A preferred embodiment of the hybrid vehicle control device described above will be described with reference to the drawings.
<Embodiment 1>
The control devices 7A and 7B of the present embodiment are used in a hybrid vehicle 1, and the hybrid vehicle 1 includes an engine 2 that drives wheels 6 and an assist motor that assists in driving the wheels 6, as shown in FIGS. 5, a manual transmission 4 that changes the rotational speed of the engine 2 and transmits it to the wheels 6, a clutch 41 that connects and disconnects the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4, 41 is provided with a clutch detection sensor 31 for detecting the coupling start time X of 41.

  As shown in FIG. 2, the control devices 7 </ b> A and 7 </ b> B have an assist control unit 72, and the assist control unit 72 has the output shaft 201 of the engine 2 coupled to the manual transmission 4 by the clutch 41. Thus, the wheel 6 is driven via the manual transmission 4 to start driving the hybrid vehicle 1 so that the assist motor 5 is operated to assist the driving of the wheel 6. Further, as shown in FIG. 3, the assist control unit 72 measures the elapsed time t from the time when the coupling start time signal X is received from the clutch detection sensor 31 at the start, and the elapsed time t is the prescribed assist. When the start time T1 is reached, the assist motor 5 starts driving (assist) driving of the wheels 6. Here, the time of starting of the hybrid vehicle 1 means a time when the vehicle speed is generated in the hybrid vehicle 1 by rotating the wheels 6.

Below, it demonstrates in full detail about control apparatus 7A, 7B of the hybrid vehicle 1 of this form.
(Hybrid vehicle 1)
As shown in FIG. 2, the hybrid vehicle 1 of the present embodiment constitutes a motorcycle. The engine 2 and the assist motor 5 are configured to drive the rear wheels of the motorcycle. The engine 2 generates a rotational force by burning a mixture of fuel and air, and can be a four-cycle engine, a two-cycle engine, a rotary engine, or the like. The assist motor 5 is a three-phase AC motor driven by an inverter 70. The assist motor 5 has a function of a starter motor that starts the engine 2 and a function of storing a storage battery 51 mounted on the hybrid vehicle 1 in addition to a function of assisting driving of the wheels 6.

  The hybrid vehicle 1 includes an engine 2, a manual transmission 4, a clutch 41, an assist motor 5, a storage battery 51, wheels 6, control devices 7A and 7B, and the like. An output shaft 501 of the assist motor 5 is connected to a crankshaft as the output shaft 201 of the engine 2. The clutch 41 is provided between the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4. The clutch 41 performs transmission and separation of rotation between two power transmission shafts, and can be a wet or dry multi-plate disk clutch in which a plurality of clutch disks and pressure plates are alternately stacked. . The manual transmission 4 is configured to shift the rotational speed of the engine 2 to a plurality of stages by a combination of a plurality of gears 42 having different diameters. The manual transmission 4 can be switched to a multiple gear ratio.

  When the assist motor 5 is used as an electric motor when the hybrid vehicle 1 starts, AC power is supplied from the storage battery 51 to the assist motor 5 via the inverter 70. Further, when the hybrid vehicle 1 is traveling, idling, or the like, the assist motor 5 is used as a generator, and DC power is stored in the storage battery 51 from the assist motor 5 via the inverter 70.

  Further, when the engine 2 in the hybrid vehicle 1 is started, the assist motor 5 is used as a starter motor, and the engine 2 is started using the assist motor 5. In the hybrid vehicle 1 as a motorcycle, a dedicated starter motor is abolished. The hybrid vehicle 1 as a motorcycle is configured as an idling stop vehicle that stops the rotation of the engine 2 when the idling state continues for a predetermined time. The storage battery 51 is a chargeable / dischargeable battery, and power is supplied from the storage battery 51 to the inverter 70, the control devices 7A and 7B, various actuators, various sensors, and the like.

  As shown in FIG. 1, the output shaft 201 of the engine 2 is provided with a crank angle sensor as a rotational speed detection sensor 32 that detects the rotational speed of the engine 2. In the control devices 7A and 7B, a signal from the crank angle sensor is received, and the actual rotational speed V of the engine 2 is detected based on the time interval of the signal received from the crank angle sensor. Further, the crank angle sensor detects the phase of the output shaft 201 of the assist motor 5 connected to the output shaft 201 of the engine 2, and this phase is used for rotation control of the assist motor 5. The assist motor 5 may be provided with a phase sensor that detects the phase of the rotor of the assist motor 5.

The combustion chamber 21 of the engine 2 is provided with an ignition coil 25 for igniting a mixture of fuel and air, an intake valve 221 for opening and closing the intake pipe 22, an exhaust valve 231 for opening and closing the exhaust pipe 23, and the like. .
In the intake pipe 22 of the engine 2, a throttle valve 27 for adjusting the amount of air flowing through the intake pipe 22 in response to operations of an injector 24 for injecting fuel and an accelerator 26, and an opening K of the throttle valve 27 are detected. An opening detection sensor 33, an intake pressure sensor 34 for detecting the pressure of air in the intake pipe 22, and the like are arranged. The opening degree detection sensor 33 is configured by a position sensor that detects the rotational operation position of the throttle valve 27.

  As shown in FIG. 1, a gas sensor 35 that detects an air-fuel ratio of exhaust gas exhausted from the engine 2 is disposed in the exhaust pipe 23 of the engine 2. The control devices 7A and 7B receive the air-fuel ratio from the gas sensor 35 and adjust the amount of fuel injected from the injector 24 so that the air-fuel ratio becomes close to the theoretical air-fuel ratio.

  The handle of the hybrid vehicle 1 is provided with an accelerator 26 for adjusting the opening K of the throttle valve 27, a clutch lever 28 for connecting and disconnecting the clutch 41, and the like. The operation amount of the accelerator 26 can be mechanically transmitted to the throttle valve 27 by a wire or the like. Further, the operation amount of the accelerator 26 may be detected by a sensor and electronically transmitted to the throttle valve 27 via an actuator.

  When the driver of the hybrid vehicle 1 operates the clutch lever 28, the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 are separated by the clutch 41. Further, when the clutch lever 28 is not operated, the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 are connected by the clutch 41. The clutch detection sensor 31 of the present embodiment detects whether or not the clutch lever 28 is operated on and off. Then, when the clutch lever 28 is returned to the original position after being operated, the clutch detection sensor 31 detects the coupling start time X.

  The engine 2 is provided with a temperature sensor 36 for detecting the temperature. Although not shown, the hybrid vehicle 1 is provided with a change pedal, a shift lever, and the like for changing gears (changing the reduction ratio) in the manual transmission 4.

