JP4179999B2 - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of smooth start by utilizing the driving power of an electric motor. <P>SOLUTION: In the hybrid vehicle where operation of a motor 2 is controlled to execute powering operation when a means H for controlling the operating state of the vehicle determines a state requiring a high output as the travel driving power of the vehicle, and to execute regenerative operation when the means H determines a state requiring a low output as the travel driving power of the vehicle, operation of the motor 2 is controlled to execute powering operation under a state requiring start of the vehicle even if the means H determines a state requiring a low output. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention comprises an engine and an electric motor as a power source to drive a travel device, and includes a control means for controlling the driving state of the vehicle, the control means having a high output as a travel driving force of the vehicle. Is determined to be in a low output request state in which a power running operation is performed and a low output lower than the high output is required as the driving force of the vehicle. The present invention relates to a hybrid vehicle configured to control the operation of the electric motor so as to execute a regenerative operation when it is determined.

  When the hybrid vehicle having the above configuration is in a high output request state in which a high output is required as the driving force of the vehicle, for example, the accelerator operation tool is greatly depressed by the driver and the accelerator operation amount exceeds the set amount. When high output is required, the required driving power can be obtained by assisting engine power by powering the electric motor using the power of the battery mounted on the vehicle. However, the fuel consumption of the engine can be reduced. Also, when the vehicle is in a low output requirement state where a low output lower than the high output is required as the driving force of the vehicle, for example, when the accelerator operation is slowed down and decelerated, or after the vehicle has started In such a state, when the accelerator operation amount is operated slightly, the electric power obtained by the regenerative operation is charged in the battery by regenerating the electric motor.

  Conventionally, such hybrid vehicles have been configured as follows. That is, if a large driving force is required (corresponding to the high output requirement state), an assist mode in which the electric motor is powered to assist the engine power is selected, and a large driving force is required. If not (corresponding to the low output requirement state), the non-assist mode is selected in which the battery is charged with the electric power obtained by the regenerative operation by regenerating the electric motor, Furthermore, when starting the vehicle, the power generation amount is zero so that the regenerative operation is not performed until the set time (0.5 to 1 second) elapses after the vehicle starts. There was one that controlled the operation of the electric motor (for example, see Patent Document 1).

  In other words, the above-described conventional configuration smoothly starts the vehicle by preventing the regeneration torque from the electric motor from being applied to the engine by not performing the regenerative operation when a large driving force is not required at the start of the vehicle. It is something that can be done.

  Incidentally, the exemplified Patent Document 1 describes a specific configuration for determining whether a large traveling driving force is required or a large traveling driving force is not required as described above. In general, however, the determination is made based on information on the magnitude of the accelerator operation amount or information corresponding thereto. For example, if the accelerator operation amount is larger than the determination threshold, it is determined that a large driving force is required, and if the accelerator operation amount is smaller than the determination threshold, a large driving force is not required. It is the structure which discriminates.

JP 2001-57708 A

  In the above-described conventional configuration, when it is determined that the large driving force is required, the electric driving power is operated to assist the engine power to output the required driving force. Although smooth acceleration can be performed, when a large driving force is not required at the start of the vehicle, the regenerative operation is simply not performed, but in such a configuration, when starting the vehicle Since the vehicle is started only by the power of the engine, there is a disadvantage that the driving force is insufficient when starting the vehicle, and the vehicle cannot be accelerated smoothly after starting.

  For example, in a hybrid vehicle, the output characteristics of the engine in the hybrid vehicle are low fuel consumption even if the rotational speed changes according to the operation of changing the accelerator operation amount. Output characteristics that maintain the state are set. When a large driving force is not required at the start of the vehicle, the engine is often in a low output state. Therefore, as described above, the driving force is determined when the vehicle is started only by the engine power. There is a risk that the vehicle will not be able to start smoothly due to a lack of.

  An object of the present invention is to provide a hybrid vehicle capable of smoothly starting a vehicle when the vehicle is started.

A first characteristic configuration of the present invention includes an engine and an electric motor as a power source to drive a traveling device, and includes a control unit that controls a driving state of the vehicle. When it is determined that a high output request state is required as a driving force, a power running operation is executed, and a low output request that requires a low output lower than the high output is required as a driving force of the vehicle. The hybrid vehicle is configured to control the operation of the electric motor so as to execute a regenerative operation when it is determined that the vehicle is in a state, wherein the control means determines that the low output request state is in effect. If it is determined that the vehicle is in a vehicle start request state where the vehicle is required to start, the operation of the electric motor is controlled to execute the power running operation. Made is, and, and the vehicle speed changes to a value greater than and the accelerator operation amount of change per unit time the accelerator operation amount is a greater state than zero from a state close to zero or zero is zero speed Alternatively, if the state is changing from a state close to zero speed to a value larger than that, it is determined that the vehicle is in a start request state, and the accelerator operation amount is set according to the engine speed. When the determination threshold value is exceeded, it is determined that the state is the high output request state, and the accelerator operation amount is set lower than the start determination threshold value when the engine rotation speed is the same according to the engine rotation speed. wherein the below stop determination threshold in that it is configured to determine that the low power demand condition.

