JP2009184647A - Driving control device for parallel-hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving control device for a parallel-hybrid vehicle for easily acquiring a drive pattern corresponding to a request from a driver with a simple structure, and giving no damages such as shortening the life of the accumulator by preventing over-discharging and overcharging of a battery (an accumulator). <P>SOLUTION: The driving control device for the parallel-hybrid vehicle includes: a manual changeover switch for switching between an engine driving power assist and an accumulator charging; a display unit for displaying a charging rate (SOC) of the accumulator; a first table for controlling assist torque of a generator motor device set in proportion to an accelerator depressing amount corresponding to a charging rate of the accumulator in a power running state; and a second table for determining regenerative power generating torque of the generator motor device corresponding to the charging rate of the accumulator, and performs switching between the first table and the second table, interlocking with the manual changeover switch so that a drive pattern corresponding to a request from a driver is obtained. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive control device for a parallel hybrid vehicle, and more particularly to a drive control device for a parallel hybrid vehicle that can drive the vehicle according to the will of the driver.

  A typical automobile is equipped with a cell motor driven by a battery to start an engine, and a generator (dynamo) for charging the battery and supplying electric power to in-vehicle devices. On the other hand, in recent years, for the purpose of improving fuel economy and preventing global warming due to exhaust gas reduction, a motor driven by electric power charged in a battery, or a generator motor capable of operating as a motor (powering operation) instead of a power generator Various so-called hybrid vehicles or parallel hybrid vehicles have been proposed in which the device is arranged in parallel with a conventional power train and assists the engine driving force. In other words, compared to a normal engine, the motor has advantages such as no exhaust gas generation, high efficiency even at low and medium speeds, and good output response, thereby improving overall fuel consumption and power performance and exhaust gas. This is because it is possible to reduce this.

  As described above, in such a hybrid vehicle, a motor is added in series between the engine and the transmission, and it is possible to run using both the engine and the motor as a power source. Motor power is used when starting, at low speeds, and in light-load operation areas, and when the specified speed is reached, the engine power is switched to. Therefore, fuel efficiency is improved by driving each one. Further, the driving force is regenerated as electric power by a motor to obtain a braking force, and fuel efficiency is also improved by using kinetic energy without waste.

  In such hybrid vehicles and parallel hybrid vehicles, calculation is performed in consideration of the accelerator / brake amount, vehicle acceleration / deceleration state, battery conditions such as SOC (State of Charge), in-vehicle load, etc. A control device is required to control switching between operation as a motor of the generator (power running operation) / power generation, operation as braking (regeneration operation), load distribution between the engine (power generation motor) and the power storage device, and the like.

  As a prior art related to the control of such a hybrid vehicle, for example, in Patent Document 1, the vehicle is driven by the driving force of the engine and / or the traveling motor, and power is transferred between the power generation motor, the battery, and the traveling motor. In the parallel hybrid vehicle that performs the above, the situation of the running motor and the power generation motor, the situation detection means including the SOC detection means for detecting the SOC of the battery, and the running motor and the power generation motor detected by the detection means Based on the situation and the SOC detection value of the battery detected by the SOC detection means, for example, the higher the SOC detection value, the larger the driving region of the traveling motor, and the smaller the SOC detection value, the smaller the driving region of the traveling motor. Point calculation means for calculating the points of the battery status and converting them into points, the engine and the driving motor Driving region changing means for changing the driving region based on the total value of the respective points calculated by the point calculating means, and the driving region of the engine and the motor for traveling is divided into a driving motor, a power generating motor and a battery. A drive control device for a parallel hybrid vehicle has been proposed which is changed according to the situation to improve the overall fuel consumption and power performance and reduce the exhaust gas.

