JP4024222B2 - Speed control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle speed control device, and more particularly to a hybrid vehicle speed control device in which a drive shaft connected to a tire and a motor output shaft to which a drive motor is attached are directly connected.

  Hybrid vehicle drive systems that use an internal combustion engine such as a gasoline engine and an electric motor as a vehicle drive source include a series system, a parallel system, and a series / parallel system. The series type is a driving method in which electric power generated by a generator is charged in a battery and the vehicle is driven by an electric motor that operates as a driving source, that is, a driving motor, and an engine is used to drive the generator. In the parallel type, the engine is the main drive source, and when starting or accelerating when the engine is loaded, the electric motor is used as a drive source to assist in driving force, and during light loads the electric motor is used as a generator to operate the battery. This is a driving method for charging. The series / parallel system is a vehicle drive system that independently includes a generator and a drive motor in addition to the engine. The series / parallel system is common to the parallel system in that it travels by switching between driving with a single engine, driving with a single driving motor, and driving with both driving sources depending on the driving conditions of the vehicle. This is different from the parallel type in that the generator can be operated by the engine even during operation of the motor.

  A drive motor that is mounted on a hybrid vehicle and operates as a drive source is scheduled to be used in a wide drive area. Therefore, a large-capacity motor that can output a large driving force is mounted, and usually, The rotation speed limit value is set to a value calculated by estimating a predetermined margin from the burst limit value.

  In such a hybrid vehicle power transmission device, there is one that directly couples a drive shaft coupled to a tire and a motor output shaft to which a drive motor is mounted in order to transmit a driving force to the tire without using a clutch. In such a case, the motor output shaft on which the drive motor is mounted is forcibly rotated in conjunction with the rotational speed of the drive shaft, that is, the vehicle speed. Therefore, in a hybrid vehicle employing such a configuration, a vehicle speed limiter value is set in advance based on the rotation speed limit value of the drive motor so that the rotation speed of the motor output shaft does not exceed the rotation speed limit value of the drive motor. In addition, it is necessary to perform speed control so that the vehicle does not travel exceeding the vehicle speed limiter value.

  By the way, even when the rotation speed limit value of the drive motor is set with a small margin from the burst limit value of the drive motor, the vehicle travels on a flat road or uphill road where the vehicle speed is determined according to the driver's acceleration intention. In this case, by limiting the output when the vehicle speed becomes equal to or higher than the vehicle speed limiter value, there is little possibility that the rotation speed of the motor output shaft will exceed the burst limit value of the drive motor. However, when driving on a downhill road where the vehicle accelerates even though there is no intention to accelerate, even if the output is limited when the vehicle speed exceeds the vehicle speed limiter value, the driver's will On the other hand, there is a high possibility that the rotation speed of the motor output shaft will rotate beyond the burst limit value of the drive motor.

  An object of the present invention is to provide a speed control device for a hybrid vehicle for protecting a drive motor attached to a motor output shaft directly connected to a drive shaft connected to a tire.

  A speed control apparatus for a hybrid vehicle according to the present invention includes a drive shaft connected to a tire, a motor output shaft directly connected to the drive shaft, and a motor case that houses the motor output shaft. A drive motor comprising vehicle speed detection means for detecting the vehicle speed of the hybrid vehicle, a rotor fixed to the motor output shaft and rotating integrally, and a stator fixed to the motor case; When the vehicle speed detected by the vehicle speed detection means becomes equal to or higher than the initial value of the vehicle speed limiter value set based on the rotation speed limit value of the drive motor, the vehicle speed limiter value is set to a low vehicle speed value smaller than the initial value. Vehicle speed limiter value changing means for changing, and when the vehicle speed exceeds the vehicle speed limiter value, an output corresponding to a predetermined accelerator depression amount Characterized in that to reduce the torque.

  The hybrid vehicle speed control device according to the present invention sets a plurality of values of the low vehicle speed value, and when the vehicle speed becomes equal to or higher than the larger one of the plurality of low vehicle speed values, a lower vehicle speed value is set. The vehicle speed limiter value is changed.

  The speed control device for a hybrid vehicle according to the present invention is characterized in that the vehicle speed limiter value is returned to the initial value based on a vehicle speed control end condition at a low vehicle speed value.

