JP3498509B2 - Hybrid vehicle control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more particularly to a technique for preventing the creep force from temporarily changing due to switching of power sources during creep control.

[0002]

2. Description of the Related Art A hybrid vehicle equipped with an engine operated by combustion of fuel and an electric motor operated by electric energy as a power source during vehicle traveling is described in, for example, Japanese Patent Application Laid-Open No. 7-135701. There is.
The hybrid vehicle uses one of the hybrid vehicle and the engine and the electric motor, depending on the driving state, and travels on the other hand.
There is one that performs creep control for operating an engine or an electric motor so that a predetermined creep force (driving wheel torque) is generated even in the FF state.

[0003]

However, in such a hybrid vehicle, the power source may be switched from one of the engine and the electric motor to the other at the time of creep control depending on the operating state. There was a possibility that the force would change temporarily and cause a feeling of strangeness. That is, switching of the power source generally requires clutch engagement / disengagement control and engine / motor output control, but the switching timing and control are difficult, and the creep force may change. Of.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine and an electric motor as a power source for driving a vehicle, and to provide an engine according to a driving state. Another object of the present invention is to eliminate a feeling of strangeness caused by a temporary change in creep force caused by switching the power source from one of the engine and the electric motor to the other during creep control in a hybrid vehicle that uses different electric motors to travel.

[0005]

In order to achieve the above object, the first invention comprises an engine operated by combustion of fuel and an electric motor operated by electric energy as a power source during vehicle running. , While traveling by selectively using those engine and electric motor according to the operating state,
In a control device for a hybrid vehicle that performs creep control to operate the power source so that a predetermined creep force is generated even when the vehicle is stopped and the accelerator is off, the power source is controlled from one of the engine and the electric motor during the creep control. When it is switched to the other, it is characterized by having a movement limiting means for mechanically limiting the movement of the vehicle.

A second aspect of the present invention includes an engine that operates by combustion of fuel and an electric motor that operates by electric energy as power sources when the vehicle is running, and the engine and the electric motor can be selectively used according to operating conditions. In a control device for a hybrid vehicle that performs creep control for operating the power source so that a predetermined creep force is generated even when the vehicle is stopped and the accelerator is off while the vehicle is stopped,
It is characterized by further comprising power source switching prohibition means for prohibiting switching of the power source from one of the engine and the electric motor to the other during the creep control.

According to a third aspect of the present invention, an engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor can be selectively used according to operating conditions. In a control device for a hybrid vehicle that performs creep control for operating the power source so that a predetermined creep force is generated even when the vehicle is stopped and the accelerator is off while the vehicle is stopped,
Before starting the creep control, it is determined whether or not the power source is switched from one of the engine and the electric motor to the other during the creep control according to a predetermined prediction condition, and it is determined that the power source can be switched. Has a power source pre-switching means for switching the power source in advance.

In a fourth aspect based on the third aspect, the power source pre-switching means is characterized in that when the vehicle speed becomes equal to or lower than a predetermined value immediately before the vehicle is stopped, the power source is the electric motor when the power storage amount is normal. From the engine to a lower limit value that is slightly higher than the lower limit value, and if the predetermined value or less, it is predicted that the power source will be switched during the subsequent creep control, the power source It is characterized in that the electric motor is switched to the engine in advance. The fourth invention corresponds to an embodiment of the third invention.

[0009]

According to the first aspect of the present invention, when the power source is switched from one of the engine and the electric motor to the other during creep control, the movement limiting means mechanically limits the movement of the vehicle. Therefore, even if the creep force temporarily changes when the power source is switched from one of the engine and the electric motor to the other, the movement of the vehicle is limited, and a feeling of strangeness does not occur. Control is also easy.

According to the second aspect of the present invention, the power source switching inhibiting means inhibits switching of the power source from one of the engine and the electric motor to the other during the creep control. Therefore, the power source is switched during the creep control. This eliminates the feeling of strangeness caused by the temporary change in creep force. Further, since the switching of the power source during the creep control is prohibited in this way, the complicated switching control for switching the power source so as to change the creep force as little as possible is eliminated.

According to the third aspect of the invention, the power source pre-switching means predicts that the power source is switched from one of the engine and the electric motor to the other during creep control based on a predetermined prediction condition. In this case, since the power source is switched from one of the engine and the electric motor to the other before starting the creep control, it is caused by a temporary change in the creep force due to the power source being switched during the creep control. There will be no discomfort. Further, since the power source is not switched during the creep control as described above, the complicated switching control for switching the power source so as to change the creep force as little as possible is eliminated.

A fourth aspect of the present invention corresponds to an embodiment of the above-mentioned prediction condition, and when the vehicle speed is equal to or lower than a predetermined value immediately before the vehicle is stopped, the amount of electricity stored in the electricity storage device is normally from the electric motor to the electric power source. If it is below a predetermined value that is slightly higher than the lower limit value for switching to the engine, the power source can be switched from the electric motor to the engine because the stored amount of power is below the lower limit value during the creep control performed when the vehicle is stopped thereafter. Since the power source is switched from the electric motor to the engine in advance by the power source pre-switching means, the amount of electricity stored in the power storage device becomes less than or equal to the lower limit value during creep control, and the power source is the electric motor. Switching from to engine is avoided.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Here, in the present invention, the power source can be switched by connecting and disconnecting the power transmission by, for example, a clutch and the like, and a creep force is generated by the electric motor and the engine when the vehicle is stopped. Can be applied to various types of hybrid vehicles that are capable.

