JP2017128281A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device which allows for improvement in fuel economy and yet improvement in responsiveness of a vehicle upon reacceleration, by favorably controlling clutch engagement and disengagement.SOLUTION: The hybrid vehicle control device is provided for use in a hybrid vehicle in which a clutch 12 is provided between an output shaft 11a of an engine 11 and an input/output shaft 13a of an electric motor 13, and in which driving force of the electric motor 13 can be transmitted to a driving wheel side of the hybrid vehicle 1 and driving force of the engine 11 in addition to the driving force of the electric motor 13 can be transmitted to the driving wheel side by engaging the clutch 12. The control device comprises a control device 30 which determines whether or not the clutch 12 should be disengaged under the condition that a deceleration start instruction based on an accelerator position is detected and which performs control in such a way that regeneration by the electric motor 13 while the clutch 12 is disengaged is forbidden, under the condition that a manual shift mode is detected and speed of the engine 11 when the deceleration start instruction is detected is equal to a predetermined engine speed threshold or more.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a hybrid vehicle.

  In recent years, parallel hybrid vehicles that use an internal combustion engine and an electric motor as a driving power source have been widely used.

  As such a hybrid vehicle, for example, a clutch is provided between the output shaft of the engine and the rotating shaft of the electric motor so that the driving force of the electric motor can be transmitted to the driving wheel side of the vehicle, and electric power is supplied by connecting the clutch. There is known a hybrid vehicle that can transmit the driving force of the engine to the driving wheel side in addition to the driving force of the motor.

  In this hybrid vehicle, an EV that drives the vehicle with only motor output based on required power corresponding to the driver's operation input, SOC (State Of Charge) indicating the state of charge of the battery, or the like so as to reduce fuel consumption. A control device is mounted for switching control between the driving mode and another driving mode for driving the vehicle using the engine output by connecting / disconnecting a clutch.

  As a conventional hybrid vehicle control device, when a steep slope is determined on a downhill road, a clutch is connected to cause a deceleration resistance due to engine braking to act on a drive wheel, and a deficiency with respect to a required torque is reduced by a regenerative torque of an electric motor. It is known that, when it is determined that the gradient is gentle, the clutch is disengaged and the electric motor is operated to achieve the required torque by the regenerative torque (see, for example, Patent Document 1).

  Further, in recent years, in addition to an automatic shift mode (D range) in which a hybrid vehicle performs a shift based on a shift map determined according to a driver's acceleration request and a vehicle speed, the vehicle can freely shift according to a driver's shift lever operation. A manual transmission mode (S range) that can be used is being installed.

JP 2011-88595 A

  However, in a conventional hybrid vehicle control device, for example, in order to improve fuel efficiency, the clutch is disengaged at the time of deceleration so that energy corresponding to engine friction can be recovered as regenerative energy and to prevent deterioration of fuel efficiency. When the engine speed is reduced to the idle speed, when the accelerator pedal is depressed by the driver to re-accelerate, the engine speed is increased to the same level as the transmission clutch, and the clutch is connected. Therefore, there is a problem that the driver has a response delay corresponding to the rotation rise time, resulting in poor response.

  For example, when a manual shift mode such as a finger shift or a sequential shift that changes gear according to the driver's shift lever operation is selected, the engine speed is reduced under conditions that require driving torque on an uphill road. The problem is that the driving speed continues in the high speed range, the engine speed drops to about the idle speed due to the disconnection of the clutch at each deceleration, and the responsiveness deteriorates because it is necessary to increase the engine speed to the middle and high speed range at the time of reacceleration. was there. This has the same problem even in a situation where braking torque is required on a downhill road.

  The present invention has been made to solve such an unsolved problem, and by appropriately controlling the engagement / disengagement of the clutch, the fuel consumption can be improved, and the response of the vehicle at the time of reacceleration can be achieved. It is an object of the present invention to provide a control device for a hybrid vehicle that can improve performance.

  In order to achieve the above object, the hybrid vehicle control device according to the present invention is provided with a clutch between the output shaft of the engine and the rotating shaft of the electric motor, and can transmit the driving force of the electric motor to the driving wheel side of the vehicle. And a hybrid vehicle control device capable of transmitting the driving force of the engine to the driving wheel side in addition to the driving force of the electric motor by connecting the clutch, and detecting the rotational speed of the engine Means, an accelerator opening detecting means for detecting the accelerator opening, a mode detecting means for detecting which mode is selected from the automatic shift mode and the manual shift mode, and a deceleration start instruction based on the accelerator opening It is determined whether or not the clutch is to be disengaged on the condition that is detected, and the manual shift mode is detected by the mode detecting means. In both cases, disengagement of the clutch is prohibited on the condition that the engine speed when the deceleration start instruction is detected is equal to or greater than a predetermined rotation threshold value, while the manual shift mode is detected by the mode detection means. Control is performed so that the clutch is disengaged and regeneration by the electric motor is executed on condition that the engine speed when the deceleration start instruction is detected is less than a predetermined rotation threshold. And a control means.

  With this configuration, when a deceleration start request for turning off the accelerator pedal is generated under the manual shift mode, the clutch disengagement is prohibited at a high load when the engine speed is equal to or higher than a predetermined rotation threshold. As a result, the engine speed is not significantly reduced to about the idle speed due to the disengagement of the clutch, and the responsiveness of the vehicle at the time of reacceleration can be improved. In addition, when the automatic shift mode is detected, or when the manual shift mode is detected and the engine speed when the accelerator pedal is turned off is less than the predetermined rotation threshold value, deceleration start to turn off the accelerator pedal is started. By controlling the clutch to be disengaged on the condition that the request is detected, the fuel consumption can be improved within a range that does not affect the responsiveness of the vehicle during reacceleration. Therefore, the fuel consumption can be improved by suitably controlling the clutch connection / disconnection, and the responsiveness of the vehicle at the time of reacceleration can be improved.

  The hybrid vehicle control device according to the present invention further includes slope determination means for determining whether the road is a slope based on a slope of a road surface on which the vehicle travels, and the control means is determined by the slope determination means. The clutch can be disengaged on condition that the absolute value of the slope of the slope is equal to or greater than a predetermined slope determination threshold value.

  The hybrid vehicle control apparatus of the present invention sets the predetermined rotation threshold so that the predetermined rotation threshold is decreased when the absolute value of the gradient increases, and a gradient detection means for detecting a gradient of a road surface on which the vehicle travels. And a setting unit that further includes a setting unit.

