JP2012086803A - Control device of hybrid vehicle and control method of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress uncomfortable feeling until a set vehicle speed is increased during cruise traveling and the set vehicle speed is established.SOLUTION: When a set vehicle speed Vs is increased by the switch operation of a driver in a state that only a motor 2 is driven and a vehicle cruise-travels in an EV mode ("Yes" in all of S11, S13 and S16), the start of an engine 1 is prohibited by setting a prohibition flag to F=1 (S29). At this time, a motor torque upper limit value TL is increased and corrected (S24, S25). When a vehicle speed V is increased to a set vehicle speed Vs ("No" in the determination of S28), and when cruise request torque Tc is smaller than a start determination threshold T("No" in the determination of S36), it is determined that an acceleration period has been ended, and the motor torque upper limit value TL is returned to a normal value before the increase correction (S31).

Description

  The present invention relates to a hybrid vehicle control device and a hybrid vehicle control method.

  In a hybrid vehicle equipped with a cruise control function, when the vehicle speed follows the set vehicle speed set by the driver, the motor output control is prioritized as much as possible, and the engine output is limited when the motor output control is limited. There is a thing which controls (refer patent document 1).

JP 2001-157305 A

  By the way, the cruise control device is provided with an accelerator function switch for increasing the set vehicle speed. For example, the cruise control device is configured to increase the set vehicle speed according to the time during which the switch is pressed or the number of times the switch is pressed. ing. Thus, when the accelerator function switch is operated, the set vehicle speed increases, and the acceleration period is reached until the set vehicle speed is achieved.

For example, in a state where the vehicle is traveling in the EV mode, when the acceleration switch is operated, an acceleration request is issued, so that the engine is started and switched to the HEV mode, and the host vehicle is accelerated to the set vehicle speed to accelerate the acceleration period. When is finished, it is possible to stop the engine again.
In this way, if the engine is started and stopped within a short period of time from when the set vehicle speed is increased during cruise traveling until the set vehicle speed is achieved, the driver may feel uncomfortable. There is.
An object of the present invention is to suppress a sense of incongruity until the set vehicle speed increases during cruise traveling and the set vehicle speed is achieved.

  The control device for a hybrid vehicle according to the present invention drives at least one of an engine and a motor in accordance with a set vehicle speed that can be set by a driver's switch operation. When the set vehicle speed is increased by the driver's switch operation while the wheels are driven only by the motor, the engine start is prohibited until the set vehicle speed is achieved.

  According to the hybrid vehicle control device of the present invention, when the set vehicle speed is increased by the driver's switch operation while the wheels are being driven only by the motor, the engine is started until the set vehicle speed is achieved. Since it is prohibited, the engine is not started and stopped in a short time. Therefore, it is possible to suppress a sense of incongruity until the set vehicle speed increases during cruise traveling and the set vehicle speed is achieved.

1 is a schematic configuration diagram of a hybrid vehicle. It is a schematic block diagram of a control system. It is a figure which shows the main flow of the control command in a control system. It is a figure which shows the main functional blocks in a control system. It is a block diagram which shows a target drive torque calculating part. It is a flowchart which shows an engine start stop determination process. It is a map used for calculation of an increase correction amount. It is a graph which shows a normal motor torque upper limit. It is a time chart which shows the problem of a prior art. It is a time chart which shows operation | movement of this embodiment. It is a time chart which shows the operation | movement at the time of continuous tap up operation.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< first embodiment >>
"Constitution"
FIG. 1 is a schematic configuration diagram of a hybrid vehicle.
Here, a rear-wheel drive hybrid vehicle is illustrated, but, of course, a front-wheel drive hybrid vehicle may be used.
First, the configuration of the power system (power train) will be described.
A motor generator (hereinafter simply referred to as a motor) 2 and an automatic transmission (transmission T / M) 3 are interposed in the middle of the torque transmission path from the engine 1 to the left and right rear wheels (drive wheels). A first clutch 4 is interposed between the engine 1 and the motor 3, and a second clutch 5 is interposed in the torque transmission path between the motor 3 and the drive wheel 7. Here, a configuration in which the second clutch 5 is incorporated in the automatic transmission 3 is illustrated. The automatic transmission 3 is connected to drive wheels 7 via a propeller shaft, a differential gear 6 and a drive shaft.

The engine 1 is a gasoline engine or a diesel engine. The engine 1 can control the valve opening degree of the throttle valve and the like based on a control command from an engine controller 22 described later. A flywheel may be provided on the output shaft of the engine 1.
The motor 2 is a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, for example. The motor 2 is controlled by applying a three-phase alternating current produced by an inverter 8 described later based on a control command from a motor controller 23 described later. The motor 2 can also operate as an electric motor that is driven to rotate by receiving power supplied from a battery 9 described later (this state is referred to as “powering”). Further, when the rotor is rotated by an external force, the motor 2 can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 9 (this operation state is “regeneration”). Called). The rotor of the motor 2 is connected to the input shaft of the automatic transmission 3 via a damper (not shown).

The first clutch 4 is a hydraulic single plate clutch interposed between the engine 1 and the motor 2. The first clutch 4 is engaged or disengaged by the control hydraulic pressure generated by the first clutch hydraulic unit so as to achieve the target clutch transmission torque based on a control command from the AT controller 24 described later. Note that both the engaged state and the released state include a slip state (half-clutch state).
The second clutch 5 is a hydraulic multi-plate clutch. The second clutch 5 is brought into an engaged state or a released state by a control hydraulic pressure generated by the second clutch hydraulic unit so as to obtain a target clutch transmission torque based on a control command from the AT controller 24 described later. Note that both the engaged state and the released state include a slip state (half-clutch state).

For example, the automatic transmission 3 can change the stepped gear ratio such as forward 7 speed / reverse 1 speed, forward 6 speed / reverse 1 speed, etc. to the vehicle speed or the shift accelerator opening degree input from the integrated controller 21 described later. It is a transmission that automatically switches in response. The second clutch 5 is not newly added as a dedicated clutch, and is configured by using several frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 3. The
In the present embodiment, the case where the second clutch 5 is configured as a part of the automatic transmission 3 is illustrated, but the present invention is not limited to this. In addition, the second clutch 5 may be arranged between the motor 2 and the automatic transmission 3 or between the automatic transmission 3 and the differential gear.

  Each wheel includes a brake unit (not shown). Each brake unit includes, for example, a disc brake and a drum brake. Each brake unit may be a hydraulic brake device or an electric brake device. Each brake unit applies a braking force to the corresponding wheel in response to a command from the brake controller 25. Note that the brake unit need not be provided on all wheels.