The output shaft 201 of the engine 2 and the output shaft 201 of the assist motor 5 may be directly connected coaxially or may be configured to transmit power via a power transmission member such as a belt. 1 and 2 schematically show the configuration of a hybrid vehicle. FIG. 1 shows a state where the output shaft 201 of the engine 2 and the output shaft 201 of the assist motor 5 are connected via a power transmission member 52. FIG. 2 shows a state where the output shaft 201 of the engine 2 and the output shaft 201 of the assist motor 5 are directly connected coaxially.
Description of other general configurations of the hybrid vehicle 1 and the engine 2 is omitted.

(Control devices 7A and 7B)
Next, a specific configuration of the control devices 7A and 7B will be described.
As shown in FIGS. 1 and 2, the control devices 7A and 7B are configured by an ECU (engine control unit) using a computer. The control devices 7A and 7B of this embodiment are configured by being divided into an engine control device 7A and an assist motor control device 7B. In the engine control device 7A, an engine control unit 71 that controls the rotational speed of the engine 2 to be the target rotational speed Vr is constructed by a program. In the assist motor control device 7B, in addition to the assist control unit 72, a torque control unit 73, an assist change unit 74, a relationship learning unit 75, a setting learning unit 76, and the like, which will be described later, are constructed by a program. In addition, an inverter 70 for driving the assist motor 5 is arranged in the assist motor control device 7B. The engine control device 7A and the assist motor control device 7B may be integrally formed.

  As shown in FIGS. 1 and 4, in the control by the engine control unit 71, the target rotational speed Vr of the engine 2 is determined in response to the opening K of the throttle valve 27 by the opening detection sensor 33. Then, the engine control unit 71 controls the rotation speed of the engine 2 so that the deviation between the target rotation speed Vr and the actual rotation speed V of the engine 2 detected by the rotation speed detection sensor 32 is eliminated. Further, the torque output from the engine 2 is also controlled by controlling the rotational speed of the engine 2.

  The assist motor 5 is used to eliminate a large decrease in the rotational speed of the engine 2 when the hybrid vehicle 1 starts. In other words, since a large torque is required when the hybrid vehicle 1 is started, an auxiliary torque by the assist motor 5 is output in addition to a torque by the engine 2, and the actual rotational speed V with respect to the target rotational speed Vr is output. Keep the decline small.

  Here, the actual rotational speed V of the engine 2 in FIG. 3 is shown as the actual rotational speed V when the assist motor 5 is not used. As shown in the figure, when the hybrid vehicle 1 is started, when the output shaft 201 of the engine 2 is connected to the input shaft 401 of the manual transmission 4 by the clutch 41, the actual rotational speed V becomes larger than the target rotational speed Vr. It turns out that it has fallen.

  In the present embodiment, when the hybrid vehicle 1 is started, the assist motor 5 is operated by the assist control unit 72 and the torque of the engine 2 is assisted by the assist motor 5, so that the decrease in the actual rotational speed V is alleviated. Although the actual rotational speed V when the assist motor 5 is used is not shown in FIG. 3, it is drawn in a state close to the target rotational speed Vr.

  As shown in FIGS. 1 and 3, in the assist control unit 72, an assist start time T <b> 1 for starting assisting driving of the wheels 6 by the assist motor 5 is set. The assist start time T <b> 1 is determined based on the opening K of the throttle valve 27 detected by the opening detection sensor 33 when the actual rotation speed V of the engine 2 detected by the rotation speed detection sensor 32 is started. It is set to be within an allowable fluctuation range of the target rotation speed Vr of the engine 2. Thereby, the assist start time T1 is appropriately set, and the start performance of the hybrid vehicle 1 can be improved. The allowable fluctuation range of the target rotation speed Vr can be set by adding a predetermined margin to the rotation speed fluctuation range in the idling state.

  The assist start time T1 is set to a predetermined default value (initial value) when the hybrid vehicle 1 is initially set (at the time of factory shipment). The assist start time T <b> 1 has an appropriate value depending on how the driver of the hybrid vehicle 1 operates the clutch lever 28 and the accelerator 26. For this reason, the assist motor control device 7B has a function of monitoring changes in the rotational speed of the engine 2 each time the hybrid vehicle 1 is operated and learning so as to achieve an optimum assist start time T1.

  When the hybrid vehicle 1 starts, when the clutch 41 that receives the operation of the clutch lever 28 changes the state in which the output shaft 201 of the engine 2 is separated from the input shaft 401 of the manual transmission 4 to the coupled state, the engine The actual rotation speed V of 2 may be temporarily reduced from the target rotation speed Vr of the engine 2. At this time, even when the assist motor 5 assists the driving of the wheels 6, the actual rotation speed V of the engine 2 is assumed to temporarily decrease because the assist start time T1 is not optimally set. .

  As shown in FIG. 4, in the control by the assist control unit 72, learning units 74, 75, and 76 are used for learning so that the assist start time T1 by the assist motor 5 is optimized. The learning units 74, 75, and 76 are constructed by a program as an assist change unit 74, a relationship learning unit 75, and a setting learning unit 76, which will be described later.

  In order to learn the assist start time T1, specifically, the assist motor control device 7B reduces the actual rotational speed V more than the specified decrease determination amount with respect to the target rotational speed Vr when the hybrid vehicle 1 starts. When the hybrid vehicle 1 is started, the assist start time T1 is changed to be shorter, and when the actual rotational speed V increases more than a predetermined increase determination amount with respect to the target rotational speed Vr, the assist start time T1 is set. Has an assist changing unit 74 that changes the length to be longer. With the configuration of the assist change unit 74, it is possible to control the actual rotational speed V of the engine 2 to be within the allowable fluctuation range of the target rotational speed Vr when the hybrid vehicle 1 starts.

  The decrease determination amount is set as an amount that allows a decrease in the actual rotation speed V with respect to the target rotation speed Vr. The increase determination amount is set as an amount that allows the actual rotation speed V to be increased with respect to the target rotation speed Vr. The decrease determination amount can be the lower limit of the allowable fluctuation range of the target rotation speed Vr, and the increase determination amount can be the upper limit of the allowable fluctuation range of the target rotation speed Vr.

  The decrease determination amount and the increase determination amount can be set to values that can be distinguished from changes in the actual rotation speed V in the fluctuation range in consideration of the fluctuation range of the actual rotation speed V of the engine 2 during idling.

  The amount of change when the assist start time T1 is changed to be shorter or longer is set as appropriate so that the magnitude relationship between the target rotational speed Vr and the actual rotational speed V is not easily reversed after the assist start time T1 is changed. be able to. This amount of change can be set gradually smaller through stages. The decrease determination amount and the increase determination amount can be set within a range of allowable values that do not affect the start performance.