  The hybrid vehicle control device of the present invention includes a change amount detecting means for detecting a change amount per unit time of the accelerator opening, and the predetermined rotation threshold value so that the predetermined rotation threshold value is reduced when the change amount is increased. And a setting means for setting.

  According to the present invention, there is provided a control device for a hybrid vehicle that can improve fuel efficiency by appropriately controlling clutch engagement / disengagement and that can improve vehicle responsiveness during reacceleration. be able to.

1 is a schematic configuration diagram of a control device for a hybrid vehicle according to a first embodiment of the present invention. It is a flowchart which shows the procedure of the clutch control process in the control apparatus of the hybrid vehicle which concerns on the 1st Embodiment of this invention. The change of the vehicle speed in the control apparatus of the hybrid vehicle which concerns on the 1st Embodiment of this invention, and the output shaft of an engine, the input-output shaft of a motor generator, and a rotation speed change are represented, (a), The case where the clutch control process in the present embodiment is not executed is shown, and (b) shows the case where the clutch control process in the present embodiment is executed. It is a flowchart which shows the procedure of the clutch control process in the control apparatus of the hybrid vehicle which concerns on the 2nd Embodiment of this invention. It is a figure explaining the map for calculating | requiring the clutch cutting | disconnection regeneration prohibition threshold value which determines whether the regeneration which cut | disconnected the clutch in the hybrid vehicle control apparatus which concerns on the 2nd Embodiment of this invention is prohibited. It is a timing chart explaining the connection / disconnection of the clutch in the hybrid vehicle which concerns on the 2nd Embodiment of this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 to FIG. 3 show a travel drive control system for a hybrid vehicle provided with a control device for a hybrid vehicle according to a first embodiment of the present invention. In the present embodiment, the present invention is applied to a parallel hybrid vehicle. However, the present invention can also be applied to a plug-in hybrid vehicle.

  As shown in FIG. 1, in the vehicle 1 of the present embodiment, an engine 11, an automatic clutch 12 (clutch), a motor generator 13, an AMT (Automated Manual Transmission) 14, a propulsion shaft 15, and a differential device 16 are arranged in front and rear of the vehicle 1. It is sequentially arranged in the direction. Then, power transmission that transmits power from at least one of the engine 11 and the motor generator 13 to the left and right drive wheels 18a and 18b via the AMT 14, the propulsion shaft 15, the differential device 16, and the left and right drive shafts 17a and 17b. A path 19 is configured.

  The vehicle 1 is also equipped with an inverter 22 and a high voltage battery 23, and the vehicle 1 is constituted by the inverter 22, the high voltage battery 23, the engine 11, the auto clutch 12, the motor generator 13, the AMT 14, and the propulsion shaft 15. A hybrid travel drive system 20 that travels is configured.

  The engine 11 is a multi-cylinder internal combustion engine, for example, a 4-cycle diesel engine. The auto clutch 12 has a function of connecting the output shaft 11a, which is the crankshaft of the engine 11, and the input / output shaft 13a of the motor generator 13 so as to be able to transmit power, and blocking the connection.

  The auto clutch 12 can be switched between connection and disconnection by controlling the supply and discharge of the hydraulic pressure to the hydraulic operation cylinder that variably operates the stroke of the friction clutch disk. The hydraulic pressure to the hydraulic operation cylinder here is generated by an electrohydraulic actuator (not shown) (which may be a clutch master cylinder) that responds to a hydraulic control command from an AMT-ECU 32 described later, for example.

  The motor generator 13 has a function of an electric motor (electric motor) that converts supplied electric power into rotational power and outputs it, and a function of a generator that converts input rotational power into electric power and outputs it. It is.

  When the motor generator 13 functions as an electric motor, the motor generator 13 outputs rotational power that can drive the vehicle 1 while the engine 11 is idling, or the engine 11 is operated in order to drive the engine 11 in a driving range with high fuel efficiency. Rotational power assisting the output of 11 can be output. Further, the motor generator 13 cooperates with the inverter 22 when the regenerative braking of the vehicle 1 is operated, outputs a braking torque to the drive wheels 18a and 18b, operates as a generator, and can charge the high voltage battery 23. Yes.

  The AMT 14 is a known transmission mounted on a main body frame (not shown) of the vehicle 1 together with the engine 11. The AMT 14 incorporates a gear transmission mechanism capable of multi-stage shifting similar to a manual transmission, and can automatically control the shifting operation. It is configured as a semi-automatic transmission. The AMT 14 is capable of performing a multi-stage smooth speed change operation, for example, a speed change operation from the first speed to the sixth speed, in cooperation with the auto clutch 12.

  The propulsion shaft 15 is connected to the output shaft 14b of the AMT 14 and the input shaft 16a of the differential device 16 via a universal joint or the like, respectively, and connects the AMT 14 and the differential device 16 so that power can be transmitted.

  The differential device 16 is a known differential device that can distribute the rotational power input from the propulsion shaft 15 to the left and right drive shafts 17a and 17b while allowing a differential.

  The high voltage battery 23 is a secondary battery that can supply electric power to the motor generator 13 and can store electric power generated by the motor generator 13. The inverter 22 has a function of boosting the voltage of the high-voltage battery 23 and converting it into three-phase alternating current for the motor generator 13.

  Thus, in the hybrid travel drive system 20, the auto clutch 12 is provided between the output shaft 11a of the engine 11 and the input / output shaft 13a of the motor generator 13, so that the driving force of the motor generator 13 is supplied to the vehicle. In addition to the driving force of the motor generator 13, the driving force of the engine 11 can be transmitted to the driving wheels 18 a and 18 b by the connection of the auto clutch 12.

  Such traveling drive system 20 is controlled by a control device 30 described below.

  The control device 30 includes a plurality of electronic control units (ECUs), for example, an HV-ECU 31 that is a hybrid drive control unit, an AMT-ECU 32 that controls a clutch operation of the auto clutch 12 and a shift operation of the AMT 14, a vehicle control ECU 33, an engine The ECU 34 and the battery ECU 35 are included.