  In the present invention, when the vehicle speed becomes equal to or higher than the vehicle speed limiter value, the output torque for a predetermined accelerator depression amount is reduced based on the vehicle speed limiter value, so that the vehicle speed does not excessively increase even if the accelerator is depressed excessively. The drive motor can be reliably protected. Since the output torque gradually decreases, the drive motor can be reliably protected without impairing the running feeling.

  In the present invention, a plurality of low vehicle speed values smaller than the initial value of the vehicle speed limiter value are set with different values, and when the vehicle speed exceeds the lower vehicle speed value of the larger value, the lower vehicle speed limit value is set to a lower value. By the learning control of changing the vehicle speed limiter value to the vehicle speed value, the vehicle speed limiter value can be changed to suit the driver's intention to accelerate, and the drive motor can be reliably protected. The changed vehicle speed limiter value can be returned to the initial value based on the vehicle speed control end condition.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram of a power transmission device for a hybrid vehicle according to an embodiment of the present invention. This power transmission device has a gear case 12 in which a transmission input shaft 10 and a transmission output shaft 11 constituting a transmission are rotatably incorporated in parallel with each other, and the gear case 12 is disposed in an engine room. It is arranged behind the mounted engine 13. The engine 13 is mounted vertically in the engine room so that the crankshaft 14 faces the traveling direction of the vehicle, and the power transmission device is mounted vertically in the vehicle.

  An electric motor that operates as a generator, that is, a generator motor 15 is incorporated in the gear case 12. The generator motor 15 includes a rotor 16 attached to the crankshaft 14 and a stator fixed to the gear case 12 so as to surround the rotor 16. 17. An engine output shaft 18 is rotatably mounted on the rotation center portion of the rotor 16, and the engine output shaft 18 is connected to the rotor 16 via a damper 19 incorporated in the internal space of the rotor 16. That is, the rotor 16 of the generator motor 15 and the engine output shaft 18 are driven by the engine 13, and the engine power of the crankshaft 14 is transmitted to the engine output shaft 18 after the vibration is attenuated by the damper 19. It will be.

  A first clutch 20 and a second clutch 21 are connected in series between the engine output shaft 18 and the transmission input shaft 10. The first clutch 20 is an electromagnetic multi-plate clutch, and includes a clutch hub 22 as a first input element fixed to the engine output shaft 18 and a clutch drum 24 as a first output element fixed to the connecting shaft 23. The clutch hub 22 is provided with a plurality of clutch plates 25, and the clutch drum 24 is provided with a plurality of clutch plates 26 that engage with the clutch plates 25. An electromagnetic coil 27 is incorporated in the gear case 12 for switching between a clutch engagement state in which the clutch plates 25 and 26 as friction engagement elements are brought into close contact with each other and a clutch disengagement state by releasing the engagement. ing.

  The second clutch 21 provided between the connecting shaft 23 and the transmission input shaft 10 is an electromagnetic two-way clutch, and transmits engine power transmitted to the connecting shaft 23 via the first clutch 20 to the transmission input shaft. 10 can be intermittently switched between a power transmission state for transmission to 10 and a release state for blocking power transmission.

  2A is a cross-sectional view showing an example of the second clutch, and FIG. 2B is a cross-sectional view taken along line BB in FIG. 2A. The second clutch 21 has an outer ring 28 splined to the connecting shaft 23 and an inner ring 29 splined to the transmission input shaft 10. The outer ring 28 constitutes a second input element, and the inner ring 29 is A second output element is configured. A plurality of cylindrical rollers 31 held by a cage 30 are arranged between the outer ring 28 and the inner ring 29. The inner peripheral surface of the outer ring 28 facing the roller 31 has a cylindrical shape, whereas the outer peripheral surface of the inner ring 29 has a polygonal shape, and the inner peripheral surface of the outer ring 28 and the outer peripheral surface of the inner ring 29 The interval between them varies depending on the position in the circumferential direction, and the largest interval is set to be larger than the outer diameter of the roller 31. Further, a friction flange 32 fixed to the outer ring 28 and an armature 33 fixed to the retainer 30 are provided to face each other, and an electromagnetic coil 34 arranged to face the friction flange 32 is fixed to the gear case 12. Has been.

