JP2002354606A - Drive control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device for a hybrid vehicle capable of obtaining the responsiveness of a drive force in an engine brake range and enhancing fuel economy. SOLUTION: A force-transmission block range, wherein a motor travel range switching means (force-transmission block means) 104 blocks the transmission of a force for motor travel using a clutch C2 (force-transmission block range change means), is reduced to a low-speed side in the case of the engine brake range being selected, lower than that in the case of a non engine brake range being selected. As a result, a range wherein an engine 14 is directly connected to a drive shaft in traveling in the engine brake range is expanded, so that the responsiveness of the drive force in an acceleration operation can be obtained. Also, the motor travel is performed under a prescribed vehicle speed (border vehicle speed value) Vlim2 that does not require the acceleration responsiveness so much, thus enhancing the fuel economy of the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a hybrid vehicle capable of selectively transmitting the power of an engine and an electric motor to an axle.

[0002]

2. Description of the Related Art The first type in which acceleration response is relatively required, such as an engine brake range or a manual shift switch.
A shift operation member that is operated to an operation position and a second operation position in which acceleration response is relatively not required, such as a non-engine brake range or a D range, and power transmission cutoff for cutting off power transmission from the engine. A hybrid vehicle that can selectively transmit the power of the engine and the electric motor to the axle.
When the engine is operated to an engine brake range such as a range or a B range, the engine is directly connected to an axle to generate an engine braking action by the engine. For example, a drive control device for a hybrid vehicle described in Japanese Patent Application Laid-Open No. 6-55941 is such a device.
According to such a drive control device, in coasting travel in which the accelerator pedal is returned while the engine brake range is selected, a relatively large engine braking action utilizing the friction of the valve train of the engine is obtained. At the same time, since the engine is directly connected to the drive shaft, it is not necessary to start the engine every time the accelerator pedal is depressed to switch from motor running to engine running. The result is agile running.

[0003]

In the drive control device for a hybrid vehicle, when an engine brake range is selected, the connection between the engine and the drive shaft is uniformly connected. Motor running becomes impossible, and fuel efficiency deteriorates. On the other hand, it is conceivable to disconnect the engine at a high vehicle speed in order to improve fuel efficiency, but if the engine is disconnected in this way, it is necessary to connect the engine to the drive shaft during acceleration,
There was a disadvantage that sufficient acceleration responsiveness was not obtained and agile running was not possible.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a drive control apparatus for a hybrid vehicle which has good fuel efficiency and can obtain responsiveness of a driving force in an engine brake range. Is to do.

[0005]

The gist of the first invention for achieving the above object is that the first operation position and the acceleration responsiveness where the acceleration responsiveness is relatively required are relatively high. A shift operation member operated to an undesired second operation position; and a power transmission cut-off means for cutting off power transmission from the engine, and capable of selectively transmitting the power of the engine and the electric motor to the axle. A drive control device for a hybrid vehicle, wherein a first operation is performed by the shift operation member.
When the operation position is selected, the power transmission cut-off region where power transmission is cut off by the power transmission
A power transmission cut-off area changing means for changing the operation position to a low speed side as compared with a case where the operation position is selected is included.

[0006]

According to the drive control apparatus for a hybrid vehicle, when the first operation position at which the acceleration traveling is relatively required is selected, the power transmission cut-off area changing means changes the power transmission cut-off area. The power transmission cut-off region in which power transmission is cut off by the means for driving the motor is reduced to a lower speed side as compared with the case where the second operation position is selected. Therefore, in the first operation position, the region where the engine is directly connected to the drive shaft is expanded, so that the responsiveness of the driving force at the time of the acceleration operation can be obtained. Is performed, the fuel efficiency of the vehicle is improved. That is, both the fuel consumption and the acceleration responsiveness are achieved by setting the engine disconnection region on the low vehicle speed side only in the operation position where the acceleration responsiveness is more required.