  The HV-ECU 31 includes a CPU, a RAM, a ROM, a backup memory, an input interface circuit, an output interface circuit, and a communication interface circuit for CAN (Controller Area Network) communication. The input interface circuit of the HV-ECU 31 includes, for example, an accelerator opening sensor 41 that detects the opening degree of the accelerator pedal 21 and a vehicle speed sensor 42 that detects the speed of the vehicle 1 as sensor groups that detect the traveling state of the vehicle 1. It is connected. Here, the accelerator opening sensor 41 in the present embodiment constitutes an accelerator opening detecting means for detecting the accelerator opening according to the present invention.

  The HV-ECU 31 uses the CPU to send and receive data to and from the RAM according to the hybrid control program stored in advance in the ROM, and for example, outputs the total output value of the travel drive system 20 as the required power corresponding to the accelerator opening. Further, based on the sensor information such as the current vehicle speed V and the rotational speed Nj of the engine 11 and the motor generator 13 and the map information in the backup memory regarding the engine performance of the engine 11 and the characteristics of the motor generator 13 The torque Te required for the engine 11 and the command value of the torque Tm required for the motor generator 13 are sequentially calculated so that the operating condition of the drive system 20 is high in energy efficiency. The torque Te is output as a command value to the engine ECU 34 via the CAN bus 36, and the torque Tm is input as a command value to a built-in MG control unit described later.

  The backup memory of the HV-ECU 31 is a memory that can hold stored information even when the CPU is stopped, and is constituted by, for example, an EEPROM. An AMT-ECU 32 and a vehicle control ECU 33 are connected to the communication interface circuit of the HV-ECU 31 via a CAN bus 36. For example, the HV-ECU 31 is connected to the engine ECU 34 via the vehicle control ECU 33 having a gateway function. A torque command value Te is output.

  The battery ECU 35 constantly monitors the charge / discharge amount of the high-voltage battery 23, calculates the ratio of the charge amount to the total battery capacity of the high-voltage battery 23, that is, calculates SOC (State Of Charge) [%] corresponding to the charge rate, The SOC can be transmitted to the HV-ECU 31. It goes without saying that the battery ECU 35 and the HV-ECU 31 can be connected so that CAN communication is possible.

  Then, the HV-ECU 31 executes control of drive output and regenerative brake operation by the motor generator 13 so as to maintain the SOC fluctuation range within a range suitable for the life of the high-voltage battery 23 and reliability. Thus, the SOC of the high voltage battery 23 is controlled between a preset upper limit value (for example, 80%) and a lower limit value (for example, 40%). Note that the SOC upper limit value may temporarily increase, or the SOC may temporarily fall below the lower limit value when regenerative power charging is expected.

  The AMT-ECU 32 includes a CPU, a RAM, a ROM, a backup memory, an input interface circuit, an output interface circuit, and a communication interface circuit for CAN (Controller Area Network) communication. The input interface circuit of the AMT-ECU 32 includes a shift switch 43 that detects a shift lever operation input of the driver, and a resolver that detects a rotational speed Nj of the motor generator 13 that is also a disk rotational speed of the transmission of the auto clutch 12. A rotation speed sensor 44 and a clutch stroke sensor 45 that detects a disc stroke that is an operation position of the auto clutch 12 are connected. Then, detection information from these sensor groups 43 to 45 is taken into the AMT-ECU 32.

  Here, the shift switch 43 is in which shift position the shift lever is in various shift positions such as parking (P), reverse (R), neutral (N), drive (D), sports (S), etc. It is comprised by the shift position sensor which detects. The P position corresponds to the parking range, the R position corresponds to the reverse range, and the N position corresponds to the neutral range. The D position corresponds to the forward range, and the S position corresponds to the sports range. When the shift lever is held in the D range, an automatic shift mode is set in which an optimum shift stage is set according to the travel drive power and the current vehicle speed V, which will be described later, and the vertical shift is performed while the shift lever is held in the S range. A manual transmission mode is selected in which up-shifting and down-shifting can be freely selected according to lever operation.

  Thus, the shift switch 43 detects which mode is selected from the automatic transmission mode and the manual transmission mode. The shift switch 43 detects a shift lever operation in the vertical direction in the S range. The shift switch 43 detects the shift position of the shift lever, converts it into a signal, and outputs the signal to the AMT-ECU 32. Note that the shift switch 43 according to the present embodiment constitutes a mode detection unit according to the present invention.

  In the automatic transmission mode, the AMT-ECU 32 is based on the control information from the HV-ECU 31 and the vehicle control ECU 33 and the detection information from the sensor groups 43 to 45, and the AMT 14 corresponding to the required travel drive power and the current vehicle speed V. The optimum gear position (optimum gear position) is set, and the degree of connection of the auto clutch 12 can be controlled. In order to execute such control, bidirectional communication of information relating to mutually necessary control values and detection values is performed between the HV-ECU 31, the vehicle control ECU 33, and the AMT-ECU 32.

  On the other hand, the auto clutch 12 is connected to the output interface circuit of the AMT-ECU 32, and the AMT-ECU 32 is based on the control request from the HV-ECU 31 and the vehicle control ECU 33 and the detection position of the clutch stroke sensor 45. The connection and disconnection of the auto clutch 12 and the disc stroke can be controlled.

  The input interface circuit of the vehicle control ECU 33 is connected to a gradient sensor 47 constituted by a G sensor and the like, and another sensor group (not shown) that acquires information related to the operating state of the engine 11 and the state of the vehicle 1. ing. And the detection information from these sensor groups 47 grade | etc., Is taken in by vehicle control ECU33, and vehicle control ECU33 can run the vehicle control program regarding vehicle running performance in cooperation with other ECU. . Further, the vehicle control ECU 33 calculates the accelerator opening Acc from the output signal of the accelerator opening sensor 41.

  The gradient sensor 47 detects the inclination angle of the traveling road surface in the vehicle front-rear direction based on, for example, the output ratio of a biaxial acceleration sensor that detects acceleration in the vehicle front-rear direction and vehicle vertical direction. The vehicle control ECU 33 determines whether or not the road is a slope based on detection information of a gradient sensor 47 that detects a gradient of a road surface on which the vehicle travels. The ROM of the vehicle control ECU 33 stores a predetermined gradient determination value determined in advance based on the specification value of the vehicle 1, and the vehicle control ECU 33 stores the detection information of the gradient sensor 47 and the predetermined gradient determination value. In comparison, it is determined whether the road is a slope. Therefore, the gradient sensor 47 and the vehicle control ECU 33 according to the present embodiment constitute a slope determination unit according to the present invention.