  As shown in FIG. 2B, when the electromagnetic coil 34 is not energized, the roller 31 is simultaneously brought into contact with both the inner ring 29 and the outer ring 28 by the switch spring 35 provided between the inner ring 29 and the cage 30. Not held in a positional relationship. Therefore, when the electromagnetic coil 34 is not energized, the outer ring 28 is rotatable with respect to the inner ring 29 without being engaged with the inner ring 29 via the roller 31. On the other hand, since the armature 33 is attracted to the friction flange 32 when the electromagnetic coil 34 is energized, the outer ring 28 and the cage 30 rotate together. When the cage 30 rotates together with the outer ring 28, the roller 31 engages between the outer peripheral surface of the inner ring 29, that is, the cam surface and the inner peripheral surface of the outer ring 28, and the outer ring 28 is integrated with the inner ring 29 in the rotation direction. Will rotate. Therefore, when the electromagnetic coil 34 is energized, it is switched to a fastening state in which power transmission is possible, while when the electromagnetic coil 34 is not energized, it is switched to a release state in which power transmission is interrupted.

  As shown in FIG. 1, two drive gears 36, 37 are rotatably mounted on the transmission input shaft 10, and each of the drive gears 36, 37 is a driven gear 38 fixed to the transmission output shaft 11. 39 is always meshed, and constitutes a low-speed gear train and a high-speed gear train. Between the driving gear 36 and the driving gear 37, a switching clutch having a switching hub 40 fixed to the transmission input shaft 10 and a switching sleeve 41 mounted to the switching hub 40 so as to be movable in the axial direction. 42 is arranged. When the switching sleeve 41 is engaged with a clutch gear provided on the drive gear 36, power is transmitted from the transmission input shaft 10 to the transmission output shaft 11 via the transmission gear train on the low speed stage side, and the switching sleeve 41 is driven to the driving gear. When meshed with a clutch gear provided at 37, power is transmitted through the high-speed gear train, and when the switching sleeve 41 is set to the neutral position, power transmission is interrupted.

  A motor input shaft 43 having a spline formed at one end is rotatably mounted in the gear case 12, and a drive gear 45 that meshes with a driven gear 44 fixed to the transmission output shaft 11. Is fixed. If the transmission output shaft 11 and the motor input shaft 43 are arranged coaxially and are spline-coupled, the arrangement of the drive gear 44 and the driven gear 45 becomes unnecessary.

  A drive pinion gear 46, which is a final reduction gear, is provided at the tip of the transmission output shaft 11, and a ring gear 47, which is a final reduction large gear, meshes with the drive pinion gear 46. The ring gear 47 is mounted on a front differential, that is, a differential gear mechanism 48 for a front wheel. Thus, the power transmitted to the transmission output shaft 11 is transmitted to the drive shaft 49 via the front wheel differential gear mechanism 48, and the left and right front wheels are driven by the rotation of the drive shaft 49.

  A motor case 50 is attached to the gear case 12, and an electric motor that can operate as a drive source, that is, a drive motor 51 is incorporated in the motor case 50. The drive motor 51 surrounds the rotor 52 and the rotor 52. And a stator 53 fixed to the motor case 50. The motor output shaft 54 provided in the rotor 52 has connection end portions 54a and 54b protruding from both ends of the rotor 52, and spline holes are formed in the connection end portions 54a and 54b, respectively, and the connection end portion 54a. Is connected to the spline of the motor input shaft 43. Thus, the motor power is transmitted to the transmission output shaft 11 via the drive gear 45 and the driven gear 44.

  The power transmission device shown in FIG. 1 is for four-wheel drive, and can transmit motor power and engine power to the rear wheels. In order to transmit power to the rear wheels, a transfer case 55 is attached to the motor case 50, and a rear wheel output shaft 56 connected to the spline of the connecting end portion 54b is rotatably mounted in the transfer case 55. ing. In the transfer case 55, a power transmission shaft 57 and an intermediate shaft 58 are mounted in parallel to the rear wheel output shaft 56 in parallel with each other and are rotatably mounted. A drive gear 59 fixed to the rear wheel output shaft 56 is provided. A drive gear 61 that meshes with a driven gear 60 fixed to the intermediate shaft 58 and rotates integrally with the driven gear 60 meshes with a driven gear 62 fixed to the power transmission shaft 57.

