, and the actual speed ratio is lower than the target speed ratio.
If so, the gear is shifted to the high ratio side in step S9 within a range not exceeding the target gear ratio, and at the same time, the engine speed is reduced in step S8. On the other hand, if the actual gear ratio is higher than the target gear ratio, the engine speed is reduced in step S8 without performing the gear shift in step S9. The same applies to the case where the rotational speed difference is determined to be negative in step S6. If the actual speed ratio is higher than the target speed ratio, the Lo speed in step S11 is not exceeded within the target speed ratio.
The speed is shifted to the w side, and at the same time, the engine speed is increased in step S10. Conversely, the actual gear ratio is lower than the target gear ratio
If it is on the side, the gear is not shifted in step S11, and the engine speed is increased in step S10.

While the rotational speed difference is larger than 100 rpm, the above control is repeated.
In the step, the engagement of the clutch 28 is prohibited. Further, by repeating the above control, if the rotational speed difference falls within the allowable rotational speed difference of 100 rpm, the coupling operation of the engagement elements 26 and 27 is started in step S7.

Thus, prior to the engagement of the engaging elements 26 and 27, the rotational speed difference between the engaging elements 26 and 27 is reliably controlled to 100 rpm or less, which is the allowable rotational speed difference. , 27 are connected, so that the clutch 2
An unpleasant shock that may occur during the connection of the coupling 8 can be reliably prevented.

As described above, according to the control shown in FIG. 1, when the engagement elements 26 and 27 are coupled, the rotational speed difference between the engagement elements 26 and 27 is equal to or greater than the predetermined value (100 rpm). Includes the number of revolutions of engine E and CVT1
8 by controlling one or both of the gear ratios, the rotational speed of the engagement element 26 connected to the CVT 18 is adjusted. When the rotational speed difference falls within a predetermined value (100 rpm), Since the joining operation of the joining elements 26 and 27 is started, unlike the related art, when the clutch 28 is engaged, the rotation speed of the engine E and the speed ratio of the CVT 18 are not fixed. Therefore, when the driving force demand of the driver at the time of starting the vehicle is large, the engine E
, The engagement operation of the engagement elements 26 and 27 can be performed while the high-power operation is possible, and the driving force demand of the driver can be sufficiently satisfied. When the driver's request for driving force is small, the engine E
The engagement operation of the engagement elements 26 and 27 can be performed in a quiet state where the rotation speed is low. Thereby, the driving comfort can be improved.

In the above embodiment, other configurations may be adopted without departing from the spirit of the present invention. For example, in the above embodiment, the allowable rotational speed difference set in step S4 is a constant value (1
00 rpm), but this may be changed.

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. 3, first, in step S41, the transmission torque capacity required of the clutch 28 is calculated. The calculation of the transmission torque capacity is specifically performed as follows. That is, first, the driving force required by the driver is determined from the accelerator opening and the vehicle speed. The transmission capacity of the clutch is calculated by multiplying this by the radius of the driving wheel (tire) to obtain a driving torque and dividing the driving torque by the reduction ratio and the transmission efficiency of the final reduction gear 30.

Next, an allowable rotation speed difference corresponding to the transmission torque capacity calculated in step S41 is set. The setting of the permissible rotational speed difference is performed based on a data table represented by a graph as shown in step S41 in FIG.
This data table is configured so that the allowable rotational speed difference (vertical axis) monotonically increases with the increase in the transmission torque capacity (horizontal axis) of the clutch 28. Specifically,
For example, when the transmission torque capacity is 7.5 kgfm, the allowable rotation speed difference is set to 75 rpm, and when the transmission torque capacity is 15 kgfm, the allowable rotation speed difference is 100 rpm, and when the transmission torque capacity is 30 kgfm. And the allowable rotation speed difference is 15
It is set to 0 rpm. (Note that these values vary depending on the weight of the vehicle, the radius of the driving wheels, and the like.)

By adopting such a configuration, the following effects can be obtained. That is, in general, the driver feels a small shock sensitively when traveling on a low-load cruise, and does not care much about a slight shock in a high-load acceleration traveling.
High load traveling, that is, when the transmission torque capacity is large, even if the predetermined value of the rotational speed difference is set to be large,
It is considered that the shock felt by the driver is small. Therefore, as described above, if the allowable rotation speed difference is set to be larger as the transmission torque capacity is larger, the rotation speed control of the engine E and the control of the engine E can be performed within a range where the driver does not feel a shock.
The time and fuel required for the speed ratio control of the VT 18 can be omitted, whereby the coupling operation of the clutch 28 can be performed quickly, and the fuel required for controlling the coupling of the clutch 28 is reduced to improve the fuel consumption improvement effect. Can be done.