  A crank angle sensor 48 is connected to the input interface circuit of the engine ECU 34, and the engine speed Ne [rpm] detected by the crank angle sensor 48 is taken into the engine ECU 34 and is HV by the vehicle control ECU 33 having a gateway function. -It transmits to other ECUs, such as ECU31 and AMT-ECU32. Here, the crank angle sensor 48 in the present embodiment constitutes a rotational speed detection means for detecting the engine rotational speed according to the present invention.

  The engine ECU 34 incorporates various programs and maps for controlling the output of the engine 11 based on the required torque Te. When the command value of the torque Te is input, the engine ECU 34 calculates the fuel injection amount and the injection timing corresponding to the command value, and controls the engine 11.

  These HV-ECU 31, AMT-ECU 32, vehicle control ECU 33, and engine ECU 34 ROM and backup memory of the control device 30 include a hybrid control program, a shift control program, a vehicle control program, an engine control program, and a cooperation program for these control programs. A plurality of other control programs that operate (hereinafter collectively referred to as a plurality of control programs), for example, control programs including clutch control, and various setting values and maps used in the plurality of control programs Etc. are stored. The AMT-ECU 32 stores a program for determining whether or not the regenerative control in which the auto clutch 12 is disconnected is prohibited.

  The control device 30 constitutes control means according to the present invention, and the HV-ECU 31, the AMT-ECU 32, the vehicle control ECU 33, and the engine ECU 34 cooperate with each other to execute these control programs. It is configured to exhibit the functions described below.

  The AMT-ECU 32 determines whether or not to disengage the auto clutch 12 on the condition that a deceleration start instruction based on the accelerator opening is detected, and the manual shift mode is detected. The disengagement of the auto clutch 12 is prohibited on condition that the engine speed when the deceleration start instruction is detected is equal to or greater than a predetermined rotation threshold value X (hereinafter also referred to as prohibition condition). In addition, the AMT-ECU 32 stores in advance a predetermined rotation threshold value, which will be described later, determined in advance based on the specification values of the vehicle 1 in the ROM.

  Specifically, when the AMT-ECU 32 receives information indicating that the accelerator opening is less than a predetermined value, the AMT-ECU 32 determines that a deceleration start instruction indicating that the accelerator pedal 21 is off (simply referred to as accelerator off) is detected. It is determined whether or not the clutch 12 is disengaged. Further, the AMT-ECU 32 receives information representing the engine speed when the above-described deceleration start instruction is detected via the vehicle control ECU 33. As described above, the AMT-ECU 32 performs auto-conditions on the condition that the manual shift mode is detected and the engine speed when the deceleration start instruction is detected is equal to or greater than the predetermined rotation threshold value X (prohibition condition). Disengagement of the clutch 12 is prohibited.

  On the other hand, the AMT-ECU 32 determines whether or not to disengage the auto clutch 12 on the condition that the deceleration start instruction based on the accelerator opening is detected as described above. When the mode is detected, disengagement of the auto clutch 12 is permitted.

  Further, the AMT-ECU 32 detects that the manual shift mode is detected, and the following prohibition condition is satisfied even if the engine speed when the deceleration start instruction is detected is less than the predetermined rotation threshold value X, Disengagement of the auto clutch 12 is prohibited. That is, the AMT-ECU 32 prohibits the disengagement of the auto clutch 12 on condition that the absolute value of the slope of the slope determined by the vehicle control ECU 33 is equal to or greater than a predetermined slope determination threshold. ing. The absolute value of the slope of the slope determined by the vehicle control ECU 33 means the absolute value of the slope when the above-described deceleration start instruction is detected.

  On the other hand, if the manual shift mode is detected and the engine speed is less than the predetermined rotation threshold value X when the deceleration start instruction is detected, the AMT-ECU 32 does not satisfy the prohibition condition described above. Disengagement of the auto clutch 12 is permitted.

  Next, the operation will be described.

  In hybrid vehicle control device 30 of the present embodiment configured as described above, clutch control processing as shown in FIG. 2 is executed at predetermined time intervals on condition that the start switch is turned on.

  First, the AMT-ECU 32 determines whether or not a deceleration start instruction indicating that the accelerator is off is detected based on the information representing the accelerator opening obtained via the HV-ECU 31 (step S11). -If the ECU 32 determines that it is a deceleration start request in step S11, it determines whether it is a manual shift mode or an automatic shift mode (step S12), and on the other hand, if it determines that it is not a deceleration start request in step S11. It ends.

  Next, if the AMT-ECU 32 determines in step S12 that the manual shift mode is selected (YES in step S12), the process proceeds to step S13, whereas if it is determined in step S12 that the manual shift mode is not selected (in step S12). If NO, end.

  Next, the AMT-ECU 32 determines whether or not the engine speed when the deceleration start instruction acquired via the vehicle control ECU 33 is detected is equal to or greater than a predetermined rotation threshold value X (step S13). If it is determined in step S13 that the engine speed is equal to or greater than the predetermined rotation threshold value X, disengagement of the auto clutch 12 is prohibited (step S14). On the other hand, when a deceleration start instruction is detected in step S13 If it is determined that the engine speed is less than the predetermined rotation threshold value X, the process proceeds to step S15.

  Next, the AMT-ECU 32 determines whether or not the absolute value of the slope of the slope acquired through the vehicle control ECU 33 in step S15 is greater than or equal to a predetermined slope determination threshold G (step S15). When the AMT-ECU 32 determines that the slope gradient absolute value acquired via the vehicle control ECU 33 in step S15 is equal to or greater than a predetermined gradient determination threshold G, disengagement of the auto clutch 12 is prohibited. (Step S14) On the other hand, when it is determined that the absolute value of the slope of the slope acquired through the vehicle control ECU 33 in Step S15 is less than a predetermined slope determination threshold G, the disengagement of the auto clutch 12 is permitted. (Step S16).

  Here, in the conventional technique, as indicated by a solid line 71 in FIG. 3A, when the driver's accelerator-off operation is input at time T1, deceleration starts and regenerative control is executed. descend. At this time, the rotational speed on the output side of the auto clutch 12 indicated by the solid line 72 decreases as the vehicle speed decreases, but the auto clutch 12 is disconnected so that the energy corresponding to the engine friction can be recovered as regenerative energy. As shown, the engine speed decreases to a speed corresponding to the idle speed. For this reason, when the accelerator pedal 21 is depressed by the driver to re-accelerate, the solid line 73 reaches the synchronous rotational speed synchronized with the rotational speed on the output side of the auto clutch 12 indicated by the solid line 72 in order to connect the auto clutch 12. It is necessary to increase the engine speed indicated by. Therefore, for the driver, a response delay corresponding to the rotation rise time occurs, giving the impression that the responsiveness is poor.