  Patent Document 2 discloses either a battery that performs power transfer between the engine and the motor, a clutch that is interposed between the engine and the motor, and engagement and release of the clutch. In the vehicle driving force control device that transmits both driving forces to the driving wheels via the power transmission mechanism, the driving power corresponding to the occupant's required driving force and the required power generation amount is set to the minimum fuel consumption engine operating point. (Revolutions) or the minimum power consumption motor operating point (revolutions) to achieve the target drive torque based on vehicle speed detection means, accelerator pedal depression amount detection means, accelerator pedal depression amount and vehicle speed Target driving torque calculating means, target generated power calculating means for calculating the target generated power of the motor for changing the charging state of the battery to the target charging state, engine, motor Engine speed calculation means for calculating target engine speed for realizing vehicle speed, target drive torque, and target generated power with minimum fuel consumption in consideration of the efficiency of the power transmission mechanism, and the motor and power transmission mechanism In consideration of the efficiency of the motor, the target motor speed calculating means for calculating the target motor speed for realizing the vehicle speed and the target drive torque with the minimum power consumption, and the motor speed when the clutch is released is the target motor speed. A transmission ratio control means for controlling the transmission ratio of the continuously variable transmission so as to be a number, and for controlling the transmission ratio of the continuously variable transmission so that the engine speed becomes the target engine speed when the clutch is engaged; Target torque calculating means for calculating a target engine torque and a target motor torque for realizing the drive torque and the target generated power; and Engine torque control means for controlling the motor and motor torque control means for controlling the motor torque to be the target motor torque, and considering the efficiency of the engine, the motor and the power transmission mechanism, the vehicle speed and the target By calculating the target engine speed to achieve the drive torque and target generated power with the minimum amount of fuel consumption, the optimal engine operating point for each of the vehicle speed, the occupant's required driving force and the required power generation amount can be calculated. Even if the ratio between the driving power corresponding to the required driving force and the power generating power corresponding to the required power generation changes, the engine can always be operated at the operating point with the best efficiency (minimum fuel consumption). A vehicle driving force control apparatus is disclosed.

  In addition, when electric power is obtained by regenerative braking by the motor, there is a problem that the range of deceleration amount that can be set by the driver is not set, there is a tendency that the deceleration amount is insufficient while the vehicle is traveling at high speed, the battery is fully charged The problem is that regenerative braking is not possible in a state close to, so that energy cannot be used effectively, and the desired deceleration amount changes frequently depending on the driving state of the vehicle, but for the user to set the deceleration amount There is no question about the operating mechanism, how to change the setting of the deceleration amount at each gear ratio in response to the two operations of switching the gear ratio by operating the shift lever and instructing the deceleration amount. The problem that the point has not been studied, and the energy recovery amount decreases when the driver operates the shift lever to switch the range of use of the gear ratio. There has been such a problem.

  Therefore, Patent Document 3 discloses an operation unit for a driver to instruct a deceleration amount during braking by a motor, target deceleration amount setting means for setting a target deceleration amount according to the operation of the operation unit, and a target deceleration amount. A selection means for selecting a target gear ratio that enables the target deceleration amount set by the setting means to be realized by the motor torque, and a motor target for applying a braking force for realizing the set target deceleration amount to the drive shaft A motor operating state setting means for setting an operating state; and a control means for controlling the transmission to realize the target speed ratio and operating the motor in the target operating state. The speed reduction amount realized by the regenerative operation, the second speed ratio larger than the first speed ratio, and the speed reduction amount realized by the power running operation of the motor are set to overlap, and Selection means And selecting either the first speed ratio or the second speed ratio as the target speed ratio, and the motor operation state setting means regenerates the motor according to the selected target speed ratio. Alternatively, there has been proposed a vehicle that brakes with the torque of an electric motor that sets the target operating state when the power running operation is performed.

  In the vehicle braked by the torque of the electric motor according to claim 3, manual deceleration control and shift control are selectively performed according to the driver's preference, driving conditions, etc. Since the operation system for manual transmission and the operation system for deceleration control are configured separately, such as providing them separately, or using different operation positions even if the operation members are common, the number of parts is increased. Since there is a problem that it is expensive and requires a large arrangement space, or the operation position is increased and the operability is impaired, the deceleration control means for controlling the deceleration of the vehicle according to the driver's manual operation; And a manual shift control means for switching at least one of a gear stage and a shift range of the automatic transmission in accordance with a manual operation by the driver. A mode selection means capable of selecting a deceleration control mode in which the deceleration control is performed by the deceleration control means and a manual shift mode in which the shift control of the automatic transmission is performed by the manual shift control means; In the deceleration control mode and the manual shift mode, a manual operation member that is operated by a driver in common, an operation detection unit that detects an operation state of the manual operation member, and the mode selection unit sets the deceleration control mode. If selected, the deceleration control means is caused to execute deceleration control in accordance with the operation of the manual operation member detected by the operation detection means, and if the manual shift mode is selected by the mode selection means, the operation detection means According to the operation of the manual operation member detected by A vehicle control device is proposed that has a mode switching control means for executing gear shift control of the machine and makes the device simple, inexpensive and compact by sharing the operation system, and improved operability. Yes.

