JP2009214563A - Mode switching control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To complete a mode switching and a gear change with high responsiveness when a mode switching request is lost in the middle of the mode switching, and recovered thereafter. <P>SOLUTION: In the middle of mode switching from a hybrid traveling (HEV) mode of block 3300 to an electric traveling (EV) mode of block 2200 via blocks 3211 and 3212, when an HEV to EV mode switching request is lost in block 3212, the state is changed as shown by arrows D5, D6, B5, and B6 to permit a gear change in block 3223, and to simultaneously request fuel recovery of the engine in block 3223 so that the HEV mode is set by engaging a first clutch CL1 and a second clutch CL2. When the HEV to EV mode switching request is recovered in block 3223, the gear change is prohibited as shown by arrows E3 and E4, and the state is returned to block 3212 of an HEV to EV mode switching loop after fuel cut. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a mode switching control technique in which an engine and a motor / generator are provided in tandem as power sources, and a travel mode of a hybrid vehicle capable of traveling using power from at least one of these engines and motors / generators is switched. .

  Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.

This hybrid drive system has an engine and a motor / generator in tandem as power sources,
The engine and motor / generator can be connected by the first clutch,
The motor / generator and the driving wheel can be coupled by a second clutch (in Patent Document 1, a shift friction element in the automatic transmission between the motor / generator and the driving wheel is used).

A hybrid vehicle equipped with such a drive device can perform electric travel only by a motor / generator when releasing the first clutch and engaging the second clutch (EV mode),
When engaging both the first and second clutches, use only the power from the engine, or use both engine power and power from the motor / generator, that is, by power from both the engine and motor / generator. Hybrid driving is possible (HEV mode).

In such a hybrid vehicle, the required driving force increases due to the acceleration request or the accelerator pedal depressing operation while traveling in the former EV mode, and it is no longer possible to realize this required driving force with only the motor / generator. If the power storage condition of the motor / generator battery deteriorates (the power that can be taken out decreases) and engine output becomes necessary, the EV mode will be switched to the latter HEV mode. At this time, the mode is switched to the HEV mode by starting the engine with the motor / generator by engaging the first clutch.
Conversely, while driving in the latter HEV mode, the required driving force decreases due to a deceleration request or accelerator pedal return operation, and this required driving force can be realized only by the motor / generator, so no engine output is required. Switch to the former EV mode from the HEV mode when the power storage state of the motor / generator battery has improved (the power that can be taken out has increased) and the engine output is no longer needed, including driving. At this time, the mode is switched to the EV mode by releasing the first clutch and stopping the engine.

By the way, in the hybrid vehicle of the above type, the EV → HEV mode switching and the HEV → EV mode switching are performed as described above. However, a mode change occurs due to a change in driving operation or a system change during the mode switching. Mode switching control when the request disappears and it becomes necessary to return to the original driving mode,
Since the driving operation has been restored while returning to the original traveling mode, the above-mentioned mode switching request has been restored, and a proposal for mode switching control in the case where it becomes necessary to perform the mode switching again has been proposed in the prior art. It was not made including.

Therefore, conventionally, in the hybrid vehicle of the above type, when the mode switching request disappears in the middle of EV → HEV mode switching or HEV → EV mode switching, it is necessary to return to the original traveling mode, or after that, If the switching request is revived and the original mode switching needs to be performed,
Anyway, the previous EV → HEV mode switching, HEV → EV mode switching once completed, then reverse mode switching to return to the original driving mode, and then the initial response to the revival of the mode switching request Mode switching is performed.
Japanese Patent Laid-Open No. 11-082260

However, when the mode switching request disappears or is restored again during mode switching, the previous EV → HEV mode switching or HEV → EV mode switching is completed once as before, and then the original driving mode In the reverse mode switching to return to, and then the initial mode switching in response to the revival of the mode switching request,
There was a problem that the time required to reach the final driving mode became longer, and during that time, driving in a driving mode other than the driving mode corresponding to the driving operation or system change was forced, and the driver felt uncomfortable.

Further, in the hybrid vehicle of the above type, the shift control of the automatic transmission at the same time as the EV → HEV mode switching control (engine start control) is permitted, but the HEV → EV mode switching control (engine stop control) is permitted. Because the automatic transmission shift control at the same time prohibits this,
In response to depression of the accelerator pedal, the downshift of the automatic transmission required when switching from EV to HEV mode (engine start) is greatly delayed, coupled with the delay in mode switching, while the driver is dissatisfied with power performance due to insufficient torque. There is also a problem of giving it.

  The present invention provides a useless control for once completing the preceding mode switching, a useless reverse mode switching control for returning to the original driving mode, and a mode switching in response to the subsequent restoration of the mode switching request. An object of the present invention is to provide a mode switching control device for a hybrid vehicle that solves the above problem by eliminating the need for the above.

For this purpose, the mode switching control device for a hybrid vehicle according to the present invention is configured as described in claim 1.
First of all, to explain the prerequisite hybrid vehicle,
Provide the engine and motor / generator in tandem as a power source,
The engine and motor / generator can be connected by the first clutch,
By interposing the automatic transmission between the motor / generator and the drive wheel, the shift friction element in the automatic transmission can be diverted as a second clutch that controls connection / disconnection between the motor / generator and the drive wheel,
By disengaging the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator. By engaging the first clutch in this electric travel mode, the engine is operated by the motor / generator. By starting, it is possible to transition to hybrid driving mode with power from both engine and motor / generator,
When switching from the electric travel mode to the hybrid travel mode, simultaneous processing of the mode switching and the shift of the automatic transmission is permitted, but when switching from the hybrid travel mode to the electric travel mode, the mode switching and the The simultaneous processing with the shift of the automatic transmission is not permitted.

The present invention relates to such a hybrid vehicle,
During the mode switching from one driving mode to another driving mode between the electric driving mode and the hybrid driving mode, when the mode switching request disappears due to a change in driving operation, the preceding mode switching is not completed. And configured to perform reverse mode switching to return to the one driving mode,
During the reverse mode switching, when the mode switching request is restored by returning the driving operation, the preceding mode switching is performed without completing the reverse mode switching.

According to the above-described hybrid vehicle mode switching control device according to the present invention,
When the mode switching request disappears during mode switching from one driving mode to another driving mode, the reverse mode switching to return to the above one driving mode without completing the preceding mode switching is performed,
When the mode switching request is restored during the reverse mode switching, in order to perform the preceding mode switching without completing the reverse mode switching,
Even if the mode switching request is lost or revived in the middle of the mode switching, the mode switching in the corresponding direction is performed immediately when the mode switching request is lost or revived without completing the mode switching in the corresponding direction each time. Will be carried out,
The time to reach the final driving mode does not become long, and driving in driving modes other than the driving mode corresponding to driving operation and system change is forced for a long time, and the driver feels uncomfortable Can be eliminated.