  On the other hand, in the hybrid vehicle of the present embodiment, as indicated by the solid line 74 in FIG. 3 (b), the vehicle starts decelerating when the driver's accelerator-off operation is input at time T1, and the vehicle speed decreases. . At this time, the rotational speed on the output side of the auto clutch 12 indicated by the solid line 75 decreases as the vehicle speed decreases, but when the prohibition condition described above is satisfied, the disconnection of the auto clutch 12 is prohibited. For this reason, since the engine speed indicated by the dotted line 76 is synchronized with the output speed of the auto clutch 12 indicated by the solid line 75, the output side of the auto clutch 12 indicated by the solid line 72 during re-acceleration as in the prior art. Therefore, it is not necessary to increase the engine speed indicated by the solid line 73 to the synchronous speed synchronized with the rotational speed.

  As described above, in the hybrid vehicle according to the present embodiment, when a deceleration start request for turning off the accelerator is generated in the manual shift mode, the engine speed is equal to or higher than the predetermined rotation threshold value X. For example, since the disengagement of the auto clutch 12 is prohibited, the disengagement of the auto clutch 12 does not significantly reduce the engine speed to the idling engine speed, thereby improving the responsiveness of the vehicle at the time of reacceleration. Can be made. In addition, when the automatic shift mode is detected, or when the manual shift mode is detected and the engine speed when the accelerator is off is less than the predetermined rotation threshold value, a deceleration start request to turn off the accelerator is detected. On the condition, the fuel consumption can be improved by controlling the automatic clutch 12 to be disengaged.

  Therefore, the fuel consumption can be improved by appropriately controlling the connection / disconnection of the auto clutch 12, and the responsiveness of the vehicle at the time of reacceleration can be improved.

  Further, in the hybrid vehicle of the present embodiment, when the absolute value of the slope of the slope on which the vehicle 1 travels is equal to or greater than a predetermined slope determination threshold G, a positive driving force or a negative drive force on the uphill or downhill road Since it is estimated that the driving amount is required to be strong and the disengagement of the auto clutch 12 is prohibited, the disengagement / disengagement of the clutch can be suitably controlled according to the traveling state of the vehicle.

  In the above-described first embodiment, the disengagement of the auto clutch 12 is prohibited based on the engine speed and the gradient as the prohibition condition. However, as described below, the above-described prohibition condition is used as the prohibition condition. The predetermined rotation speed threshold value X may be variably set according to the state of the vehicle.

(Second Embodiment)
FIG. 6 is a flowchart showing a control program of the hybrid vehicle control apparatus according to the second embodiment of the present invention. Since this embodiment has a configuration similar to that of the first embodiment described above, each component will be described with the same reference numeral as the similar component, and the configuration diagram will be omitted. .

  Each ECU described in the first embodiment is stored in each ECU of the control device 30, and various setting values and maps used in a plurality of control programs are stored. The ECU 32 stores a program for determining whether or not the regenerative control in which the auto clutch 12 is disengaged and a program for variably setting a predetermined rotation speed threshold value X described later.

  Specifically, the AMT-ECU 32 disconnects the auto clutch 12 based on the gradient of the traveling road surface of the vehicle 1, the amount of change in the accelerator opening, the differential ratio of the differential device 16, the outer diameter of the diamond, and the gear stage of the AMT 14. A clutch disengagement regeneration prohibiting threshold value (predetermined rotation speed threshold value) X for determining whether to prohibit the regenerative regeneration is calculated. Here, of the gradient of the traveling road surface of the vehicle 1, the amount of change in the accelerator opening, the differential ratio of the differential device 16, and the outer diameter of the diamond, the gradient of the traveling road surface of the vehicle 1, the amount of change in the accelerator opening, and the gear of the AMT 14 Since the step changes depending on the running state of the vehicle 1, the differential ratio of the differential device 16 and the outer diameter of the diamond are determined in advance by the specification values of the vehicle 1. In the ROM of the AMT-ECU 32, a two-dimensional map is stored in advance so that the clutch disengagement regeneration prohibition threshold value X can be obtained according to the obtained change amount of the accelerator opening and the absolute value of the gradient. This map is experimentally obtained in advance for each gear stage of the AMT 14 based on the maps shown in FIGS. 5A and 5B described later in consideration of the differential ratio of the differential device 16 and the outer diameter of the diamond. It is stored in the ROM of the AMT-ECU 32 for each gear stage. Note that the AMT-ECU 32 in the present embodiment may store a preset calculation formula and obtain the clutch disengagement regeneration prohibition threshold X.

  In addition, the AMT-ECU 32 in the present embodiment obtains the clutch disengagement regeneration prohibition threshold X from the map described above based on the absolute value of the gradient of the traveling road surface of the vehicle 1 and the amount of change in the accelerator opening. The clutch disengagement regeneration prohibiting threshold value X may be obtained based on either the absolute value of the gradient of the traveling road surface of the vehicle 1 or the amount of change in the accelerator opening.

  More specifically, in the ROM of the AMT-ECU 32, when the clutch disengagement / regeneration prohibiting threshold value X is obtained based on the gradient of the traveling road surface of the vehicle 1, as shown in FIG. A map experimentally obtained in advance in consideration of the outer diameter of the diamond is stored in advance for each gear stage of the AMT 14. Then, the AMT-ECU 32 disengages the clutch on the solid line 52 based on the absolute value of the gradient of the vehicle 1 when the rising of the clutch disengagement regeneration mode (deceleration start instruction that is accelerator off) is detected via the HV-ECU 31. A regeneration prohibition threshold value X is obtained. Thus, as shown in FIG. 5A, the threshold based on the gradient is set so that the clutch disengagement regeneration prohibition threshold X determined by the engine speed becomes smaller when the absolute value of the gradient increases.