[Second Embodiment] Next, an embodiment in which the clutch 28 is controlled during deceleration regeneration in the above-described hybrid vehicle 10 will be described. In the above-described conventional hybrid vehicle, the clutch 4
Can be separated from the upstream side of the clutch 4, that is, a portion that acts as frictional resistance or inertial mass, such as the continuously variable transmission 3 and the engine 1, and in this state, the motor 6 or By rotating the drive / regeneration motor M, the kinetic energy of the vehicle body can be completely converted (regenerated) into electric energy.

As described above, when the clutch is released and the kinetic energy is regenerated during deceleration, the deceleration of the vehicle is determined by the regenerative output set in the electric motor 6. The regenerated energy is used for charging the battery (power storage device). When the electric capacity of the battery (power storage device) becomes 100% (fully charged state) and the electric energy is no longer accepted, the motor 6 is decelerated. The regenerative operation has to be prohibited, which changes the deceleration of the vehicle.
In general, the driver drives the vehicle in a state where a certain deceleration is expected in the vehicle, and thus the change in the deceleration of the vehicle may cause a decrease in driving operability.

Therefore, in the control device 11 of the hybrid vehicle 10 described above, it is possible to prevent the deceleration during deceleration regeneration from being changed by the capacity of the power storage device, thereby realizing good driving operability. In order to solve this problem, the following means were adopted.

That is, in this case, the control device 11 of the hybrid vehicle 10 generates electric power by the internal combustion engine (engine E), the continuously variable transmission (CVT 18), the electric motor (drive / regeneration motor M), and the electric motor. A power storage device (battery 41) for storing the stored electric energy,
An output shaft of the internal combustion engine is connected to an input portion (drive side pulley 19) of the continuously variable transmission, and an output portion (driven pulley 21) of the continuously variable transmission is connected to a pair of freely engageable and separable engagements. A driving force is connected to an output shaft of the electric motor via an engaging portion (clutch 28) composed of elements (engaging elements 26 and 27), and the output shaft of the electric motor is coupled to driving wheels (driving wheels W). A control device (11) applied to a hybrid vehicle (10) connected to a transmission means (final reduction gear (30)), the power storage device remaining capacity detection means detecting a remaining capacity of the power storage device, An engagement element control means for controlling connection and disconnection, wherein when the remaining capacity of the power storage device is equal to or more than a predetermined value (for example, 95% of a full charge capacity), regenerative power generation by the electric motor is prohibited. Together with the separation of the engagement element Characterized in that it stop.

Due to this, in the control device 11 of the hybrid vehicle 10, when the regenerative power generation by the electric motor (drive / regeneration motor M) is prohibited, the engaging elements (engaging elements 26 and 27) are used. Is in the coupled state, and even if there is no regenerative braking force by the electric motor, the continuously variable transmission or the internal combustion engine located upstream of the engagement element acts as frictional resistance or inertial mass, and the braking force is increased. Can be secured.

The control performed by the control device 11 of the hybrid vehicle 10 during deceleration will be described below with reference to FIG. The schematic configuration of the power transmission system of the hybrid vehicle 10 and the schematic configuration of the control device 11 are as described in the first embodiment.

In FIG. 4, step S11 is a part for determining the deceleration state of the vehicle. Specifically, a state where the accelerator pedal is not operated is detected, and in this case, it is determined that the vehicle is in the deceleration state. Do. If it is determined that the vehicle is in the deceleration state, the process proceeds to step S2, otherwise, the control passes.

In step S12, the battery 41
, That is, the remaining capacity of the battery 41 is detected. Step S12 corresponds to the above-described power storage device remaining capacity detection unit. Then, in the next step S13, it is determined whether or not the detected remaining capacity of the battery 41 is equal to or greater than a predetermined value close to full charge, specifically, is equal to or greater than 95% of the full charge capacity.

If the remaining capacity of the battery 41 is 95% or less, the regenerative operation by the drive / regeneration motor M is continued in step S16, and the state in which the engagement elements 26 and 27 are separated in step S17 is maintained. To do it. As a result, the remaining capacity of the battery 41 becomes 95%
In the following cases, the clutch 28 can be released to separate the drive wheel W side from the CVT 18, the forward / reverse switching planetary gear set 13, and the portion acting as frictional resistance or inertia mass such as the engine E. In addition, it is possible to maintain the deceleration of the vehicle while recovering the kinetic energy of the vehicle to the maximum.

On the other hand, when the remaining capacity of the battery 41 is 95% or more, if the regenerative operation is continued as it is, it becomes impossible for the battery 41 to accept the regenerated electric energy soon. Therefore, the regenerative operation must be prohibited, and the regenerative braking force by the drive / regeneration motor M is lost.