Japanese Patent No. 3478132 Japanese Patent No. 3536704 Japanese Patent No. 3714164 JP 2006-313002 A

  However, the hybrid vehicle and the parallel hybrid vehicle disclosed in Patent Documents 1 to 4 are generally intended to improve fuel consumption and reduce exhaust gas, and control according to the driving pattern of a general driver. Therefore, the automatic powering / regeneration switching may not be an operation pattern corresponding to the driver's request. That is, for example, if the driver wants to accelerate rapidly or wants a strong torque when starting on a slope, if the SOC is low, the engine output is used for power generation to charge the battery and drive enough There is a case where power cannot be obtained. Also, in order to run quietly in a residential area at midnight, I would like to continue to charge the battery in advance and reach midnight with a fully charged state even when the SOC is relatively high so that I can run only with the driving force of the motor. However, battery power is used for assisting the driving force of the engine, and when it reaches a late-night residential area, the SOC decreases, and it is impossible to run only by the motor.

  Therefore, in the present invention, it is possible to easily obtain an operation pattern corresponding to the driver's request with a simple configuration, and to prevent overdischarge and overcharge of the battery (power storage device) to shorten the power storage device life. It is an object to provide a drive control device for a parallel hybrid vehicle that does not cause serious damage.

In order to solve the above problems, a drive control device for a parallel hybrid vehicle according to the present invention includes:
An engine, a power storage device, and a generator motor that assists the engine driving force in a driving state by electric power supplied from the power storage device and regeneratively generates power in the driving state by the engine or inertia force to charge the power storage device In a parallel hybrid vehicle drive control device that controls engine driving force assist by the generator-motor unit and charging of the power storage device by regenerative power according to the accelerator depression amount and brake amount, and the running state,
A manual changeover switch for switching between the engine driving force assist and power storage device charging, a charge rate (SOC) display portion of the power storage device, and the assist of the generator-motor device set in proportion to the accelerator depression amount in the power running state A first table for controlling torque corresponding to the power storage device charging rate, and a second table for determining regenerative power generation torque of the generator-motor device corresponding to the power storage device charging rate,
Switching between the first table and the second table is performed in conjunction with the manual changeover switch.

  As described above, the first table for manually switching the power running / regeneration is provided, and the assist torque of the generator-motor apparatus is controlled in accordance with the charge rate of the power storage device during the power running by switching the switch. By switching to the second table for determining the regenerative power generation torque, when the driver thinks that he wants to start on a slope or accelerates rapidly, the assist torque is determined using the first table, The engine torque is used for charging (driving the generator motor) due to the decrease in the SOC, so that it is possible to prevent a sufficient driving force from being obtained, and it is fully charged because it runs quietly using only the driving force of the motor. To switch to the second table so that the vehicle travels while charging, the power of the power storage device can be reduced. It can run while regenerative power generation without the engine driving force assist. In addition, the charging can prevent overcharge of the power storage device due to the presence of the second table, and can also prevent overdischarge of the power storage device due to the presence of the first table. It is possible to provide a drive control device for a parallel hybrid vehicle that can easily obtain an operation pattern corresponding to a request.

  The first table performs engine drive assist only, and is configured so that electric power is not used for engine drive assist when the power storage device charge rate (SOC) is equal to or lower than a predetermined charge rate. However, when any operation is performed, the assist torque of the generator-motor device can be automatically reduced when the power storage device SOC is lowered, and overdischarge of the power storage device can be prevented.

  The first table corresponds to an accelerator-drive torque table that outputs a drive torque proportional to the accelerator depression amount, and the torque obtained by the accelerator-drive torque table corresponding to the power storage device charge rate (SOC). The assist torque of the generator-motor apparatus can be set to an optimum value according to the amount of depression of the accelerator.

  In addition, since the changeover switch has a position for driving the vehicle only by the engine, for example, when the power storage device is damaged for some reason, such as overdischarge, and becomes unusable, a regenerative load is applied to the engine. It is possible to control so as not to apply.

  As described above, the drive control device for a parallel hybrid vehicle according to the present invention has a simple configuration, and makes full use of the driving force of the engine in the case of rapid acceleration and fully assists with the generator-motor device corresponding to the SOC. If you want to charge, you can perform charging without overcharging, so you can easily obtain an operation pattern that meets the driver's request, and prevent overdischarge and overcharge of the power storage device, and the life of the power storage device It is possible to provide a drive control device for a parallel hybrid vehicle that does not cause such damage.

  Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention unless otherwise specified, but are merely illustrative examples. Not too much.

  FIG. 1 is a configuration block diagram of a vehicle having a drive control device for a parallel hybrid vehicle according to the present invention, and FIG. 2 shows a case where a generator motor is driven by electric power supplied from a power storage device to assist driving force. FIG. 3 is a diagram showing torque states in each of a case where a generator motor is driven by an engine or inertial force (braking) and a power storage device is charged with electric power generated by regenerative power generation.

  First, in FIG. 1, 10 is an engine, 11 is driven by electric power supplied from the power storage device 17 to assist the driving force of the engine 10, and on the other hand, it is driven by the inertia force (brake) of the engine 10 or the vehicle to regenerate. A generator motor that generates power and charges the power storage device 17, 12 is a transmission, 13 is a vehicle drive shaft, 14 is a differential device, 15 is a vehicle drive wheel, and 16 is a regenerative electric power generated by the generator motor 11 to the power storage device 17. An inverter (converter) that sends power from the power storage device 17 to drive the generator motor 11, 18 is a control device, and 24 is an in-vehicle device (load) that uses power from the power storage device 17. As the power storage device 17, a battery such as a lithium ion secondary battery that can detect the charging rate (SOC) is relatively easy, and the generator motor 11 is arranged on the same axis as the engine output shaft, such as a flywheel integrated type. preferable.

  The parallel hybrid vehicle provided with the drive control device 18 according to the present invention is provided with the generator motor 11, the transmission 12, and the differential device 14 on the drive shaft 13 of the engine 10, and inputs to the control device 18, as in the case of a normal hybrid vehicle. It is driven by the electric power supplied from the power storage device 17 in accordance with the amount of depression of the accelerator 22 and the amount of depression of the brake 23 and various driving conditions such as engine start, cruise, sudden acceleration, hill start, downhill, and braking. The generator motor 11 assists the driving force of the engine 10, and the generator motor is driven by the engine 10 when the charging rate (SOC) of the power storage device 17 is decreased, and by using the braking force when braking or downhill. The power storage device 17 is charged with the 11 regenerative generated power.

  In the present invention, in order to easily obtain an operation pattern corresponding to the driver's request, overdischarge and overcharge of the power storage device 17 are prevented, and the life of the power storage device 17 is shortened. In order not to give damage, the driving force assist (power running and engine start) 193 of the engine 10 and the charging (regeneration) 195 of the power storage device 17 are neither “off” 194 which is driven by the engine 11 alone. And a manual switching unit 19 including a mode changeover switch 191 that can be switched manually, and a charge rate (SOC) meter 192 in the power storage device 17, an accelerator-torque table 201, and an SOC- A first table 20 configured with a torque table 202, a table for torque for regenerative power generation A second table 21 is provided with the.

  Among these, a manual switching unit 19 including a mode changeover switch 191 and a charge rate (SOC) meter 192 in the power storage device 17 is installed near the driver's seat to facilitate switching by the driver, and the driver can charge the battery. The mode selector switch 191 can be operated while looking at the rate (SOC) meter 192 and checking the situation. That is, when the charging rate of the power storage device 17 is reduced by the charging rate (SOC) meter 192, sufficient charging (regeneration) can be performed by switching the mode changeover switch 191 to the regeneration side 195 during running / stopping. . In addition, for example, when the power storage device 17 is damaged due to some reason such as overdischarge and becomes unusable, the regenerative load can be prevented from being applied to the engine 10 by setting it to “OFF” 194.

  Of these, the first table 20 is configured to prevent the driving force of the engine 10 from being used for regeneration (power generation) driving of the generator motor 11 when the mode changeover switch 191 is on the power running side 193. An accelerator-torque table 201 that outputs a torque value corresponding to the amount of depression of the accelerator 22, so that the driving force assist by the generator motor 11 is not performed when the charging rate (SOC) in the device 17 is reduced; The SOC-torque table 202 outputs a torque value that can be output in accordance with the charging rate (SOC) in the power storage device 17.

  As described above, the accelerator-torque table 201 outputs a torque value required by the driver corresponding to the depression amount of the accelerator 22, and the SOC-torque table 202 controls the charging rate (SOC) of the power storage device 17 as a control device. 18 and a torque value corresponding to the depression amount of the accelerator 22 from the accelerator-torque table 201. As shown by 202, when the SOC is low, the driving force assist using electric power is not performed and the SOC is The driving force assist is performed little by little after a certain amount is reached, and a torque value is output so that 100% driving force assist is performed with a certain SOC or more, and the amount of power supplied to the generator motor 11 is determined.