  The assist motor control device 7B includes a relationship learning unit 75 and a setting learning unit 76. As shown in FIG. 5, the relationship learning unit 75 has a maximum error between the assist start time T <b> 1 used for the control of the assist control unit 72 and the target rotational speed Vr and the actual rotational speed V when the hybrid vehicle 1 starts. Is obtained for each start time, and an error relationship M obtained by summing up a plurality of start times is obtained. In other words, in the relationship learning unit 75, the assist start time T1 used for the control of the assist control unit 72, and the actual rotation speed V and the target rotation speed Vr in the engine 2 when the assist start time T1 is used. The maximum error is recorded for each start of the hybrid vehicle 1 and is obtained as an error relationship M for a plurality of starts.

  This error relationship M is expressed as a functional equation or the like. In the relationship learning unit 75, an error relationship M between the assist start time T1 and the maximum error can be obtained as the assist start time T1 is changed in the assist change unit 74.

  Further, the setting learning unit 76 sets the assist start time T1 when the maximum error in the error relationship M is the smallest as the assist start time T1 after learning as the assist start time T1 used for the control of the assist control unit 72. To do. The setting learning unit 76 replaces the assist start time T1 with a value after learning from the default value. The setting of the assist start time T1 by the setting learning unit 76 is performed after the error relation M for a sufficient number of times of start is tabulated.

  By using the relationship learning unit 75 and the setting learning unit 76, the trap of the operation of the clutch lever 28 and the operation of the accelerator 26 by the driver who exclusively drives the hybrid vehicle 1 is reflected in the control of the assist motor 5 by the assist control unit 72. Can be made. Therefore, the starting performance of the hybrid vehicle 1 can be further improved by reflecting the driving habits of individual drivers.

  Further, the relationship learning unit 75 stores the target rotational speed Vr of the engine 2 when the maximum error is detected, together with the assist start time T1 and the maximum error, and at the time of starting a plurality of times using the target rotational speed Vr as a parameter. An error relationship M between the assist start time T1 and the maximum error can be obtained. In this case, the setting learning unit 76 can reset the assist start time T1 when the assist control unit 72 performs control at the time of start. Specifically, when the assist control unit 72 performs the assist control at the time of starting, the target rotation speed based on the operation amount of the accelerator 26 of the driver when receiving the signal of the coupling start X from the clutch detection sensor 31. The assist start time T1 when the maximum error is minimized reflecting the target rotational speed Vr by comparing Vr with the error relationship M, and the control at the start by the assist control unit 72 can be performed.

  Further, the assist motor control device 7B may include a correction unit that corrects the assist start time T1 when assisting the driving of the wheel 6 at the start, in addition to the relationship learning unit 75 and the setting learning unit 76. Good. In this case, the correction unit, in addition to the target rotational speed Vr of the engine 2 when the assist control unit 72 receives a signal at the start of engagement X from the clutch detection sensor 31, the opening K of the throttle valve 27, or The assist start time T1 can be corrected according to the magnitude of the intake pressure P, which is the pressure of air in the intake pipe 22. The opening K of the throttle valve 27 can be detected by the opening detection sensor 33, and the intake pressure P can be detected by the intake pressure sensor 34.

  And the assist control part 72 can perform control which assists the drive of the wheel 6 using the assist start time T1 correct | amended by the correction | amendment part. Further, in this case, a relational expression for performing correction by the correction unit is obtained by performing an experiment or the like, and this relational expression is set in the correction unit at the initial time of the hybrid vehicle 1 (at the time of factory shipment). I can leave.

  The configuration of the setting learning unit 76 in the assist motor control device 7B can be as follows. Specifically, the setting learning unit 76 assists when the hybrid vehicle 1 starts, and when the actual rotational speed V of the engine 2 decreases more than a predetermined decrease determination amount with respect to the target rotational speed Vr of the engine 2. The start time T1 can also be reset. In this case, the relationship learning unit 75 is not used, and the configuration of the assist motor control device 7B can be simplified. This resetting of the assist start time T1 is performed by gradually shortening the assist start time T1 so that the actual rotational speed V of the engine 2 at the time of starting does not exceed the target rotational speed Vr or the allowable fluctuation range of the target rotational speed Vr. Can be done.

  Further, a changeover switch for selecting whether or not to perform assist control by the assist motor 5 may be provided on the handle or the like of the hybrid vehicle 1. Further, a changeover switch for selecting whether or not to learn the assist start time T1 may be provided on the handle of the hybrid vehicle 1 or the like.

  As shown in FIG. 3, in the control by the assist control unit 72, when the elapsed time t from the time when the clutch detection sensor 31 receives the information of the clutch 41 engagement start time X becomes the assist start time T1. Then, the operation of the assist motor 5 is started. In the control by the assist control unit 72, the following control by the torque control unit 73 is performed in parallel.

  As shown in FIG. 4, the torque control unit 73 is configured to adjust the assist torque output from the assist motor 5 so that the actual rotational speed V of the engine 2 approaches the target rotational speed Vr of the engine 2. When the hybrid vehicle 1 starts, when the assist controller 72 starts assisting the driving of the wheels 6, the timing for starting the assist becomes important in order to ensure the start performance, and the assist start time T1 is learned. Reset to the optimal value. At the start of the assist, the assist torque output from the assist motor 5 can be set to a predetermined value.

  On the other hand, when the hybrid vehicle 1 is accelerated after the assist control unit 72 starts driving the wheels 6, the magnitude of the assist torque by the assist motor 5 is important to ensure acceleration performance. Therefore, the assist torque is controlled by the torque control unit 73 to adjust the assist torque so that the actual rotational speed V follows the target rotational speed Vr based on the operation amount of the accelerator 26 by the driver. By adjusting the assist torque by the torque control unit 73, the acceleration performance according to the driver's accelerator 26 operation can be improved.

  As shown in FIG. 3, the assist control unit 72 assists the driving of the wheels 6 only when the hybrid vehicle 1 starts. The assist control unit 72 assists the driving of the wheels 6 when the actual rotational speed V of the engine 2 reaches a predetermined assist stop rotational speed V2 or when the elapsed time t reaches a predetermined assist stop time. Can be stopped. Further, the assist control unit 72 can also stop driving assist of the wheels 6 when the vehicle speed by the vehicle speed sensor mounted on the hybrid vehicle 1 reaches a prescribed assist stop vehicle speed.

  When the assist control unit 72 stops the control, if the assist of the torque by the assist motor 5 is suddenly stopped, a sudden torque fluctuation occurs in the driving of the wheels 6 and the driver feels uncomfortable. Therefore, the torque control unit 73 gently decreases the assist torque by the assist motor 5 with the elapsed time t, and stops assisting the driving of the wheels 6 so as not to cause a sudden torque change.