  A third clutch 63 is incorporated in the transfer case 55 as a torque distribution mechanism. The third clutch 63 is an electronically controlled coupling, and includes an input side shaft 64 coupled to the spline portion of the power transmission shaft 57, and a friction plate 66 is attached to the hub 65 fixed to the input side shaft 64. It is installed. A friction plate 67 that comes into contact with the friction plate 66 is mounted on a drum 68, and the drum 68 is fixed to an output side shaft 69. A spline is provided on the output side shaft 69, and a joint 70 is attached to the spline, and a propeller shaft (not shown) is connected to the joint 70, and power is transmitted to the rear wheel via the propeller shaft. Communicated. An electromagnetic coil 71 is incorporated in the transfer case 55. By controlling the current supplied to the electromagnetic coil 71, the pressing force between the friction plates 66 and 67 is adjusted, and the power transmitted to the front wheels and the rear The torque distribution of the power transmitted to the wheels can be changed.

  The hybrid vehicle equipped with such a power transmission device uses the engine 13 and the drive motor 51 as power sources, and only the engine 13 and the motor drive mode in which the vehicle is driven only by the drive motor 51 according to the traveling state of the vehicle. The vehicle can be selectively switched between an engine drive mode for driving the vehicle and a combined mode for driving the vehicle using both powers. For example, the vehicle is driven in the motor drive mode using the drive motor 51 at the time of start where drive torque is required, and the vehicle is driven in the engine drive mode using the engine 13 as the vehicle speed increases. At high loads such as when accelerating during high-speed traveling, the vehicle is driven in a combined mode in which the drive motor 51 and the engine 13 are used together. On the other hand, during low-load running, the power can be generated by the generator motor 15 using the engine power as a power source, and the generated power energy can be charged to the battery. The crankshaft 14 can be rotated by operating the generator motor 15 as a drive source when the engine 13 is started, and the battery can be charged with regenerated electric power by operating the drive motor 51 as a generator during braking. it can.

  Since the motor output shaft 54 is directly connected to the transmission output shaft 11 by the drive gear 45 and the driven gear 44, the engine power is also transmitted to the motor output shaft 54 when the engine power is transmitted to the transmission output shaft 11. Is done. Since the motor output shaft 54 is connected to the rear wheel output shaft 56, the engine power is transmitted to the rear wheel output shaft 56 via the motor output shaft 54, and a differential gear for a propeller shaft and a rear wheel (not shown). Engine power is transmitted to the rear wheels via the mechanism. Since the drive motor 51 is mounted on the motor output shaft 54, the motor power can be directly transmitted to the motor output shaft 54, and only the motor power or the engine power can be added to the motor output shaft 54 and transmitted to the rear wheels.

  FIG. 3 is a block diagram showing a control circuit of the hybrid vehicle having the power transmission device shown in FIG. 1. The control unit 72 includes a generator motor rotation speed sensor 73 for detecting the rotation speed of the generator motor 15 and the rotation of the drive motor 51. Drive motor rotation speed sensor 74 for detecting the number of vehicles, vehicle speed sensor 75 as a vehicle speed detection means for detecting the vehicle speed of the hybrid vehicle, and accelerator opening sensor 76 for detecting the amount of depression of the accelerator pedal that is depressed by the driver. A detection signal is input. Control signals are sent from the control unit 72 to the generator motor 15, the drive motor 51, the various clutches 20, 21, 63, and the engine 13 and other devices. The control unit 72 includes a microprocessor for calculating a control signal, a ROM for storing a control program, an arithmetic expression, map data, and a RAM for temporarily storing data, and the vehicle speed limiter according to the present invention. The value changing unit is incorporated in the control unit 72.

  In the present invention, when the vehicle speed detected by the vehicle speed sensor 75 becomes equal to or higher than the initial value of the vehicle speed limiter value set based on the rotation speed limit value of the drive motor 51, a predetermined value is set based on the vehicle speed limiter value. The output torque with respect to the accelerator depression amount is reduced, and the vehicle speed limiter value is changed to a low vehicle speed value smaller than the initial value. When the vehicle speed becomes equal to or higher than the low vehicle speed value, the output torque is further reduced and the vehicle speed limiter value is changed to a lower low vehicle speed value.