For the same reason, even in a hybrid vehicle in which the shift control of the automatic transmission at the same time as the switching control from the hybrid travel mode to the electric travel mode (engine stop control) is prohibited,
In response to depression of the accelerator pedal, it is possible to avoid a large delay in automatic transmission downshift required when switching from electric drive mode to hybrid drive mode, and to give the driver dissatisfaction with power performance due to insufficient torque. The problem of ending up can be solved.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive type hybrid vehicle having a hybrid drive device incorporating a mode switching control device according to an embodiment of the present invention, together with its control system. Is an automatic transmission, and 3 is a motor / generator.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 2 is arranged in tandem at the rear of the engine 1 in the vehicle longitudinal direction as in the case of a normal rear wheel drive vehicle, and the engine 1 (specifically, the crankshaft 1a) A motor / generator 3 is provided coupled to a shaft 5 that transmits the rotation to the input shaft 4 of the automatic transmission 2.

The motor / generator 3 includes an annular stator 3a fixed in a housing and a rotor 3b arranged concentrically with a predetermined air gap in the stator 3a. Acting as an electric motor) or acting as a generator (generator), it is arranged between the engine 1 and the automatic transmission 2.
The motor / generator 3 passes through the shaft 5 and is attached to the center of the rotor 3b, and uses the shaft 5 as a motor / generator shaft.

The first clutch CL1 is inserted between the motor / generator 3 and the engine 1, more specifically, between the motor / generator shaft 5 and the engine crankshaft 1a, and the engine 1 and the motor / generator 3 are connected by the first clutch CL1. Combine in a detachable manner.
Here, the first clutch CL1 is assumed to be capable of continuously changing the transmission torque capacity.For example, the first clutch CL1 is capable of changing the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

The motor / generator 3 and the automatic transmission 2 are directly connected to each other by the direct connection of the motor / generator shaft 5 and the transmission input shaft 4.
The automatic transmission 2 is similar to the well-known planetary gear type automatic transmission in its transmission mechanism, but the torque converter is excluded from this, and the motor / generator 3 is directly connected to the transmission input shaft 4 instead. It shall be combined.

The automatic transmission 2 will be briefly described below.
The automatic transmission 2 includes an output shaft 7 arranged in a coaxial butt relationship with the input shaft 4, and the front planetary gear set Gf and the center planetary gear are sequentially placed on the input / output shafts 4 and 7 from the engine 1 (motor / generator 3) side. A set Gm and a rear planetary gear set Gr are provided, and these are the main components of the planetary gear transmission mechanism in the automatic transmission 2.

The front planetary gear set Gf closest to the engine 1 (motor / generator 3) is a simple planetary gear comprising a front sun gear Sf, a front ring gear Rf, a front pinion Pf meshing with the front sun gear Sf, and a front carrier Cf rotatably supporting the front pinion. A gear set,
Next, the center planetary gear set Gm close to the engine 1 (motor / generator 3) includes a center sun gear Sm, a center ring gear Rm, a center pinion Pm meshing with the center sun gear Sm, and a center carrier Cm that rotatably supports the center pinion. A planetary gear set,
The rear planetary gear set Gr farthest from the engine 1 (motor / generator 3) is a simple planetary gear set comprising a rear sun gear Sr, a rear ring gear Rr, a rear pinion Pr meshing with the rear sun gear Sr, and a rear carrier Cr that rotatably supports the rear pinion. To do.

  Front friction Fr / B, input clutch I / C, high-and-low reverse clutch H & LR / C, direct clutch D / C, reverse, as the transmission friction elements that determine the transmission path (speed stage) of the planetary gear transmission mechanism A brake R / B and a forward brake FWD / B are provided, and these are correlated with the above-described components of the planetary gear group Gf, Gm, Gr as follows to constitute a planetary gear transmission mechanism of the automatic transmission 2.

The front ring gear Rf is coupled to the input shaft 4, and the center ring gear Rm can be appropriately coupled to the input shaft 4 by the input clutch I / C.
The front sun gear Sf can be appropriately fixed to the transmission case 2a by the front brake Fr / B.
Front carrier Cf and rear ring gear Rr are coupled to each other, and center ring gear Rm and rear carrier Cr are coupled to each other.
The center carrier Cm is coupled to the output shaft 7, and the center sun gear Sm and the rear sun gear Sr can be coupled to each other by a high and low reverse clutch H & LR / C.

The rear sun gear Sr and the rear carrier Cr can be coupled by the direct clutch D / C, and the rear carrier Cr can be appropriately fixed to the transmission case 2a by the reverse brake R / B.
Further, the center sun gear Sm can be appropriately fixed to the transmission case 2a by the forward brake FWD / B.

  The power transmission train of the above planetary gear transmission mechanism is a selective transmission shown by the circles in Fig. 2 for six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B. By engaging, it is possible to obtain the forward shift speed and the reverse shift speed of the first forward speed, the second forward speed, the third forward speed, the fourth forward speed, and the fifth forward speed.

A hybrid vehicle having the power train of FIG. 1 composed of the engine 1, the motor / generator 3 and the automatic transmission 2 described above is provided between the motor / generator 3 and a drive wheel coupled to the transmission output shaft 7. A second clutch is required that is detachably coupled,
In this embodiment, the second clutch is not used before or after the automatic transmission 2, and a new configuration is not adopted.
Instead of the above-mentioned six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, FWD / B existing in the automatic transmission 2 as described later. The selected shift friction element is used as the second clutch.

The functions for each power train selection mode described above with reference to FIG. 1 will be described below.
In the power train of FIG. 1, when the electric travel (EV) mode used at low load and low vehicle speed including when starting from a stopped state is required, the first clutch CL1 is released and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.

When the motor / generator 3 is driven in this state, only the output rotation from the motor / generator 3 reaches the transmission input shaft 4, and the automatic transmission 2 changes the rotation to the input shaft 4 to the selected shift. The speed is changed according to the speed and output from the transmission output shaft 7.
Then, the rotation from the transmission output shaft 4 reaches the left and right drive wheels through a differential gear device (not shown), and the vehicle can be electrically driven (EV traveling) only by the motor / generator 3. (EV mode)

When the hybrid running mode (HEV mode) used for high speed running, heavy load running, or when the battery power that can be taken out is low is required, the first clutch CL1 is engaged and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.
In this state, the output rotation from the engine 1 or both the output rotation from the engine 1 and the output rotation from the motor / generator 3 reach the transmission input shaft 4, and the automatic transmission 2 is connected to the input shaft 4 Is rotated according to the currently selected shift speed and output from the transmission output shaft 7.
Thereafter, the rotation from the transmission output shaft 7 passes through a differential gear device (not shown) to reach the left and right drive wheels, and the vehicle can be hybrid-run by both the engine 1 and the motor / generator 3. (HEV mode)

  When the engine 1 is operated at the optimum fuel efficiency during such HEV traveling, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 3 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 3, the fuel consumption of the engine 1 can be improved.