(Target rotational speed Vr)
As shown in FIG. 6, the target rotational speed Vr of the engine 2 is changed according to the opening K of the throttle valve 27 by the opening detection sensor 33. When the opening degree K of the throttle valve 27 is zero, the target rotational speed Vr becomes the idling rotational speed. The target rotational speed Vr is changed so as to increase as the opening degree K of the throttle valve 27 increases. In the same figure, it shows when the transmission gear of the manual transmission 4 is in the first speed and in the second speed. When the transmission gear of the manual transmission 4 is in the second speed, the target rotational speed Vr with respect to the opening K of the throttle valve 27 is changed to be higher than in the first speed. Note that the transmission gear of the manual transmission 4 has three or more speeds.

  The driver of the hybrid vehicle 1 usually starts with the transmission gear set at the first speed, but in some cases, the driver may start with the transmission gear set at the second speed. When the second speed start is performed, the target rotational speed Vr when the output shaft 201 of the engine 2 is coupled to the input shaft 401 of the manual transmission 4 by the clutch 41 is compared with the case where the first speed start is performed. It is assumed that the decrease in the actual rotational speed V with respect to increases. Therefore, in the assist control unit 72, the assist start time T1 can be set for each of the first speed start and the second speed start.

  For example, the assist start time T1 when performing the second speed start can be set to be shorter than the assist start time T1 when performing the first speed start. In addition, there is no special difference in the assist start time T1 by the assist control unit 72 between the case where the first speed start is performed and the case where the second speed start is performed.

  As shown in FIG. 7, the target rotational speed Vr of the engine 2 may be changed according to the intake pressure P by the intake pressure sensor 34 instead of the opening K of the throttle valve 27. In this case, the intake pressure P is not zero but a predetermined value at the rotational speed in the idling state. Other than this, the relationship between the intake pressure P and the target rotational speed Vr is similar to the relationship between the opening K of the throttle valve 27 and the target rotational speed Vr. In some cases, the target rotational speed Vr of the engine 2 may be changed in accordance with both values of the opening K of the throttle valve 27 and the intake pressure P.

(Assist torque correction)
The assist torque by the torque control unit 73 can be corrected according to various factors. The assist torque can be corrected according to the temperature of the coolant, oil, various wall surfaces, etc. in the engine 2, for example. These temperatures can be detected by the temperature sensor 36, for example. The lower the temperature, the more difficult the actual rotational speed V of the engine 2 increases. Therefore, the assist torque by the torque control unit 73 can be increased as these temperatures are lower.

  Further, the assist torque can be corrected according to the atmospheric pressure, for example. The lower the atmospheric pressure, the more difficult the actual rotational speed V of the engine 2 increases. Therefore, the assist torque by the torque control unit 73 can be increased as the atmospheric pressure is lower. The atmospheric pressure can be measured by an atmospheric pressure sensor provided in the hybrid vehicle 1, and can also be estimated from the intake pressure P by the intake pressure sensor 34.

  Further, the assist torque can be corrected according to, for example, the inclination state of the road on which the hybrid vehicle 1 travels. When the road on which the hybrid vehicle 1 travels is on an uphill, the actual rotation speed V of the engine 2 is less likely to increase as the upward slope becomes steep. Therefore, the assist torque by the torque control unit 73 can be corrected higher as the upward gradient becomes steeper.

  In addition, when the road on which the hybrid vehicle 1 travels is on a downhill, the actual rotation speed V of the engine 2 is likely to increase as the descending slope becomes steep. Therefore, the assist torque by the torque control unit 73 can be corrected lower as the descending slope becomes steeper. The upward gradient or the downward gradient can be detected by a posture sensor such as a gyro sensor that detects the posture (tilt) of the hybrid vehicle 1 in the front-rear direction.

(Control method)
Next, a control method using the control devices 7A and 7B of the hybrid vehicle 1 will be described.
In FIG. 3, when the hybrid vehicle 1 is started, the clutch 41 is engaged / disengaged (operation amount) (%), the clutch detection sensor 31 is turned ON / OFF, and the throttle valve 27 is open K (%). FIG. 4 shows temporal changes in the vehicle speed of the hybrid vehicle 1, the target rotational speed Vr (min ⁻¹ ) and the actual rotational speed V (min ⁻¹ ) of the engine 2, and the assist torque (N · m) of the assist motor 5. When the clutch lever 28 is not operated and the clutch 41 is in a coupled state in which the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 are coupled, the opening degree K, the vehicle speed, and the assist torque of the throttle valve 27 are It is zero, and the rotational speed of the engine 2 is in the idling state.

  When starting the hybrid vehicle 1, the driver operates the clutch lever 28 to switch the clutch 41 from the coupled state to the separated state in which the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 are separated. . At this time, the switch input of the clutch detection sensor 31 is switched from OFF to ON. Then, the driver releases the operation of the clutch lever 28 and returns the clutch lever 28 to its original position in a state where the opening 26 of the throttle valve 27 is increased by operating the accelerator 26. At this time, the switch input of the clutch detection sensor 31 is switched from ON to OFF, and the clutch detection sensor 31 detects the engagement start time X of the clutch 41.

  The assist control unit 72 measures the elapsed time t from the measurement start point, with the time point when the coupling start time signal X is received from the clutch detection sensor 31 as time zero as the measurement start point. The clutch detection sensor 31 detects the engagement start time X when the clutch lever 28 is slightly returned to the original position, while the clutch 41 detects the output shaft 201 of the engine 2 in the process of reducing the operation amount of the clutch lever 28. And the input shaft 401 of the manual transmission 4 are gradually coupled.

  When the operation amount of the clutch 41 increases, the load acting on the wheels 6 is transmitted to the output shaft 201 of the engine 2 via the manual transmission 4 and the actual rotational speed V of the engine 2 tends to decrease. Therefore, the driving of the wheels 6 is assisted by the assist motor 5 so that the actual rotational speed V is not reduced as much as possible. In other words, the control by the assist control unit 72 is started in the process in which the operation amount of the clutch 41 increases.

  Specifically, when the elapsed time t reaches a prescribed assist start time T1, the assist control unit 72 starts assisting driving of the wheels 6 by the assist motor 5. The assist start time T1 is set within the range of the time when the clutch 41 is in the half-clutch state, in other words, the time when the operation amount of the clutch 41 is in the intermediate state between the separated state and the coupled state. When the assist motor 5 starts assisting driving of the wheels 6, the actual rotational speed V of the engine 2 that receives a load from the wheels 6 is assisted, and a decrease in the actual rotational speed V of the engine 2 is suppressed. The

  Further, when the assist control of the assist motor 5 is performed by the assist control unit 72, the assist torque output from the assist motor 5 is controlled by the torque control unit 73. The assist torque control by the torque control unit 73 is performed from the time when the elapsed time t becomes the assist start time T1 and torque transmission from the assist motor 5 to the output shaft 201 of the engine 2 is started.