  FIG. 4 is a flowchart showing a speed control processing procedure of the hybrid vehicle, and FIG. 5 is an example of a time chart showing changes in vehicle speed and output torque when the speed control processing shown in FIG. 4 is executed. The speed control process according to the present invention is executed by the control unit 72, starting from setting the set number n to zero (step S1), and repeatedly executed until the vehicle speed limiter value β (n) is reset. (Step S2). The start condition of the speed control process according to the present invention can be arbitrarily set. For example, the speed control process can be started when the vehicle speed α exceeds a predetermined speed.

  If the vehicle speed limiter value β (n) is not reset, the process proceeds to step S3, where the vehicle speed α is detected using the vehicle speed sensor 75, and then the process proceeds to step S4, where the vehicle speed limiter value β (n) is read. . The vehicle speed limiter value β (n) is a value set based on the rotational speed limit value calculated by estimating a predetermined margin from the burst limit value of the drive motor 51, and the vehicle speed α is the vehicle speed limiter value β. (N) When the speed reaches the above speed, it is determined that the rotational speed of the motor output shaft 54 is approaching the burst limit value of the drive motor 51. Therefore, when the vehicle speed α is equal to or greater than the limiter value β (n), the generator motor 15, the drive motor 51, the various clutches 20, 21, 63, A control signal is transmitted to the engine 13 and other devices so that the vehicle speed α is not easily generated even when the accelerator is depressed. The vehicle speed limiter value β (n) can be changed, and the output torque is set to decrease as the vehicle speed limiter value β (n) decreases.

  In the first process, the initial value β (0) of the vehicle speed limiter value β (n) stored in advance in the ROM is read. That is, in the hybrid vehicle speed control device of the present invention, the initial value β (0) is preset as the vehicle speed limiter value β (n). For example, as indicated by point P1 in FIG. When the vehicle speed α becomes equal to or higher than the vehicle speed limiter value β (n), the output torque is reduced by a predetermined amount from the point T1 to the point T2.

  In step S5, a determination flag A is set based on the magnitude relationship between the vehicle speed α and the vehicle speed limiter value β (n), and when the vehicle speed α is determined to be equal to or higher than the vehicle speed limiter value β (n), that is, the determination flag A is set. In the case of 1 (see step S6), the process proceeds to step 7. On the other hand, when it is determined that the vehicle speed α is less than the vehicle speed limiter value β (n), that is, when the determination flag A is 0 (see step S6). , Go to Step 9.

  In step S7, a vehicle speed limiter value β (n + 1), which is a low vehicle speed value smaller than the initial value β (0), is calculated. The vehicle speed limiter value β (n + 1) is set as a value obtained by subtracting the limiter number β from the vehicle speed limiter value β (n). The limiter number β is a value used to calculate a vehicle speed limiter value β (n + 1) smaller than the vehicle speed limiter value β (n), and may be a constant or a variable. Also, step S7 can be omitted by setting a plurality of vehicle speed limiter values β (n) as low vehicle speed values in advance. The vehicle speed limiter value β (n) once changed is stored until the value is changed, and the changed vehicle speed limiter value β (n) is read in the next step S4.

  In step S8, the set number n is incremented, and then the process returns to step S2. On the other hand, in step S9, the vehicle speed limiter value β (n) and the set number n are not changed and are directly returned to step S2. Then, unless the set number n is reset in step S2, the processes in steps S3 to S9 are repeatedly executed.

  When the hybrid vehicle is traveling on a flat road or an uphill road, even if the vehicle speed α temporarily exceeds the vehicle speed limiter value β (n), the accelerator depression amount is suppressed by suppressing the output torque. However, the vehicle speed α gradually decreases under a certain condition, and the rotation of the motor output shaft 54 does not exceed the burst limit value. However, when traveling on a downhill road, even if the vehicle is temporarily decelerated by suppressing the output torque according to the magnitude relationship between the vehicle speed α and the vehicle speed limiter value β (n), the vehicle accelerates again. There is a case. Therefore, the vehicle speed limiter value β (n) to be read is changed to a low vehicle speed value to reduce the output torque, thereby prompting the vehicle to decelerate, and whenever the vehicle speed α becomes higher than the low vehicle speed value of the larger value, The vehicle speed limiter value β (n) is changed to a vehicle speed limiter value β (n) adapted to the driver's intention to accelerate by learning control of changing the vehicle speed limiter value β (n) to a smaller low vehicle speed value.