  In FIG. 1, reference numeral 14 denotes an electric sub oil pump, and reference numeral 15 denotes a mechanical oil pump. These oil pumps 14 and 15 generate hydraulic pressure for each clutch. Reference numeral 10 denotes an engine rotation sensor that detects the rotation speed of the engine 1, and reference numeral 11 denotes a motor rotation sensor such as a resolver that detects rotation of the motor 2. Reference numeral 12 denotes an AT input rotation sensor that detects the rotation of the input shaft of the transmission, and reference numeral 13 denotes an AT output rotation sensor that detects the rotation of the output shaft of the transmission. Reference numeral 27 denotes a wheel speed sensor for detecting the rotation of the wheel. The wheel speed sensor 27 is also provided on the driven wheel (front wheel), and the vehicle speed V is calculated based on each wheel speed.

FIG. 2 is a schematic configuration diagram of the control system.
Reference numeral 33 denotes an accelerator pedal 33 operated by the driver. The accelerator opening APO of the accelerator pedal 33 is detected by the accelerator sensor 20, and the accelerator sensor 20 outputs the detected accelerator opening APO information to the integrated controller 21.
Reference numeral 34 denotes a pedal actuator 34. The pedal actuator 34 is an actuator that applies a pedal reaction force according to a command from the inter-vehicle controller 31 to the accelerator pedal 33.

Reference numeral 32 denotes a radar unit 32 constituting the preceding vehicle detection means. The radar unit 32 detects a preceding vehicle ahead of the vehicle and outputs the detected preceding vehicle information to the inter-vehicle distance controller 31.
Reference numeral 27 denotes a wheel speed sensor. The wheel speed sensor 27 outputs the detected wheel speed information to the brake controller 25. Further, the vehicle speed information obtained from the wheel speed information is output from the brake controller 25 to the integrated controller 21 and the inter-vehicle controller 31.

Reference numeral 35 is a meter for presenting the driving state to the driver. The meter 35 displays cruise control information and the like.
Reference numeral 29 denotes a brake switch 29. The brake switch 29 detects an operation of a brake pedal (not shown).
Reference numeral 28 denotes a steering switch. The steering switch 28 is an operation unit that is provided on the steering wheel unit and that is used by the driver to start cruise control and to change the driving conditions (such as the set vehicle speed). The cruise control of the present embodiment is a constant speed cruise control (ASCD: Auto Speed Control Device) that maintains the set vehicle speed, and an inter-vehicle distance cruise control (ACC: Adaptive Cruise Control) that automatically adjusts the set vehicle speed according to the inter-vehicle distance. Including both.

  The steering switch 28 has a set vehicle speed adjustment unit (not shown), and the set vehicle speed Vs is adjusted according to the switch operation of the set vehicle speed adjustment unit. For example, if the set vehicle speed adjustment unit is continuously pressed in a first direction (for example, upward) (acceleration operation), the set vehicle speed Vs can be increased according to the time, and if the set vehicle speed adjustment unit is pressed briefly in the first direction (Tap-up operation) The set vehicle speed Vs can be increased by a predetermined amount (for example, about 1.5 km / h). These acceleration operations and tap-up operations in the first direction are collectively referred to as accelerator function operations. Further, if the set vehicle speed adjusting unit is continuously pushed in the second direction (for example, the downward direction) (coast operation), the set vehicle speed Vs can be decreased according to the time, and if the set vehicle speed adjusting unit is pushed briefly in the second direction (tap) Down operation) The set vehicle speed Vs can be decreased by a predetermined amount (for example, about 1.5 km / h). These coasting operations and tap-down operations in the second direction are collectively referred to as coast function operations.

Reference numeral 30 denotes a cruise cancel switch provided on the brake pedal. The cruise cancel switch 30 is an operator for instructing the end of cruise control. The steering switch 28 also has a switch for instructing the end of cruise control. This switch is also referred to as a cruise cancel switch 30.
Reference numeral 18 denotes a voltage sensor for detecting the voltage of the battery 9. Reference numeral 19 denotes a current sensor for detecting the current of the battery 9.

Next, the configuration of the control system will be described.
The hybrid vehicle control system includes an engine controller 22, a motor controller 23, an inverter 8, a battery controller 26, an AT controller 24, a brake controller 25, an integrated controller 21, and an inter-vehicle control controller 31. Yes.
Note that the engine controller 22, the motor controller 23, the AT controller 24, the brake controller 25, the inter-vehicle distance controller 31, and the integrated controller 21 exchange information by CAN communication.

  The engine speed information from the engine speed sensor 10 is input to the engine controller 22. Then, the engine controller 22 outputs a command for controlling the engine operating point (Ne, Te) to the throttle valve actuator, for example, according to the target engine torque from the integrated controller 21 and the like. Information about the engine speed Ne is acquired from the integrated controller 21 via CAN communication.

Information from the motor rotation sensor 11 that detects the rotor rotation position of the motor 2 is input to the motor controller 23. Then, the motor controller 23 outputs a command for controlling the motor operating point (Nm, Tm) of the motor 2 to the inverter 8 in accordance with the target motor torque, the rotational speed command, etc. from the integrated controller 21.
The battery controller 26 monitors the SOC indicating the state of charge of the battery 9. The battery controller 26 supplies the SOC information as control information of the motor 2 to the integrated controller 21 via CAN communication.

  The AT controller 24 receives wheel speed information and sensor information from the first and second clutch hydraulic pressure sensors. Then, the AT controller 24 performs the second clutch control in the shift control according to the accelerator opening APO state from the integrated controller 21, the first and second clutch control commands (target first clutch torque, target second clutch torque). A command for controlling the engagement / release of the second clutch 5 is output to the second clutch hydraulic unit in the AT hydraulic control valve, and a command for controlling the engagement / release of the first clutch 4 is given priority. Output to.

  The brake controller 25 receives sensor information from a wheel speed sensor 27 that detects the wheel speeds of the four wheels and a brake stroke sensor. The brake controller 25 calculates the target deceleration based on the stroke amount of the brake pedal, the braking request amount from the inter-vehicle controller 31 and the vehicle speed in a preset control cycle. Then, the brake controller 25 distributes the braking force to the cooperative regenerative braking request torque with the target deceleration as the rotational braking force and the target hydraulic braking force as the mechanical braking force (hydraulic braking force) as the regenerative cooperative brake control. . At this time, the cooperative regenerative braking request torque is output to the motor controller 23 via the integrated controller 21, and one target hydraulic braking force is output to the hydraulic braking force device. For example, when the required braking force obtained from the stroke amount of the brake pedal cannot be covered only by the regenerative braking force, the regenerative cooperative brake control is performed so that the shortage is compensated by the mechanical braking force.

  Information on the steering switch 28 set by the driver, cruise control operation permission state, and other necessary information are input to the inter-vehicle controller 31 via the integrated controller 21. If the inter-vehicle controller 31 determines that inter-vehicle distance control is required for the preceding vehicle based on the information from the integrated controller 21, the inter-vehicle controller 31 determines the preceding vehicle based on the own vehicle speed and the inter-vehicle distance and relative speed with the preceding vehicle. The target acceleration and target deceleration for calculating the target inter-vehicle distance and the target inter-vehicle time are calculated. The target acceleration is output to the integrated controller 21 as the inter-vehicle distance cruise request torque, and the target deceleration is output to the brake controller 25 as the braking request torque.