  Therefore, assuming that the driver wants to start on a slope or suddenly accelerate, and the mode changeover switch 191 is set to the power running side 193, even if the charging rate (SOC) is low and charging is required, the power storage device 17 is charged (regenerative power generation). ), The entire output torque of the engine 10 is used for driving the vehicle, and when the SOC is equal to or greater than a certain amount, the generator motor 11 is driven by the electric power of the power storage device 17 to assist the driving force of the engine 10 .

  For this reason, the driver's output torque is used for regenerative power generation of the generator motor 11 even if the driver wants to start on a slope or depresses the accelerator in order to accelerate rapidly like a conventional hybrid vehicle control device. It is possible to solve the problem that such a driving force cannot be obtained. Further, since the driving force assist by the generator motor 11 is performed based on the charging rate (SOC) of the power storage device 17, it is possible to prevent the power storage device 17 from being overdischarged.

  On the other hand, since the second table 21 does not start the engine, suddenly accelerate, start on a hill, etc., such as when the cruise at a constant speed continues or when the engine 10 is moving, the mode changeover switch 191 is set to the regeneration side 195. This second table outputs a torque value so that the driving torque to the generator motor 11 becomes a torque corresponding to the charging rate (SOC) of the power storage device 17, and is shown in the figure. Thus, when the SOC is a value close to 0, a value that gives the maximum torque (100%) is output, and when the SOC reaches a certain value, the torque value is gradually decreased and charging is performed when the battery is fully charged. The torque value is set to 0 so that it does not occur. Therefore, charging is not performed after full charging, and overcharging can be prevented.

  Next, when the generator motor 11 of FIG. 2 is driven by electric power supplied from the power storage device 17 and assists the driving force, the generator motor 11 is driven by the engine 10 or inertial force (braking) and is generated by regenerative power generation. The present invention will be described in more detail with reference to diagrams showing torque states in the case where the power storage device 17 is charged with electric power.

  In FIG. 2, the same components as those in FIG. 1 are given the same numbers, but will be described briefly. 18 is a control device, 19 is a manual switching unit, 191 is a mode switch, 192 is a charging rate (SOC). ) 193 in the meter / mode changeover switch 191 is a power running (boost, engine start) position, 194 is a cut position, and 195 is a regeneration (power generation) position. Reference numeral 20 denotes a first table, which is composed of an accelerator-torque table 201 and an SOC-torque table 202, 21 is a second table, 22 is an accelerator, and 23 is a brake. The above components are the same as those described with reference to FIG. 1, and detailed description thereof is omitted.

  30 is a graph showing torque states generated by the engine 10 and the generator motor 11 by power running and regeneration, 301 is an output torque characteristic curve with respect to the rotational speed of the engine 10, and 302 is an assist output with respect to the rotational speed of the generator motor 302. The characteristic curve 303 is an output characteristic curve obtained by combining the engine output torque characteristic 301 and the assist output characteristic of the generator motor 11, 304 is a regenerative output characteristic curve of the generator motor 11, 305 is an output characteristic curve when the engine 10 is started, Reference numeral 31 denotes SOC data of the power storage device 17.

  When the mode changeover switch 191 of the manual changeover unit 19 is set to the power running (boost, engine start) 193 side and the engine 10 is instructed from the control device 18, the generator motor 11 is turned on as shown by 305 in the graph shown at 30. Driven and engine 10 is started. Thereafter, when the mode changeover switch 191 of the manual changeover unit 19 is set to the “OFF” position 194 or the regenerative position 195, the engine 10 is only started. On the other hand, when the accelerator 22 is depressed while the mode changeover switch 191 is powered, It moves to power running as it is.

  In the case of power running, as described above, the accelerator-torque table 201 outputs a torque value requested by the driver corresponding to the amount of depression of the accelerator 22, and the SOC-torque table 202 stores the charging rate ( SOC) from the control device 18 and a torque value corresponding to the depression amount of the accelerator 22 from the accelerator-torque table 201. When the SOC is low, the driving force assist using electric power is not performed, and the SOC is constant. Then, the driving force assist is performed little by little, and a torque value is output so that 100% driving force assist is performed at a certain SOC or more, and the control device 18 is instructed to supply power to the generator motor 11.