Here, among the six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B in the automatic transmission 2, which shift friction element is used as the second clutch. Whether to divert will be described below.
The second clutch needs to be subjected to reduction control (slip control) of the transmission torque capacity to reduce the start shock when starting the engine, and an engine start request is generated when the EV mode is changed to the HEV mode when the engine load is increased. Therefore, a downshift of the automatic transmission corresponding to an increase in engine load may occur.
Therefore, in relation to the presence or absence of the downshift and the accelerator operation of the driver representing the engine load, the shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, FWD / Decide which one of B will be used as the second clutch.

That is, when a downshift of the automatic transmission 2 is requested at the time of switching from the EV mode to the HEV mode (when the engine is started), or when an accelerator operation that would cause the downshift request is performed, Since the disengagement side shift friction element to be switched from the engaged state to the disengagement state during the downshift has a reduced transmission torque capacity during the downshift, this disengagement side shift friction element is diverted as the second clutch,
The disengagement side shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

When the downshift of the automatic transmission 2 is not required at the time of engine start, or when an accelerator operation that does not cause the downshift request is performed, a shift friction element (for selecting the current shift stage) For each shift stage, among the shift friction elements indicated by circles in FIG. 2), the shift friction element having the highest input torque fluctuation blocking effect is used as the second clutch.
The disengagement side shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

Therefore, the input torque fluctuation cutoff rate (transmission torque capacity of the shift friction element) of each shift friction element Fr / B, I / C, H & LR / C, D / C, R / B, FWD / B in the automatic transmission 2 The ratio at which the transmission input torque fluctuation can be cut off by slip by the lowering control) is obtained in advance for each shift stage, and the shift with the highest input torque fluctuation cutoff rate is selected among the shift friction elements for selecting the current shift stage. Divert the friction element as the second clutch,
The shift friction element (second clutch) having the highest input torque fluctuation cut-off rate is slipped by the transmission torque capacity reduction control, and is used for reducing the engine start shock.

  Incidentally, the existing transmission friction element in the automatic transmission 2 used as the second clutch is originally capable of continuously changing the transmission torque capacity like the first clutch CL1.

  In the above description, the automatic transmission 2 is described as a stepped automatic transmission. However, the automatic transmission 2 is not limited to a stepped type, and may be a continuously variable transmission. In the case of a step transmission, the forward selection clutch and the reverse selection brake in the forward / reverse switching mechanism constitute the second clutch.

Next, the engine 1, the motor / generator 3, the first clutch CL1, and the second clutch (hereinafter referred to as CL2) in the automatic transmission 2 that is selected and diverted as described above are included in the power train of the hybrid vehicle. ) Is schematically described based on FIG.
This control system includes an integrated controller 11 that integrally controls the operating point of the power train. The operating point of the power train includes the target engine torque tTe, the target motor / generator torque tTm, and the target transmission torque of the first clutch CL1. It is defined by the capacity tTc1 and the target transmission torque capacity tTc2 of the second clutch CL2.

In the integrated controller 11, in order to determine the operating point of the power train,
A signal from the engine rotation sensor 12 for detecting the rotation speed Ne of the engine 1,
A signal from the motor / generator rotation sensor 13 for detecting the rotation speed Nm of the motor / generator 3;
A signal from the input rotation sensor 14 for detecting the transmission input rotation speed Ni;
A signal from the output rotation sensor 15 for detecting the transmission output rotation speed No (vehicle speed),
A signal from the accelerator opening sensor 16 for detecting the accelerator pedal depression amount (accelerator opening APO);
A signal from a power storage state sensor 17 that detects a power storage state SOC (power that can be taken out) of a battery (not shown) that stores power for the motor / generator 3 is input.

  The integrated controller 11 is an operation mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed) among the above input information ( EV mode, HEV mode) is selected, and target engine torque tTe, target motor / generator torque tTm, first clutch target transmission torque capacity tTc1, and second clutch target transmission torque capacity tTc2 are calculated.

  The target engine torque tTe is supplied to the engine controller 21. The engine controller 21 realizes the target engine torque tTe based on the engine speed Ne from the engine speed Ne detected by the sensor 12 and the target engine torque tTe. Therefore, the engine 1 is controlled so that the engine torque becomes the target engine torque tTe by the throttle opening control and the fuel injection amount control.

The target motor / generator torque tTm is supplied to the motor / generator controller 22, which converts the battery power into DC-AC by means of an inverter (not shown) and controls the motor under the control of the inverter. The motor / generator torque is supplied to the stator 3a of the generator 3 so that the motor / generator torque matches the target motor / generator torque tTm.
If the target motor / generator torque tTm is such that the motor / generator 3 requires a regenerative braking action, the motor / generator controller 22 is connected to the battery storage state SOC (power that can be taken out) detected by the sensor 17 via the inverter. ) To the motor / generator 3 so as to prevent the battery from being overcharged.
The electric power generated by the motor / generator 3 due to the regenerative braking action is AC-DC converted to charge the battery.

  The first clutch target transmission torque capacity tTc1 is supplied to the first clutch controller 23. The first clutch controller 23 includes a first clutch engagement pressure command value corresponding to the first clutch target transmission torque capacity tTc1, and the first clutch CL1. The actual engagement pressure of the first clutch CL1 is controlled so that the actual engagement pressure of the first clutch CL1 becomes the first clutch engagement pressure command value, and the transmission torque capacity of the first clutch 3 is set as a target. Executes control for value tTc1.

  The second clutch target transmission torque capacity tTc2 is supplied to the transmission controller 24, which transmits the second clutch engagement pressure command value corresponding to the second clutch target transmission torque capacity tTc2 and the actual value of the second clutch CL2. By controlling the engagement pressure of the second clutch CL2 so that the actual engagement pressure Pc2 of the second clutch CL2 becomes the second clutch engagement pressure command value tTc2 by comparing with the engagement pressure, the transmission torque capacity of the second clutch CL2 is targeted. Executes control to obtain the value tTc2.

  The transmission controller 24 basically sets the current driving state based on the planned shift map based on the transmission output rotation speed No (vehicle speed) detected by the sensor 15 and the accelerator opening APO detected by the sensor 16. A suitable gear position is obtained, and the transmission 2 is automatically shifted so that the suitable gear position is selected.