  According to the first characteristic configuration, when it is determined that the vehicle start request state is requested to start the vehicle, the power running is determined even when the low output request state is determined. The operation will be executed. For example, since the power running operation by the electric motor is performed even when the vehicle is started while the accelerator operation amount is slowly increased, the vehicle can be started smoothly when the vehicle is started.

  Therefore, in the case of starting the vehicle, a hybrid vehicle that can start the vehicle smoothly can be provided.

Also, the amount of change per unit time A Kuseru operation amount is greater than zero state, in other words, a state in which the accelerator operation is being performed by the driver, and the accelerator operation amount is close to zero or zero If the vehicle changes from a state to a larger value, or if the vehicle speed is changing from a state at or near zero speed to a value greater than that, it is determined that the vehicle start request state is present. Then, the operation of the electric motor is controlled so as to execute the power running operation.

  In this way, the accelerator operation is performed by the driver, and the accelerator operation amount changes from zero or near zero to a larger value, or the accelerator operation is performed by the driver. A state in which the accelerator operation is not performed by determining whether the vehicle speed is being changed and the vehicle speed is changing from a state at or near zero speed to a value larger than that. Thus, it is possible to accurately determine whether or not the accelerator operation is started and the vehicle is started from a state where the vehicle is stopped or creeping. That is, it is possible to accurately determine whether or not the vehicle is in a vehicle start request state, and when the vehicle is in a vehicle start request state, the vehicle can be started smoothly by executing the power running operation by the electric motor.

  Based on the accelerator operation amount information, which is driving command information operated by the driver, when the accelerator operation amount exceeds the start determination threshold value, it is determined that the state is a high output request state and the power running operation is executed. In addition, when the accelerator operation amount falls below the stop determination threshold, it is determined that the state is a low output request state and the regeneration operation is performed. In other words, since it is determined whether the power running operation or the regenerative operation is performed using information on the accelerator operation directly operated by the driver, the operation of the electric motor can be controlled in a state in accordance with the driver's intention. it can.

Hereinafter, embodiments of a hybrid vehicle according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, the hybrid vehicle is directly connected so that the travel drive engine 1 and the travel drive electric motor 2 rotate integrally. In other words, the electric motor 2 for driving driving is provided in a state directly connected to the output shaft 1a of the engine 1 for driving driving, and driving is performed by driving the left and right wheels 3 as a driving device with these powers. A drive unit KU as means is configured. The electric motor 2 is connected to the output shaft 1a of the engine 1 so that the rotor 2a rotates integrally with the same axis, and the stator 2b surrounding the outer periphery of the rotor 2a is fixed to a vehicle body support portion (not shown) in a fixed position. It becomes the structure supported.

  The electric motor 2 is configured to start the engine 1 by applying a driving force to the output shaft 1a in a state where the operation of the engine 1 is stopped. The output shaft 1a can be switched between a power running state in which a driving force in the same direction as the engine rotation direction is applied to assist and a regeneration state in which the driving force is applied from the output shaft 1a to generate power. . That is, the electric motor 2 is switched to a power running state in which torque is output in the same direction as the rotation direction with respect to the output shaft 1a that is rotationally driven by the engine 1, so that the engine 1 can output the desired driving force. The engine 1 is configured to assist the output of the engine 1 so as to achieve a low fuel consumption state. This operating state corresponds to the power running operation. Further, when the traveling speed is reduced, the electric motor 2 is in a regenerative state, and the battery 4 can be charged with the regenerative electric power obtained by generating the driving force from the output shaft 1a. It has become. This operating state corresponds to the regenerative operation.

  The power of the drive unit KU is transmitted to the transmission 6 and is transmitted to the left and right wheels 3 via the differential mechanism 7 after being shifted by a gear-type automatic transmission inside the transmission 6.