  The inter-vehicle controller 31 includes a DCA (Distance Control Assist) control unit 31A. The DCA control unit 31A calculates a pedal reaction force command based on accelerator opening APO information acquired from the integrated controller 21, vehicle speed information based on detection by the wheel speed sensor 27, and information from the radar unit 32. Then, the DCA control unit 31A outputs the calculated reaction force command to the pedal actuator 34 as support information for the driver to keep the distance from the preceding vehicle. The pedal actuator 34 applies a reaction force to the accelerator pedal 33.

The integrated controller 21 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
The integrated controller 21 includes an engine speed sensor 10 that detects an engine speed Ne, a motor speed sensor 11 that detects a motor speed Nm, an AT input speed sensor 12 that detects a transmission input speed, and a transmission output speed. Various information is input from the AT output rotation sensor 13 for detecting the number. Furthermore, the accelerator opening 20 APO information is input from the accelerator sensor 20, and the storage state SOC information of the battery 9 is input from the battery controller 26 to the integrated controller 21. On the other hand, the integrated controller 21 also outputs various information via CAN communication.
The integrated controller 21 executes drive control of the engine 1 by a control command to the engine controller 22, executes drive control of the motor 2 by a control command to the motor controller 23, and executes the first clutch by a control command to the AT controller 24. 4 and the drive control of the second clutch 5 are executed.

Next, basic operations in the hybrid vehicle will be described.
If the battery SOC is low while the vehicle is stopped, the engine 1 is started to generate electric power, and the battery 9 is charged. When the battery SOC is in the normal range, the first clutch 4 is engaged, and the engine 1 is stopped while the second clutch 5 is disengaged.
At the time of start by the engine 1, the motor 2 is switched to power running operation or power generation operation according to the accelerator opening APO and the battery SOC state.
When the motor is running (EV mode), it is necessary to secure the cranking torque and the battery output necessary for starting the engine. Further, when the vehicle speed exceeds a predetermined vehicle speed based on a preset map or the like, the motor drive (EV mode) is shifted to the engine drive (HEV mode).

When the engine is running, the motor 2 assists the engine torque delay in order to improve the response when the accelerator is depressed. That is, while the engine is running, there are a case where the vehicle runs with only the driving force of the engine 1 and a case where the vehicle runs with both the driving force of the engine 1 and the driving force of the motor 2.
At the time of deceleration by the brake operation, a deceleration torque corresponding to the driver's brake operation is realized by regenerative cooperative brake control.
At the time of shifting during engine traveling or motor traveling, the motor 2 is switched to power generation operation or power running operation for smooth rotation without torque converter in order to adjust the rotational speed associated with shifting during acceleration / deceleration.
FIG. 3 is a diagram showing a main flow of control commands in the control system.
FIG. 4 is a diagram showing main functional blocks in the control system.

Next, main control processing executed by the integrated controller 21 will be described.
As shown in FIG. 4, the integrated controller 21 includes a required power generation torque calculation unit 21A, a required engine torque calculation unit 21B, a motor output possible torque calculation unit 21C, a target drive torque calculation unit 21D, and a vehicle state mode determination unit. 21E, an engine start control unit 21F, an engine stop control unit 21G, a target engine torque calculation unit 21H, a target motor torque calculation unit 21J, and a target clutch torque calculation unit 21K.

The required power generation torque calculator 21A calculates the required power generation torque to be generated by the motor 2 based on vehicle speed information, battery information such as SOC from the battery controller 26, and the like.
The required engine torque calculation unit 21B calculates the required engine torque to be generated in the engine 1 based on the accelerator opening APO, the vehicle speed V, the required power generation torque calculated by the required power generation torque calculation unit 21A, and the like.
The motor output possible torque calculation unit 21C calculates motor output possible torque that the motor 2 can output based on battery information such as SOC from the battery controller 26, vehicle speed V, and the like.
The target drive torque calculator 21D calculates the target drive torque.

FIG. 5 is a block diagram showing a target drive torque calculation unit.
The target drive torque calculator 21D includes an accelerator request torque calculator 21Da, a cruise request torque calculator 21Db, a basic target drive torque calculator 21Dc, a vehicle speed limiter torque calculator 21Dd, a final target drive torque calculator 21De, Is provided.
The accelerator request torque calculation unit 21Da calculates the accelerator request torque based on at least the accelerator opening APO information of the accelerator pedal 33 and the vehicle speed. In the example shown in FIG. 3, the accelerator required torque calculation unit 21Da inputs the accelerator opening APO and the transmission input rotation speed, and calculates the basic accelerator request torque with reference to the base torque map. Further, based on the vehicle speed V, the first correction torque is calculated with reference to the creep / coast driving force table. Further, the second correction torque is calculated with reference to the MG assist torque MAP based on the power limit information based on the accelerator opening APO information, the transmission input rotation speed, the SOC, and the like. Then, the accelerator request torque calculation unit 21Da calculates a final accelerator request torque based on the calculated basic accelerator request torque, the first correction torque, and the second correction torque.

The cruise request torque calculation unit 21Db outputs the steering switch 28 and the ACC permission signal to the inter-vehicle controller 31 and inputs the inter-vehicle control cruise request torque (ACC required torque) from the inter-vehicle controller 31. Further, the cruise request torque calculation unit 21Db calculates a constant speed cruise request torque for feedback control to the set vehicle speed Vs based on the set vehicle speed Vs set by the steering switch 28 and the current vehicle speed V _(n) . Then, according to ON / OFF of the inter-vehicle control, either one of the inter-vehicle control cruise request torque and the constant speed cruise request torque is selected and output as the final cruise request torque Tc. Specifically, if the inter-vehicle control is ON (ACC operation), the inter-vehicle control cruise request torque is prioritized, and the inter-vehicle control cruise request torque is selected as the final cruise request torque Tc instead of the constant speed cruise request torque. The

The basic target drive torque calculator 21Dc outputs the larger of the accelerator request torque calculated by the accelerator request torque calculator 21Da and the cruise request torque calculated by the cruise request torque calculator 21Db as the basic target drive torque ( Select high).
Speed limiter torque calculation unit 21Dd, based on the setting set by the steering switch 28 vehicle speed Vs and the current vehicle speed V _(n), calculates the vehicle speed limiter torque for more than the upper limit speed V _MAX.

The final target drive torque calculation unit 21De performs a select low between the basic target drive torque output by the basic target drive torque calculation unit 21Dc and the vehicle speed limiter torque calculated by the vehicle speed limiter torque calculation unit 21Dd. That is, the final target drive torque is obtained by limiting the basic target drive torque with the vehicle speed limiter torque.
On the other hand, the vehicle state mode determination unit 21E determines the vehicle state mode region map (EV−) based on the accelerator opening APO, vehicle speed information (or transmission output speed), motor output possible torque, required engine torque, and target drive torque. The target vehicle state mode (EV mode or HEV mode) is determined with reference to the HEV transition map).