The above is an outline of the normal control executed by the control system of FIG.
In this embodiment, the accelerator pedal is released during traveling in the hybrid traveling (HEV) mode in which both the first clutch CL1 and the second clutch CL2 are engaged, and the shift to a low load / low vehicle speed operation due to a decrease in the vehicle speed, Fig. 3 shows the state transition chart of the HEV → EV mode switching control when mode switching to the electric travel (EV) mode is requested due to a decrease in the battery storage state SOC (power that can be taken out). In accordance with the following:
Depressing the accelerator pedal while driving in the electric drive (EV) mode with the first clutch CL1 released, or when the vehicle speed increases, it becomes a heavy load / high vehicle speed driving state, or the battery charge state SOC (power that can be taken out) decreases The EV → HEV mode switching control when the mode switching to the hybrid driving (HEV) mode is requested is performed by the control system of FIG. 1 as follows along the state transition chart shown in FIG. Do

  As described above, the hybrid vehicle having the power train shown in FIG. 1 does not have a starter motor for starting the engine, and is in an open state in the EV mode when the engine is started when the EV → HEV mode is switched. The first clutch CL1 is engaged, the engine 1 is cranked by the power of the motor / generator 3, the engine 1 is rotated up to a speed at which the engine 1 can be started, and the second clutch CL2 is slipped in parallel with this. In order to reduce the engine start shock, control is performed to reduce the transmission torque capacity of the second clutch CL2.

A state block 3300 in the state transition chart of FIG. 3 shows a running state in the HEV mode.
In this HEV mode status block 3300,
(1) Turn off the fuel cut (F / C) request to stop the fuel supply to the engine (ENG) 1 and turn the engine (ENG) 1 on for HEV mode power-on running with fuel recovery (fuel supply) Drive,
(2) A command to engage (ON) the first clutch CL1 is output, the first clutch CL1 is kept in a completely engaged state,
(3) Torque control of the motor / generator (MG) 3 to achieve the required output in cooperation with the engine output torque,
(4) Engagement force control (ON) is performed so that the engagement capacity of the second clutch CL2 becomes a clutch capacity capable of transmitting the transmission input torque.

  In this case, in the power train of FIG. 1, the output rotation from the engine 1, or both the output rotation from the engine 1 and the output rotation from the motor / generator 3 reach the transmission input shaft 4, and the automatic transmission 2 The rotation to the input shaft 4 is changed according to the selected gear stage and is output from the transmission output shaft 7, so that traveling in the HEV mode is possible.

A state block 2200 in the state transition chart of FIG. 3 shows a running state in EV mode (including creep torque control by the motor / generator 3 and idle stop for stopping the engine 1 in the D range).
In this EV mode status block 2200,
(1) Stop the fuel supply to the engine (ENG) 1 and stop (OFF) the engine (ENG) 1.
(2) The first clutch CL1 is released (OFF) in the state immediately before starting engagement (standby state) where the engagement capacity is 0.
(3) Torque control of the motor / generator (MG) 3 to achieve the required output independently,
(4) Engagement control (ON) is performed so that the engagement capacity of the second clutch CL2 becomes a clutch capacity capable of transmitting the transmission input torque.

  In this case, in the power train of FIG. 1, the output rotation from the engine 1 does not reach the transmission input shaft 4, only the output rotation from the motor / generator 3 reaches the transmission input shaft 4, and the automatic transmission 2 However, the rotation to the input shaft 4 is shifted according to the selected gear and output from the transmission output shaft 7, so that traveling in the EV mode is possible.

(HEV → EV mode switching)
For example, in response to the transition from power-on running with the accelerator pedal depressed to coast running with the accelerator pedal released, a mode switch request from HEV mode to EV mode (from HEV mode status block 3300 to EV mode status block 2200) When (HEV → EV transition request) occurs, the HEV → EV mode is switched as follows.

When a HEV → EV mode switching request (HEV → EV transition request) is generated, first, as indicated by an arrow A1 in FIG. 3, a transition is made from the HEV mode state block 3300 to the engine stop request block 3211, where the engine ( Send a request to stop operation of ENG) 1.
If the engine controller 21 receives the stop request and can stop the operation of the engine (ENG) 1, the engine controller 21 starts control to stop the operation of the engine (ENG) 1 as requested and stops the engine 1. A signal of “Engine stop permission = 1” is output to the effect that
If the engine (ENG) 1 operation cannot be stopped, the engine (ENG) 1 operation stop control is not started even if an engine stop request is received, and of course, the engine stop permission = 1 signal is output. Instead, control stops at block 3211.

When the operation stop control of the engine (ENG) 1 is started and a signal of “engine stop permission = 1” is output, in response to this, as indicated by an arrow A2 in FIG. The state transitions to the clutch release command block 3212.
In the first clutch release command block 3212, the engagement capacity of the first clutch CL1 is reduced through the first clutch controller 23 before the engine is stopped, and finally the first clutch CL1 is put into a standby state with the engagement capacity 0 and released. Let

  With this control, the decrease in the engagement capacity of the first clutch CL1 proceeds, and the first clutch CL1 is released according to whether or not the forward / backward differential rotation of the first clutch CL1 has exceeded a predetermined value. When the 1-clutch CL1 is released, the process proceeds to the EV mode state block 2200 as indicated by an arrow A3 in FIG.

In the EV mode state block 2200 reached by the state transition indicated by arrow A3,
(1) Turn on the fuel cut (F / C) request to stop the fuel supply to the engine (ENG) 1 to stop the operation of the engine (ENG) 1 (OFF)
(2) Keep the first clutch CL1 in the standby state with the engagement capacity of 0 and release it (OFF)
(3) Torque control of the motor / generator (MG) 3 to achieve the required output independently,
(4) The second clutch CL2 is normally controlled so that its engagement capacity is a clutch capacity capable of transmitting the transmission input torque,
Thus, the mode switching from the HEV mode to the EV mode is completed.

(EV → HEV mode switching)
For example, in response to the transition from coast running with the accelerator pedal released to power-on running with the accelerator pedal depressed, a mode switching request from EV mode to HEV mode (from EV mode status block 2200 to HEV mode status block 3300) When (EV → HEV transition request) occurs, the EV → HEV mode switching is performed as follows.

In other words, if an engine stop permission = 0 (engine stop disabled) signal is output from the engine controller 21 at the EV → HEV mode switching request (EV → HEV transition request), the EV mode as shown by arrow B1 in FIG. The state block 2200 shifts to the second clutch (CL2) engagement capacity reduction command block 2311.
In the second clutch (CL2) engagement capacity reduction command block 2311, a command to reduce the engagement capacity of the second clutch CL2 to reduce engine start shock is issued to the transmission controller 24.