[0007]

A second aspect of the present invention for achieving the above object is that the first operating position and the acceleration responsiveness where the acceleration responsiveness is relatively required are relatively high. A shift operation member that is operated to a second operation position that is not required, and a power transmission cutoff unit that cuts off power transmission from the engine, and can selectively transmit the power of the engine and the electric motor to the axle. A drive control device for a hybrid vehicle, wherein (a) when the first operation position is selected by the shift operation member, the power transmission cut-off region in which power transmission is cut off by the power transmission cut-off means; (2) a power transmission cut-off area changing means for changing to a low speed side as compared with a case where the operation position is selected; and (b) a road surface on which the vehicle travels requires a higher driving force than a flat road. Determine whether or not High drive power road surface determining means, the power transmission cut-off area changing means may also include a high drive power road surface determination means that determines that the traveling road surface of the vehicle is a road surface requiring high drive power. The region where the power transmission by the power transmission interrupting means is interrupted is changed to a low speed side.

[0008]

[Second effect] In this way, even on a high driving force road surface requiring a high driving force, such as an uphill or downhill road or a mountainous road, the power transmission interruption region in which the power transmission is interrupted for the motor running. Is reduced to a relatively low speed side.
A high driving force and an engine braking force can be obtained according to a road surface condition requiring a high driving force even when traveling at the operation position.

[0009]

Preferably, the high driving force road surface determining means determines a traveling position of the vehicle based on a radio wave from a satellite, and determines the traveling position of the vehicle based on the traveling position and a road map stored in advance. Or a road surface that requires a high driving force, such as an uphill road or a mountain road, based on a signal from a road condition detecting means such as a gradient sensor provided in the vehicle or a car navigation device that displays a position on a map. It is to determine whether or not.

Preferably, the power transmission cut-off region is determined by a vehicle speed range from a vehicle speed of zero to a predetermined boundary (upper limit) vehicle speed, and the power transmission cut-off region changing means includes a shift operating member. Accordingly, when the first operation position is selected, the boundary vehicle speed is changed to a lower value.

Preferably, when the vehicle speed is within the power transmission cut-off region, the motor is run only by using the electric motor as a prime mover, and the vehicle speed exceeds the boundary value of the power transmission cut-off region. In this case, the vehicle has a running mode switching control means for executing the engine direct running or the ETC running.

[0012]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a schematic configuration diagram illustrating a hybrid control device 10 of a hybrid vehicle to which the present invention is applied, and FIG. 2 is a configuration of a power transmission system including a power transmission system, that is, a transmission 12 of the hybrid vehicle of FIG. It is a skeleton diagram explaining.

Referring to FIGS. 1 and 2, a power transmission system of a hybrid vehicle includes an engine 14, an electric motor, and an internal combustion engine that generates a power, that is, an output torque, corresponding to the amount of fuel supplied by combustion of supplied fuel. Front motor generator (hereinafter, referred to as FMG) 16 functioning as a generator, and double pinion type planetary gear device 1
8 and FF (front engine
Front drive) Mounted horizontally on vehicles and used. The sun gear 18s of the planetary gear set 18 is connected to the engine 14, the carrier 18c is connected to the motor generator 16, and the ring gear 18r is connected to the case 20 via the first brake B1. The carrier 18c is connected to the input shaft 22 of the transmission 12 via the first clutch C1, and the ring gear 18r
Are connected to the input shaft 22 via the second clutch C2. The engine 14 and the FMG 16 function as a prime mover of a hybrid vehicle, and the planetary gear unit 18 is a gear type differential and functions as a combined power distribution mechanism.

Each of the clutches C1 and C2 and the first brake B1 is a band-type or wet-type multi-plate type hydraulic friction engagement device which is frictionally engaged by a hydraulic actuator. For example, a hydraulic control circuit 24 shown in FIG. The frictional engagement is performed by the hydraulic oil supplied from the control unit. FIG. 3 is a diagram showing a main part of the hydraulic control circuit 24. An original pressure PC generated by an electric hydraulic pressure generator 26 including an electric pump (not shown)
The clutch 8 is supplied to each of the clutches C1, C2 and the brake B1 in accordance with the shift position of the shift lever 30 (see FIG. 1) via the control lever 8. The shift lever 30 is a shift operation member operated by the driver. In this embodiment, the shift lever 30 is selectively operated in five shift positions of “B”, “D”, “N”, “R”, and “P”. The manual valve 28 is connected to a shift lever 30 via a cable, a link, or the like, and is mechanically switched according to the operation of the shift lever 30.