  Further, in the ROM of the AMT-ECU 32, when the clutch disengagement regeneration prohibition threshold value X is obtained based on the amount of change in the accelerator opening degree of the vehicle 1, as shown in FIG. A map obtained experimentally in advance in consideration of the outer diameter of the AMT 14 is stored in advance for each gear stage of the AMT 14. Then, the AMT-ECU 32 obtains the clutch disengagement regeneration prohibition threshold X on the solid line 53 based on the amount of change in the accelerator opening degree of the vehicle 1 when the rising of the clutch disengagement regeneration mode is detected via the HV-ECU 31. It has become. Thus, as shown in FIG. 5 (b), the threshold value based on the accelerator opening change amount is set so that the clutch disengagement regeneration prohibition threshold value X determined by the engine speed becomes small when the accelerator opening change amount becomes large. Is set. It goes without saying that a map for calculating the threshold value X based on both the gradient and the accelerator opening can be set for each gear stage.

  In addition, the vehicle control ECU 33 detects the accelerator opening Acc from the output signal of the accelerator opening sensor 41, and transmits the detected accelerator opening Acc to the AMT-ECU 32. The AMT-ECU 32 calculates a change amount, which will be described later, per unit time based on the acquired accelerator opening Acc, and uses the calculation result when the clutch disengagement regeneration prohibition threshold value X is obtained from the map described above. It is like that. It should be noted that the AMT-ECU 32 uses the latest amount of change when the clutch disengagement regeneration mode is detected as the amount of change in the accelerator opening. Note that the accelerator opening sensor 41, the vehicle control ECU 33, and the AMT-ECU 32 according to the present embodiment constitute a change amount detecting means according to the present invention.

  The AMT-ECU 32 sets the clutch disengagement / regeneration prohibition threshold (predetermined rotation threshold) X so that the clutch disengagement / regeneration prohibition threshold X (predetermined rotation threshold) decreases when the gradient of the road surface on which the vehicle 1 travels increases. Therefore, the setting means of the present invention is configured. Further, the AMT-ECU 32 sets the clutch disengagement / regeneration prohibition threshold (predetermined rotation threshold) X so that the above-described clutch disengagement / regeneration prohibition threshold (predetermined rotation threshold) X decreases when the amount of change per unit time of the accelerator opening increases. Therefore, the setting means according to the present invention is configured.

  Further, the vehicle control ECU 33 detects the absolute value of the gradient detected by the gradient sensor 47 and transmits the detected absolute value of the gradient to the AMT-ECU 32. The AMT-ECU 32 uses the absolute value of the gradient acquired when the clutch disengagement regeneration prohibition threshold value X is obtained from each of the maps described above. Note that the gradient sensor 47 and the vehicle control ECU 33 according to the present embodiment constitute a gradient detection means according to the present invention.

  The vehicle control ECU 33 acquires vehicle speed information from a vehicle speed sensor 42 that detects the speed of the vehicle 1, and transmits the detected vehicle speed information to the AMT-ECU 32. The AMT-ECU 32 determines whether or not the vehicle 1 has stopped based on the acquired vehicle speed information. Further, the AMT-ECU 32 determines whether or not a reacceleration request has been made based on the accelerator opening obtained from the vehicle control ECU 33. As described above, the AMT-ECU 32 (1) when the vehicle speed of the vehicle 1 becomes zero, or (2) when the accelerator is turned on after the accelerator is turned off (the accelerator opening exceeds a predetermined value), It is determined that the same deceleration described later is not being performed.

  The control device 30 is configured to exhibit the following functions by executing the plurality of control programs described above in cooperation with the HV-ECU 31, the AMT-ECU 32, the vehicle control ECU 33, and the engine ECU 34. ing. In the description of the present embodiment, for the sake of convenience of explanation, it is assumed that the start of the clutch disengagement mode is detected when a deceleration start instruction indicating that the accelerator is off is detected, and it is determined that the same deceleration is not being performed. In this case, it is assumed that the falling of the clutch regenerative mode has been detected. However, as a condition for shifting to the clutch regenerative mode in which the auto clutch 12 is disengaged, for example, the charging rate of the battery 23, its temperature, etc. can be used as conditions. Of course.

  The AMT-ECU 32 determines whether or not to disconnect the auto clutch 12 on condition that the rising of the clutch disengagement mode is detected, that is, a deceleration start instruction based on the accelerator opening is detected. The AMT-ECU 32 detects the manual shift mode, and the engine speed when the rising of the clutch disengagement mode is detected is equal to or greater than the clutch disengagement regeneration prohibition threshold X calculated as described above. With this condition (prohibited condition), the disengagement of the auto clutch 12 is prohibited.

  Specifically, when the AMT-ECU 32 receives information indicating that the accelerator opening is less than a predetermined value from the HV-ECU 31, it is assumed that a deceleration start instruction (rise of clutch regenerative mode) that is accelerator off is detected. A determination is made as to whether or not to disengage the auto clutch 12. Further, the AMT-ECU 32 receives information representing the engine speed when the above-described deceleration start instruction (rising of the clutch disengagement mode) is detected via the vehicle control ECU 33. The AMT-ECU 32 prohibits clutch disengagement regeneration in which the manual speed change mode is detected and the engine speed when the deceleration start instruction (rise of the clutch disengagement regeneration mode) is detected is calculated as described above. The disengagement of the auto clutch 12 is prohibited under the condition that it is equal to or greater than the threshold value X (prohibition condition).

  On the other hand, the AMT-ECU 32 determines whether or not to disengage the auto clutch 12 on the condition that the deceleration start instruction based on the accelerator opening degree (rise of the clutch disengagement regeneration mode) is detected as described above. However, when the automatic transmission mode is detected, disengagement of the auto clutch 12 is permitted.

  Further, the AMT-ECU 32 determines whether or not the same deceleration is being performed after controlling the auto clutch 12 to be disengaged. When the AMT-ECU 32 determines that the same deceleration is not being performed, the AMT-ECU 32 resets the clutch disengagement permission determination result, that is, releases the state in which disengagement of the auto clutch 12 is prohibited.

  Specifically, the AMT-ECU 32 determines that the deceleration is not the same when the accelerator opening exceeds a predetermined value after the accelerator is turned off based on the accelerator opening acquired from the HV-ECU 31, and the auto clutch 12 The state that prohibits disconnection is released. In addition, when the vehicle speed V becomes zero based on the vehicle speed V acquired from the HV-ECU 31, the AMT-ECU 32 determines that the same deceleration is not being performed, and cancels the state in which disengagement of the auto clutch 12 is prohibited. It has become.