The second clutch CL2 slips due to the engagement capacity reduction control of the second clutch CL2 and can absorb the torque fluctuation at the time of engine start (engine start shock). Judged from the state that has been a predetermined value or more consecutively,
At this time, the second clutch (CL2) engagement capacity reduction command block 2311 to the motor / generator (MG) cranking rotation speed control block 2322 as shown by the arrow B2 in FIG. 3, and further the first clutch as shown by the arrow B3 The process proceeds to the fastening capacity increase command block 2323.

These motor / generator (MG) cranking rotation speed control block 2322 and first clutch engagement capacity increase command block 2323 are simultaneously used to crank engine 1 at a rotation speed at which engine 1 can be started by motor / generator (MG) 3. Executed.
The motor / generator (MG) cranking rotation speed control block 2322 controls the rotation speed of the motor / generator (MG) 3 through the motor / generator controller 22 so that the rotation speed is the same as the cranking rotation speed of the engine 1.
In the first clutch engagement capacity increase command block 2323, control is performed to increase the engagement capacity of the first clutch CL1 via the first clutch controller 23, and the motor whose rotational speed is controlled as described above as the engagement of the first clutch CL1 progresses. / Rotation of the generator (MG) 3 is transmitted to the engine 1, and the engine 1 is cranked at a speed at which the engine 1 can be started.

The engine 1 thus cranked is supplied with fuel by fuel cut (F / C) request OFF in response to engine stop permission = 0 (engine stop disabled), which is the state transition permission condition of the arrow B1 (fuel recovery) Therefore, the engine 1 rotates up to the complete explosion speed at which it can operate independently by the above cranking.
When the complete explosion of the engine 1 is completed, when the differential rotation of the first clutch CL1 falls below a predetermined value and no shock occurs even when the first clutch CL1 is fully engaged, the first clutch is engaged as indicated by arrow B4. The process shifts from the capacity increase command block 2323 to the first clutch engagement command block 2324, and the first clutch engagement command block 2324 issues a command for completely engaging the first clutch CL1 via the first clutch controller 23.

During the engine start, the second clutch CL2 is maintained in a state where the engagement capacity is reduced according to the command in the block 2311. Therefore, the engine start shock can be absorbed by the slip and reduced.
Then, when the engine start shock reduction action is finished and the differential rotation of the second clutch CL2 becomes substantially zero, the first clutch engagement command block 2324 to the second clutch CL2 engagement command block 2325 as shown by the arrow B4 in FIG. And migrate.
In the second clutch CL2 engagement command block 2325, a command for completely engaging the second clutch CL2 is issued via the transmission controller 24.
When the second clutch CL2 is completely engaged upon receiving such a command, the state becomes the same as the HEV mode state block 3300, and the transition to the HEV mode state block 3300 is performed as indicated by an arrow B6 in FIG.

In the HEV mode status block 3300, as described above,
(1) Turn off the fuel cut (F / C) request to stop the fuel supply to the engine (ENG) 1 and operate the engine (ENG) 1 for HEV driving (ON) by the fuel recovery (fuel supply). ,
(2) Keep the first clutch CL1 fully engaged (ON)
(3) Torque control of the motor / generator (MG) 3 to achieve the required output in cooperation with the engine output torque,
(4) Engagement control (ON) of the second clutch CL2 so that the engagement capacity becomes a clutch capacity capable of transmitting the transmission input torque,
Thus, the mode switching from the EV mode to the HEV mode is completed.

When switching from EV to HEV mode, this occurs when the engine load increases, such as when the accelerator pedal is depressed. Depending on how the engine load increases, the transmission controller 24 may downshift the automatic transmission 2 to the low speed side. is there.
When this downshift determination is made, this downshift is often urgent, so the downshift process of the automatic transmission 2 according to the determination is permitted as shown by arrow D in FIG. The automatic transmission 2 is downshifted.
However, on the contrary, when switching from HEV to EV mode, even if there is a shift request, this is not urgent, and from the viewpoint of shock countermeasures and control, the shift request is prohibited and the corresponding automatic shift is performed. The gear shift of the machine 2 is performed after the mode change.

(When mode switching request disappears and revives)
If the HEV → EV mode switching request disappears during the above HEV → EV mode switching due to re-depression of the accelerator pedal, the HEV → EV mode switching is not completed and the driving mode return action is performed as follows. Make it.
In other words, when the HEV → EV mode switching request disappears when the state transitions from the HEV mode state block 3300 to the engine stop request block 3211,
As indicated by arrow D1 in FIG. 3, the process proceeds to fuel recovery request block 3221, canceling the engine stop request issued at the preceding HEV → EV mode switching request (in block 3211), and requesting fuel recovery (engine operation) Request) to the engine controller 21 to perform reverse mode switching to return to the original HEV mode as indicated by arrow D2 in FIG.

Therefore, when this HEV → EV mode switching request disappears, the previous HEV → EV mode switching is completed and the EV mode state block 2200 is set, and the reverse mode switching to the original HEV mode is performed,
Time to reach the final HEV mode is greatly shortened by not passing through the loop passing through arrows A2, A3, B1 to B6, and driving modes other than driving modes corresponding to driving operations and system changes for a long time It is possible to solve the problem that the driver is forced to drive the car and feels uncomfortable for the driver.

In addition, since the return to the HEV mode status block 3300 (HEV mode) is quick as described above,
As described above, even if the shift control of the automatic transmission 2 at the same time as the HEV → EV mode switching control (engine stop control) is prohibited,
The downshift of the automatic transmission 2 required at the time of the state change indicated by the arrows D1 and D2 in response to the accelerator pedal being depressed again is promptly performed upon returning to the HEV mode state block 3300 (HEV mode). Can be avoided, and the problem of giving the driver dissatisfaction with the power performance due to insufficient torque can be solved.

  By the way, when the accelerator pedal is released again during the above-described reverse mode switching indicated by arrows D1 and D2 and the HEV → EV mode switching request is restored, the engine (from the fuel recovery request block 3221 as indicated by arrow E1) The state is returned to the ENG) stop request block 3211, and the engine stop request is restored at block 3211 to switch the preceding HEV → EV mode.

Therefore, in this case, without returning to the HEV mode state block 3300 (HEV mode), the HEV → EV mode switching loop (engine stop request block 3211) is returned.
Therefore, the time required for returning to the HEV mode state block 3300 (HEV mode) can be shortened, and the driver is forced to drive in a driving mode other than the driving mode corresponding to the driving operation or system change. The problem of giving a sense of incongruity can be solved.