  After the assist of driving the wheels 6 by the assist motor 5 is started, the assist torque of the assist motor 5 is adjusted by the torque control unit 73 so that the actual rotational speed V of the engine 2 approaches the target rotational speed Vr. The The target rotational speed Vr is appropriately changed based on the amount of operation of the accelerator 26 by the driver, and the smooth acceleration performance of the hybrid vehicle 1 is ensured by controlling the assist torque by the torque control unit 73.

  Thereafter, when the actual rotational speed V of the engine 2 reaches the prescribed assist stop rotational speed V2 or when the elapsed time t reaches the prescribed assist stop time, the assist control unit 72 performs assist torque generated by the torque control unit 73. Is gradually lowered with the elapsed time t, and the assist of driving the wheels 6 by the assist motor 5 is stopped.

  After the assist control unit 72 receives the X signal from the clutch detection sensor 31, the elapsed time t is before or after the assist start time T1 or at the same time as the assist start time T1, and the operation of the accelerator 26 is restored. It is also assumed that the driver does not start. In this case, after the assist torque by the assist motor 5 is temporarily output, the assist torque is not output due to a decrease in the target rotational speed Vr.

  When the control by the assist control unit 72 is performed, the assist start time T1 can be changed by the assist change unit 74, and the assist start time T1 and the target rotational speed Vr at the start by the relationship learning unit 75. And the maximum error between the actual rotational speed V can be learned. When the learning is completed, the setting learning unit 76 can reset the assist start time T1 as appropriate. Further, the assist start time T1 is learned by the relationship learning unit 75, and in some cases, may be immediately after the assist control unit 72 receives a signal at the start of engagement X from the clutch detection sensor 31.

  In the learning by the relationship learning unit 75, the relationship between the assist start time T1 and the maximum error between the target rotation speed Vr and the actual rotation speed V at the time of start is obtained, for example, 10 times or more, When the error relationship M between the assist start time T1 and the maximum error is obtained, the result can be regarded as being completed. The number of times of learning can be arbitrarily set.

Next, a control method using the control devices 7A and 7B of the hybrid vehicle 1 will be described in detail with reference to the flowcharts of FIGS.
In each drawing, as the start assist process, a case where the assist control unit 72 performs control to assist driving of the wheels 6 at the start is shown. As shown in FIG. 8, in the main routine of the start assist process, an assist prohibition determination routine (step S001) for determining whether the assist control by the assist motor 5 may be performed, and the timing for starting the assist control are determined. An assist start determination routine (step S002), an assist control routine (step S003) for executing assist control, and a learning routine (step S004) for learning the assist start time T1 are performed.

As shown in FIG. 9, in the assist prohibition determination routine (step S001), whether the driver is pushing to start the engine 2 while pushing the hybrid vehicle 1 that is a motorcycle, the amount of power stored in the storage battery 51 is small. Then, it is determined whether the assist motor 5 cannot be driven.
Specifically, after the control devices 7A and 7B are turned on, the control devices 7A and 7B are controlled by the crank angle sensor as the rotation speed detection sensor 32 before the engine 2 is started by the assist motor 5. Then, it is detected whether or not a crank signal indicating that the crankshaft as the output shaft 201 of the engine 2 is rotating is transmitted (step S101). When the crank signal is transmitted, the control devices 7A and 7B determine that the driver is pushing and prohibit the control by the assist control unit 72 (step S102). In this case, it is possible to prevent the hybrid vehicle 1 from starting unexpectedly against the driver's intention by not assisting the driving of the wheel 6 by the assist motor 5. In this case, since the control by the assist control unit 72 and the torque control unit 73 is not performed, the start assist process is ended.

  Further, whether or not the driver is pushing is determined by the control device 7A from the crank angle sensor before the engine 2 is started by the assist motor 5 after the control devices 7A and 7B are turned on. , 7B can be performed depending on whether or not the time interval of the crank signal transmitted to 7B is smaller than a predetermined value. Since the time interval of the crank signal when the driver is pushing is shorter than the time interval of the crank signal when the engine 2 is started by the assist motor 5, the time interval of the crank signal is smaller than a predetermined value. Become.

Next, when the determination in step S101 is No, the control devices 7A and 7B determine whether or not the storage amount or voltage of the storage battery 51 is lower than a predetermined value (step S103). When the storage amount or voltage of the storage battery 51 is lower than a predetermined value, the control devices 7A and 7B have insufficient storage amount of the storage battery 51 for starting the engine 2 by the assist motor 5. And the control by the assist control unit 72 is prohibited (step S102). In this case, since the control by the assist control unit 72 and the torque control unit 73 is not performed, the start assist process ends.
When the determination in step S103 is No, it is detected that the control by the assist control unit 72 may be performed, and the process returns to the main routine of the start assist process.

  When the determination in step S102 is No and it is determined that the control by the assist control unit 72 is performed, an assist start determination routine (step S002) is performed as shown in FIG. In the assist start determination routine, first, it is determined whether learning by the relationship learning unit 75 is completed (step S201). When this learning is completed, the setting learning unit 76 resets the assist start time T1 after learning as the assist start time T1 used for the control by the assist control unit 72 (step S202). On the other hand, when this learning is not completed, the assist start time T1 used for the control by the assist control unit 72 remains the initial value (step S203).

  Next, it is determined whether or not the clutch detection sensor 31 detects the engagement start time X of the clutch 41, and waits until the engagement start time X is detected (step S204). When the clutch detection sensor 31 detects the coupling start time X of the clutch 41, the assist control unit 72 starts measuring the elapsed time t from the time when the coupling detection time X signal is received from the clutch detection sensor 31 (step S1). S205). Then, the process returns to the main routine of the start assist process.

  Next, as shown in FIG. 11, an assist control routine (step S003) is performed. In the assist control routine, the control devices 7A and 7B first have the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 according to the specifications of the engine 2 and the transmission gear selection state of the manual transmission 4. The reference assist torque by the assist motor 5 that is output when the two are coupled is determined (S301). The selection state of the transmission gear can be a specification for detecting how fast the transmission gear is, and can also be a specification for detecting whether the transmission gear is in the first speed or in the second speed or more. .

  Next, the reference assist torque is corrected according to the cooling water temperature of the engine 2, the atmospheric pressure, and the road inclination state, and output when the input shaft 401 of the manual transmission 4 is coupled to the output shaft 201 of the engine 2. The initial assist torque is determined (step S302).

  Next, the process waits until the elapsed time t from the time point when the coupling start time X signal is received from the clutch detection sensor 31 reaches the assist start time T1 (step S303). When the elapsed time t becomes the assist start time T1, the assist control unit 72 and the torque control unit 73 operate the assist motor 5 so as to output the initial assist torque (step S304).