  On the other hand, the AMT-ECU 32 performs automatic clutching on the condition that the manual shift mode is detected and the engine speed when the deceleration start instruction is detected is less than the calculated clutch disengagement regeneration prohibition threshold X. 12 disconnections are allowed.

  Further, the AMT-ECU 32 prohibits clutch disengagement regeneration in which the engine speed is calculated as described above when the manual shift mode is detected and the deceleration start instruction (rise of the clutch disengagement regeneration mode) is detected. In addition to prohibiting the disengagement of the auto clutch 12 under the condition (prohibition condition) that it is equal to or greater than the threshold value X, the engine speed when the deceleration start instruction (start of the clutch disengagement regeneration mode) is detected is Even if it is less than the clutch disengagement regeneration prohibition threshold X calculated as described above, disengagement of the auto clutch 12 is prohibited when the following prohibition condition is satisfied. That is, before the AMT-ECU 32 detects that the manual shift mode is detected, and after the deceleration start instruction (rise of the clutch disengagement regeneration mode) is detected and the clutch disengagement is started, it is not determined that the same deceleration is not being performed. Also, the disconnection of the auto clutch 12 is prohibited under the condition (prohibition condition) that the engine speed during execution of the clutch disconnection regeneration control has reached the clutch disconnection regeneration prohibition threshold value X.

  Next, the operation will be described.

  In hybrid vehicle control device 30 of the present embodiment configured as described above, clutch control processing as shown in FIG. 4 is executed at predetermined time intervals on condition that the start switch is turned on.

  First, the AMT-ECU 32 determines whether or not the rise detection of the clutch disengagement mode acquired via the HV-ECU 31 has been detected, that is, whether or not a deceleration start instruction indicating that the accelerator is off has been detected (step S21). ). If the AMT-ECU 32 determines in step S21 that the clutch disengagement regeneration mode has been detected, the AMT-ECU 32 determines whether the manual transmission mode or the automatic transmission mode is selected (step S22). When it is determined that the rising of the regenerative mode is not detected, the process ends.

  Next, when the AMT-ECU 32 determines in step S22 that the manual shift mode is set (YES in step S22), the process proceeds to step S23, while in step S22, it is determined that the manual shift mode is not set (in step S22). If NO, end.

  Next, the AMT-ECU 32 calculates a clutch disengagement / regeneration prohibition threshold value X that prohibits regenerative control in which the auto clutch 12 is disengaged (step S23). Then, the AMT-ECU 32 determines whether or not the engine speed when the rising of the clutch disengagement mode acquired through the vehicle control ECU 33 is detected is equal to or greater than the clutch disengagement regeneration threshold X. (Step S24). When it is determined in step S24 that the engine speed (including the engine speed during which the clutch disengagement control is being executed) when the rising of the clutch disengagement mode is detected is greater than or equal to the clutch disengagement regeneration prohibition threshold X. The disengagement of the auto clutch 12 is prohibited (step S25), and the process proceeds to step S26. On the other hand, if it is determined in step S24 that the engine speed when the rising of the clutch disengagement mode is detected is less than the clutch disengagement regeneration prohibition threshold X, disengagement of the auto clutch 12 is permitted (step S28). Proceed to step S27.

  Next, if the AMT-ECU 32 determines in step S26 that the vehicle 1 is in the same deceleration, the AMT-ECU 32 returns to step S24. If the AMT-ECU 32 does not determine that the vehicle 1 is not in the same deceleration, the AMT-ECU 32 determines the clutch disengagement permission determination result. The reset, that is, the state of prohibiting the disengagement of the auto clutch 12 is released (step S27), and the process ends.

  FIG. 6 is a timing chart illustrating connection / disconnection of the auto clutch in the hybrid vehicle according to the present embodiment. (A) shows a change in the engine speed by a solid line 81, (b) shows by a solid line 82 whether or not the start of the clutch disengagement regenerative mode of the clutch disengagement has been detected, and (c) shows a clutch disengagement. The contact state is indicated by a solid line 83, and (d) indicates by solid line 84 whether or not clutch disengagement is prohibited. Note that the value of X in (a) changes according to the running state of the vehicle, but is described here as a constant value for convenience of explanation.

  First, as shown in FIG. 6, at time T1, the AMT-ECU 32 establishes the regenerative control execution condition by the deceleration start instruction with the accelerator off, and therefore, through the HV-ECU 31 as indicated by the solid line 82. The rising edge of clutch regenerative mode is detected. At this time, since the engine speed is equal to or greater than the clutch disengagement regeneration prohibition threshold X as indicated by a solid line 81 at time T1, a prohibition condition for prohibiting regeneration after disengaging the auto clutch 12 as indicated by a solid line 84. Is established, and the auto clutch 12 is in a connected state. After that, at the time T2, the engine speed starts to gradually decrease depending on the traveling state. However, at the time T2, since the same deceleration is being performed as indicated by the solid line 81, the auto speed is reduced as indicated by the solid line 84. The establishment of the prohibition condition for prohibiting regeneration after the clutch 12 is disconnected continues. Therefore, at time T2, as indicated by a solid line 83, the auto clutch 12 is in a connected state.

  After that, at time T3, since the same deceleration is no longer being performed, disabling of disengagement of the auto clutch 12 is reset, and the AMT-ECU 32 does not satisfy the regenerative control execution condition. Then, the falling of the clutch disengagement mode is detected, and as indicated by a solid line 83, the auto clutch 12 is in a connected state. At time T4, the AMT-ECU 32 establishes the clutch disengagement regeneration mode via the HV-ECU 31 as indicated by the solid line 82 because the regeneration control execution condition is established by the deceleration start instruction with the accelerator off. To detect. Therefore, since the engine speed is less than the clutch disengagement regeneration prohibition threshold X, the regeneration that disengages the auto clutch 12 is permitted, and the auto clutch 12 enters the disengaged state as indicated by the solid line 83 at time T4.

  Thereafter, at time T5, the engine speed becomes equal to or greater than the clutch disengagement regeneration prohibition threshold value X, and the prohibition condition is satisfied as indicated by the solid line 84. Therefore, at time T5, as indicated by a solid line 83, the auto clutch 12 is in a connected state. Thereafter, at time T6, since the same deceleration is not being performed, the prohibition of disengagement regeneration of the auto clutch 12 is reset. As described above, since the execution condition of the clutch disengagement control is not established at the time T6, the falling of the clutch disengagement mode is detected via the HV-ECU 31 as indicated by the solid line 82, and as indicated by the solid line 83. In addition, the auto clutch 12 is in a connected state.