  For example, in the case shown in FIG. 5, even when the vehicle speed α is reduced to the P2 point by reducing the output torque from the T1 point to the T2 point at the P1 point, the slope of the slope and the accelerator Depending on the amount of depression of the vehicle, the vehicle may accelerate again. However, since the vehicle speed limiter value β (n) is changed to β (n + 1), when the vehicle speed α becomes equal to or higher than the vehicle speed limiter value β (n + 1) as shown at point P3, the output torque is increased from the point T2. Further, the vehicle speed limiter value β (n) is changed to β (n + 2), which is a smaller low vehicle speed value. As described above, the vehicle speed limiter value β (n) is changed to a lower vehicle speed value every time the vehicle speed α exceeds the lower vehicle speed value with the larger value, and the vehicle speed limiter value adapted to the driver's acceleration intention. The setting is changed to β (n). At this time, since the output torque gradually decreases, the running feeling of the hybrid vehicle is not suddenly changed, and the running feeling is not impaired.

  The condition for resetting the vehicle speed limiter value β (n) in step S2, that is, the condition for ending the vehicle speed control at the low vehicle speed value, can be arbitrarily set. For example, the vehicle speed limiter after a predetermined time elapses regardless of the traveling state of the vehicle. The value β (n) can be reset, or the vehicle speed limiter value β (n) can be reset when the vehicle speed α becomes a predetermined speed or less. When the vehicle speed limiter value β (n) is reset, the vehicle speed limiter value β (n) is returned to the initial value β (0).

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above-described embodiment, a vehicle in which the engine 13 is installed vertically is illustrated, but the present invention can also be applied to a vehicle in which the engine 13 is installed horizontally so that the crankshaft 14 is in the vehicle width direction. . A hybrid vehicle in which a drive shaft connected to a tire and a motor output shaft to which a drive motor is attached is directly connected can be applied to an FF vehicle and an FR vehicle without being limited to a four-wheel drive vehicle.

It is the schematic of the power transmission device of the hybrid vehicle which is one embodiment of this invention. (A) is sectional drawing which shows an example of a 2nd clutch, (B) is sectional drawing which follows the BB line of (A). It is a block diagram which shows the control circuit of the hybrid vehicle which has the power transmission device shown in FIG. It is a flowchart which shows the speed control processing procedure of a hybrid vehicle. 6 is an example of a time chart showing changes in vehicle speed and output torque when the speed control process shown in FIG. 4 is executed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Transmission input shaft 11 Transmission output shaft 13 Engine 20 1st clutch 21 2nd clutch 27 Electromagnetic coil 34 Electromagnetic coil 43 Motor input shaft 48 Differential gear mechanism 49 Drive shaft 51 Drive motor 52 Rotor 53 Stator 54 Motor output shaft 56 Rear wheel output shaft 63 Third clutch 71 Electromagnetic coil α Vehicle speed β (n) Vehicle speed limiter value n Number of settings β Limiter number A Judgment flag

Claims (3)

A speed control device for a hybrid vehicle comprising a drive shaft coupled to a tire, a motor output shaft directly coupled to the drive shaft, and a motor case that houses the motor output shaft,
Vehicle speed detecting means for detecting the vehicle speed of the hybrid vehicle;
A drive motor composed of a rotor fixed to the motor output shaft and integrally rotating; and a stator fixed to the motor case;
When the vehicle speed detected by the vehicle speed detection means becomes equal to or higher than the initial value of the vehicle speed limiter value set based on the rotation speed limit value of the drive motor, the vehicle speed limiter value is set to a low vehicle speed value smaller than the initial value. Vehicle speed limiter value changing means for changing,
A speed control apparatus for a hybrid vehicle, characterized in that an output torque with respect to a predetermined accelerator depression amount is reduced when the vehicle speed becomes equal to or higher than a vehicle speed limiter value.   2. The hybrid vehicle speed control device according to claim 1, wherein a plurality of low vehicle speed values are set, and when the vehicle speed becomes equal to or higher than the larger low vehicle speed value among the plurality of low vehicle speed values, a lower value is set. A speed control device for a hybrid vehicle, wherein the vehicle speed limiter value is changed to a vehicle speed value. 3. The hybrid vehicle speed control device according to claim 1, wherein the vehicle speed limiter value is returned to the initial value based on a vehicle speed control end condition at a low vehicle speed value. .

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