The "B" position is a shift position in which a relatively large power source brake is generated by a downshift of the transmission 12 during forward running, and the "D" position is a forward shift position. In the shift position, the original pressure PC is supplied from the output port 28a to the clutches C1 and C2. The original pressure PC is supplied to the first clutch C1 via the shuttle valve 31. The “N” position is a shift position for interrupting power transmission from the power source, the “R” position is a shift position for reverse running, and the “P” position is a parking lock device (not shown) for interrupting power transmission from the power source. The shift position is a shift position in which the rotation of the drive wheels is mechanically prevented by the above operation. In these shift positions, the original pressure PC is supplied from the output port 28b to the first brake B1. The original pressure PC output from the output port 28b is also input to the return port 28c, and in the "R" position, the shuttle valve 31 passes through the output port 28d from the return port 28c to the first clutch C
1 is supplied with an original pressure PC.

[0016] Clutches C1, C2 and brake B1
Are provided with control valves 32, 34 and 36, respectively, so that the oil pressures P _C1 , P _C2 and P _B1 thereof are controlled. ON for hydraulic pressure P _C1 of clutch C1
Pressure adjusted by -OFF valve 38 is adapted to be pressed each engagement pressure P _C2 and P _B1 is regulated by the linear solenoid valve 40 for the clutch C2 and the brake B1.

Each running mode shown in FIG. 4 is established according to the operating states of the clutches C1, C2 and the brake B1. That is, in the “B” position or the “D” position, any one of the “ETC mode”, the “direct connection mode”, and the “motor running mode (forward)” is established. In the “ETC mode”, the second clutch C2
And the first clutch C1 and the first brake B1 are released, in other words, the sun gear 18s,
With the carrier 18c and the ring gear 18r relatively rotatable, the engine 14 and the FMG 16 are operated together to apply torque to the sun gear 18s and the carrier 18c, rotate the ring gear 18r, and cause the vehicle to travel forward. In the "direct connection mode", the engine 14 is operated to cause the vehicle to travel forward while the clutches C1 and C2 are engaged and the first brake B1 is released. In the “direct connection mode”, the FMG 16 is controlled in power according to the state of charge (remaining capacity) SOC of the battery 42 (see FIG. 1), and the engine torque is reduced by that amount.
By controlling the power generation of G16 and increasing the engine torque by that amount, the state of charge SOC is maintained within an appropriate range where the charge and discharge efficiency is excellent, for example. In the “motor drive mode (forward)”,
The first clutch C1 is engaged and the second clutch C2
By releasing the first brake B1, the vehicle is driven only by the FMG 16 in the state where the engine 14 is disconnected and the vehicle is caused to travel forward. The second clutch C2 is disengaged when switching from the “direct connection mode” to the “motor running mode” and disconnects the engine 14 from the power transmission system. It functions as a power transmission opening / closing device that transmits or shuts off power between the two.

FIG. 5 is an alignment chart showing the operating state of the planetary gear set 18 in the forward mode. The vertical axis "S" indicates the rotation speed of the sun gear 18s, and the vertical axis "R" indicates the ring gear 1.
8r, the vertical axis “C” represents the rotational speed of the carrier 18c, and the interval between them is the gear ratio ρ (=
The number of teeth of the sun gear 18s / the number of teeth of the ring gear 18r). Specifically, assuming that the interval between “S” and “C” is 1, the interval between “R” and “C” becomes ρ, and in this embodiment, ρ is about 0.6. Further, the torque ratio in the ETC mode of (a) is engine torque Te: CVT input shaft torque Tin: motor torque Tm = ρ: 1: 1−ρ, and the motor torque Tm can be smaller than the engine torque Te. In the steady state, their motor torque T
m and the engine torque Te are added to the CVT.
The input shaft torque becomes Tin. CVT means a continuously variable transmission. In this embodiment, a belt-type continuously variable transmission is provided as the transmission 12.