The creep control means for generating the creep force by the electric motor may control the motor torque, for example, and the creep control means for generating the creep force by the engine may be, for example, in the case of a fluid coupling such as a torque converter. Need only be operated with a predetermined output,
When transmitting torque via the friction clutch, the transmission torque (engagement torque) of the friction clutch may be controlled while operating the engine at a predetermined output. Further, it has a first rotating element connected to the engine, a second rotating element connected to the electric motor, and a third rotating element connected to the output member, and mechanically combines forces between them. In the case of having an electric torque converter having a composite distribution mechanism such as a planetary gear device for distribution, the reaction torque of the electric motor may be controlled while operating the engine at a predetermined output.

The movement limiting means of the first invention is, for example, a VSC.
(Vehicle stability control) or ABS (anti-lock brake system) is used to operate the service brake, but a dedicated brake can be provided in the power transmission path. Further, it is desirable that the movement restricting means completely prevent both forward and backward movements of the vehicle (vehicle stopping means). For example, forward traveling such as D range is performed by a shift selection operating means such as a shift lever. When the range is selected, only the backward movement of the vehicle may be blocked, and when the reverse running range such as the R range is selected, only the forward movement of the vehicle may be blocked. Such limitation of the one-way movement of the vehicle can be realized by, for example, utilizing a one-way clutch of the automatic transmission and changing the gear stage or the operating state of a predetermined engagement element. .

In the second aspect of the invention, switching of the power source during creep control is prohibited, but switching of the power source during creep control is performed by switching the power source from the electric motor to the engine when, for example, the amount of electricity stored in the power storage device is insufficient. Or to switch the power source from the engine to the electric motor when the amount of electricity stored is sufficient, and the judgment is usually made with emphasis on energy efficiency based on the charging / discharging efficiency of the electricity storage device. For this reason, even if the switching of the power source is prohibited, the energy efficiency is impaired, and there is no great influence. However, if the amount of electricity stored exceeds a certain amount and becomes excessive, the durability of the electricity storage device deteriorates. In that case, it is desirable to switch the power source from the engine to the electric motor.

In the fourth aspect of the invention, the switching of the power source is predicted based on the amount of power stored in the power storage device, but this is because the switching of the power source in normal time is performed based on the amount of power storage. Therefore, the prediction condition of the third aspect of the invention is appropriately determined depending on what operating state the power source is switched to.

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive system 10 of a hybrid vehicle including a control system according to an embodiment of the present invention.

In FIG. 1, this hybrid drive system 10 is for an FR (front engine / rear drive) vehicle, and has the functions of an engine 12 such as an internal combustion engine that operates by combustion of fuel, and an electric motor and a generator. The motor generator 14, the single-pinion type planetary gear unit 16, and the automatic transmission 18 are provided along the front-rear direction of the vehicle, and the output shaft 19 is provided to the left and right via a propeller shaft or a differential device (not shown). The driving force is transmitted to the driving wheels (rear wheels) of the.

The planetary gear unit 16 is a composite distribution mechanism for mechanically combining and distributing forces. The planetary gear unit 16 constitutes an electric torque converter 24 together with the motor generator 14, and the ring gear 16r as the first rotating element includes the first clutch CE ₁ . Is connected to the engine 12 via the sun gear 1 as the second rotating element.
6s is connected to the rotor shaft 14r of the motor generator 14, and the carrier 16c as the third rotating element is connected to the input shaft 26 of the automatic transmission 18. Further, the sun gear 16s and the carrier 16c are connected by a second clutch CE ₂ .

The output of the engine 12 is transmitted to the first clutch CE ₁ via a flywheel 28 for suppressing fluctuations in rotation and torque and a damper device 30 made of an elastic member such as a spring and rubber. Both the first clutch CE ₁ and the second clutch CE ₂ are friction type multi-disc clutches that are engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of a sub-transmission 20 composed of a front-mounted overdrive planetary gear unit and a main transmission 22 composed of a simple-coupling 3 planetary gear train with four forward gears and one reverse gear. .

Specifically, the auxiliary transmission 20 is a single pinion.
The on-type planetary gear device 32 and the hydraulic actuator are used.
Hydraulic clutch C frictionally engaged₀ , Brae
B ₀ And one-way clutch F₀ Is configured with
It Further, the main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38 and hydraulic actuators
Hydraulic clutch C frictionally engaged by₁ ,
C₂ , Brake B₁ , B₂ , B₃ , B_Four And one-way club
Touch F₁ , F₂ And is configured.

The solenoid valve SL1 to SL4 shown in FIG.
Is switched, or the hydraulic circuit 40 is mechanically switched by a manual shift valve connected to a shift lever 42 as a shift selection operation means, so that the clutches C ₀ , C ₁ , C ₂ , the brake B ₀ , B
₁ , B ₂ , B ₃ , B ₄ are engaged and released respectively,
Neutral (N) and forward 5 as shown in FIG.
Each shift speed (1st to 5th) and one reverse speed (Rev) are established.

The automatic transmission 18 and the electric torque converter 24 are constructed substantially symmetrically with respect to the center line, and the lower half of the center line is omitted in FIG.

In the columns of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, "●" indicates that the shift lever 42 is in the engine brake range, for example, "3", "2", and "L" range. Engaged when operated to the low speed range of
And the blank column represents non-engagement.

In this case, the neutral N, the reverse gear Rev and the engine brake range are established by mechanically switching the hydraulic circuit 40 by a manual shift valve mechanically connected to the shift lever 42, The shift between the first and fifth gears of the forward shift stage is electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is from 1st to 5
a stepwise decreases with increasing th, a gear ratio i ₄ = 1 the 4th, gear ratio i ₅ of the 5th, the auxiliary transmission 2
If the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), then 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

As shown in the operation table of FIG. 3, the second
The shift between the shift speed (2nd) and the third shift speed (3rd) is a clutch-to-clutch shift in which both the engagement / release states of the second brake B ₂ and the third brake B ₃ are changed.
In order to smoothly perform this shift, the hydraulic circuit 40 described above incorporates the circuit shown in FIG.