If the HEV → EV mode switching request disappears during the transition from the engine stop request block 3211 to the first clutch release command block 3212 during the HEV → EV mode switching control,
If the forward / backward differential rotation of the first clutch CL1 is substantially zero, the process proceeds to the first clutch engagement command block 3222 as shown by the arrow D3 in FIG. 3, and the first issued from the preceding block 3212 during the HEV → EV mode switching. Cancel the clutch release command, issue a command to the first clutch controller 23 to engage the first clutch CL1,
Then, as indicated by arrow D4, the process proceeds to fuel recovery request block 3221, canceling the engine stop request issued at the preceding HEV → EV mode switching request (in block 3211), fuel recovery request (engine operation request ) To the engine controller 21.
In response to the first clutch engagement command in block 3222 and the fuel recovery request (engine operation request) in block 3211, reverse mode switching to return to the original HEV mode is performed as indicated by arrow D2 in FIG.

Therefore, even when the HEV → EV mode switching request disappears, the previous HEV → EV mode switching is completed and the EV mode state block 2200 is completed, and the reverse mode switching to the original HEV mode is performed,
The time to reach the final HEV mode is greatly shortened by not passing through the loop passing through arrows A3, B1 to B6, and in a driving mode other than the driving mode corresponding to driving operation and system change for a long time. It is possible to solve the problem of driving and feeling uncomfortable for the driver.

In addition, since the return to the HEV mode status block 3300 (HEV mode) is quick as described above,
As described above, even if the shift control of the automatic transmission 2 at the same time as the HEV → EV mode switching control (engine stop control) is prohibited,
The downshift of the automatic transmission 2 required at the time of the state change indicated by the arrows D3, D4, D2 in response to the accelerator pedal being depressed again is promptly performed upon returning to the HEV mode state block 3300 (HEV mode). Downshift delays can also be avoided, and the problem of unsatisfactory power performance due to insufficient torque can be solved.

  By the way, when the accelerator pedal is released again in the first clutch engagement command block 3222 and the HEV → EV mode switching request is restored during the reverse mode switching indicated by the arrows D3, D4, D2, the arrow E2 As shown, the first clutch engagement command block 3222 returns to the first clutch release command block 3212 in the HEV → EV mode switching loop, and the first clutch release command is restored at block 3212 to switch the preceding HEV → EV mode. As you can see.

Therefore, in this case also, without completing the return to the HEV mode state block 3300 (HEV mode), the HEV → EV mode switching loop (the first clutch release command block 3212) is returned,
Therefore, the time required for returning to the HEV mode state block 3300 (HEV mode) can be shortened, and the driver is forced to drive in a driving mode other than the driving mode corresponding to the driving operation or system change. The problem of giving a sense of incongruity can be solved.

If the HEV → EV mode switching request disappears during the transition from the engine stop request block 3211 to the first clutch release command block 3212 during the HEV → EV mode switching control,
If the first clutch CL1 is generating forward / backward differential rotation due to slip and the engine operation by the fuel recovery is permitted, the process proceeds to the shift permission and fuel recovery request block 3223 as indicated by an arrow D5 in FIG.
A signal to allow the automatic transmission 2 to shift is issued to the transmission controller 24, and the engine stop request issued at the preceding HEV → EV mode switching request (in block 3211) is canceled and a fuel recovery request ( The engine controller 21 is commanded to the engine controller 21.

When engine 1 starts fuel supply due to the fuel recovery request (engine operation request) in block 3223 above, as shown by arrow D6 in FIG. 3, transition to the first clutch engagement command block 2324 in the EV → HEV mode switching loop In response to the engagement command of the first clutch CL1 and the fuel recovery request (engine operation request) in block 3223, the reverse mode switching to the original HEV mode is performed.
If the disappearance of the HEV → EV mode switching request that causes the state transition indicated by the arrow D5 is accompanied by a downshift of the automatic transmission 2, the transmission controller 24 receives a shift permission in the block 3223 and calculates The automatic transmission 2 is downshifted according to the result.

Therefore, even when the HEV → EV mode switching request disappears, the previous HEV → EV mode switching is completed and the EV mode state block 2200 is completed, and the reverse mode switching to the original HEV mode is performed,
The time to reach the final HEV mode is greatly shortened by not passing through the loop passing through arrows A3, B1 to B4, and in a driving mode other than the driving mode corresponding to driving operation and system change for a long time. It is possible to solve the problem of driving and feeling uncomfortable for the driver.

In addition, when the disappearance of the HEV → EV mode switching request that causes the state transition indicated by the arrow D5 is accompanied by a downshift of the automatic transmission 2, the transmission controller 24 receives a shift permission in the block 3223, To downshift the automatic transmission 2 according to the calculation result,
As described above, even if the shift control of the automatic transmission 2 at the same time as the HEV → EV mode switching control (engine stop control) is prohibited,
The downshift of the automatic transmission 2 described above is immediately executed when the HEV → EV mode switching request causing the state transition indicated by the arrow D5 disappears. The problem of giving the driver dissatisfaction with the performance can be solved.

By the way, when the accelerator pedal is released again in the shift permission and fuel recovery request block 3223 and the HEV → EV mode switching request is restored during the reverse mode switching indicated by the arrows D5 and D6, the arrow E3 indicates Shift to the prohibition of shift and fuel cut (F / C) request block 3224,
A signal for prohibiting shifting of the automatic transmission 2 is issued to the transmission controller 24, and the fuel recovery request (engine operation request) issued in the block 3223 is canceled and a fuel cut (F / C) request (engine stop request) is issued. Commands the engine controller 21.

  When engine 1 is stopped due to a fuel cut (F / C) request (engine stop request) in block 3224 above, the first clutch is released in the HEV → EV mode switching loop as shown by arrow E4 in FIG. Returning to the command block 3212, the first clutch release command is restored at block 3212 to switch the preceding HEV → EV mode.

Therefore, in this case also, without completing the return to the HEV mode state block 3300 (HEV mode), the HEV → EV mode switching loop (the first clutch release command block 3212) is returned,
Therefore, the time required for returning to the HEV mode state block 3300 (HEV mode) can be shortened, and the driver is forced to drive in a driving mode other than the driving mode corresponding to the driving operation or system change. The problem of giving a sense of incongruity can be solved.

During the reverse mode switching indicated by arrows D5 and D6, the accelerator pedal is released again at the first clutch engagement command block 2324 in the EV → HEV mode switching loop, and the HEV → EV mode switching request is restored. When the shift is not in progress, as indicated by arrow E5, the shift is made to the shift prohibition and fuel cut (F / C) request block 3224,
A signal for prohibiting shifting of the automatic transmission 2 is issued to the transmission controller 24, and the fuel recovery request (engine operation request) issued in the block 3223 is canceled and a fuel cut (F / C) request (engine stop request) is issued. Commands the engine controller 21.

  When engine 1 is stopped due to a fuel cut (F / C) request (engine stop request) in block 3224 above, the first clutch is released in the HEV → EV mode switching loop as shown by arrow E4 in FIG. Returning to the command block 3212, the first clutch release command is restored at block 3212 to switch the preceding HEV → EV mode.