Returning to FIG. 4, in the "N" position or the "P" position, either "neutral" or "charging / Eng start mode" is established, and in "neutral", the clutches C1, C2 and the first Release any of the brakes B1. In the “charging / Eng start mode”, the clutches C1 and C2 are released, the first brake B1 is engaged, and the FMG 16 is rotated in the reverse direction.
4 or the planetary gear set 18
The FMG 16 is driven to rotate through the power source and the power generation is controlled.
Or charge 2.

In the "R" position, a "motor traveling mode (reverse)" or a "friction traveling mode" is established. In the "motor traveling mode (reverse)", the first clutch C1 is engaged and the second clutch is engaged. With the C2 and the first brake B1 released, the FMG 16 is rotated in the reverse direction to rotate the carrier 18c and the input shaft 22 in the reverse direction, thereby causing the vehicle to travel backward. The "friction running mode" is executed when an assist request is issued during the reverse running in the "motor running mode (reverse)", in which the engine 14 is started and the sun gear 18s
By rotating the first brake B1 in a state in which the ring gear 18r is rotated in the forward direction along with the rotation of the sun gear 18s, thereby restricting the rotation of the ring gear 18r. The reverse driving force is applied to the carrier 18c to assist the reverse traveling.

The transmission 12 is a belt-type continuously variable transmission. Power is transmitted from an output shaft 44 of the transmission 12 to a ring gear 50 of a differential gear device 48 via a counter gear 46. Power is distributed to drive wheels (front wheels in this embodiment) 52. The transmission 12 is provided with a pair of variable pulleys 12a and 12b, and the speed ratio γ (= input shaft rotation speed Nin / output shaft rotation speed Nout) is continuously changed by changing the V-groove width by a hydraulic cylinder. The belt tension is adjusted while being changed. The hydraulic control circuit 24 includes a circuit for controlling the transmission ratio γ and the belt tension of the transmission 12, and hydraulic oil is supplied from a common electric hydraulic pressure generator 26. The hydraulic oil of the hydraulic control circuit 24 is also accumulated in an oil pan to lubricate the planetary gear unit 18 and the differential unit 48, and a part is supplied to the FMG 16 to
The FMG 16 is cooled by flowing through the inside of the housing, flowing through a cooling passage formed in the housing, or flowing in contact with the housing.

In the hybrid control device 10 of the present embodiment, a hybrid electronic control device (hereinafter, HVECU)
60) includes a CPU, a RAM, a ROM, and the like, and executes signal processing in accordance with a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, thereby obtaining an electronic throttle ECU 62, an engine ECU 6, and the like.
4. It controls an M / GECU 66, a T / MECU 68, an ON-OFF valve 38 of the hydraulic control circuit 24, a linear solenoid valve 40, a starter motor generator (hereinafter referred to as SMG) 70 functioning as a starter of the engine 14, and the like. The electronic throttle ECU 62 is the engine 1
The opening degree of the electronic throttle valve 72 is controlled using an actuator (not shown). Engine ECU 6
Reference numeral 4 denotes an engine output controlled by the fuel injection amount of the engine 14, a variable valve timing mechanism, an ignition timing, and the like. M / GECU 66 is connected to F / F via inverter 74.
It controls the power running torque and the regenerative braking torque of the MG 16. The T / MECU 68 controls the transmission ratio γ of the transmission 12, the belt tension, and the like. The above SMG70
, Which functions as a motor and a generator, is operatively connected to the engine 14 and is connected to the crankshaft of the engine 14 via a power transmission device such as a belt or a chain.

The HVECU 60 is supplied with a signal indicating an operation amount θac of an accelerator pedal 78 as an accelerator operation member from an accelerator operation amount sensor 76.
A signal indicating a shift position such as a P position, an R position, an N position, a D position, a B position, or an SD (sports drive) position selected and operated by the shift lever 30 is supplied from the shift position sensor 80. Also, the engine speed sensor 82,
Motor rotation speed sensor 84, input shaft rotation speed sensor 8
6. Output shaft rotation speed sensor 88, CVT oil temperature sensor 90
From the engine rotation speed (rotation speed) Ne, the motor rotation speed (rotation speed) Nm, and the input shaft rotation speed (input shaft 2
2) Nin, the output shaft rotation speed (the rotation speed of the output shaft 44) Nout, and the operating oil temperature TH of the hydraulic control circuit 24.
A signal representing the _CVT is supplied. The output shaft rotation speed Nout corresponds to the vehicle speed V. In addition, various signals indicating the operating state, such as the state of charge SOC of the battery 42, are supplied. The state of charge SOC may be simply a battery voltage, or may be obtained by successively integrating the amount of charge and discharge. The accelerator operation amount θac corresponds to the driver's required output, and the electronic throttle valve 7
2 is basically controlled according to the accelerator operation amount θac.