For example, if the torque obtained by adding the cranking torque necessary for starting the engine 1 to the target drive torque is within a range that can be output by the motor 2, the target vehicle state mode is set to the EV mode. If there is a required power generation torque due to a request from the battery SOC or the like, the target vehicle state mode is set to the HEV mode.
If the current vehicle state mode is the EV mode and the target vehicle state mode is the HEV mode, the engine start sequence is processed. Conversely, when the current vehicle state mode is the HEV mode and the target vehicle state mode is the EV mode, the engine stop sequence is processed.

That is, when shifting from the HEV mode to the EV mode, an engine stop sequence process is executed, and this engine stop sequence process is a process until the engine stop is completed. Further, when shifting from the EV mode to the HEV mode, an engine start sequence process is executed, and this engine start sequence process is a process until the start of the engine is completed.
The vehicle state mode determination unit 21E executes an engine start / stop determination process, which will be described later, and determines engine start / stop.
When the engine start control unit 21F receives an engine ON command from the vehicle state mode determination unit 21E, the engine start control unit 21F starts the engine 1 to shift from the EV mode to the HEV mode, or drives the engine 1 to maintain the HEV mode. Maintain state.

Here, the engine start from the EV mode will be described.
The engine start control unit 21F first outputs the target second clutch torque command TCL2 to the AT controller 24 to control the second clutch 5 to the target clutch transmission torque. The target second clutch torque command TCL2 is a torque command capable of transmitting a torque equivalent to the output torque before the engine start process, and does not affect the output shaft torque even if the driving force output by the motor 2 is increased. And The AT controller 24 controls the second clutch hydraulic unit so that the clutch hydraulic pressure according to the command is generated.

The engine start control unit 21 then outputs a command for controlling the rotational speed of the motor 2 to the motor controller 23. The actual torque of the motor 2 is determined by the load acting on the motor 2.
Next, the engine start control unit 21 outputs the target first clutch torque command TCL1 to the AT controller 24, and controls the first clutch 4 to the target clutch transmission torque that becomes the engine cranking torque.

Next, the engine start control unit 21 detects that the engine speed and the motor speed are synchronized, and then outputs a command for completely engaging the first clutch 4 as the cranking process is completed. This synchronization determination is determined to be synchronized when a specified time elapses when the differential rotation between the actual motor rotation and the actual engine rotation is equal to or less than the specified value. This specified value is set to a differential rotation corresponding to the response dead time when shifting from the first clutch 4 to the fully engaged state. When it is detected that the engine speed is equal to or higher than the startable speed, an engine start command is output to the engine controller 22.
On the other hand, when the engine stop control unit 21G receives an engine OFF command from the vehicle state mode determination unit 21E, the engine stop control unit 21G stops the engine 1 in order to shift from the HEV mode to the EV mode, or maintains the EV mode. Maintain the stopped state. In addition, the engine stop in this embodiment refers to a fail cut.

Here, the engine stop from the HEV mode will be described.
The engine stop control unit 21G first outputs the target first clutch torque command TCL1 to the AT controller 24, and controls it to a predetermined target clutch transmission torque that makes the first clutch 4 slip.
Next, the engine stop control unit 21G outputs a command for controlling the rotation speed of the motor 2 to the motor controller 23 in synchronization. Thereby, while reducing the torque from the engine 1 by the first clutch 4, the motor torque is increased to obtain the target drive torque.

When the target motor torque reaches the target drive torque, the engine stop control unit 21G sets the target first clutch torque command TCL1 = 0, and then sets the target engine torque for the engine controller 22 to zero. As a result, the engine 1 is fuel cut (F / C), and the engine is idling.
On the other hand, the target engine torque calculation unit 21H is based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed, target drive torque, and requested engine torque required for power generation. Calculate the torque. Note that when the target vehicle state mode is the EV mode, the engine torque is unnecessary, so the target engine torque is zero or a negative value. Further, when a preset fuel cut condition is satisfied, the engine is instructed to perform fuel cut and the engine is idling.

  The target motor torque calculation unit 21J calculates the target motor torque based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed, target drive torque, and required power generation torque. For example, a value obtained by subtracting a torque value obtained by performing delay correction on the target engine torque from the target drive torque is set as the target motor torque. When the regenerative brake request torque (<0) is input from another control unit, a value obtained by adding the regenerative brake request torque to the target motor torque is set as the final target motor torque.

The target clutch torque calculation unit 21K calculates target clutch torque commands for the first clutch 4 and the second clutch 5 based on the target vehicle state mode determined by the vehicle state mode determination unit 21E and the torque generated by the engine 1 and the motor 2. . In the EV mode, the first clutch 4 is normally released by outputting a command for releasing the first clutch 4 to the AT controller 24 and outputting a command for engaging the second clutch 5 to the AT controller 24. At the same time, the second clutch 5 is engaged. Further, in the HEV mode state, the first clutch 4 is normally output to the AT controller 24 by outputting the engagement command of the first clutch 4 and outputting the engagement command of the second clutch 5 to the AT controller 24. The second clutch 5 is brought into an engaged state while being brought into an engaged state. In addition, when the engine is started or stopped, the target clutch torque command is calculated as described above.
Note that the VAPO calculation unit 21L in FIG. 3 calculates the corresponding estimated accelerator opening by back calculating from the cruise request torque, and outputs the calculated estimated accelerator opening to the AT controller 24 as the shift accelerator opening.

Next, an engine start / stop determination process executed at predetermined time intervals by the vehicle state mode determination unit 21E will be described.
FIG. 6 is a flowchart showing an engine start / stop determination process.
First, in step S11, it is determined whether or not the cruise control is set to ON. If the cruise control is set to ON, the process proceeds to step S13 described later. On the other hand, if the cruise control is set to OFF, the process proceeds to step S12.

In step S12, the prohibition flag is reset to F _NG = 0, and then the process proceeds to step S37 described later. This prohibition flag F _NG is a flag for prohibiting engine start. When F _NG = 0, engine start is not prohibited. When F _NG = 1, engine start is prohibited.
On the other hand, in step S <b> 13, it is determined whether or not the driver has performed an accelerator function operation via the steering switch 28. Here, if the accelerator function operation is performed, the process proceeds to step S15 described later. On the other hand, if the accelerator function operation is not performed, the process proceeds to step S14.

  In step S14, it is determined whether or not the acceleration flag is set to Fa = 1. The acceleration flag Fa is a flag indicating that the vehicle is in an acceleration period according to the accelerator function operation of the driver. When Fa = 0, it is not an acceleration period, and when Fa = 1, it is in an acceleration period. Indicates. In the initial setting, Fa = 0 is reset. Here, if the determination result is “Fa = 1”, the process proceeds to step S19 described later. On the other hand, if the determination result is “Fc = 0”, the process proceeds to step S12.

