Driving force control system for automotive vehicle

• US 6,278,915 B1
• Filed: 02/09/2000
• Issued: 08/21/2001
• Est. Priority Date: 02/17/1999
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Kuroda, Kouichi, Deguchi, Yoshitaka, Muramoto, Itsuro, Kawabe, Taketoshi
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): MARC-COLEMAN, MARTHE Y
• Application Number:
  US09/501,299
• Time in Patent Office: 559 Days
• Field of Search: 701/22, 701/84, 701/87, 701/90, 701/81, 701/54, 477/5, 477/3, 477/6, 477/8, 477/13, 477/45, 477/15, 477/44, 180/65-- 6
• US Class Current: 701/22
• CPC Class Codes: B60K 6/543 the transmission being a continuously variable transmission
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/11 using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 2710/1022 Input torque
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y10S 903/903 having energy storing means, e.g. battery, capacitor
• CPC Class Codes: Y10S 903/909 Gearing
• CPC Class Codes: Y10S 903/918 Continuously variable
• CPC Class Codes: Y10S 903/945 Characterized by control of gearing, e.g. control of transmission ratio
• CPC Class Codes: Y10S 903/946 Characterized by control of driveline clutch

Abstract

A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery and a power-transmission mechanism having a continuously variable transmission, comprises sensors detecting vehicle speed, engine speed, an accelerator operating amount, a state of charge of the battery. An electronic control unit calculates a target engine speed needed to realize the vehicle speed, the target driving torque and the target generated electric energy at the lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism, so as to operate the engine, the electric motor, and/or the power-transmission mechanism always at their optimum operating points depending on the ratio of a first time rate of doing work for the driver'"'"'s required driving torque to a second time rate of doing work for the required generated electric energy, as well as the sum of the first and second time rates.

Claims

1. A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery giving and receiving electricity to and from the electric motor and a power-transmission mechanism having at least a continuously variable transmission for transmitting the driving torque therevia to drive wheels, said system comprising:

a vehicle speed sensor detecting vehicle speed;

an engine speed sensor detecting engine speed of the engine;

an accelerator sensor detecting an accelerator operating amount;

a battery state-of-charge detection device detecting a state of charge of the battery; and

a control unit being configured to be electrically connected to the vehicle sensor, the engine speed sensor, the accelerator sensor, the battery state-of-charge detection device, the continuously variable transmission, the engine, and the electric motor, said control unit comprising;

(a) a target driving-torque calculation section which calculates a target driving torque on the basis of the vehicle speed and the accelerator operating amount,

(b) a target generated-electric-energy calculation section which calculates a target generated electric energy on the basis of a deviation of the state of charge of the battery from a desired state of charge,

(c) a target engine-speed calculation section which calculates a target engine speed needed to realize the vehicle speed, the target driving torque and the target generated electric energy at a lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism,

(d) a target torque calculation section which calculates a target engine torque of the engine and a target motor torque of the electric motor, both needed to realize the target driving torque and the target generated electric energy,

(e) a transmission ratio control section which controls a transmission ratio of the continuously variable transmission so that the engine speed is adjusted to the target engine speed,

(f) an engine torque control section which controls the engine so that torque produced by the engine is adjusted to the target engine torque, and

(g) a motor torque control section which controls the electric motor so that torque produced by the electric motor is adjusted to the target motor torque.

2. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section has a predetermined characteristic map (MAP_tni1) relating to the target engine speed (tNi) at which it is possible to realize the vehicle speed (vsp), the target driving torque (tTd), and the target generated electric energy (tGEN) at the lowest fuel consumption, and the target engine speed is retrieved on the basis of the vehicle speed, the target driving torque, and the target generated electric energy, from the predetermined characteristic map (MAP_tni1).

3. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section has fuel consumption data of the engine, electric-energy-generation efficiency data of the electric motor, and power-transmission efficiency data of the power-transmission mechanism, and calculates a fuel consumption (FuelS) of the engine needed to realize both the target driving torque (tTd) and the target generated electric energy (tGEN) on the basis of the fuel consumption data, the electric-energy-generation efficiency data, and the power-transmission efficiency data, within an engine speed range which can be produced actually by the engine, and sets the engine speed of the lowest fuel consumption at the target engine speed (tNi).

4. The driving force control system as claimed in claim 3, wherein the engine speed range used to calculate the fuel consumption (FuelS) by said target engine-speed calculation section is set at a predetermined speed range which can be produced by the continuously variable transmission depending on variations in the vehicle speed.

5. The driving force control system as claimed in claim 3, wherein the engine speed range used to calculate the fuel consumption (FuelS) by said target engine-speed calculation section is set at a predetermined speed range that the engine can realize a mechanical power corresponding to a sum of a time rate of doing work for the target driving torque and a time rate of doing work for the target generated electric energy.

6. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section has a predetermined characteristic map (MAP_tni1) relating to a basic value (tNi′

) of the target engine speed at which it is possible to realize the vehicle speed (vsp), the target driving torque (tTd), and the target generated electric energy (tGEN) at the lowest fuel consumption, and the basic value (tNi′

) of the target engine speed is retrieved on the basis of the vehicle speed, the target driving torque, and the target generated electric energy, from the predetermined characteristic map (MAP_tni1), and wherein said target engine-speed calculation section has fuel consumption data of the engine, electric-energy-generation efficiency data of the electric motor, and power-transmission efficiency data of the power-transmission mechanism, and calculates a fuel consumption (FuelS) of the engine needed to realize both the target driving torque (tTd) and the target generated electric energy (tGEN) on the basis of the fuel consumption data, the electric-energy-generation efficiency data, and the power-transmission efficiency data, in close vicinity to the basic value (tNi′

) of the target engine speed within an engine speed range which can be produced actually by the engine, and sets the engine speed of the lowest fuel consumption at the target engine speed (tNi).

7. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section has a predetermined characteristic map (MAP_tni1) relating to a basic value (tNi′

) of the target engine speed at which it is possible to realize the vehicle speed (vsp), the target driving torque (tTd), and the target generated electric energy (tGEN) at the lowest fuel consumption, and the basic value (tNi′

) of the target engine speed is retrieved on the basis of the vehicle speed, the target driving torque, and the target generated electric energy, from the predetermined characteristic map (MAP_tni1), and wherein said target engine-speed calculation section has fuel consumption data of the engine, electric-energy-generation efficiency data of the electric motor, and power-transmission efficiency data of the power-transmission mechanism, and calculates a fuel consumption (FuelS) of the engine needed to realize both the target driving torque (tTd) and the target generated electric energy (tGEN) on the basis of the fuel consumption data, the electric-energy-generation efficiency data, and the power-transmission efficiency data, so that the basic value (tNi′

) of the target engine speed is set at an initial value and so that the fuel consumption for each engine speed is calculated while increasing or decreasing in turn in revolution/minutes by a predetermined value from the initial value within an engine speed range which can be produced actually by the engine, and sets an engine speed, given when the fuel consumption (FuelS) is changed from a decreasing tendency to an increasing tendency, at the target engine speed (tNi).

8. The driving force control system as claimed in claim 1, wherein said target torque calculation section calculates an engine output shaft torque T1 on the basis of the engine speed, the vehicle speed (vsp), and the target driving torque (tTd) in such a manner to realize the target driving torque while compensating for power-transmission loss of the power-transmission mechanism, and an equivalent engine output shaft torque T2 on the basis of the motor rotational speed (Nb) and the target generated electric energy (tGEN) in such a manner to realize the target generated electric energy while compensating for energy loss of the electric motor, and sets a sum of the engine output shaft torque T1 and the equivalent engine output shaft torque T2 at the target engine torque, and sets a torque value (−

(estTe−

Tcvt)), obtained by subtracting an engine-torque estimate from the engine output shaft torque T1, is set at the target motor torque (tTb).