Next, a control configuration in this hybrid vehicle will be described.
As shown in FIGS. 1 and 2, a vehicle control unit 8 that manages and manages the overall operation of the vehicle, a motor control unit 9 that controls the operation of the electric motor 2 based on control information from the vehicle control unit 8, An engine control unit 12 that automatically adjusts the output of the engine 1 based on the control information from the vehicle control unit 8, specifically, the throttle opening of the electronic throttle valve 10 and the fuel injection amount by the injector 11, is provided. A potentiometer type accelerator operation amount detection sensor S1 for detecting the operation amount of the operation tool 13, a switch type brake operation detection sensor S2 for detecting whether or not the brake operation tool 14 is depressed, the rotational speed of the electric motor 2, In other words, the rotational speed sensor S3 as rotational speed detection means for detecting the rotational speed of the output shaft 1a of the engine 1 and the rotation of the axle of the wheel 3 are detected. Based on the speed, a vehicle speed sensor S4 that is an example of a running state detecting means that detects a vehicle speed as a running state of the vehicle, a shift position sensor S5 that detects the position of the shift position lever 17, and a state of charge SOC of the battery 4 are detected. Various detection information from the charging state detection unit S6 and the like is input to the vehicle control unit 8.

  As shown in FIG. 3, the motor control unit 9 controls the driving power supplied to the electric motor 2 by converting the DC power supplied from the battery 4 into three-phase AC power, or by regenerative operation. Inverter 28 that controls the regenerative power that is generated at 2 and supplied to battery 4, and the pulse drive signal that is pulse-width modulated (PWM) based on control information from vehicle control unit 8 is supplied to each switching transistor in inverter 28. PWM control circuit 29 and the like that are supplied to each of the base terminals of the battery, and by adjusting the magnitude of the current flowing through the electric motor 2 and the frequency of the alternating current, the drive torque and the rotational speed can be adjusted, and the battery The regenerative power charged to 4 can be adjusted.

  When a description is given of a configuration for generating mechanical braking force by operating the mechanical braking means KS by the brake operating tool 14, when the brake operating tool 14 is operated by a driver's stepping operation, A master cylinder 15 having a known configuration that generates a hydraulic operating force for braking corresponding to the stepping operating force is provided, and the vicinity of the wheel 3 is generated by the hydraulic operating force output from the master cylinder 15 through the hydraulic oil supply passage 15a. The vehicle body is braked by operating a friction braking device 16 provided on the vehicle. Such a mechanical braking means KS is configured to be adjustable so that the hydraulic operating force, that is, the mechanical braking force increases as the operating force of the driver with respect to the brake operating tool 14 increases. .

  The position of the shift position lever 17 includes “P” (parking position), “R” (reverse travel position), “N” (neutral position), and “D” (forward travel position). The switching operation is appropriately performed according to the situation.

  The vehicle control unit 8 detects the detection information of the shift position sensor S5, the detection information of the accelerator operation amount detection sensor S1, the detection information of the vehicle speed sensor S4, and the charge state of the battery 4 detected by the charge state detection unit S6. Based on the information or the like, the motor control unit 9 and the engine control unit 12 are configured to command control information. The motor control unit 9 and the engine control unit 12 operate the electric motor 2 and the engine 1 based on the command information. Is configured to control. Therefore, the vehicle control unit 8, the motor control unit 9, and the engine control unit 12 constitute a control means H that controls the driving state of the vehicle.

Next, control of the engine 1 and the electric motor 2 by the control means H will be described.
When the shift position lever 17 is at “P” (parking position) or “N” (neutral position), the engine 1 is basically stopped and the power running operation and the regenerative operation by the electric motor 2 are not performed. However, when the state of charge of the battery 4 falls below the set amount and the battery 4 needs to be charged, the regenerative operation of the electric motor 2 is performed by the power of the engine 1, and power is generated by the regenerative operation. The operation of the engine 1 and the electric motor 2 is controlled so as to charge the battery 4 with electric power.

  Further, when the shift position lever 17 is operated to “D” (forward travel position) and the forward direction is commanded as the vehicle body traveling direction, the control means H is operated by depressing the accelerator operating tool 13 and the vehicle body. When the engine 1 is stopped at that time, the electric motor 2 is rotated to start the engine 1, and when the vehicle body travels forward, the output of the engine 1 is adjusted according to the accelerator operation amount, As will be described later, the electric motor 2 is configured to execute a power running operation and a regenerative operation. Even when the shift position lever 17 is operated to “D” (forward travel position), the vehicle stops traveling in a state where the accelerator operation is not performed, and the charge state of the battery 4 is equal to or higher than the set value. When the engine is in a high state, it is configured to execute idle stop control for stopping the engine 1. By executing the idle stop control in this way, the fuel consumption of the engine 1 is minimized.

  When the shift position lever 17 is operated to “R” (reverse travel position) and the reverse direction is commanded as the vehicle body travel direction, the output of the engine 1 is adjusted according to the accelerator operation amount. However, for the electric motor 2, neither power running operation nor regenerative operation is performed.