FIG. 6 shows the main part of the control function of the HVECU 60, which is the hybrid electronic control unit, that is, when the engine brake range such as the B position or the SD position is selected, the motor traveling area is shifted to the low speed side as compared with the D position. FIG. 4 is a functional block diagram for explaining a switching control function of a motor traveling area to be reduced to a smaller value. In FIG. 6, the traveling range determining means 100 determines that the traveling range selected by operating the shift lever 30 is an engine braking range (first operation) such as B position and SD position where acceleration responsiveness and engine braking performance are relatively required. Position) is determined based on a signal from the shift position sensor 80. The high drive power road surface determination means 102 determines whether the actual travel road surface of the vehicle is a road surface that requires high drive power, such as an uphill or downhill road, based on radio waves from a satellite. Determined based on a signal from a car navigation device that determines and displays a position on the map based on the travel position and a road map stored in advance, or a signal from a gradient sensor or an acceleration sensor provided in the vehicle in advance. I do.

The motor travel area switching means 104 also functions as a power transmission cut-off area changing means, and an engine brake range such as a B (range) position or an SD (range) position is selected by the travel range determining means 100. If it is determined that the non-engine braking range (second operating position) in which acceleration responsiveness or engine braking performance is relatively not determined (relatively small), that is, the D (range) position, is selected and the vehicle is driven on a flat road. As compared with a certain case, the motor driving region indicated by the vehicle speed, that is, the power transmission cut-off region in which the power transmission from the engine 14 is cut off by releasing the clutch C2 is changed to the low speed side, that is, the reduction side. For example, the power transmission cutoff region when the D range is selected is 0 to 50 km / h.
When the B range and the SD range are selected, the power transmission cutoff region is changed to a range of 0 to 20 km / h. That is, the boundary vehicle speed value V _lim indicating the upper limit of the power transmission cutoff region is changed from 50 km / h to 20 km / h on the low speed side.

The motor running area switching means 104
The D (range) position is selected when the high driving force road surface determination means 102 determines that the actual traveling road surface of the vehicle is a road surface that requires high driving force, such as an uphill or downhill road. In order to improve the responsiveness when the accelerator pedal is depressed while maintaining the operation and the connected state of the engine 14 even when the vehicle is running, as described above, the power from the engine 14 is released by opening the motor traveling area indicated by the vehicle speed, that is, the release of the clutch C2. The power transmission cut-off region in which the transmission is cut off by the clutch C2 is changed to a low speed side, that is, a reduction side, as compared with that on a flat road.

When the actual vehicle speed V is within the above-mentioned motor travel region (power transmission cut-off region), the traveling mode switching control means 106 performs light-load traveling, for example, when the opening of the electronic throttle valve 72 is smaller than a predetermined value. The motor driving mode is selected on condition that there is a certain condition, and the vehicle is driven exclusively by using the FMG 16 (electric motor) as a prime mover. When the vehicle speed V exceeds the boundary vehicle speed value V _lim in the power transmission cutoff region, the direct connection mode or the ETC mode is selected, and only the engine 1
4 to execute an engine-direct running using the engine 4 or an ETC running using the engine 14 and the FMG 16 (motor or generator).

FIG. 7 shows a main part of the control operation of the HVECU 60, which is the hybrid electronic control unit, that is, when the engine brake range such as the B position or the SD position is selected, the motor traveling area is shifted to the low speed side as compared with the D position. 9 is a flowchart for explaining a switching control operation of a motor traveling area that reduces to a range. The control routine of FIG. 7 is repeatedly executed at a cycle of several milliseconds to several tens of milliseconds. Since the traveling mode switching control means 106 is well known, its steps are omitted.