In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, and reference numeral 71 indicates a 2-3 shift valve.
Further, reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
As shown on the lower side of 1, 72. In addition, the number shows each gear stage.

Of the ports of the 2-3 shift valve 71, the third brake B ₃ is connected to the brake port 74 communicating with the input port 73 at the first speed and the second speed, and the third brake B ₃ is connected to the oil passage 7.
It is connected via 5. Orifice 7 in this oil passage
6 is interposed, and a damper valve 77 is connected between the orifice 76 and the third brake B ₃ .
The damper valve 77 sucks a small amount of hydraulic pressure to perform a buffering action when the line pressure is suddenly supplied to the third brake B ₃ .

Reference numeral 78 is a B-3 control valve, which controls the engagement pressure P _B3 of the third brake B ₃ to this B-3.
It is designed to be directly controlled by the control valve 78. That is, this B-3 control valve 7
Reference numeral 8 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween. An oil passage 75 is connected to an input port 82 opened and closed by the spool 79, and the input port 82 is selectively connected to the oil port 75. output port 83 which is communicated with is connected to the third brake B _3.
Further, the output port 83 is connected to a feedback port 84 formed on the tip side of the spool 79.

On the other hand, in the port 85 which is opened at the position where the spring 81 is arranged, the port 86 which outputs the D range pressure at the third or higher gear position among the ports of the 2-3 shift valve 71 is the oil passage. It is made to communicate via 87. A linear solenoid valve SLU is connected to the control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 7
In No. 8, the pressure adjusting level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure P _SLU supplied to the control port 88 increases. It is configured.

Further, reference numeral 89 in FIG. 4 is 2-3.
This 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 arranged between them. 1st across
2 and a second plunger 93 arranged on the opposite side.

An oil passage 95 is connected to the port 94 at the intermediate portion of the 2-3 timing valve 89, and the oil passage 9 is also connected.
5 is connected to the port 96 of the 2-3 shift valve 71, which is communicated with the brake port 74 at a gear speed higher than the third gear speed.

Further, the oil passage 95 branches off along the way,
Port 9 opened between the small diameter land and the large diameter land
7 via an orifice. A port 98 that is selectively communicated with the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

The linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B ₂ has an orifice at the port opened at the end of the second plunger 93. Connected through.

The oil passage 87 is for supplying / discharging hydraulic pressure to / from the second brake B ₂ , and a small diameter orifice 101 and an orifice 102 with a check ball are interposed in the middle thereof. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
04 is interposed, and this oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust pressure speed from the second brake B ₂ , and the port 107 formed at the intermediate portion so as to be opened and closed by the spool 106 has the second brake B 2. ₂
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in the figure from 07 is a port that is selectively communicated with the drain port, and the port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. The port 111 is a port that is selectively communicated with the output port 83 to which the third brake B ₃ is connected.

Of the ports of the orifice control valve 105, a control port 112 formed at the end opposite to the spring for pressing the spool 106 is connected to the port 114 of the 3-4 shift valve 72 via the oil passage 113. ing. The port 114 outputs the signal pressure of the third solenoid valve SL3 at a gear speed lower than the third gear speed,
Further, it is a port for outputting the signal pressure of the fourth solenoid valve SL4 at a shift speed higher than the fourth shift speed.

Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to the drain port.

In the 2-3 shift valve 71, the port 116 for outputting the D range pressure at the gears below the second gear is opened at the portion of the 2-3 timing valve 89 where the spring 92 is arranged. It is connected to the port 117 via an oil passage 118. A port 119 of the 3-4 shift valve 72, which is communicated with the oil passage 87 at a shift speed lower than the third shift speed, is connected to the solenoid relay valve 100 via the oil passage 120.

In FIG. 4, reference numeral 121 is the second
An accumulator for the brake B ₂ is shown, and an accumulator control pressure P _ac adjusted according to the hydraulic pressure output by the linear solenoid valve SLN is supplied to the back pressure chamber thereof. This accumulator control pressure P
_ac is configured such that the lower the output pressure of the linear solenoid valve SLN, the higher the pressure. Therefore,
The transitional hydraulic pressure P _B2 for engagement / release of the second brake B ₂ is
The lower the signal pressure of the linear solenoid valve SLN, the higher the pressure. Accumulators are also provided for the other clutches C ₁ and C ₂ for speed change, the brake B _0, etc., and the accumulator control pressure P _ac acts on the input shaft 2.
6 is controlled according to the torque and the like.

Reference numeral 122 indicates a C-0 exhaust valve, and reference numeral 123 indicates an accumulator for the clutch C ₀ . C-0 exhaust valve 1
Reference numeral 22 is for operating to engage the clutch C ₀ in order to apply the engine brake only in the second gear in the second speed range.

Therefore, according to the hydraulic circuit 40 described above, if the port 111 of the B-3 control valve 78 communicates with the drain, the engagement pressure P of the third brake B ₃ is increased.
_B3 can be directly regulated by the B-3 control valve 78, and the regulation level can be changed by the linear solenoid valve SLU. Further, the spool 106 of the orifice control valve 105
Is in the position shown in the left half of the figure, the second brake B ₂
The exhaust pressure can be discharged through the orifice control valve 105, so that the drain speed from the second brake B ₂ can be controlled. Further, the shift from the second shift stage to the third shift stage is a so-called clutch-to-clutch shift in which the third brake B ₃ is released gently and the second brake B ₂ is gently engaged. , The third brake B ₃ driven by the linear solenoid valve SLU based on the input shaft torque to the input shaft 26
By controlling the release transient hydraulic pressure P _B3 , the shift shock can be appropriately reduced. The control of the hydraulic pressure P _B3 based on the input shaft torque can be performed in real time by feedback control or the like, but may be performed based on only the input shaft torque at the start of gear shift.