In step S15, it is determined whether or not the acceleration flag is reset to Fa = 0. Here, if the determination result is “Fa = 1”, it is determined that it is not immediately after the accelerator function operation, and the process proceeds to step S19 described later. On the other hand, if the determination result is “Fa = 0”, it is determined that the operation is immediately after the accelerator function operation, and the process proceeds to step S16.
In continuing step S16, it is determined whether vehicle state mode is EV mode. Here, if the vehicle state mode is “HEV mode”, it is determined that the engine 1 has already been started and the engine start cannot be prohibited, and the process proceeds to step S12. On the other hand, if the vehicle state mode is “EV mode”, it is determined that it is necessary to prohibit engine start, and the process proceeds to step S17.

In step S17, as shown below, the current vehicle speed V _(n) is stored as the pre-acceleration vehicle speed Vf.
Vf ← V _(n)
In step S18, the acceleration flag is set to “Fa = 1”.
In a succeeding step S19, it is determined whether or not the stop flag is reset to Fs = 0. The stop flag Fs is a flag indicating whether or not there is a cancel request for prohibiting engine start. When Fs = 0, there is no cancel request for prohibiting engine start, and when Fs = 1, a cancel request for prohibiting engine start. Indicates that there is. In the initial setting, Fs = 0 is reset. Here, if the determination result is “Fs = 1”, the process proceeds to step S30 described later. On the other hand, if the determination result is “Fc = 0”, the process proceeds to step S20.

  In step S20, it is determined whether or not the accelerator function operation by the driver is a tap-up operation. Specifically, if the set vehicle speed adjustment unit of the steering switch 28 is started to be pushed in the first direction and then the set vehicle speed adjustment unit is restored within a predetermined time, it is a tap-up operation. judge. Here, if the accelerator function operation by the driver is not a tap-up operation, it is an acceleration operation, and the driver desires a large acceleration, that is, there is a clear acceleration intention, so HEV rather than accelerating in EV mode. It is determined that it is better to accelerate in the mode, and the process proceeds to step S30 described later. On the other hand, if the accelerator function operation by the driver is a tap-up operation, it is determined that acceleration in the EV mode can be permitted, and the process proceeds to step S21.

  In step S21, it is determined whether or not the tap-up operation is discontinuous, that is, whether or not the operation is a one-time operation. Specifically, it is determined that the tap-up operation is discontinuous if the set vehicle speed adjustment unit of the steering switch 28 is maintained in a non-operating state for a predetermined time after the tap-up operation is performed. To do. Here, if the tap-up operation is continuously performed, the driver desires a large acceleration (acceleration that performs the tap-up operation twice or more), that is, since there is a clear acceleration intention, It is determined that it is better to accelerate in the HEV mode than to accelerate, and the process proceeds to step S30 described later. On the other hand, if the tap-up operation is performed only once, it is determined that acceleration in the EV mode can be permitted, and the process proceeds to step S22.

In step S22, it is determined whether or not the current vehicle speed V _(n) is _{equal to} or higher than the pre-acceleration vehicle speed Vf. Here, if the determination result is “V _(n) <Vf”, the vehicle speed has decreased due to the increase in the running resistance R / L due to the uphill road or the like, and the vehicle is accelerated in the HEV mode rather than in the EV mode. The process proceeds to step S30 described later. On the other hand, if the determination result is “V _(n) ≧ Vf”, it is determined that the acceleration in the EV mode is allowable, and the process proceeds to step S23.

  In step S23, it is determined whether or not an elapsed time since the accelerator function operation is started by the driver is less than a predetermined time ts. This time ts is a threshold for suppressing excessive power use when accelerating in the EV mode. Here, if the elapsed time is equal to or greater than ts, it is determined that acceleration in the EV mode is the limit and it is better to switch to the HEV mode, and the process proceeds to step S30 described later. On the other hand, if the elapsed time is less than ts, it is determined that the acceleration in the EV mode can be allowed, and the process proceeds to step S24.

In step S24, an increase correction amount Tup with respect to the motor torque upper limit value TL is calculated with reference to the map of FIG.
FIG. 7 is a map used for calculating the increase correction amount Tup.
In this map, when the elapsed time since the accelerator function operation is started by the driver is equal to or less than the set value t1, the increase correction amount Tup maintains the predetermined value T1, and the elapsed time exceeds the set value t1. Then, the increase correction amount Tup becomes smaller than the value T1, and when the elapsed time reaches the set value t2, the increase correction amount Tup is set to be zero. Here, T1 is a value equal to or less than the cranking required torque.
In the following step S25, as shown below, the motor torque upper limit value TL is increased and corrected by adding the increase correction amount Tup. As shown below,
TL ← TL + Tup

Here, the normal motor torque upper limit value TL before the increase correction will be described.
FIG. 8 is a graph showing a normal motor torque upper limit value TL.
The normal motor torque upper limit value TL is set to a value obtained by subtracting the cranking required torque from the maximum torque that can be output by the motor 2. That is, it corresponds to the surplus that leaves the cranking required torque from the maximum torque that can be output.
In the subsequent step S26, the battery output upper limit value TB corresponding to the discharge allowable power of the battery 9 is compared with the corrected motor torque upper limit value TL, and the motor torque upper limit value TL is limited to the battery output upper limit value TB or less. That is, if the motor torque upper limit value TL is less than or equal to the battery output upper limit value TB, the motor torque upper limit value TL is maintained. If the motor torque upper limit value TL exceeds the battery output upper limit value TB, the motor torque upper limit value TL is Set to output upper limit value TB.

In the following step S27, as shown below, a vehicle speed deviation ΔV between the set vehicle speed Vs and the current vehicle speed V _(n) is calculated.
ΔV = Vs−V _(n)
In a succeeding step S28, it is determined whether or not the vehicle speed deviation ΔV is larger than a predetermined threshold value Vth. Here, if the determination result is “ΔV ≦ Vth”, it is determined that the host vehicle speed has already converged to the set vehicle speed Vs, and the process proceeds to step S36 described later. On the other hand, if the determination result is “ΔV> Vth”, it is determined that the host vehicle speed has not yet converged to the set vehicle speed Vs, and the process proceeds to step S29.
In step S29, the prohibition flag is set to F _NG = 1, and then the process proceeds to step S37 described later.

On the other hand, in step S30, the stop flag is set to Fs = 1.
In the subsequent step S31, the motor torque upper limit value TL is gradually returned to the normal value before the increase correction (the value obtained by subtracting the cranking required torque from the maximum torque that can be output). Specifically, the motor torque upper limit value TL after the increase correction is decreased by a predetermined amount every calculation cycle, and is canceled by the increase correction amount Tup.
In a succeeding step S32, it is determined whether or not the increase correction amount Tup has been canceled. Here, if cancellation of the increase correction amount Tup is completed, the process proceeds to step S27. On the other hand, if cancellation of the increase correction amount Tup is not yet completed, the process proceeds to step S33.
In step S33, the stop flag is reset to Fs = 0.
In the subsequent step S34, the acceleration flag is reset to Fa = 0.
In the subsequent step S35, the vehicle speed Vf before acceleration is reset, and then the process proceeds to step S12.