Step (hereinafter, step is omitted) S
In A1, it is determined whether or not a travel range for selecting travel of the vehicle by operating the shift lever 30, that is, any of the ranges R, D, B, and SD has been selected. This SA
If the determination in step 1 is negative, this routine is terminated.
SA2 and SA3 corresponding to 0 are executed. First S
At A2, it is determined whether the engine brake range, that is, the B range or the SD range has been selected, and then at SA3, it is determined whether the manual shift mode has been selected. If the determinations in SA2 and SA3 are denied, in SA4 corresponding to the high driving force road surface determination means 102, the actual traveling road surface of the vehicle is on a road surface that requires high driving force, such as an uphill or downhill road. It is determined whether there is. If the determination in SA4 is denied, in SA5 corresponding to the motor travel region switching means 104, the range is set by a relatively high boundary vehicle speed value V _lim1 of, for example, about 50 km / h. Is selected.

However, if any of the above determinations of SA2 to SA4 is affirmed, that is, if the engine brake range is selected, if the manual shift mode is selected, or it is determined that the road surface is high driving force. In the case of SA6 corresponding to the motor running area switching means 104, the motor running area 2 in the range of 0 to 20 km / h, the range of which is set by the relatively low boundary vehicle speed value V _lim2 of, for example, about 20 km / h. Selected.

As described above, in the drive control apparatus for a hybrid vehicle according to the present embodiment, when the engine brake range is selected, the motor travel area switching means (power transmission cutoff area changing means) 104 (SA6). The power transmission cut-off region in which the power transmission is cut off for driving the motor by the clutch (power transmission cut-off means) C2 is reduced to a lower speed side as compared with the case where the non-engine brake range is selected. In driving in the engine brake range, the region where the engine 14 is directly connected to the drive shaft is expanded, so that the responsiveness of the driving force at the time of the acceleration operation is obtained, and the predetermined vehicle speed (the boundary vehicle speed) at which the acceleration responsiveness is not so required Value) V _lim2 or less, motor running is performed, so that fuel efficiency of the vehicle is improved.

Further, according to the present embodiment, the high driving force road surface determining means 102 for determining whether or not the traveling road surface of the vehicle is a high driving force road surface requiring a higher driving force than a flat road.
(SA4) is provided, and the motor driving area switching means (power transmission cut-off area changing means) 104 (SA6) determines that the driving road surface of the vehicle is the high driving power road surface by the high driving force road surface determination means 102. In this case, the motor traveling area (power transmission interrupting area) in which power transmission is interrupted by the clutch (power transmission interrupting means) C2 is changed to a low speed side. Even on a high driving force road surface that requires driving force, the power transmission cutoff area where power transmission is cut off for motor running is reduced and reduced to a low speed side, so it is high even when running in the non-engine brake range. A quick acceleration response, a high driving force, and an engine braking force can be obtained according to the road surface condition requiring the driving force.

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

For example, the motor running area switching means (power transmission cut-off area changing means) 104 (SA
In 6), when it is determined that the road surface is a high driving force,
Although the same motor travel area 2 as when the engine brake range is selected has been selected, a motor travel area 3 different from the motor travel area 2 may be selected.
The boundary vehicle speed value V _lim3 of the motor drive region 3 is different from the boundary vehicle speed value V _{li m @ 2} of the motor drive region 2, it is lower than the boundary vehicle speed value V _lim1 of the motor drive region 1.

In the above-described embodiment, the high driving force road surface determination means 102 (SA4) for determining whether the traveling road surface of the vehicle is a high driving force road surface requiring a high driving force is not necessarily provided. It is not necessary.

In the above-described embodiment, one engine 14 and one FMG 16 are a hybrid vehicle selectively used as a prime mover.
A plurality of 6 may be provided, or may be provided on the rear wheel. In short, any hybrid vehicle that selectively uses the engine 14 and the FMG 16 as a prime mover may be used.

Further, in the above-described embodiment, the power transmission mechanism configured to cut off the power transmission from the engine 14 to the drive wheels 52 by the clutch C2 is used. The transmission 12 may be a multi-stage automatic transmission composed of a plurality of sets of planetary gears, or may be rotatable about a pair of cones and a rotation axis in a plane passing through the rotation axes of the cones. A so-called traction-type continuously variable transmission in which a supported roller is sandwiched between the pair of cones may be used.