9. The driving force control system as claimed in claim 2, wherein said target motor-rotational-speed calculation section has a predetermined characteristic map (MAP_tni0) relating to the target motor rotational speed (tNi) at which it is possible to realize the vehicle speed (vsp) and the target driving torque (tTd) at the lowest electric power consumption, and the target motor rotational speed is retrieved on the basis of the vehicle speed and the target driving torque, from the predetermined characteristic map (MAP_tni0).

10. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section calculates a target transmission ratio of the continuously variable transmission needed to realize the vehicle speed (vsp), the target driving torque (tTd) and the target generated electric energy (tGEN) at the lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism, in lieu of calculation for the target engine speed (tNi), and wherein said transmission ratio control section controls the continuously variable transmission so that the transmission ratio is adjusted to the target transmission ratio.

11. The driving force control system as claimed in claim 1, wherein said target generated-electric-energy calculation section calculates the target generated electric energy (tGEN) so that the target generated electric energy (tGEN) is limited to a specified electric power which can be allowed by the battery, and wherein said target torque calculation section calculates the target motor torque (tTb) so that the target motor torque is limited to an allowable torque which can be input and output to and from the electric motor, a driving circuit for the electric motor, and the battery.

12. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section calculates the target engine speed, so that the electric motor can generate electricity at a higher electric-energy-generation efficiency, as a rate of the target generated electric energy (tGEN) with respect to a sum of the target generated electric energy (tGEN) and a target driving force (c_p·

vsp·

tTd) proportional to a product of the vehicle speed (vsp) and the target driving torque (tTd) becomes higher.

13. The driving force control system as claimed in claim 1, wherein said target engine-speed calculation section calculates the target engine speed, so that the power-transmission mechanism can transmit power at a higher power-transmission efficiency, as a rate of a target driving force (c_p·

vsp·

tTd) proportional to a product of the vehicle speed (vsp) and the target driving torque (tTd) with respect to a sum of the target generated electric energy (tGEN) and the target driving force (c_p·

vsp·

tTd) becomes higher.

14. The driving force control system as claimed in claim 1, wherein, during low engine load, said target engine-speed calculation section sets the target engine speed at a higher value, as a rate of the target generated electric energy (tGEN) with respect to a sum of the target generated electric energy (tGEN) and a target driving force (c_p·

vsp·

tTd) proportional to a product of the vehicle speed (vsp) and the target driving torque (tTd) becomes higher.

15. The driving force control system as claimed in claim 1, wherein, during low engine load, said target engine-speed calculation section sets the target engine speed at a lower value, as a rate of a target driving force (c_p·

vsp·

tTd) proportional to a product of the vehicle speed (vsp) and the target driving torque (tTd) with respect to a sum of the target generated electric energy (tGEN) and the target driving force (c_p·

vsp·

tTd) becomes higher.

23. The driving force control system as claimed in claim 1, wherein said target torque calculation section calculates the target driving torque on the basis of vehicle operating conditions and traffic environment in lieu of the accelerator operating amount detected by said accelerator sensor.

16. A driving force control system for an automotive vehicle using driving torque produced by an electric motor for propulsion, and including a battery giving and receiving electricity to and from the electric motor and a power-transmission mechanism having at least a continuously variable transmission for transmitting the driving torque therevia to drive wheels, said system comprising:

a vehicle speed sensor detecting vehicle speed;

a motor speed sensor detecting a motor rotational speed of the electric motor;

an accelerator sensor detecting an accelerator operating amount; and

a control unit being configured to be electrically connected to the vehicle sensor, the motor speed sensor, the accelerator sensor, the continuously variable transmission, and the electric motor, said control unit comprising;

(a) a target driving-torque calculation section which calculates a target driving torque on the basis of the vehicle speed and the accelerator operating amount,

(b) a target motor-rotational-speed calculation section which calculates a target motor rotational speed needed to realize the vehicle speed and the target driving torque at a lowest electric power consumption, considering an efficiency of each of the electric motor and the power-transmission mechanism,

(c) a target torque calculation section which calculates a target motor torque of the electric motor needed to realize the target driving torque,

(d) a transmission ratio control section which controls a transmission ratio of the continuously variable transmission so that the motor rotational speed is adjusted to the target motor rotational speed,

(e) a motor torque control section which controls the electric motor so that torque produced by the electric motor is adjusted to the target motor torque.