Therefore, in this case, the regenerative operation by the drive / regeneration motor M is prohibited in step S14, and the engaging elements 26, 27 are determined in step S15.
Is prohibited, and the engagement elements 26 and 27 are maintained in the coupled state. As a result, the CVT 18 located upstream of the clutch 28, the planetary gear set 13 for switching between forward and backward movement, and a portion acting as frictional resistance or inertia mass of the engine E or the like are connected to the drive wheel W side, and a normal engine The same effect as the brake can be obtained, and a decrease in deceleration due to the inhibition of regeneration can be effectively prevented. 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, when the remaining capacity of the battery 41 is equal to or more than the predetermined value (95%), the regenerative power generation by the drive / regeneration motor M is prohibited, and the engagement elements 26, Since the separation of the motor 27 is prohibited, even if there is no regenerative braking force by the drive / regeneration motor M, the braking force can be secured by acting the CVT 18 or the engine E as frictional resistance or inertial mass, Therefore, it is possible to prevent the deceleration of the vehicle from being reduced due to the inhibition of the regenerative operation, and the driving operability from being reduced.

[0050]

As described above, in the control apparatus for a hybrid vehicle according to the first aspect of the present invention, when the engagement elements are coupled, when the rotational speed difference between the engagement elements is equal to or more than a predetermined value, By controlling one or both of the rotational speed of the internal combustion engine and the speed ratio of the continuously variable transmission, the rotational speed of the engagement element connected to the continuously variable transmission is adjusted, and the rotational speed difference becomes a predetermined value. When it is within the range, since the engagement operation of the engagement element is started, unlike the related art, when the engagement portion is engaged, the rotation speed of the internal combustion engine and the speed ratio of the continuously variable transmission are fixed. I can't. Therefore, when the driving force demand of the driver at the time of starting the vehicle is large,
The engagement operation of the engagement elements can be performed while the rotation speed of the internal combustion engine is increased and the high-power operation is possible, and the driving force demand of the driver can be sufficiently satisfied. Further, when the driver's request for driving force is small, the engagement operation of the engagement elements can be performed in a quiet state in which the rotational speed of the internal combustion engine is low. Thereby, the driving comfort can be improved.

In the control device for a hybrid vehicle according to the second aspect, the larger the transmission torque capacity is, the larger the allowable rotation speed difference when the engagement elements are connected to each other is set. The time and fuel required for the control of the rotation speed of the internal combustion engine and the speed ratio control of the continuously variable speed ratio can be omitted within a range that is not felt. As a result, the engagement operation of the engagement elements can be performed quickly, and the fuel required for the engagement control can be reduced to improve the fuel consumption improvement effect.

[Brief description of the drawings]

FIG. 1 is a view showing an example of a first embodiment of the present invention, and is a flowchart showing a procedure when a control device of a hybrid vehicle performs a coupling operation between engagement elements.

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.

[Explanation of symbols]

 Reference Signs List 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 Step S7, S12 Engagement element control means Step S8, S10 Internal combustion engine revolution control means Step S9 , S11 Transmission ratio control means Step S41 Transmission torque calculation means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) B60L 15/20 F02D 29/00 H F02D 29/00 29/02 D 29/02 B60K 9/00 E (72 ) Inventor: Satoshi Sugiyama 1-4-1, Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Inventor Hiroshi Tamagawa 1-4-1 Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72 ) Inventor Yoshihiro Kanamaru 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. 3D039 AA01 AA02 AA03 AA04 AA07 AB01 AB27 AC01 AC21 AC34 AC45 AD06 AD11 AD43 AD44 AD53 3D041 AA59 AB01 AC10 AC20 AD00 AD02 AD22 AD23 AE03 AE31 3G093 AA06 AA07 AA16 BA02 DA01 DB00 DB01 EA03 EB03 EC01 EC03 FA11 FB05 5H115 PG04 PI16 PI29 PO17 PU01 PU22 PU25 QE10 QN03 RB08 RE02 SE05 SE08 TB01 TE0 2 TI02 TO21 TR19

Claims (2)

[Claims] 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 of the continuously variable transmission, and an output of the continuously variable transmission is coupled. A hybrid that is connected to an output shaft of the electric motor via an engaging portion including a pair of separable engaging elements, and the output shaft of the electric motor is connected to a driving force transmitting unit coupled to driving wheels; A control device applied to an automobile, wherein: an engagement element control unit that controls coupling and separation of the engagement element; a rotation speed detection unit that detects a rotation speed of each of the engagement elements; A speed ratio control means for controlling a speed ratio of a transmission; and an internal combustion engine speed control means for controlling a rotation speed of the internal combustion engine, wherein the engagement element control means couples the engagement element. , The rotational speed difference between the engagement elements is If it is value or more, using one or both of the engine speed control means and said gear ratio control means,
By controlling one or both of the speed of the internal combustion engine and the speed ratio of the continuously variable transmission, the speed of the engagement element connected to the continuously variable transmission is adjusted, A control device for a hybrid vehicle, wherein the connecting operation of the engaging elements is started when the rotational speed difference falls within the predetermined value. 2. The control device for a hybrid vehicle according to claim 1, further comprising: a transmission torque calculating unit configured to calculate a transmission torque capacity required at the engagement portion, wherein the calculated transmission torque capacity is calculated. The control device for a hybrid vehicle, wherein the larger the value, the larger the predetermined value is set.