Therefore, in this case also, without completing the return to the HEV mode state block 3300 (HEV mode), the HEV → EV mode switching loop (the first clutch release command block 3212) is returned,
Therefore, the time required for returning to the HEV mode state block 3300 (HEV mode) can be shortened, and the driver is forced to drive in a driving mode other than the driving mode corresponding to the driving operation or system change. The problem of giving a sense of incongruity can be solved.

However, as described above, during the reverse mode switching indicated by arrows D5 and D6, the accelerator pedal is released again at the first clutch engagement command block 2324 in the EV → HEV mode switching loop, and the HEV → EV mode switching is performed. Even when the request is restored, when the shift is in progress, the shift is continued and the reverse mode switching described above is continued from the block 2324 as indicated by arrows B5 and B6.
By giving priority to the speed change, the driver's request can be satisfied.

If the HEV → EV mode switching request disappears during the transition from the engine stop request block 3211 to the first clutch release command block 3212 during the HEV → EV mode switching control,
If the first clutch CL1 is generating differential rotation due to slip and engine operation by fuel recovery is prohibited, the second clutch is engaged in the EV → HEV mode switching loop as shown by arrow D7 in FIG. Move to capacity drop command block 2311
This command reduces the engagement capacity of the second clutch CL2 to reduce engine start shock, and then performs reverse mode switching to return to the original HEV mode through a loop passing through arrows B2 to B6. .
If the disappearance of the HEV → EV mode switching request causing the state transition indicated by the arrow D7 is accompanied by a downshift of the automatic transmission 2, the loop passing through the arrows B2 to B6 is allowed to shift, The transmission controller 24 downshifts the automatic transmission 2 according to the calculation result.

Therefore, even when the HEV → EV mode switching request disappears, the previous HEV → EV mode switching is completed and the EV mode state block 2200 is completed, and the reverse mode switching to the original HEV mode is performed,
The time to reach the final HEV mode is greatly shortened by not passing through the loop passing through arrows A3 and B1, and driving in driving modes other than driving modes corresponding to driving operations and system changes for a long time It is possible to solve the problem that the driver is forced to feel uncomfortable.

Also, if the disappearance of the HEV → EV mode switching request that causes the state transition indicated by the arrow D7 is accompanied by a downshift of the automatic transmission 2, shifting is permitted in the loop passing through the arrows B2 to B6. As shown by arrow D7, the downshift will start immediately when moving to block 2311,
By avoiding the delay of the downshift, it is possible to solve the problem that the driver is dissatisfied with the power performance due to insufficient torque.

By the way, when the accelerator pedal is released again in the second clutch engagement capacity reduction command block 2311 and the HEV → EV mode switching request is restored during the reverse mode switching indicated by the arrows D7, B2 to B6, the arrow Move to EV status block 2200 as shown by E6,
The second clutch engagement capacity lowering command in block 2311 is canceled, the second clutch CL2 is kept in the engagement state, and switching from the HEV mode to the EV mode is performed.

Therefore, in this case as well, without returning to the HEV mode state block 3300 (HEV mode), the EV mode (block 2200) is restored.
Therefore, the time required for returning to the HEV mode state block 3300 (HEV mode) can be shortened, and the driver is forced to drive in a driving mode other than the driving mode corresponding to the driving operation or system change. The problem of giving a sense of incongruity can be solved.

In the above, the mode switching request disappears due to depression of the accelerator pedal during HEV → EV mode switching, etc., and the mode switching request is issued again by releasing the accelerator pedal during reverse mode switching in response to this. It is mode switching control when reviving,
Conversely, when the EV → HEV mode switching request disappears while EV → HEV mode switching is in progress, and this EV → HEV mode switching request is restored again, the same concept can be applied. Needless to say, the effects can be obtained.

  For example, during EV → HEV mode switching, when the EV → HEV mode switching request disappears at the time of the second clutch slip control command in the second clutch engagement capacity decrease command block 2311, as shown by an arrow E6 in FIG. By canceling the second clutch slip control command issued at block 2311 in the preceding EV → HEV mode switching loop and issuing a second clutch engagement request, the original EV mode is restored.

By doing so, when the EV → HEV mode switching request disappears, the previous EV → HEV mode switching is completed to return to the original EV mode without returning to the HEV mode state block 3300. To do,
Time to reach the final EV mode is greatly shortened by not passing through the loop passing through arrows B2 to B6 and A1 to A3, and driving modes other than driving modes corresponding to driving operations and system changes for a long time It is possible to solve the problem that the driver is forced to drive the car and feels uncomfortable for the driver.

  In the middle of the previous EV → HEV mode switching, if the EV → HEV mode switching request disappears during the first clutch engagement command in block 2324, if the shift of the automatic transmission is not in progress, the arrow E5 , E4 passes through block 3224 to block 3212, block 3224 prohibits gear shifting and engine operation, and passes through the first clutch release command in block 3212 in the HEV → EV mode switching loop. Switch to reverse EV mode and switch to reverse mode.

In this case as well, when the EV → HEV mode switching request disappears, the previous EV → HEV mode switching is completed and the HEV mode state block 3300 is not completed, and the reverse mode switching to the original EV mode is performed. ,
The time required to reach the final EV mode is significantly shortened by not passing through the loop through arrows B5, B6, A1, and A2, and driving modes other than driving modes corresponding to driving operations and system changes for a long time It is possible to solve the problem that the driver is forced to drive the car and feels uncomfortable for the driver.

However, in the same way, even if the EV → HEV mode switching request disappears during the first clutch engagement command in block 2324 during the EV → HEV mode switching, if the shift of the automatic transmission is in progress, the arrow By changing the state shown by B5 and B6,
The ongoing shift is continued and the previous EV → HEV mode switching is continued.
By giving priority to the speed change, the driver's request can be satisfied.

1 is a schematic diagram showing a power train of a front engine / rear wheel drive hybrid vehicle including a hybrid drive device incorporating a mode switching control device of the present invention together with its control system. FIG. FIG. 2 is an engagement logic diagram showing a relationship between a selected shift stage of the automatic transmission in FIG. 1 and a combination of engagement of shift friction elements. It is a state transition diagram used for operation | movement description of the mode switching control apparatus which becomes one Example of this invention.