  Next, in the engine control device 7A, the target rotational speed Vr of the engine 2 is determined by receiving information on the opening K of the throttle valve 27 by the opening detection sensor 33 (step S305). Further, the actual rotation speed V of the engine 2 is measured by the rotation speed detection sensor 32 (step S306). At this time, information on the deviation between the target rotational speed Vr and the actual rotational speed V is sent to the torque control unit 73. Next, the torque control unit 73 calculates an assist torque as an operation amount according to the deviation between the target rotation speed Vr and the actual rotation speed V (step S307). Next, in the torque control unit 73, the assist torque is corrected according to the temperature of the cooling water of the engine 2, the atmospheric pressure, and the road inclination state (step S308).

  Next, the relationship learning unit 75 receives information on the target rotational speed Vr of the engine 2 and information on the actual rotational speed V of the engine 2, and calculates and stores an error between the target rotational speed Vr and the actual rotational speed V. (Step S309). This error is obtained by distinguishing between the case where the actual rotational speed V is lower than the target rotational speed Vr and the case where the actual rotational speed V is higher than the target rotational speed Vr. The calculation and storage of the error between the target rotational speed Vr and the actual rotational speed V can be performed only until the elapsed time t reaches a predetermined time.

  Next, the assist control unit 72 determines whether or not the actual rotational speed V detected by the rotational speed detection sensor 32 has reached a specified assist stop rotational speed V2 (step S310). Then, steps S305 to S310 are repeatedly executed until the actual rotation speed V becomes the assist stop rotation speed V2.

  Thereafter, when the actual rotational speed V becomes the assist stop rotational speed V2, the assist control unit 72 gradually decreases the assist torque by the torque control unit 73 with the elapsed time t, and the assist motor 5 causes the wheels 6 to rotate. The driving assist is stopped (step S311). Thus, the process returns to the main routine of the start assist process.

  Next, as shown in FIG. 12, in the learning routine (step S004), the relationship learning unit 75 stores the target rotational speed Vr stored when the assist control unit 72 and the torque control unit 73 perform control. The maximum error among the errors from the actual rotation speed V is set as the maximum error, and the relationship between the maximum error and the assist start time T1 set in the assist control unit 72 is stored as an error relationship M (step S401).

  Next, when the maximum error occurs as a negative error in which the actual rotation speed V is lower than the target rotation speed Vr (step S402), the assist change unit 74 changes the assist start time T1 to be shortened by a predetermined time (step S402). Step S403). On the other hand, when the maximum error occurs as a positive error in which the actual rotational speed V is higher than the target rotational speed Vr (step S402), the assist changing unit 74 changes the assist start time T1 to be longer by a predetermined time (step S402). Step S404).

  The learning routine (step S004) is repeatedly executed every time control is performed by the assist control unit 72 and the torque control unit 73 at the start. If the error relationship M is stored 10 times or more (step S405), it is determined that learning of the assist start time T1 is completed, and the maximum error in the error relationship M of 10 times or more is the smallest. The assist start time T1 at that time is stored as the assist start time T1 after learning (step S406). The learned assist start time T1 is used in step S202 of the assist start determination routine (step S002).

(Function and effect)
The control devices 7A and 7B of the hybrid vehicle 1 according to the present embodiment are used in the hybrid vehicle 1 including the manual transmission 4 and the clutch 41, and at the timing of assisting the driving of the wheels 6 by the assist motor 5 when the hybrid vehicle 1 starts. I am devised.
Specifically, the assist control unit 72 of the control devices 7A and 7B starts the assist when the elapsed time t from the reception of the coupling start time X signal from the clutch detection sensor 31 when the hybrid vehicle 1 is started is defined as the prescribed assist start. When the time T1 is reached, the assist of driving the wheels 6 by the assist motor 5 is started. Then, by executing the assist change unit 74, the relationship learning unit 75, and the setting learning unit 76, the assist start time T <b> 1 is set so that the actual rotation speed V of the engine 2 at the time of start is an allowable fluctuation range of the target rotation speed Vr of the engine 2. It can be set to an appropriate value within the range.

  As a result, the rotational speed of the engine 2 is suppressed from temporarily decreasing or increasing when the engine 2 is started to be coupled to the manual transmission 4 or during the coupling. In addition, when the assist start time T1 is appropriately set, useless torque is generated by the assist motor 5 when the output shaft 201 of the engine 2 and the input shaft 401 of the manual transmission 4 are separated by the clutch 41. Is prevented. That is, wasteful consumption of the electric power used for the assist motor 5 is suppressed.

  Therefore, according to the control devices 7A and 7B of the hybrid vehicle 1 of the present embodiment, it is possible to improve the start performance of the hybrid vehicle 1 and to suppress unnecessary power consumption of the assist motor 5.

  The hybrid vehicle 1 of this embodiment is configured as a motorcycle. Motorcycles have a strong preference and a high demand for drivability, especially acceleration performance. In the motorcycle as the hybrid vehicle 1 of the present embodiment, a generator directly connected to the crankshaft as the output shaft 201 of the engine 2 is used as the assist motor 5. Therefore, the torque of the assist motor 5 can be directly applied to the engine 2 and the acceleration performance of the hybrid vehicle 1 can be improved. Thereby, the smooth startability requested | required in a motorcycle can be implement | achieved.

  Further, the storage battery 51 of the motorcycle has a smaller capacity than the storage battery of the automobile, and the amount of electricity stored in the storage battery 51 tends to be zero or less. By realizing the optimum motor assist of the present embodiment for a motorcycle having such circumstances, the consumption of the storage battery 51 can be suppressed and more motor assist can be performed. Furthermore, it is possible to extend the life of the storage battery 51 of the motorcycle.

  The hybrid vehicle 1 can be a four-wheeled vehicle (manual transmission vehicle) using the manual transmission 4 in addition to the two-wheeled vehicle. Also in this case, the same effect as this embodiment can be obtained.

  Further, the learning of the assist start time T1 by the assist changing unit 74, the relationship learning unit 75, and the setting learning unit 76 is performed when the actual rotational speed V of the engine 2 detected by the rotational speed detection sensor 32 when the hybrid vehicle 1 starts. This can be done only when the rotational speed is lower than the specified rotational speed. Further, the learning of the assist start time T1 can be performed only when the actual rotational speed V of the engine 2 is outside the allowable fluctuation range of the target rotational speed Vr of the engine 2. In these cases, the actual rotational speed V of the engine 2 can always be measured at the time of start-up, and the change in the actual rotational speed V can be monitored.

  The clutch detection sensor 31 can also detect the operation amount of the clutch 41 quantitatively, in addition to detecting the engagement start time X of the clutch 41 by ON / OFF. In this case, the assist control unit 72 can start the measurement of the elapsed time t from the time when the operation amount of the clutch 41 becomes a specified value. The specified value of the operation amount of the clutch 41 can be a value at which the operation amount is not zero, and the operation amount indicated by 0 to 100% can be any value of 30% or less, for example. .