18. The driving force control system as claimed in claim 16, wherein said target motor-rotational-speed calculation section has electric-energy-generation efficiency data of the electric motor and power-transmission efficiency data of the power-transmission mechanism, and calculates an electric power consumption (ElecS) of the electric motor needed to realize the target driving torque (tTd) on the basis of the electric-energy-generation efficiency data and the powertransmission efficiency data, within a motor rotational speed range which can be produced actually by the electric motor, and sets the motor rotational speed of the lowest electric power consumption at the target motor rotational speed (tNi).

19. The driving force control system as claimed in claim 18, wherein the motor rotational speed range used to calculate the electric power consumption (ElecS) by said target motor-rotational-speed calculation section is set at a predetermined speed range which can be produced by the continuously variable transmission depending on variations in the vehicle speed.

20. The driving force control system as claimed in claim 18, wherein the motor rotational speed range used to calculate the electric power consumption (ElecS) by said target motor-rotational-speed calculation section is set at a predetermined speed range that the electric motor can realize the target driving torque.

21. The driving force control system as claimed in claim 16, wherein said target motor-rotational-speed calculation section has a predetermined characteristic map (MAP_tni0) relating to a basic value (tNi′

) of the target motor rotational speed at which it is possible to realize the vehicle speed (vsp) and the target driving torque (tTd) at the lowest electric power consumption, and the basic value (tNi′

) of the target motor rotational speed is retrieved on the basis of the vehicle speed and the target driving torque, from the predetermined characteristic map (MAP_tni0), and wherein said target motor-rotational-speed calculation section has output efficiency data of the electric motor and power-transmission efficiency data of the power-transmission mechanism, and calculates an electric power consumption (ElecS) of the electric motor needed to realize the target driving torque (tTd) on the basis of the output efficiency data of the electric motor and the power-transmission efficiency data, in close vicinity to the basic value (tNi′

) of the target motor rotational speed within a motor rotational speed range which can be produced actually by the electric motor, and sets the motor rotational speed of the lowest electric power consumption at the target motor rotational speed (tNi).

22. The driving force control system as claimed in claim 16, wherein said target motor-rotational-speed calculation section has a predetermined characteristic map (MAP_tni0) relating to a basic value (tNi′

) of the target motor rotational speed at which it is possible to realize the vehicle speed (vsp) and the target driving torque (tTd) at the lowest electric power consumption, and the basic value (tNi′

) of the target motor rotational speed is retrieved on the basis of the vehicle speed and the target driving torque, from the predetermined characteristic map (MAP_tni0), and wherein said target motor-rotational-speed calculation section has output efficiency data of the electric motor and power-transmission efficiency data of the power-transmission mechanism, and calculates an electric power consumption (ElecS) of the electric motor needed to realize the target driving torque (tTd) on the basis of the output efficiency data of the electric motor and the power-transmission efficiency data, so that the basic value (tNi′

) of the target motor rotational speed is set at an initial value and so that the electric power consumption for each motor rotational speed is calculated while increasing or decreasing in turn in revolution/minutes by a predetermined value from the initial value within a motor rotational speed range which can be produced actually by the electric motor, and sets a motor rotational speed, given when the electric power consumption (ElecS) is changed from a decreasing tendency to an increasing tendency, at the target motor rotational speed (tNi).

28. The driving force control system as claimed in claim 16, wherein said target torque calculation section calculates a motor torque on the basis of the motor rotational speed (Nb), the vehicle speed (vsp), and the target driving torque (tTd) in such a manner to realize the target driving torque while compensating for power-transmission loss of the power-transmission mechanism, and sets the motor torque calculated at the target motor torque (tTb).