The hybrid drive system 10 is provided with a hybrid control controller 50 and an automatic shift control controller 52 as shown in FIG. These controllers 50 and 52 are configured by including a microcomputer having a CPU, a RAM, a ROM, and the like, and include a vehicle speed sensor 62, a shift position sensor 64, an overdrive switch 66, and a vehicle speed V (automatic transmission 18
Corresponding to the output shaft rotation speed N _O of the shift lever 42, the operating range of the shift lever 42, a signal indicating ON / OFF of the overdrive, an accelerator operation amount θ _AC , an input shaft rotation speed N _I ,
Engine torque T _E , motor torque T _M , engine speed N _E , motor speed N _M , power storage device 58 (see FIG. 5)
In addition to reading various information such as the SOC of the battery, ON / OFF of the brake, and the like, signal processing is performed according to a preset program. The engine torque T _E is obtained from the throttle valve opening degree, the fuel injection amount, etc., the motor torque T _M is obtained from the motor current, etc., and the charged amount SOC is the motor current during charging when the motor generator 14 functions as a generator, Required from charging efficiency.

The output of the engine 12 is controlled according to the operating state by controlling the throttle valve opening, the fuel injection amount, the ignition timing, etc. by the hybrid control controller 50. The motor generator 14
Is an M / G controller (inverter) 56 as shown in FIG.
Is connected to a power storage device 58 such as a battery via a hybrid drive controller 50, and the hybrid control controller 50 supplies electric energy from the power storage device 58 to rotate and drive at a predetermined torque. By the electric braking torque of the generator 14 itself), a charging state in which the power storage device 58 is charged with electric energy by functioning as a generator is switched to a no-load state in which the rotor shaft 14r is allowed to freely rotate. In addition, the first clutch CE ₁ and the second clutch CE ₂
By switching the hydraulic circuit 40 via the solenoid valve or the like by the hybrid control controller 50,
The engaged or released state is switched.

In the automatic transmission 18, the solenoid valves SL1 to SL1 are controlled by the automatic shift control controller 52.
SL4, linear solenoid valves SLU, SLT, SL
The N-excited state is controlled, the hydraulic circuit 40 is switched, or hydraulic control is performed, so that the shift speed is switched according to a predetermined shift condition. Gear shifting conditions are
For example, it is set by a shift map or the like using the traveling state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

The hybrid control controller 50
Is, for example, Japanese Patent Application No. 7-294 filed previously by the applicant of the present application.
As described in No. 148, one of the nine operating modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 6, in step S1, it is determined whether or not there is an engine start request, for example, to drive the engine 12 as a power source or to rotationally drive the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not there is a command to start the engine 12.

If there is a start request, mode 9 is selected in step S2. In mode 9, as is clear from FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), and the motor generator 14 causes the engine 12 to operate via the planetary gear device 16. The engine 12 is started by rotationally driving and performing engine start control such as fuel injection.

This mode 9 is carried out with the automatic transmission 18 in neutral when the vehicle is stopped, and the first mode is used when traveling with only the motor generator 14 with the first clutch CE ₁ disengaged as the power source, as in mode 1. Clutch CE
_{This is performed} by engaging ₁ and operating the motor generator 14 with an output higher than the required output required for traveling, and rotationally driving the engine 12 with a margin output higher than the required output. Further, even when the vehicle is traveling, it is possible to temporarily set the automatic transmission 18 to neutral and execute the mode 9.

On the other hand, if the determination in step S1 is negative, that is, if there is no engine start request, step S3 is executed to determine whether there is a braking force request, for example, whether the brake is ON. Or shift lever 42
Is in the engine brake range such as L or 2 (the range in which the shift control is performed only in the low speed shift stage and the engine brake and the regenerative braking operate), and whether the accelerator operation amount θ _AC is 0 or not, or simply the accelerator It is determined whether or not the manipulated variable θ _AC is 0.

If this determination is affirmative, step S
Execute 4. In step S4, it is determined whether or not the SOC of the power storage device 58 is equal to or greater than a predetermined maximum SOC B. If SOC ≧ B, the mode 8 is selected in step S5, and if SOC <B, step S4 is selected. Mode 6 is selected in S6. The maximum storage amount B is the maximum storage amount allowed to charge the storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the storage device 58.

Mode 8 selected in step S5
Engages (ON) the first clutch CE ₁ and engages (ON) the second clutch CE ₂ as shown in FIG.
Is stopped, that is, the throttle valve is closed and the fuel injection amount is set to 0, whereby the braking force by the frictional rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Driving becomes easier. Further, since motor generator 14 is in a no-load state and is allowed to freely rotate, it is possible to prevent the storage amount SOC of power storage device 58 from becoming excessive and impairing performance such as charge / discharge efficiency.

In mode 6 selected in step S6, as is apparent from FIG. 7, the first clutch CE ₁ is released (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged. By the kinetic energy of the vehicle, the motor generator 14 is driven to rotate, Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, braking operation by the driver is reduced and driving operation is facilitated.

Further, since the first clutch CE ₁ is released and the engine 12 is shut off, there is no energy loss due to rubbing of the engine 12 and the stored amount SOC is less than the maximum stored amount B. Therefore, the SOC of the power storage device 58 does not become excessive and the performance such as charging / discharging efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if the braking force is not requested, step S7
Is executed and whether or not the engine start is requested is determined, for example, when the vehicle is stopped while the vehicle is running with the engine 12 as the power source such as the mode 2 or the mode 3 when the storage amount SOC of the power storage device 58 is smaller than the minimum storage amount A. Whether or not, that is, whether or not the vehicle speed V≈0 is determined. The minimum storage amount A is the minimum storage amount that allows the electric energy to be extracted from the storage device 58 when traveling with the motor generator 14 as the power source, and is based on, for example, the charging / discharging efficiency of the storage device 58. A value of about 70% is set.