On the other hand, in step S36, it is determined whether or not the cruise request torque Tc is equal to or greater than a predetermined start determination threshold value T _ON . Here, if the determination result is “Tc <T _ON ”, the host vehicle speed has already converged to the set vehicle speed Vs, and the engine 1 is not started even if the prohibition flag is reset to F _NG = 0. And the process proceeds to step S31. On the other hand, if the determination result is “Tc ≧ T _ON ”, the own vehicle speed has already converged to the set vehicle speed Vs, but if the prohibition flag is reset to F _NG = 0, the engine 1 is still started. Determination is made and the process proceeds to step S29.
On the other hand, in step S37, it is determined whether or not the cruise control is set to ON. Here, if the cruise control is set to ON, the process proceeds to step S41 described later. On the other hand, if the cruise control is set to OFF, the process proceeds to step S38.

In step S38, it is determined whether the engine start request is in an output state as shown in the following 1-3.
1. Engine start request based on accelerator opening Here, it is determined whether the accelerator opening APO is greater than a predetermined start determination threshold value, and when the accelerator opening APO is greater than the threshold value, the engine start request is in an output state. . The threshold value may be set according to the vehicle speed V.
2. Here, the engine start request is output when the SOC decreases, the water temperature decreases, or the EV traveling prohibition vehicle speed is reached.
3. Here, it is determined whether or not the cruise request torque Tc is greater than a predetermined start determination threshold value, and when the cruise request torque Tc is greater than the start determination threshold value, the engine start request is Become.

If there is an engine start request as shown in the above 1-3, the process proceeds to step S40 to be described later. On the other hand, if there is no engine start request as shown in the above 1-3, the process proceeds to step S39.
In step S39, after outputting an engine OFF command to the engine stop control unit 21G, the process returns to a predetermined main program.
On the other hand, in step S40, an engine ON command is output to the engine start control unit 21F, and then the process returns to a predetermined main program.

On the other hand, in step S41, it is determined whether or not the prohibition flag is set to F _NG = 1. Here, if the determination result is “F _NG = 0”, the engine start is not prohibited, and the process proceeds to step S43 described later. On the other hand, if the determination result is “F _NG = 1”, the engine start is prohibited, and the process proceeds to step S42.
In step S42, after outputting an engine OFF command to the engine stop control unit 21G, the process returns to a predetermined main program.

On the other hand, in step S43, it is determined whether or not the engine 1 is in a driving state. If the engine 1 is in a stopped state, the process proceeds to step S45 described later. On the other hand, if the engine 1 is in a driving state, the process proceeds to step S44.
In step S44, it is determined whether or not the cruise request torque Tc is _{equal to} or greater than a predetermined stop determination threshold T _OFF . Here, if the determination result is “Tc <T _OFF ”, it is determined that it is a stop request for the engine 1, and the process proceeds to step S42. On the other hand, if the determination result is “Tc ≧ T _OFF ”, it is determined that there is no stop request for the engine 1, and the process proceeds to step S40.

On the other hand, in step S45, it is determined whether the cruise request torque Tc is equal to or greater than a predetermined start determination threshold value T _ON . The start determination threshold value T _ON is larger than the stop determination threshold value T _OFF described above, and the reason why hysteresis is provided between the start determination threshold value T _ON and the stop determination threshold value T _OFF is to prevent hunting. is there. Here, if the determination result is “Tc <T _ON ”, it is determined that there is no start request for the engine 1, and the process proceeds to step S38. On the other hand, if the determination result is “Tc ≧ T _ON ”, it is determined that the engine 1 is a start request, and the process proceeds to step S40.

<Action>
FIG. 9 is a time chart showing the problems of the prior art.
When the cruise travel is being performed, the travel in the EV mode is performed when the cruise request torque Tc is smaller than the start determination threshold value T _ON . In this state, when the driver desires acceleration and performs the accelerator function operation via the steering switch 28, the set vehicle speed Vs increases, and the cruise request torque Tc increases. When cruise request torque Tc exceeds start determination threshold value T _ON , engine 1 is started and switched to HEV mode.
Then, when the set vehicle speed Vs is achieved, if the running resistance R / L is constant before the accelerator function operation is performed, the cruise request torque Tc decreases and becomes the stop determination threshold T _OFF or less. The engine 1 is stopped.

As described above, when the engine 1 is started and stopped within a short time from when the set vehicle speed Vs is increased during cruise traveling until the set vehicle speed Vs is achieved, the driver feels uncomfortable. There is a possibility. In other words, if the engine 1 is started and stopped in response to a very slight speed increase request, such as a tap-up operation, the driver feels complicated and busy. Further, a shock occurs when the engine 1 is started.
Further, when the engine 1 is started (cranked) from a stopped state, the drive torque is limited by clutch slip (half clutch). Therefore, even if a start request for the engine 1 is issued, the cruise request torque Tc is increased. The response cannot be followed and it is difficult to obtain a linear response.

FIG. 10 is a time chart showing the operation of the present embodiment.
Therefore, if the set vehicle speed Vs is increased by the driver's switch operation while driving only the motor 2 and traveling in the EV mode, the start of the engine 1 is prohibited until the set vehicle speed Vs is achieved. .
Here, the above operation will be described in detail.
In the EV mode, when the cruise request torque Tc is larger than the accelerator request torque Ta, the vehicle travels at the cruise request vehicle speed according to the cruise request torque Tc. At this time, if the constant speed cruise request torque is selected as the final cruise request torque Tc, the host vehicle speed is maintained at a substantially constant vehicle speed (set vehicle speed Vs) (both determinations in S13 and S14 are “ No ”), the prohibition flag is reset to F _NG = 0 (S12).

If the driver operates the steering switch 28 and performs the accelerator function operation while maintaining the EV mode (the determinations in S13, S15, and S16 are all “Yes”), the set vehicle speed Vs increases. An acceleration period for accelerating the vehicle is started to achieve the vehicle speed Vs. At this time, the acceleration flag is set to Fa = 1 (S18), and the prohibition flag is set to F _NG = 1 (S29).

At this time, since the vehicle speed is lower than the set vehicle speed Vs (target vehicle speed> actual vehicle speed), the cruise request torque Tc increases so as to quickly decelerate to the set vehicle speed Vs. Accordingly, the cruise request torque Tc is greater than the start determination threshold value T _ON and an engine start request is issued (S45 is “Yes”), but the prohibition flag is set to F _NG = 1. Thus (S41: “Yes”), the engine 1 is not started (S42). That is, since the engine 1 is maintained in the OFF state, the vehicle is accelerated by increasing the motor torque.