  Therefore, when the charging rate (SOC) of the power storage device 17 is sufficient and all the assist torque from the generator motor 11 can be used, the control device 18 drives the generator motor 11 to a corresponding torque, and the output characteristic curve of the engine 10. In addition to 301, an assist output characteristic curve of the generator motor indicated by 302 is added, and the vehicle is driven with a torque based on a composite output characteristic as indicated by 303. Therefore, the vehicle is driven with a large driving force.

  When the mode changeover switch 191 is set to the regeneration side 195, for example, when the cruise at a constant speed continues or parking while the engine 10 is moving, the power storage device 17 is also used by the second table 21 as described above. The drive torque value to the generator motor 11 is output so that the torque corresponds to the current charging rate (SOC). Therefore, as indicated by the regenerative output characteristic curve 304, the generator motor 11 is driven with a torque corresponding to the rotational speed of the engine 10, and the power storage device 17 is charged. In addition, as described above, when the SOC is a value close to 0, the charging is performed so that the maximum torque (100%) is output. When the SOC reaches a certain value, the torque value is gradually decreased to fully charge. Since the torque value is set to 0 so that charging is not performed, overcharging can be prevented without being charged after full charging.

  In addition, when the brake 23 is stepped on or the accelerator 22 is not stepped down on the downhill, it is considered that the regenerative power generation may be practically used in such a traveling state. Except in the case of the position 194, regenerative power generation may be performed at the power running position 193 or the regenerative position 195.

  By configuring the drive control device for the parallel hybrid vehicle in this manner, the acceleration and fuel consumption are excellent, and the power storage device 17 can be operated when the engine 10 is stopped for a long time. It is possible to configure a hybrid electric drive system that can cope with the above.

  According to the present invention, it is possible to provide a drive control device for a parallel hybrid vehicle that can easily obtain a driving pattern corresponding to a driver's request with a simple configuration, and can prevent global warming by improving fuel consumption and reducing exhaust gas. A vehicle that can propel the vehicle can be manufactured.

1 is a configuration block diagram of a vehicle having a drive control device for a parallel hybrid vehicle according to the present invention. In the parallel hybrid vehicle having the drive control device according to the present invention, the generator-motor device is driven by the power supplied from the power storage device to assist the driving force, and the generator-motor device is driven by the engine or inertial force (braking). FIG. 5 is a diagram illustrating a torque state curve in each of the cases where the power storage device is charged with electric power generated by regenerative power generation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 11 Generator motor 12 Transmission 13 Drive shaft 14 Differential apparatus 15 Drive wheel 16 Inverter (converter)
17 Power storage device 18 Control device 19 Manual switching unit 191 Mode changeover switch 192 Charging rate (SOC) meter 193 Power running (boost, engine start)
194 Cut 195 Regeneration (Power generation)
20 first table 201 accelerator-torque table 202 SOC-torque table 21 second table (regenerative power generation torque table)
22 Accelerator 23 Brake 24 In-car equipment (load)

Claims (4)

An engine, a power storage device, and a generator motor that assists the engine driving force in a driving state by electric power supplied from the power storage device and regeneratively generates power in the driving state by the engine or inertia force to charge the power storage device In a parallel hybrid vehicle drive control device that controls engine driving force assist by the generator-motor unit and charging of the power storage device by regenerative power according to the accelerator depression amount and brake amount, and the running state,
A manual changeover switch for switching between the engine driving force assist and power storage device charging, a charge rate (SOC) display portion of the power storage device, and the assist of the generator-motor device set in proportion to the accelerator depression amount in the power running state A first table for controlling torque corresponding to the power storage device charging rate, and a second table for determining regenerative power generation torque of the generator-motor device corresponding to the power storage device charging rate,
The parallel hybrid vehicle drive control device, wherein the switching between the first table and the second table is performed in conjunction with the manual changeover switch.   The first table performs engine drive assist only, and is configured such that electric power is not used for engine drive assist when the power storage device charge rate (SOC) is equal to or lower than a predetermined charge rate. 1. A drive control device for a parallel hybrid vehicle according to 1.   The first table corresponds to an accelerator-driving torque table that outputs a driving torque proportional to the accelerator depression amount, and the storage device charging rate (SOC), and corresponds to the torque obtained by the accelerator-driving torque table. The drive control apparatus for a parallel hybrid vehicle according to claim 1 or 2, comprising a charge rate-assist torque table for outputting the assist torque.   4. The drive control apparatus for a parallel hybrid vehicle according to claim 1, wherein the changeover switch has a position for driving the vehicle only by the engine.

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