If this determination is affirmative, it is determined in step S8 whether the "P" range or the "N" range, which is the non-driving range, is selected by the shift lever 42, and the "P" range or If the "N" range is not selected, that is, if the drive range such as the "D" range or the "R" range is selected, step S9 is performed.
The mode 5 is selected with, and when the "P" range or the "N" range is selected, the mode 7 is selected in step S10.

Mode 5 selected in step S9
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON) and the second clutch CE ₂ is released (OFF),
With the engine 12 in operation, the motor generator 14
The vehicle is started by controlling the regenerative braking torque (reaction force torque) of. The predetermined regenerative braking torque is set so that the predetermined creep torque can be obtained even when the accelerator is OFF, that is, the accelerator operation amount θ _AC is substantially zero. Is generated. The step S9 of executing the mode 5 corresponds to the creep control means.

More specifically, when the gear ratio of the planetary gear device 16 is ρ _E , engine torque T _E : output torque of the planetary gear device 16: motor torque T _M = 1: (1+
ρ _E ): ρ _E , for example, assuming that the gear ratio ρ _E is a general value of about 0.5, the motor generator 14 shares half the engine torque T _E with the engine torque T _E. A torque about 1.5 times _E is output from the carrier 16c.

That is, it is possible to start a high torque which is (1 + ρ _E ) / ρ _E times the torque of the motor generator 14. Further, if the motor current is cut off and the motor generator 14 is put into a no-load state, the rotor shaft 14r
The output from the carrier 16c becomes 0 and the vehicle is in a stopped state (creep torque = 0) only when is rotated in the reverse direction.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device, and by gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, The vehicle can be smoothly started with an output torque that is (1 + ρ _E ) times the engine torque T _E.

Here, in this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 which is as small as possible and has a small capacity while ensuring a required torque is used. ,
The device is compact and inexpensive. Further, in this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase of the motor torque T _M , and the engine rotation accompanying the increase of the reaction force is performed. This prevents engine stalls and the like due to the decrease in the number N _E.

The mode 7 selected in step S10 is
As is apparent from FIG. 7, the first clutch CE ₁ is engaged (O
N), the second clutch CE ₂ is released (OFF), the engine 12 is put into an operating state, and the motor generator 14 is put into an unloaded state to be electrically neutral. The rotor shaft 14r of the motor generator 14 is in the reverse direction. By being freely rotated to the input shaft 2 of the automatic transmission 18.
The output for 6 becomes zero. As a result, it is not necessary to stop the engine 12 one by one when the vehicle is running while using the engine 12 as a power source, such as in modes 2 and 3, and it is possible to substantially start the engine in the mode 5.

On the other hand, when the determination in step S7 is negative, that is, when there is no request to start the engine, step S11 is executed and the required output Pd is set to the first preset value.
It is determined whether or not the determination value is P1 or less. The required output Pd is an output required for traveling of the vehicle, including traveling resistance, and is a predetermined data map based on the accelerator operation amount θ _AC , its changing speed, the vehicle speed V, the gear position of the automatic transmission 18, and the like. It is calculated by an arithmetic expression or the like.

The first determination value P1 is a boundary value between a medium load region in which only the engine 12 is used as a power source and a low load region in which only the motor generator 14 is used as a power source. Considering the energy efficiency, the amount of exhaust gas and the amount of fuel consumption are determined by experiments and so on as much as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is less than or equal to the first determination value P1, it is determined in step S12 whether or not the storage amount SOC is greater than or equal to the preset minimum storage amount A, and if SOC ≧ A, in step S13. Select mode 1. On the other hand, SO
If C <A, mode 3 is selected in step S14.

In the above mode 1, as is apparent from FIG. 7, the first clutch CE ₁ is released (OFF), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped,
The motor generator 14 is rotationally driven at the required output Pd, and only the motor generator 14 is used as a power source to start or run the vehicle. The motor generator 14 is operated (torqued) with a predetermined output so that a predetermined creep torque can be obtained even when the accelerator is OFF, that is, the accelerator operation amount θ _AC is substantially zero. Even when the mode 1 is selected, the first clutch CE ₁ is released and the engine 12 is shut off, so that the friction loss is small as in the case of the mode 6, and the automatic transmission 18 is appropriately controlled by the shift control. Efficient motor drive control is possible. The step S13 of executing the mode 1 corresponds to the creep control means.

Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 is less than or equal to and the storage amount SOC of the storage device 58 is equal to or more than the minimum storage amount A. The energy efficiency is superior to the case of traveling as a power source, fuel consumption and exhaust gas can be reduced, and the stored amount SOC of the storage device 58 is the minimum stored amount A.
It does not decrease and the performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is apparent from FIG. 7, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is both engaged (ON) to bring the engine 12 into an operating state and the motor generator 14 into a charged state by regenerative braking, which is generated by the motor generator 14 while the vehicle is being driven by the output of the engine 12. Electric power storage device 58 is charged with electric energy. The engine 12 is operated at an output equal to or higher than the required output Pd, and current control of the motor generator 14 is performed so that the motor generator 14 consumes an amount of surplus power larger than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, the required output P is obtained in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

The second determination value P2 is a boundary value between a medium load region in which only the engine 12 is used as a power source and a high load region in which both the engine 12 and the motor generator 14 are used as power sources, and charging by the engine 12 is performed. In consideration of energy efficiency including time, the amount of exhaust gas and the amount of fuel consumption are predetermined by experiments and the like so as to be as small as possible.