<Embodiment 2>
In this embodiment, the manual transmission 4 and the clutch 41 are used, and the hybrid vehicle 1 constituting the motorcycle using the clutch detection sensor 31 that quantitatively detects the operation amount of the clutch 41 is shown.
The assist control unit 72 of the present embodiment is configured to start assisting driving of the wheels 6 by the assist motor 5 when the operation amount of the clutch detection sensor 31 reaches a specified value when the hybrid vehicle 1 starts. Yes. The configurations of the hybrid vehicle 1 and the control devices 7A and 7B according to the present embodiment are the same as those shown in FIGS.

  In this embodiment, since the clutch detection sensor 31 that quantitatively detects the operation amount of the clutch 41 is used, the timing of assisting the driving of the wheels 6 by the assist motor 5 is determined without measuring the time. Determine directly using quantity. The specified value of the manipulated variable for determining this timing is that the actual rotational speed V of the engine 2 detected by the rotational speed detection sensor 32 at the time of starting is the opening of the throttle valve 27 detected by the opening degree detection sensor 33. It can be set to be within an allowable fluctuation range of the target rotational speed Vr of the engine 2 determined based on the degree K.

  The operation amount of the clutch 41 is detected in a range of 0 to 100%, with 0% when the clutch 41 is disengaged and 100% when the clutch 41 is engaged. When determining the prescribed value of the operation amount, a delay in detection by the clutch detection sensor 31 can be taken into consideration.

  It is also assumed that the clutch detection sensor 31 detects a predetermined opening degree before the clutch 41 enters the half-clutch state when the operation amount of the clutch 41 is small. In other words, it is assumed that the coupling of the clutch 41 is started only when the operation amount of the clutch 41 by the clutch detection sensor 31 reaches a predetermined value. Therefore, the specified value of the operation amount can be set as an operation amount smaller than the operation amount of the clutch 41 that is confirmed to be engaged with the clutch 41.

  When the hybrid vehicle 1 starts, the assist change unit 74 of the present embodiment changes the specified value of the operation amount to be smaller when the actual rotation speed V is lower than the predetermined decrease determination amount with respect to the target rotation speed Vr. At the same time, when the hybrid vehicle 1 is started, if the actual rotational speed V increases more than the predetermined increase determination amount with respect to the target rotational speed Vr, the specified value of the operation amount is changed to be increased. . With the configuration of the assist change unit 74, it is possible to control the actual rotational speed V of the engine 2 to be within the allowable fluctuation range of the target rotational speed Vr when the hybrid vehicle 1 starts.

  In addition, the control devices 7A and 7B of the present embodiment may also include the relationship learning unit 75 and the setting learning unit 76. The relationship learning unit 75 obtains a relationship between the prescribed value of the operation amount used for the control of the assist control unit 72 and the maximum error between the target rotation speed Vr and the actual rotation speed V at the start of each start. At the same time, an error relationship M that is aggregated for multiple starts is obtained. In addition, the setting learning unit 76 defines the manipulated variable used for the control of the assist control unit 72 with the defined value of the manipulated variable when the maximum error in the error relationship M is minimized as the defined value of the manipulated variable after learning. Set as a value.

Next, a control method using the control devices 7A and 7B of the hybrid vehicle 1 of the present embodiment will be described with reference to the flowcharts of FIGS.
Also in the main routine of the start assist process of this embodiment, an assist prohibition determination routine (step S001), an assist start determination routine (step S002), an assist control routine (step S003), and a learning routine (step S004) are performed.

  The processing of the assist prohibition determination routine (step S001) of this embodiment is the same as that in FIG. 9 of the first embodiment. The processing of the assist start determination routine (step S002) of this embodiment is the same as steps S201 to S203 of FIG. 10 of the first embodiment as shown in FIG. As shown in FIG. 14, in the process of the assist control routine (step S003) of this embodiment, the content of step S303 is different from the case of FIG. 11 of the first embodiment.

  As shown in FIG. 14, in step S303 of the present embodiment, the process waits until the operation amount of the clutch 41 detected by the clutch detection sensor 31 reaches a specified value. When the operation amount of the clutch 41 reaches the specified value, the assist control unit 72 and the torque control unit 73 operate the assist motor 5 so as to output the initial assist torque (step S304). Steps S301, S302, and S304 to S311 of the present embodiment are the same as those in FIG. 11 of the first embodiment.

  As shown in FIG. 15, in the process of the learning routine (step S004) of this embodiment, the contents of steps S403 and S404 are different from the case of FIG. 12 of the first embodiment. In step S403 of the present embodiment, the assist changing unit 74 determines that the maximum error between the target rotation speed Vr and the actual rotation speed V is a negative error that is lower than the target rotation speed Vr (step S403). In step S402, the specified value of the operation amount of the clutch 41 is changed to be decreased by a predetermined amount (step S403). On the other hand, when the maximum error occurs as a positive error in which the actual rotation speed V is higher than the target rotation speed Vr (step S402), the assist change unit 74 increases the specified value of the operation amount of the clutch 41 by a predetermined amount. (Step S404). Steps S401, S402, S405, and S406 of the present embodiment are the same as in the case of FIG. 12 of the first embodiment.

  Other configurations, operational effects, and the like of the control devices 7A and 7B and the control method of the hybrid vehicle 1 of the present embodiment are the same as those of the first embodiment. Also in this embodiment, the components indicated by the same reference numerals as those shown in the first embodiment are the same as those in the first embodiment.

<Embodiment 3>
This embodiment shows a hybrid vehicle 1 that constitutes a motorcycle using a centrifugal clutch type automatic transmission 4A instead of the manual transmission 4 and the clutch 41.
As shown in FIG. 16, the automatic transmission 4 </ b> A can change the reduction ratio from the output shaft 201 of the engine 2 to the wheels 6 using centrifugal force. This automatic transmission 4 </ b> A spans between a drive pulley 411 provided on the output shaft 201 of the engine 2, a driven pulley 412 provided on the input shaft 402 of the wheel 6, and the drive pulley 411 and the driven pulley 412. Drive belt 413. At least one of the drive pulley 411 and the driven pulley 412 is configured to vary the outer diameter of the pulley groove over which the drive belt 413 is stretched according to the magnitude of the centrifugal force generated when rotating. In the automatic transmission 4A of this embodiment, the outer diameters of the pulley grooves of the drive pulley 411 and the driven pulley 412 vary according to the magnitude of the centrifugal force.

  The wheel 6 is provided with a centrifugal clutch mechanism 43. The centrifugal clutch mechanism 43 is connected to a clutch body 431 connected to a driven pulley 412, a clutch shoe 432 provided on the outer periphery of the clutch body 431, and the wheel 6. And a clutch outer 433 disposed on the outer periphery of the clutch shoe 432. When the rotational speed of the engine 2 increases to a clutch coupling rotational speed V0 (for example, 3000 rpm) and the rotational speed of the driven pulley 412 reaches a predetermined rotational speed, the clutch shoe 432 is opened by centrifugal force, and the clutch shoe 432 and the clutch body 431 The clutch outer 433 is coupled, and the wheel 6 rotates via the input shaft 402. Then, the power of the engine 2 is transmitted to the wheels 6 and the hybrid vehicle 1 can start.