17. A driving force control system for a parallel hybrid vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery giving and receiving electricity to and from the electric motor and a power-transmission mechanism having at least a continuously variable transmission for transmitting the driving torque therevia to drive wheels, said system comprising:

a vehicle speed sensor detecting vehicle speed;

an engine speed sensor detecting engine speed of the engine;

an accelerator sensor detecting an accelerator operating amount;

a battery state-of-charge detection device detecting a state of charge of the battery; and

a control unit being configured to be electrically connected to the vehicle sensor, the engine speed sensor, the accelerator sensor, the battery state-of-charge detection device, the continuously variable transmission, the engine, and the electric motor, said control unit comprising;

(a) a target driving-torque calculation means for calculating a target driving torque on the basis of the vehicle speed and the accelerator operating amount,

(b) a target generated-electric-energy calculation means for calculating a target generated electric energy on the basis of a deviation of the state of charge of the battery from a desired state of charge,

(c) a target engine-speed calculation means for calculating a target engine speed needed to realize the vehicle speed, the target driving torque and the target generated electric energy at a lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism,

(d) a target torque calculation means for calculating a target engine torque of the engine and a target motor torque of the electric motor, both needed to realize the target driving torque and the target generated electric energy,

(e) a transmission ratio control means for controlling a transmission ratio of the continuously variable transmission so that the engine speed is adjusted to the target engine speed,

(f) an engine torque control means for controlling the engine so that torque produced by the engine is adjusted to the target engine torque, and

(g) a motor torque control means for controlling the electric motor so that torque produced by the electric motor is adjusted to the target motor torque.

24. The drivingforcecontrolsystem asclaimedinclaim 16, wherein said target motor-rotational-speed calculation section calculates a target transmission ratio of the continuously variable transmission needed to realize the vehicle speed (vsp) and the target driving torque (tTd) at the lowest electric energy consumption, considering an efficiency of each of the electric motor and the power-transmission mechanism, in lieu of calculation for the target motor rotational speed (tNi), and wherein said transmission ratio control section controls the continuously variable transmission so that the transmission ratio is adjusted to the target transmission ratio.

25. A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery giving and receiving electricity to and from the electric motor, a clutch disposed between the engine and electric motor, and a power-transmission mechanism having at least a continuously variable transmission for transmitting the driving torque therevia to drive wheels, and capable of selecting one of application of driving torque produced by the engine, application of driving torque produced by the electric motor, and application of driving torque produced by the engine and the motor depending on whether the clutch is in an engaged state or in a disengaged state, said system comprising:

a vehicle speed sensor detecting vehicle speed;

an engine speed sensor detecting engine speed of the engine;

a motor speed sensor detecting a motor rotational speed of the electric motor;

an accelerator sensor detecting an accelerator operating amount;

a battery state-of-charge detection device detecting a state of charge of the battery; and

a control unit being configured to be electrically connected to the vehicle sensor, the engine speed sensor, the motor speed sensor, the accelerator sensor, the battery state-of-charge detection device, the continuously variable transmission, the engine, and the electric motor, said control unit comprising;

(a) a target driving-torque calculation section which calculates a target driving torque on the basis of the vehicle speed and the accelerator operating amount,

(b) a target generated-electric-energy calculation section which calculates a target generated electric energy on the basis of a deviation of the state of charge of the battery from a desired state of charge,

(c) a target engine-speed calculation section which calculates a target engine speed needed to realize the vehicle speed, the target driving torque and the target generated electric energy at a lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism,

(d) a target motor-rotational-speed calculation section which calculates a target motor rotational speed needed to realize the vehicle speed and the target driving torque at a lowest electric power consumption, considering an efficiency of each of the electric motor and the power-transmission mechanism,

(e) a target torque calculation section which calculates a target engine torque of the engine and a target motor torque of the electric motor, both needed to realize the target driving torque and the target generated electric energy,

(f) a transmission ratio control section which controls a transmission ratio of the continuously variable transmission so that the motor rotational speed is adjusted to the target motor rotational speed when the clutch is in the disengaged state, and so that the engine speed is adjusted to the target engine speed when the clutch is in the engaged state,

(g) an engine torque control section which controls the engine so that torque produced by the engine is adjusted to the target engine torque, and

(h) a motor torque control section which controls the electric motor so that torque produced by the electric motor is adjusted to the target motor torque.