If P1 <Pd <P2, it is determined in step S16 whether SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17, and SOC <A
In this case, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
It is determined whether or not SOC ≧ A. If SOC ≧ A, the mode 4 is selected in step S19, and if SOC <A, the mode 2 is selected in step S17.

In the mode 2, as is apparent from FIG. 7, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated. It is a no-load state, and the vehicle is run using only the engine 12 as a power source.

In mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in the operating state, and the motor generator 14 is rotationally driven. The vehicle is driven with high output using both of the generators 14 as power sources.

This mode 4 is executed in the high load region where the required output Pd is the second judgment value P2 or more, but the engine 12
Since both the motor generator 14 and the motor generator 14 are used together, the energy efficiency is not significantly impaired as compared with the case where only one of the engine 12 and the motor generator 14 is used as the power source, and fuel consumption and exhaust gas can be reduced. . Further, since it is executed when the stored amount SOC is equal to or more than the minimum stored amount A, the stored amount SOC of the storage device 58 does not fall below the minimum stored amount A and the performance such as charging / discharging efficiency is not impaired.

Summarizing the operating conditions of the above modes 1 to 4, if the charged amount SOC ≧ A, the mode 1 is selected in step S13 in the low load region of Pd ≦ P1 and only the motor generator 14 is used as the power source. And P1 <P
In the medium load range of d <P2, the mode 2 is selected in step S17, and the vehicle runs with only the engine 12 as the power source.
In the high load region of ≤Pd, the mode 4 is selected in step S19 and the vehicle runs with both the engine 12 and the motor generator 14 as power sources.

If SOC <A, the required output P
Although the power storage device 58 is charged by executing the mode 3 of step S14 in the medium and low load region where d is smaller than the second determination value P2, in step S17 in the high load region where the required output Pd is the second determination value P2 or more. Mode 2 is selected, and high-power running is performed by the engine 12 without charging.

In the mode 2 of step S17, P1 <Pd
<P2 in the middle load region and SOC ≧ A, or P
This is executed in the high load region of d ≧ P2 and in the case of SOC <A.
Since the engine 12 has higher energy efficiency than the engine 12, it is possible to reduce fuel consumption and exhaust gas as compared with the case of traveling with the motor generator 14 as a power source.

In the high load region, the mode 4 in which the motor generator 14 and the engine 12 are used together for traveling
However, when the storage amount SOC of the power storage device 58 is smaller than the minimum storage amount A, the operation is performed in Mode 2 using only the engine 12 as a power source, and thus the storage amount SOC of the power storage device 58 is the minimum. It is avoided that the amount of stored electricity becomes smaller than A and the performance such as charging / discharging efficiency is impaired.

Next, a characteristic portion in the case where the first invention is applied to this embodiment, that is, the creep force is temporarily changed by switching the power source from one of the engine 12 and the motor generator 14 to the other during the creep control. The control operation for eliminating the uncomfortable feeling caused by the change to will be described based on the flowchart of FIG. still,
This control operation corresponds to the movement limiting means and is executed by the hybrid control controller 50.

In FIG. 8, in step SA1, the vehicle speed V≈0 is determined based on the signal supplied from the vehicle speed sensor 62, that is, it is determined whether or not the vehicle is substantially stopped. If this determination is positive, in step SA2,
In the operation mode determination subroutine of FIG. 6, it is determined whether the operation mode switching between the mode 1 and the mode 5 is determined.

If this determination is affirmative, step S
In A3, brake assist is executed. That is, even if the brake pedal is not stepped on, or is only stepped on with a weak pedaling force, VSC (Vehicle Stability Control) and ABS (Anti-Lock Brake) are maintained from the start to the end of the operation mode switching. Sufficient braking force is applied to the vehicle using the system). Therefore, the movement of the vehicle is completely restricted during the switching of the operation mode, and the engagement and disengagement control of the first clutch CE ₁ and the second clutch CE ₂ for switching the operation mode, the engine 12 and the motor generator 14 are performed. For the output control of, it is not necessary to perform special control while limiting the movement of the vehicle, and normal control is sufficient.

As described above, according to this embodiment, the movement restricting means (SA1 to SA3) determines whether to switch the operation mode between the mode 1 and the mode 5 during the creep control with the vehicle speed V≈0. If this is done, sufficient braking force will be applied to the vehicle using VSC, ABS, etc. from the time the operation mode is switched to the time it is completed, so the creep force will change temporarily when the operation mode is switched. Even if the movement of the vehicle is restricted, a feeling of strangeness does not occur, and the engagement and disengagement control of the first clutch CE ₁ and the second clutch CE ₂ for switching the operation mode,
The output control of the engine 12 and the motor generator 14 can be performed as usual, which facilitates the control.

Next, the characteristic portion in the case where the first invention is applied to this embodiment, that is, the creep force is temporarily changed by switching the power source from one of the engine 12 and the motor generator 14 to the other during the creep control. Another control operation for eliminating the uncomfortable feeling caused by the change to the will be described based on the flowchart of FIG.
It should be noted that this control operation corresponds to the movement limiting means and is executed by the hybrid control controller 50.

In FIG. 9, in step SB1, it is determined based on the signal supplied from the vehicle speed sensor 62 that the vehicle speed V≈0, that is, whether the vehicle is in a substantially stopped state. If this determination is positive, in step SB2,
In the operation mode determination subroutine of FIG. 6, mode 1
It is determined whether or not the switching of the operation mode between the mode 5 and the mode 5 is determined.