  The automatic transmission 4A changes the reduction ratio of the input shaft 402 of the wheel 6 with respect to the output shaft 201 of the engine 2 as the vehicle speed of the hybrid vehicle 1, in other words, the rotational speed of the wheel 6 increases. The automatic transmission 4A is sometimes called a continuously variable transmission (CVT) because the reduction ratio is changed steplessly.

  As shown in FIG. 17, the assist control unit 72 of the present embodiment has a prescribed assist start rotational speed V1 at which the rotational speed of the engine 2 is equal to or lower than the clutch coupling rotational speed V0 at which the vehicle speed of the hybrid vehicle 1 is generated. When it becomes, it is comprised so that the assist of the drive of the wheel 6 by the assist motor 5 may be started. The clutch coupling rotational speed V0 is the rotational speed of the engine 2 when the clutch body 431 and the clutch outer 433 are coupled by the clutch shoe 432 and the wheel 6 is driven in the process of increasing the rotational speed of the engine 2. I mean. Then, the hybrid vehicle 1 as a motorcycle using the automatic transmission 4A does not start until the rotational speed of the engine 2 increases from the idling rotational speed to the clutch coupling rotational speed V0.

  In the assist control unit 72 of the present embodiment, the actual rotational speed V of the engine 2 is used instead of the elapsed time t from the time when the signal of the coupling start time X of the first embodiment is received. In the assist control unit 72 of the present embodiment, the assist start rotation speed V1 is used instead of the assist start time T1 of the first embodiment.

  The assist change unit 74 of the present embodiment changes the assist start rotation speed V1 to be lower when the actual rotation speed V is lower than the specified decrease determination amount with respect to the target rotation speed Vr when the hybrid vehicle 1 starts. At the same time, when the hybrid vehicle 1 is started, the assist start rotational speed V1 is changed to be higher when the actual rotational speed V increases more than a predetermined increase determination amount with respect to the target rotational speed Vr. . With the configuration of the assist change unit 74, it is possible to control the actual rotational speed V of the engine 2 to be within the allowable fluctuation range of the target rotational speed Vr when the hybrid vehicle 1 starts.

  In addition, the control devices 7A and 7B of the present embodiment may also include the relationship learning unit 75 and the setting learning unit 76. The relationship learning unit 75 obtains a relationship between the assist start rotation speed V1 used for the control of the assist control unit 72 and the maximum error between the target rotation speed Vr and the actual rotation speed V at the start of each start. At the same time, an error relationship M that is aggregated for multiple starts is obtained. In addition, the setting learning unit 76 uses the assist start rotation speed V1 when the maximum error in the error relationship M is the smallest as the assist start rotation speed V1 after learning, and uses the assist start rotation speed used for the control of the assist control unit 72. Set as V1.

Next, a control method using the control devices 7A and 7B of the hybrid vehicle 1 of the present embodiment will be described with reference to the flowcharts of FIGS.
Also in the main routine of the start assist process of this embodiment, an assist prohibition determination routine (step S001), an assist start determination routine (step S002), an assist control routine (step S003), and a learning routine (step S004) are performed.

  The processing of the assist prohibition determination routine (step S001) of this embodiment is the same as that in FIG. 9 of the first embodiment. The processing of the assist start determination routine (step S002) of this embodiment is the same as that in FIG. 13 of the second embodiment. As shown in FIG. 18, in the process of the assist control routine (step S003) of this embodiment, the contents of steps S302A and S303 are different from the case of FIG. 11 of the first embodiment.

  As shown in FIG. 18, in step S <b> 302 </ b> A of the present embodiment, the actual rotational speed V of the engine 2 is detected by the rotational speed detection sensor 32. In step S303, the process waits until the actual rotational speed V of the engine 2 reaches the assist start rotational speed V1. When the actual rotation speed V becomes the assist start rotation speed V1, the assist control unit 72 and the torque control unit 73 operate the assist motor 5 to output the initial assist torque (step S304). Steps S301, S302, and S304 to S311 of the present embodiment are the same as those in FIG. 11 of the first embodiment.

  As shown in FIG. 19, in the process of the learning routine (step S004) of this embodiment, the contents of steps S403 and S404 are different from the case of FIG. In step S403 of the present embodiment, the assist changing unit 74 determines that the maximum error between the target rotation speed Vr and the actual rotation speed V is a negative error that is lower than the target rotation speed Vr (step S403). In step S402, the assist start rotation speed V1 is changed to be lower by a predetermined amount (step S403). On the other hand, when the maximum error occurs as a positive error in which the actual rotation speed V is higher than the target rotation speed Vr (step S402), the assist change unit 74 changes the assist start rotation speed V1 to be higher by a predetermined amount. (Step S404). Steps S401, S402, S405, and S406 of the present embodiment are the same as in the case of FIG. 12 of the first embodiment.

  According to the control devices 7A and 7B of the hybrid vehicle 1 of this embodiment, when the vehicle speed of the hybrid vehicle 1 is generated, the timing for assisting the driving of the wheels 6 by the assist motor 5 is prevented from being delayed, and the hybrid vehicle 1 is started. Performance can be improved. Further, by setting the assist start rotation speed V1 to an appropriate rotation speed close to the clutch coupling rotation speed V0, it is possible to suppress useless power consumption of the assist motor.

  In this embodiment, the assist start rotation speed V1 is set as a rotation speed lower than the clutch engagement rotation speed V0. This assists the driving of the wheels 6 by the assist motor 5 before the rotational speed of the engine 2 reaches the clutch coupling rotational speed V0, and suppresses a decrease in the rotational speed of the engine 2 when the hybrid vehicle 1 starts. The starting performance of the hybrid vehicle 1 can be further improved.

In this embodiment, the assist torque of the assist motor 5 is output at a rotational speed lower than the clutch coupling rotational speed V0, so that a part of the assist torque is not used to drive the wheels 6 and is wasted. Become power. However, wasteful power consumption is small. Therefore, by appropriately setting the assist start rotation speed V1, it is possible to achieve a balance between the improvement of the start performance and the suppression of useless power consumption.

  Other configurations, operational effects, and the like of the control devices 7A and 7B and the control method of the hybrid vehicle 1 of the present embodiment are the same as those of the first embodiment. Also in this embodiment, the components indicated by the same reference numerals as those shown in the first embodiment are the same as those in the first embodiment.

  As mentioned above, Embodiment 1-3 as an embodiment of this invention was shown. The present invention is not limited only to each embodiment, and further different embodiments can be configured without departing from the scope of the invention.