Explanation of symbols

1 Engine (Power source)
2 Automatic transmission 3 Motor / generator (power source)
4 Transmission input shaft
CL1 1st clutch 7 Transmission output shaft
Fr / B front brake (second clutch)
I / C input clutch (second clutch)
H & LR / C High and low reverse clutch (second clutch)
D / C direct clutch (second clutch)
FWD / B forward brake (second clutch)
11 Integrated controller
12 Engine rotation sensor
13 Motor / generator rotation sensor
14 Transmission input rotation sensor
15 Transmission output rotation sensor
16 Accelerator position sensor
17 Storage state sensor
21 Engine controller
22 Motor / generator controller
23 1st clutch controller
24 Transmission controller

Claims (12)

Provide the engine and motor / generator in tandem as a power source,
The engine and motor / generator can be connected by the first clutch,
By interposing the automatic transmission between the motor / generator and the drive wheel, the shift friction element in the automatic transmission can be diverted as a second clutch that controls connection / disconnection between the motor / generator and the drive wheel,
By disengaging the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator. By engaging the first clutch in this electric travel mode, the engine is operated by the motor / generator. By starting, it is possible to transition to hybrid driving mode with power from both engine and motor / generator,
When switching from the electric travel mode to the hybrid travel mode, simultaneous processing of the mode switching and the shift of the automatic transmission is permitted, but when switching from the hybrid travel mode to the electric travel mode, the mode switching and the In hybrid vehicles that do not allow simultaneous processing with automatic transmission shifting,
During the mode switching from one driving mode to another driving mode between the electric driving mode and the hybrid driving mode, when the mode switching request disappears due to a change in driving operation, the preceding mode switching is not completed. And configured to perform reverse mode switching to return to the one driving mode,
A mode of a hybrid vehicle configured to perform the preceding mode switching without completing the reverse mode switching when the mode switching request is restored by returning the driving operation during the reverse mode switching. Switching control device. In the hybrid vehicle mode switching control device according to claim 1,
The preceding mode switching is performed by sequentially issuing an engine stop request and a first clutch release command, and mode switching from the hybrid travel mode to the electric travel mode,
The reverse mode switching is performed by sequentially issuing a second clutch slip control command, a first clutch engagement command, and a second clutch engagement command, and mode switching from the electric travel mode to the hybrid travel mode. A hybrid vehicle mode switching control device. In the hybrid vehicle mode switching control device according to claim 2,
When the mode switching request disappears at the time of the engine stop request during the preceding mode switching, the original travel is performed by canceling the engine stop request issued at the time of the engine stop request during the preceding mode switching and issuing an engine operation request Configure to switch back to the mode,
A hybrid vehicle mode switching control device configured to restore the engine stop request and perform the preceding mode switching when the mode switching request is restored during the reverse mode switching. In the hybrid vehicle mode switching control device according to claim 2 or 3,
When the mode switching request disappears at the time of the first clutch release command during the preceding mode switching, if the front-rear differential rotation of the first clutch is approximately 0, the command at the time of the first clutch release command during the preceding mode switching Canceling the issued first clutch release command and issuing the first clutch engagement command, and canceling the engine stop request issued at the time of the preceding engine stop request during mode switching and issuing an engine operation request Configure to switch back to the mode,
When the mode switching request is restored when the first clutch engagement command is issued during the reverse mode switching, the first clutch release command is restored to perform the preceding mode switching. A mode switching control device for a hybrid vehicle. In the hybrid vehicle mode switching control device according to claim 2 or 3,
When the mode switching request disappears at the time of the first clutch release command during the preceding mode switching, if the first clutch is rotating forward and backward and engine operation is permitted, the automatic shift Allowing the gear to be shifted and issuing a fuel recovery request, after the fuel recovery, the reverse direction of returning to the original traveling mode through the first clutch engagement command in the mode switching loop from the electric traveling mode to the hybrid traveling mode Configure to switch modes,
If the mode switching request is restored when the automatic transmission shift permission and the fuel recovery request are issued during the reverse mode switching, the automatic transmission shift permission and the fuel recovery request are canceled and the automatic transmission shift is performed. A mode switching control device for a hybrid vehicle configured to perform the preceding mode switching by instructing prohibition and engine operation prohibition and restoring the first clutch release command. In the hybrid vehicle mode switching control device according to claim 5,
If the mode switching request is restored at the time of the first clutch engagement command during the reverse mode switching, and if the shift is not in progress, the shift permission of the automatic transmission and the fuel recovery request are canceled and the shift of the automatic transmission is changed. A mode switching control device for a hybrid vehicle configured to perform the preceding mode switching by instructing prohibition and engine operation prohibition and restoring the first clutch release command. In the hybrid vehicle mode switching control device according to claim 5,
When the mode switching request is restored at the time of the first clutch engagement command during the reverse mode switching, the shift is continued and the reverse mode switching is continued if the shift is in progress. A mode switching control device for a hybrid vehicle characterized by the above. In the hybrid vehicle mode switching control device according to claim 2 or 3,
When the mode switching request disappears at the time of the first clutch release command during the preceding mode switching, the forward traveling mode of the first clutch has occurred, and if the engine operation is prohibited, the electric travel mode Configured to perform reverse mode switching to return to the original traveling mode by interrupting the control to the second clutch slip control command, which is the leading process in the mode switching loop from the hybrid traveling mode,
When the mode switching request is restored at the time of the second clutch slip control command during the reverse mode switching, the preceding mode switching is performed by canceling the second clutch slip control command and engaging the second clutch. A mode switching control device for a hybrid vehicle, characterized in that it is configured as described above. In the hybrid vehicle mode switching control device according to claim 1,
The preceding mode switching is performed by sequentially issuing a second clutch slip control command, a first clutch engagement command, and a second clutch engagement command, the mode switching from the electric travel mode to the hybrid travel mode,
The mode switching control of the hybrid vehicle, wherein the reverse mode switching is a mode switching from the hybrid travel mode to the electric travel mode, which is performed by sequentially issuing an engine stop request and a first clutch release command. apparatus. In the hybrid vehicle mode switching control device according to claim 9,
When the mode switching request disappears at the time of the second clutch slip control command during the preceding mode switching, the second clutch slip control command issued at the time of the second clutch slip control command during the preceding mode switching is canceled and the second clutch slip control command is canceled. A hybrid vehicle mode switching control device configured to perform reverse mode switching to return to the original traveling mode by issuing a two-clutch engagement request. In the hybrid vehicle mode switching control device according to claim 9 or 10,
When the mode switching request disappears during the first clutch engagement command during the preceding mode switching, the shift is prohibited and the engine operation is prohibited unless the shift of the automatic transmission is in progress. A hybrid vehicle mode switching control device configured to perform reverse mode switching to return to the original traveling mode through a first clutch release command in a mode switching loop from a traveling mode to an electric traveling mode. In the hybrid vehicle mode switching control device according to claim 9 or 10,
When the mode switching request disappears during the first clutch engagement command during the preceding mode switching, if the shift of the automatic transmission is in progress, the shifting is continued and the preceding mode switching is continued. A mode switching control device for a hybrid vehicle, characterized in that it is configured as described above.

Images