If this determination is affirmative, step S
Based on the signal supplied from the shift position sensor 64 at B3, the shift lever 42 moves the forward range, that is, "D", "4", "3", "2", "L".
It is determined whether or not the same is being operated. If this determination is positive, in step SB4 the automatic transmission 1
The 8th clutch and brake are engaged and disengaged respectively (excitation states of the solenoid valves SL1 to SL4 are changed) to establish a 2nd or 3rd gear stage. By doing so, since the inversion of the output shaft 19 by the action of the one-way clutch F ₂ is prevented, for example, such as uphill when moving forward or stop at creep force, creep force with the switching of the operation mode The movement of the vehicle is mechanically limited even when changes in the sway (forward hill hold control).

On the other hand, when the determination in step SB3 is negative, it is determined in step SB2 that the operation mode is switched between the mode 1 and the mode 5 because the shift lever 42 is "N", " Since the shift lever 42 is operated to the "R" range which is the reverse traveling range only when the drive range is operated to the drive range other than the "P" range, the overdrive switch 66 is turned on in step SB5. The auxiliary transmission 20 of the automatic transmission 18 is brought into the overdrive state regardless of whether it is OFF. In particular,
The clutch C ₀ is released (OFF) and the brake B ₀ is engaged (ON) with respect to the operating state of each clutch and brake shown in the Rev column of FIG. 3. By doing so, the forward rotation of the output shaft 19 is blocked by the action of the one-way clutch F _0. Therefore, for example, when the forward movement of the vehicle is blocked by the creep force on a downhill road, the operation mode is changed. Even if the creep force changes, the movement of the vehicle is mechanically limited (reverse hill hold control).

As described above, according to this embodiment, the movement restricting means (SB1 to SB5) switches the operation mode between the mode 1 and the mode 5 during the creep control with the vehicle speed V≈0. If it is determined that the one-way clutch F ₂ is operated, the shift lever 42 is operated to the forward travel range, and the second speed and the third speed are established in the automatic transmission 18. Since the reversal of the output shaft 19 is prevented by, the movement of the vehicle is restricted even if the creep force temporarily changes when the operation mode is switched. Further, when the shift lever 42 is operated to the reverse travel range, the auxiliary transmission 20 of the automatic transmission 18 is
Is brought into the overdrive state, the forward rotation of the output shaft 19 is prevented by the action of the one-way clutch F ₀ .
The movement of the vehicle is limited even if the creep force temporarily changes when the driving mode is switched. As a result, a feeling of strangeness does not occur, and the engagement and disengagement control of the first clutch CE ₁ and the second clutch CE ₂ for switching the operation mode and the output control of the engine 12 and the motor generator 14 are performed as usual. It is possible to control easily.

Next, a characteristic portion in the case where the second invention is applied to the present embodiment, that is, the creep force is temporarily changed by switching the power source from one of the engine 12 and the motor generator 14 to the other during the creep control. The control operation for eliminating the uncomfortable feeling caused by the change to will be described based on the flowchart of FIG.
The control operation corresponds to the power source switching prohibition means and is executed by the hybrid control controller 50.

10, in step SC1, in the operation mode determination subroutine of FIG. 6, for example, the storage amount SOC of the storage device 58 increases and the above-mentioned minimum storage amount A
It is determined whether or not it has been determined that the operation mode has been switched from the mode 5 to the mode 1 when the predetermined value C (<< B), which is larger than the above, has been exceeded. If this determination is affirmative, it is determined in step SC2 based on the signal supplied from the vehicle speed sensor 62 that the vehicle speed V≈0, that is, whether the vehicle is in a substantially stopped state.

If the determination in step SC2 is affirmative, the creep control is being performed, and thus step SC3
6, the operation mode switching is temporarily prohibited and the mode 5 is continued without following the operation mode switching determination by the operation mode determination subroutine of FIG. However, when the storage amount SOC of the storage device 58 becomes equal to or more than the maximum storage amount B described above and it becomes impossible to charge the storage device 58 with electric energy any more, the operation is switched from the mode 5 to the mode 1. The mode is switched.

However, if the determination in step SC2 is negative, the operation mode is switched from the mode 5 to the mode 1 as usual according to the operation mode switching determination by the operation mode determination subroutine of FIG. 6 in step SC4.

As described above, according to this embodiment, in the power source switching prohibiting means (steps SC1 to SC4), the vehicle speed V≈0 based on the signal supplied from the vehicle speed sensor 62.
At the time of the creep control determined to be, the operation mode switching is temporarily prohibited and the mode 5 is continued because the operation mode switching subroutine in FIG. 6 does not follow the operation mode switching determination from the mode 5 to the mode 1. The feeling of discomfort is not caused due to the temporary change of the creep force due to the switching of the power source during the creep control. Further, since the switching of the power source during the creep control is prohibited in this way, the complicated switching control for switching the power source so as to change the creep force as little as possible is eliminated.

Next, the characteristic part of the case where the fourth invention is applied to this embodiment, that is, the creep power is temporarily changed by switching the power source from one of the engine 12 and the motor generator 14 to the other during the creep control. The control operation for eliminating the uncomfortable feeling caused by the change to will be described with reference to the flowchart of FIG.
The control operation corresponds to the power source advance switching means and is executed by the hybrid control controller 50.

In FIG. 11, in step SD1, the vehicle speed V ≦ V is obtained based on the signal supplied from the vehicle speed sensor 62.
_a , that is, it is determined whether the vehicle is about to stop. The predetermined value V _a is set to a value of about 10 [Km / h]. In step SD1, the accelerator operation amount θ _AC ≈
Other determination conditions such as 0 and brake ON may be added.

If this determination is affirmative, step S
At D2, it is determined whether or not the storage amount SOC of the power storage device 58 has become equal to or less than a predetermined value D which is slightly larger than the above-mentioned minimum storage amount A. The predetermined value D is such that the storage amount SOC becomes the minimum storage amount A or less during the creep control in the mode 1,
It is set to a necessary and sufficient value so as not to switch to the creep control in mode 5.