If the accelerator function operation is a tap-up operation, the operation signal of the steering switch 28 is immediately turned OFF (determination in S13 is “No”), but the acceleration flag is set to Fa = 1 (determination in S14). Is “Yes”), during this acceleration period, the prohibition flag is held at F _NG = 1 (“Yes” in S41), and the engine 1 also remains in the OFF state (S42).
Thus, since the engine 1 is maintained in the OFF state during the acceleration period, the engine 1 is already in the OFF state even when the acceleration period ends. Thereby, when the acceleration period ends, the engine 1 does not have to be stopped, so that the engine is not started and stopped in a short time. Therefore, the set vehicle speed Vs increases during cruise traveling, and a sense of discomfort until the set vehicle speed Vs is achieved can be suppressed.

  That is, unlike the tap-up operation, the driver does not feel complicated or busy when the engine 1 is started and stopped in response to a very small speed increase request. Moreover, the shock at the time of starting the engine 1 can be eliminated. Furthermore, since the vehicle is accelerated by increasing the motor torque while maintaining the EV mode, it is possible to follow the cruise request torque Tc with a higher response than when the engine 1 is started (cranking), and a linear response can be obtained.

By the way, in the EV mode, the motor torque is limited by the upper limit value TL. Therefore, if the motor torque is already in the vicinity of the upper limit value TL at the normal time when the accelerator function operation is performed, the motor torque is limited by the upper limit value TL at the normal time although there is an acceleration request. The set vehicle speed Vs may not be achieved.
Therefore, when the acceleration request is issued by the accelerator function operation, when the prohibition flag is set to F _NG = 1, the motor torque upper limit value TL is increased and corrected, that is, enlarged (S24, S25). The upper limit value TL at the normal time is a limit value for securing the cranking necessary torque. Therefore, when the acceleration to the EV mode is temporarily prohibited by prohibiting the transition to the HEV mode, the cranking torque is Not needed.

Therefore, the temporary remaining acceleration request in the EV mode can be satisfied by diverting the remaining cranking required torque and increasing the motor torque upper limit value TL. Further, since the increase correction amount Tup is set in a range equal to or less than T1 corresponding to the cranking required torque, overcurrent and overheating in the power system such as the motor 2, the inverter 8, and the battery 9 can be suppressed.
Further, the upper limit value TL after the increase correction is limited to the battery output upper limit value TB corresponding to the discharge allowable power of the battery 9 (S26). Thereby, excessive electric power consumption can be suppressed and the overcurrent and overheating in electric power systems, such as the motor 2, the inverter 8, and the battery 9, can be suppressed.

If the vehicle speed V increases to the set vehicle speed Vs (determination in S28 is “No”) and the cruise request torque Tc is smaller than the start determination threshold value T _ON (determination in S36 is “No”), the acceleration period ends. In step S31, the motor torque upper limit TL corrected for increase is canceled. That is, the motor torque upper limit value TL is returned to the normal value before the increase correction. Specifically, the motor torque upper limit value TL after the increase correction is gradually decreased for each calculation cycle (rate limiter processing), and only the increase correction amount Tup is gradually released.
When the increase correction amount Tup can be canceled (Yes in S32), the acceleration flag is reset to Fa = 0 (S34), the vehicle speed Vf before acceleration is reset (S35), and the prohibition flag is set to F _NG = Reset to 0 (S12). As a result, the engine 1 is allowed to start again (determination in S41 is “No”).

On the other hand, before the acceleration period ends, that is, during the acceleration period, if the following conditions 1 to 4 are satisfied, the engine 1 is allowed to start.
1. In the case of an acceleration operation (switch long press) If the driver's accelerator function operation is an acceleration operation, the driver wants a greater acceleration rather than a temporary acceleration like a tap-up operation. It can be judged that there is a clear acceleration intention. Therefore, in the case of this acceleration operation, it is better to accelerate in the HEV mode than to accelerate in the EV mode.
Therefore, the elapsed time since the setting adjustment unit of the steering switch 28 starts to be pushed in the first direction is counted, and when the elapsed time exceeds a predetermined time (determination in S20 is “No”). The stop flag is set to Fs = 1 (S30), and prohibition of engine start is stopped. That is, the engine is allowed to start. As a result, vehicle acceleration in accordance with the driver's intention to accelerate can be realized.

2. When Tap-Up Operation is Continued FIG. 11 is a time chart showing the operation at the time of continuous tap-up operation.
When the driver's accelerator function operation is a continuous tap-up operation, it can be determined that the driver has a clear acceleration intention, similar to the acceleration operation described above. Therefore, when the tap-up operation is performed continuously (twice or more times), it is better to accelerate in the HEV mode than in the EV mode.
Therefore, the elapsed time since the tap-up operation is counted, and when the tap-up operation is performed again within the predetermined time (the determination of 21S is “No”), The stop flag is set to Fs = 1 (S30), and prohibition of engine start is stopped. That is, the engine is allowed to start. As a result, vehicle acceleration in accordance with the driver's intention to accelerate can be realized.

3. When the host vehicle speed is lower than the pre-acceleration vehicle speed Vf Although the acceleration in the EV mode is started, the vehicle speed is lower than before the acceleration. It is possible that R / L is increasing. In this case, since there is a limit to the acceleration in the EV mode, it is better to switch to the acceleration in the HEV mode.
Therefore, when the current host vehicle speed V _(n) is lower than the pre-acceleration vehicle speed Vf (determination in S22 is “No”), the cancel flag is set to Fs = 1 (S30), and prohibition of engine start is cancelled. . That is, the engine is allowed to start. Thereby, the set vehicle speed Vs can be achieved, and vehicle acceleration in accordance with the driver's acceleration intention can be realized.

4). When the elapsed time from the start of the accelerator function operation becomes ts or more Although the acceleration in the EV mode is started, the fact that the set vehicle speed Vs cannot be achieved easily means that, for example, the ascending slope of the road surface increases. It is conceivable that the running resistance R / L is increasing, the motor output is at the limit, and the like.
Therefore, when the elapsed time after the accelerator function operation is started, that is, after the acceleration in the EV mode is started, is equal to or longer than a predetermined time ts (determination in S23 is “No”), the stop flag is set. Fs = 1 is set (S30), and prohibition of engine start is stopped. That is, the engine is allowed to start. As a result, the set vehicle speed Vs can be achieved quickly, and vehicle acceleration in accordance with the driver's intention to accelerate can be realized.

As described above, when prohibition of engine start is canceled before the acceleration period ends, that is, when acceleration in the EV mode is interrupted and engine start is permitted, the motor torque upper limit value TL is already corrected to increase. Therefore, first, the increase correction of the motor torque upper limit value TL is canceled (S31). If the increase correction amount Tup can be cancelled (determination in S32 is “Yes”), the prohibition flag is reset to F _NG = 0 (S12), and the engine 1 is allowed to start (determination in S41 is “No” ").