  As described above, in the hybrid vehicle of the present embodiment, even if the AMT-ECU 32 detects the rising of the clutch regenerative mode via the HV-ECU 31 between the time T1 and the time T2, the engine speed is the clutch. Since it is not less than the cut regeneration prohibiting threshold value X, regeneration after the auto clutch 12 is disconnected is prohibited, so that the auto clutch 12 is in a connected state until it is determined that the same deceleration is not being performed. Further, the AMT-ECU 32 detects the deceleration start instruction (rise of the clutch disengagement regeneration mode) from the time T4 and starts the clutch disengagement control, and before determining that the same deceleration is not being performed at the time T6. Since the engine speed during execution of the regenerative control reaches the clutch disengagement regeneration prohibition threshold value X, the regeneration of disengaging the auto clutch 12 is prohibited, so that the auto clutch 12 enters the connected state from time T5.

  As described above, in the hybrid vehicle according to the present embodiment, under the manual shift mode, when the rising of the regeneration mode is detected, the engine speed is higher than the clutch disengagement regeneration prohibition threshold X or higher. For example, since the disengagement of the auto clutch 12 is prohibited, the disengagement of the auto clutch 12 does not significantly reduce the engine speed to the idling engine speed, thereby improving the responsiveness of the vehicle at the time of reacceleration. Can be made. Moreover, in the hybrid vehicle 1 of the present embodiment, the engine speed is detected when the automatic shift mode is detected or when the manual shift mode is detected and the rising of the clutch regenerative mode is detected. Is less than the clutch disengagement / regeneration prohibition threshold X, the fuel consumption can be improved by controlling the disengagement of the auto clutch 12 within a range that does not affect the responsiveness of the vehicle 1 during reacceleration. .

  Therefore, in the hybrid vehicle of the present embodiment, the fuel consumption can be improved by suitably controlling the connection / disconnection of the auto clutch 12, and the responsiveness of the vehicle at the time of reacceleration can be improved.

  Moreover, in the hybrid vehicle of the present embodiment, the clutch disengagement / regeneration prohibiting threshold value X used for determining whether or not regeneration accompanying disengagement of the auto clutch 12 is prohibited depends on the differential ratio of the differential device 16, the outer diameter of the diamond, and In addition to the gear stage, the driving condition of the vehicle, that is, the gradient of the traveling road surface of the vehicle 1 and the amount of change in the accelerator opening are set in consideration, so that the strength of the driver's driving force request can be identified. That is, when the absolute value of the gradient and the amount of change become large, it is required that the positive driving force (torque) or the negative driving force (torque) be increased even if the accelerator is temporarily off on the uphill road or downhill road. The clutch disengagement is prohibited because it is estimated that there is a high possibility that the clutch is disengaged, so that the clutch disengagement can be suitably controlled according to the traveling state of the vehicle.

  In each of the above-described embodiments, among the ECUs constituting the control device 30, the AMT-ECU 32 executes the control for prohibiting the disengagement of the fort clutch 12 in the clutch disengagement regeneration mode. The ECUs other than the AMT-ECU 32 out of the ECUs 30 may execute the control, or the ECUs may execute the control in cooperation.

  In each of the above-described embodiments, the hybrid travel drive system 20 is provided with the auto clutch 12 between the output shaft 11a of the engine 11 and the input / output shaft 13a of the motor generator 13. However, the present invention is not limited to this. .

  As described above, according to the present invention, it is possible to improve the fuel consumption by appropriately controlling the clutch connection / disconnection, and to control the hybrid vehicle capable of improving the responsiveness of the vehicle at the time of reacceleration. The present invention can be provided, and is useful for all control devices that execute deceleration regeneration in a clutch disengaged state in a parallel hybrid vehicle that uses both an internal combustion engine and an electric motor as a power source for driving.

1 Vehicle 11 Engine 12 Auto clutch (clutch)
13 Motor generator (electric motor)
14 AMT (Transmission)
30 Control device (control means)
31 HV-ECU
32 AMT-ECU (control means, change amount detection means, setting means)
33 Vehicle control ECU (slope determination means, gradient detection means, change amount detection means)
34 Engine ECU
41 accelerator opening sensor (accelerator opening detection means, change amount detection means)
42 Vehicle speed sensor 43 Shift switch (mode detection means)
47 Gradient sensor (slope determination means, gradient detection means)
48 Crank angle sensor (rotation speed detection means)

Claims (4)

A clutch is provided between the output shaft of the engine and the rotating shaft of the electric motor, and the driving force of the electric motor can be transmitted to the driving wheel side of the vehicle, and in addition to the driving force of the electric motor by the connection of the clutch, A control device for a hybrid vehicle capable of transmitting a driving force of an engine to the driving wheel side,
A rotational speed detection means for detecting the rotational speed of the engine;
An accelerator opening detecting means for detecting the accelerator opening;
Mode detection means for detecting which mode is selected from the automatic transmission mode and the manual transmission mode;
Determining whether to disengage the clutch on the condition that a deceleration start instruction based on the accelerator opening is detected;
The clutch is prohibited from being disengaged on the condition that the manual shift mode is detected by the mode detecting means and that the engine speed when the deceleration start instruction is detected is equal to or greater than a predetermined rotation threshold. On the other hand, the clutch is disengaged on condition that the manual shift mode is detected by the mode detecting means and that the engine speed when the deceleration start instruction is detected is less than a predetermined rotation threshold. And a control means for controlling the motor to perform regeneration by the electric motor, and controlling the hybrid vehicle. Further comprising slope judging means for judging whether the road is a slope based on a slope of a road surface on which the vehicle travels,
2. The control unit prohibits disengagement of the clutch on the condition that the absolute value of the slope of the slope determined by the slope determination unit is equal to or greater than a predetermined slope determination threshold value. The control apparatus of the hybrid vehicle described in 2. Gradient detecting means for detecting the gradient of the road surface on which the vehicle travels;
The control device for a hybrid vehicle according to claim 1, further comprising setting means for setting the predetermined rotation threshold so that the predetermined rotation threshold decreases when the absolute value of the gradient increases. A change amount detecting means for detecting a change amount per unit time of the accelerator opening;
The hybrid vehicle control device according to claim 1, further comprising: a setting unit that sets the predetermined rotation threshold so that the predetermined rotation threshold decreases when the amount of change increases. .

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