If the determination in step SD2 is affirmative, in step SD3 the mode 1 is set in advance so that the operation mode is not switched during the creep control.
The operation mode is switched from the mode to the mode 5. But,
If the determination in step SD2 is negative, step S
At D4, the mode 1 is maintained until the operation mode determination subroutine of FIG. 6 determines the operation mode switching.

As described above, according to this embodiment, in the power source pre-switching means (steps SD1 to SD4), the vehicle speed V≤V based on the signal supplied from the vehicle speed sensor 62.
_If it is determined in _a that the vehicle is about to stop, and the state of charge SOC of the power storage device 58 is equal to or less than the predetermined value D that is slightly larger than the minimum state of charge A, the operation mode is set during creep control. Since the mode 1 is switched to the mode 5 in advance so as not to switch, it is possible to avoid switching to the creep control by the mode 5 when the storage amount SOC becomes the minimum storage amount A or less during the creep control by the mode 1. It As a result, a feeling of discomfort due to a temporary change in creep force due to the switching of the power source during creep control will not occur, and since the power source will not be switched during the creep control, Eliminates the complicated switching control for switching the power source so that the creep force is not changed as much as possible.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, reverse 1
Although the automatic transmission 18 having the gears of five gears and five forward gears has been used, as shown in FIG. 12, the auxiliary transmission 20 is omitted and the automatic transmission 60 including only the main transmission 22 is used. It is also possible to adopt the above, and to carry out shift control with four forward gears and one reverse gear as shown in FIG. However, when the automatic transmission 60 as shown in FIG. 12 is adopted, the backward hill hold control of step SB5 in the control operation shown in FIG. 9 cannot be executed.

The present invention can be applied in various other modes without departing from the spirit of the present invention.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a control device that is an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device in FIG.

FIG. 3 is a diagram illustrating an operation of an engagement element that establishes each shift speed of the automatic transmission of FIG.

FIG. 4 is a diagram showing a part of a hydraulic circuit of the automatic transmission of FIG.

5 is a diagram illustrating a connection relationship between the hybrid control controller and the electric torque converter of FIG.

FIG. 6 is a flowchart illustrating a basic operation of the hybrid drive system of FIG.

7] Modes 1 to 9 in the flowchart of FIG.
It is a figure explaining the operating state of.

8 is a flow chart illustrating a control operation when the first invention is applied to the embodiment of FIG.

FIG. 9 is a flowchart illustrating another control operation when the first invention is applied to the embodiment of FIG.

10 is a flowchart illustrating a control operation when the second invention is applied to the embodiment of FIG.

FIG. 11 is a flowchart illustrating a control operation when the fourth invention is applied to the embodiment of FIG.

FIG. 12 is a skeleton diagram illustrating a configuration of a hybrid drive system of a hybrid vehicle including an automatic transmission having a configuration different from that of the automatic transmission of FIG. 1.

13 is a diagram for explaining the operation of the engagement element that establishes each shift speed of the automatic transmission of FIG.

[Explanation of symbols]

12: Engine 14: Motor generator (electric motor) 50: Hybrid control controller Steps S9 and S13: Creep control means Steps SA1 to SA3, SB1 to SB5: Movement restriction means Steps SC1 to SC4: Power source switching prohibition means Step SD1 SD4: Power source advance switching means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI B60K 6/04 370 B60K 6/04 370 400 400 400 530 530 733 733 41/00 301 41/00 301A 301B 301C 301D 301F 41/28 41 / 28 B60L 15/20 B60L 15/20 K F02D 29/02 F02D 29/02 D F16D 48/02 F16D 25/14 640L (72) Inventor Yuji Hata 1 Toyota Town, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (56) Reference JP-A-8-135762 (JP, A) JP-A-7-172196 (JP, A) Kaihei 10-184411 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 6/02-6/06 B60L 11/00-11/14 B60K 41/00 -41/28 F02D 29/00-29/06 F16D 48/00-48/12

Claims (4)

(57) [Claims] 1. An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor are used separately according to the driving state to run. In a control device for a hybrid vehicle that performs creep control for operating the power source so that a predetermined creep force is generated even when the accelerator is off when the vehicle is stopped, the power source is one of the engine and the electric motor during the creep control. From one to the other,
A control device for a hybrid vehicle, comprising a movement limiting means for mechanically limiting the movement of the vehicle. 2. An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor are selectively used according to the operating state to run. In a control device for a hybrid vehicle that performs creep control to operate the power source so that a predetermined creep force is generated even when the vehicle is stopped and the accelerator is off, one of the engine and the electric motor is used as the power source during the creep control. A control device for a hybrid vehicle, comprising: a power source switching prohibition unit that prohibits switching from one to the other. 3. An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor are selectively used according to the operating state to run. In a control device for a hybrid vehicle that performs creep control for operating the power source so that a predetermined creep force is generated even when the accelerator is off when the vehicle is stopped, before the creep control is started, the control is performed during the creep control. It has a power source pre-switching means for determining whether or not the power source is switched from one of the engine and the electric motor to the other in accordance with a predetermined prediction condition, and switching the power source in advance when it is determined to be switched. A control device for a hybrid vehicle characterized by the above. 4. The power source pre-switching unit according to claim 3, wherein when the vehicle speed is equal to or lower than a predetermined value immediately before the vehicle is stopped, the power source normally operates from the electric motor to the engine when the power storage amount of the power storage device is normal. It is determined whether or not the power source is switched to a predetermined value that is slightly higher than the lower limit value that is switched to. A control device for a hybrid vehicle, wherein an electric motor is switched to the engine in advance.