"effect"
From the above, the basic target drive torque calculation unit 21Dc, the engine controller 22, the motor controller 23, and the AT controller 24 correspond to the “drive control means”, and the processes in steps S20 and S21 correspond to the “acceleration intention determination means”. The process of step S17 corresponds to “vehicle speed storage means before acceleration”.
(1) an engine capable of driving the wheel, a motor capable of driving the wheel, and a drive control means for driving at least one of the engine and the motor in accordance with a set vehicle speed that can be set by a driver's switch operation; And the drive control means starts the engine until the set vehicle speed is achieved when the set vehicle speed is increased by a driver's switch operation in a state where the wheels are driven only by the motor. It is characterized by prohibition.
In this way, when the set vehicle speed is increased by the driver's switch operation while the wheels are driven only by the motor, until the set vehicle speed is achieved, the engine start is prohibited until a short time. In addition, the engine is not started and stopped. Therefore, it is possible to suppress a sense of incongruity until the set vehicle speed increases during cruise traveling and the set vehicle speed is achieved.

(2) The drive control means limits the driving force of the motor to a preset upper limit value or less, and increases the upper limit value when the set vehicle speed is increased by a driver's switch operation. To do.
Thus, by increasing and correcting the upper limit value for the driving force of the motor, the driving force of the motor can be increased according to the driver's acceleration request. Therefore, it is possible to satisfy a temporary acceleration request in a state where only the motor is driven.

(3) The drive control means limits the increase correction with respect to the upper limit value according to the maximum power that can be output to the motor.
Thus, the increase correction with respect to the upper limit value is limited according to the maximum power that can be output to the motor, so that excessive power consumption can be suppressed.
(4) The drive control means cancels the increase correction of the upper limit value when the predetermined time is over after the set vehicle speed is increased by the driver's switch operation, and sets the upper limit value before the increase correction. It is characterized by returning to a value.
As described above, when the predetermined time is over after the set vehicle speed is increased, excessive power consumption can be suppressed by canceling the increase correction of the upper limit value.

(5) Acceleration intention determination means for determining the degree of acceleration intention according to at least one of the switch operation length and the number of times of the driver is provided, and the drive control means is the acceleration intention determined by the acceleration intention determination means. When the degree is equal to or greater than a predetermined threshold, the engine is allowed to start.
As described above, when the degree of the driver's intention to accelerate is equal to or greater than a predetermined threshold value, the vehicle can be accelerated in accordance with the driver's intention to accelerate by allowing the engine to start.

(6) Pre-acceleration vehicle speed storage means for storing the own vehicle speed at the time when the set vehicle speed is increased by the driver's switch operation as the pre-acceleration vehicle speed, When the vehicle speed is lower than the stored pre-acceleration vehicle speed, the engine is allowed to start.
As described above, when the host vehicle speed becomes lower than the vehicle speed before acceleration, by allowing the engine to start, the set vehicle speed can be achieved and vehicle acceleration in accordance with the driver's intention to accelerate can be realized.

(7) The drive control means cancels the increase correction of the upper limit value, and allows the engine to start after returning the upper limit value to the value before the increase correction.
Thus, by allowing the engine to start after returning the upper limit value to the value before the increase correction, the engine can be started using the normal cranking torque. Therefore, the shock that occurs when starting the engine can be minimized.

(8) An engine capable of driving wheels and a motor capable of driving wheels are provided, the set vehicle speed is set by a driver's switch operation different from the accelerator operation, and the cruise request torque is set based on the set vehicle speed. And a method of controlling a hybrid vehicle that cruises by driving at least one of the engine and the motor based on the cruise request torque, wherein the driver is in a state of driving the cruise by driving only the motor. When the set vehicle speed is increased by the switch operation, the engine is prohibited from starting until the set vehicle speed is achieved.
In this way, when the set vehicle speed is increased by the driver's switch operation while the wheels are driven only by the motor, until the set vehicle speed is achieved, the engine start is prohibited until a short time. In addition, the engine is not started and stopped. Therefore, it is possible to suppress a sense of incongruity until the set vehicle speed increases during cruise traveling and the set vehicle speed is achieved.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 4 1st clutch 5 2nd clutch 7 Drive wheel 20 Accelerator sensor 21 Integrated controller 21A Requested power generation torque calculation part 21B Requested engine torque calculation part 21C Motor output possible torque calculation part 21D Target drive torque calculation part 21Da Acceleration request torque Calculation unit 21Db Cruise request torque calculation unit 21Dc First target drive torque calculation unit 21Dd Vehicle speed limiter torque calculation unit 21De Final target drive torque calculation unit 21E Vehicle state mode determination unit 21F Engine start control unit 21G Engine stop control unit 21H Target engine torque calculation Unit 21J target motor torque calculation unit 21K target clutch torque calculation unit 21L VAPO calculation 22 engine controller 23 motor controller 24 AT controller 25 brake controller 26 battery Controller 28 Steering switch 30 Cruise cancel switch 31 Distance control controller

Claims (8)

An engine capable of driving wheels,
A motor capable of driving wheels;
Drive control means for driving at least one of the engine and the motor according to a set vehicle speed that can be set by a driver's switch operation,
The drive control means includes
When the set vehicle speed is increased by a driver's switch operation while the wheels are driven only by the motor, the hybrid vehicle is prohibited from starting the engine until the set vehicle speed is achieved. Control device. The drive control means includes
Limiting the driving force of the motor to a preset upper limit value or less,
The hybrid vehicle control device according to claim 1, wherein the upper limit value is increased and corrected when the set vehicle speed is increased by a driver's switch operation. The drive control means includes
The hybrid vehicle control device according to claim 2, wherein an increase correction with respect to the upper limit value is limited according to a maximum power that can be output to the motor. The drive control means includes
After the set vehicle speed is increased by the driver's switch operation, when the predetermined time is over, the increase correction of the upper limit value is canceled and the upper limit value is returned to the value before the increase correction. The control apparatus of the hybrid vehicle of Claim 2 or 3. Acceleration intention determination means for determining the degree of acceleration intention according to at least one of the length and number of times of the switch operation of the driver,
The drive control means includes
The hybrid according to any one of claims 1 to 4, wherein when the degree of acceleration intention determined by the acceleration intention determination means is equal to or greater than a predetermined threshold value, the engine is allowed to start. Vehicle control device. Pre-acceleration vehicle speed storage means for storing the host vehicle speed at the time when the set vehicle speed is increased by a driver's switch operation as the vehicle speed before acceleration;
The drive control means includes
The hybrid vehicle control according to any one of claims 1 to 5, wherein when the host vehicle speed becomes lower than a pre-acceleration vehicle speed stored in the pre-acceleration vehicle speed storage means, the engine is allowed to start. apparatus. The drive control means includes
The hybrid vehicle control device according to claim 5 or 6, wherein start of the engine is permitted after canceling the increase correction of the upper limit value and returning the upper limit value to a value before the increase correction. An engine capable of driving the wheel, and a motor capable of driving the wheel,
A set vehicle speed is set by a driver's switch operation different from the accelerator operation, a cruise request torque is set based on the set vehicle speed, and at least one of the engine and the motor is driven based on the cruise request torque to cruise A control method for a traveling hybrid vehicle,
When the set vehicle speed is increased by a driver's switch operation while driving only the motor, the engine is prohibited from starting until the set vehicle speed is achieved. Vehicle control method.

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