26. The driving force control system as claimed in claim 25, wherein, when the clutch is in the engaged state, said target torque calculation section calculates an engine output shaft torque T1 on the basis of the engine speed, the vehicle speed (vsp), and the target driving torque (tTd) in such a manner to realize the target driving torque while compensating for power-transmission loss of the power-transmission mechanism, and an equivalent engine output shaft torque T2 on the basis of the motor rotational speed (Nb) and the target generated electric energy (tGEN) in such a manner to realize the target generated electric energy while compensating for energy loss of the electric motor, and sets a sum of the engine output shaft torque T1 and the equivalent engine output shaft torque T2 at the target engine torque, and sets a torque value (−

(estTe−

Tcvt)), obtained by subtracting an engine-torque estimate from the engine output shaft torque T1, is set at the target motor torque (tTb), and wherein, when the clutch is in the disengaged state, said target torque calculation section calculates a motor torque on the basis of the motor rotational speed (Nb), the vehicle speed (vsp), and the target driving torque (tTd) in such a manner to realize the target driving torque while compensating for power-transmission loss of the power-transmission mechanism, and sets the motor torque calculated at the target motor torque (tTb).

27. A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery giving and receiving electricity to and from the electric motor, a clutch disposed between the engine and electric motor, and a power-transmission mechanism having at least a continuously variable transmission for transmitting the driving torque therevia to drive wheels, and capable of selecting one of application of driving torque produced by the engine, application of driving torque produced by the electric motor, and application of driving torque produced by the engine and the motor depending on whether a clutch-engagement request is present or a clutch-disengagement request is present, said system comprising:

a vehicle speed sensor detecting vehicle speed;

an engine speed sensor detecting engine speed of the engine;

a motor speed sensor detecting a motor rotational speed of the electric motor;

an accelerator sensor detecting an accelerator operating amount;

a battery state-of-charge detection device detecting a state of charge of the battery; and

a control unit being configured to be electrically connected to the vehicle sensor, the engine speed sensor, the motor speed sensor, the accelerator sensor, the battery state-of-charge detection device, the continuously variable transmission, the engine, and the electric motor, said control unit comprising;

(a) a target driving-torque calculation section which calculates a target driving torque on the basis of the vehicle speed and the accelerator operating amount,

(b) a target generated-electric-energy calculation section which calculates a target generated electric energy on the basis of a deviation of the state of charge of the battery from a desired state of charge,

(c) a target engine-speed calculation section which calculates a target engine speed needed to realize the vehicle speed, the target driving torque and the target generated electric energy at a lowest fuel consumption, considering an efficiency of each of the engine, the electric motor, and the power-transmission mechanism,

(d) a target motor-rotational-speed calculation section which calculates a target motor rotational speed needed to realize the vehicle speed and the target driving torque at a lowest electric power consumption, considering an efficiency of each of the electric motor and the power-transmission mechanism,

(e) a target torque calculation section which calculates a target engine torque of the engine and a target motor torque of the electric motor, both needed to realize the target driving torque and the target generated electric energy,

(f) a transmission ratio control section which controls a transmission ratio of the continuously variable transmission so that the motor rotational speed is adjusted to the target motor rotational speed when the clutch-disengagement request is present, and so that the engine speed is adjusted to the target engine speed when the clutch-engagement request is present,

(g) an engine torque control section which controls the engine so that torque produced by the engine is adjusted to the target engine torque, and

(h) a motor torque control section which controls the electric motor so that torque produced by the electric motor is adjusted to the target motor torque.