In the above-described embodiment, the engine brake range is used as the first operation position where the acceleration response is relatively required. However, the first operation position is selected by a lever operation or a switch device for manual shifting. Manual shift range or manual shift mode position.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating a control device provided in a hybrid vehicle to which the present invention is applied.

FIG. 2 is a skeleton diagram illustrating a configuration of a power transmission system of the hybrid vehicle of FIG. 1;

FIG. 3 is a circuit diagram showing a part of the hydraulic control circuit of FIG. 1;

FIG. 4 is a diagram for explaining a relationship between some traveling modes established in the hybrid drive control device of FIG. 1 and operating states of a clutch and a brake.

FIG. 5 is a collinear chart showing a relationship between rotation speeds of respective rotating elements of the planetary gear device in the ETC mode, the direct connection mode, and the motor traveling mode (forward) in FIG.

FIG. 6 is a diagram illustrating a main part of the control function of the HVECT of FIG. 1, that is, a function for explaining a switching control function of a motor travel area that reduces the motor travel area to a lower speed side compared to the D position when an engine brake range is selected. It is a block diagram.

FIG. 7 is a flowchart for explaining a main part of the control operation of the HVECT of FIG. 1, that is, a switching control operation of the motor travel region for reducing the motor travel region to a lower speed side as compared with the D position when the engine brake range is selected. It is.

[Explanation of symbols]

10: Hybrid control device 14: Engine 30: Shift lever (shift operation member) 60: HVECU (Electronic control device for hybrid) 100: Travel range determination means 102: High driving force road surface determination means 104: Motor travel area switching means (power) Transmission interruption area changing means) 106: Travel mode switching control means C2: Clutch (power transmission interruption means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 41/22 F02D 29/00 C F02D 29/00 H 29/02 ZHVD 29/02 ZHV B60K 9/00 E F-term (reference) 3D039 AA01 AB27 3D041 AA21 AA32 AA34 AB01 AC07 AC15 AC18 AD02 AD04 AD10 AD22 AD23 AD31 AD47 AD50 AD51 AE16 AE31 3G093 AA06 AA07 BA15 BA19 CB02 CB03 DA01 DA06 DB03 DB05 DB09 DB01 DB01 DB01 EC01 PG04 PI16 PI24 PI29 PO02 PO06 PO09 PO17 PU08 PU19 PU22 PU23 PU25 PV09 QE04 QE07 QI04 QI09 QN03 RB21 RE03 RE05 RE07 SE04 SE05 SE08 SE09 TB01 TB10 TD01 TE02 TI01 TO05 TO07 TO21 TO30

Claims (2)

[Claims] A shift operation member operated to a first operation position where acceleration responsiveness is relatively required and a second operation position where acceleration responsiveness is not relatively required, and power transmission from the engine is shut off. Power transmission cutoff means for
A drive control device for a hybrid vehicle capable of selectively transmitting the power of the engine and the electric motor to an axle, wherein when the first operation position is selected by the shift operation member, power is transmitted by the power transmission cut-off means. And a power transmission cut-off area changing means for changing a power transmission cut-off area in which the power is cut off to a lower speed side as compared with the case where the second operation position is selected. . 2. A shift operation member operated to a first operation position where acceleration responsiveness is relatively required and a second operation position where acceleration responsiveness is not relatively required, and power transmission from the engine is shut off. Power transmission cutoff means for
A drive control device for a hybrid vehicle capable of selectively transmitting the power of the engine and the electric motor to an axle, wherein when the first operation position is selected by the shift operation member, power is transmitted by the power transmission cut-off means. Power transmission cut-off area changing means for changing the power transmission cut-off area where the vehicle is cut off to a low speed side as compared with the case where the second operation position is selected; A high drive power road surface determining means for determining whether or not the road surface requires a drive force, wherein the power transmission cut-off area changing means uses the high drive power road surface determine means to determine whether the traveling road surface of the vehicle has a high drive force. A region in which the power transmission is cut off by the power transmission cut-off means is changed to a low-speed side even when it is determined that the road surface needs to be driven. Control device.