Next, the power running operation and regenerative operation of the electric motor 2 by the control means H will be described.
In the power running operation and the regenerative operation of the electric motor 2, the target torque is obtained based on various kinds of information as described later, and the operation of the electric motor 2 is controlled so as to generate the obtained target torque. In other words, in the power running operation, the control information corresponding to the target value of the power running torque is PWM controlled so that the electric motor 2 outputs the target value of the power running torque in the same direction as the rotation direction of the engine 1. A pulse signal corresponding to the target torque for power running is applied from the PWM control circuit 29 to the base terminal of each switching transistor of the inverter 28, and the electric motor 2 assists the engine 1 with the target torque. become. In the regenerative operation, control information corresponding to the target value of the regenerative torque is supplied to the PWM control circuit 29 so that the electric motor 2 outputs the target value of the regenerative torque in the direction opposite to the rotation direction of the engine 1. The PWM control circuit 29 applies a pulse signal corresponding to the target torque for regeneration to the base terminal of each switching transistor of the inverter 28, so that the electric motor 2 has a reverse torque with respect to the engine 1, that is, The regenerative braking force is applied. Then, the electric motor 2 is driven by the power of the engine 1 to act as a generator, and the battery 4 is charged in a state where the inverter 28 is changed and adjusted to the regenerative power corresponding to the regenerative braking force.

  And if the said control means H discriminate | determines that it is the high output request | requirement state from which the high output is requested | required as driving driving force of a vehicle, it will perform a power running operation | movement, and it will be more than said high output as driving driving force of a vehicle. It is configured to control the operation of the electric motor 2 so as to execute a regenerative operation when it is determined that a low output request state in which a low output is required. Specifically, when the accelerator operation amount exceeds a start determination threshold value set according to the rotation speed of the engine 1, the control means H determines that the high output request state is present, and the accelerator operation amount is The low output request state is determined when a stop determination threshold value that is set lower than the start determination threshold value when the rotation speed of the engine 1 is the same according to the rotation speed of the engine 1. ing.

  And even if it is discriminate | determined that it is the said low output request | requirement state, if the control means H discriminate | determines that it is the vehicle start request | requirement state from which the vehicle start is requested | required, it will perform the said power running operation | movement Thus, the operation of the electric motor 2 is controlled. When the explanation is added, the control means H is in a state where the change amount of the accelerator operation amount per unit time is larger than zero, and the accelerator operation amount changes from zero to a value larger than zero. Moreover, if the vehicle speed is changing from the zero speed state to a value larger than the zero speed, the vehicle start request state is determined.

  The control operation of the electric motor 2 by the control means H in a state where the shift position lever 17 is operated to “D” (forward travel position) will be described below based on the control flowcharts shown in FIGS. 4 and 5. Although this control is not described in detail, it is a precondition for the control that the battery 4 is stored as well as the control means H is operating normally. Further, the control is not executed if the vehicle speed exceeds the set vehicle speed on the high speed side close to the upper limit vehicle speed of the vehicle.

In this motor control, first, a motor operation condition determination process is performed as to whether the electric motor 2 performs a power running operation or a regenerative operation (step 1).
In this motor operating condition determination process, it is determined that a power running operation is executed when the accelerator operation amount exceeds a threshold value ACH for start determination set in advance according to the rotational speed of the engine 1, and the accelerator operation amount is determined by the engine operation amount. When the rotational speed of the engine 1 is equal to the rotational speed of 1, the power running operation is stopped and the regenerative operation is executed when the engine 1 falls below a stop determination threshold ACL that is set lower than the start determination threshold ACH. It is the structure which discriminates.

  The motor operating condition determination process will be described in detail based on the flowchart shown in FIG. That is, in a state where the charging state of the battery 4 is higher than a preset charging state and has a sufficient charging amount to drive the electric motor 2, the accelerator operation amount ACX becomes the rotational speed of the engine 1. If it exceeds the threshold value ACH for start determination set accordingly, it is determined that the power running operation is performed (steps 11, 12, and 18).

  To describe the start determination threshold ACH, as shown in FIG. 6, the start determination threshold ACH in the accelerator operation amount ACX as described above with respect to a change in the engine rotation speed is set in advance in map data. Then, from this map data, the accelerator operation amount ACX detected by the accelerator operation amount detection sensor S1, and the information on the engine rotation speed detected by the rotation speed sensor S3, the accelerator operation amount ACX at that time is obtained. It is determined whether or not the start determination threshold value ACH is exceeded. If the start determination threshold value ACH is exceeded, it is determined that the power running operation is being performed.

  If the accelerator operation amount ACX does not exceed the start determination threshold ACH, it is detected that the change rate of the accelerator operation amount ACX is greater than zero at that time and the accelerator operation is performed by the driver. In addition, when it is detected that the accelerator operation amount ACX has changed from zero to a value greater than zero and the vehicle speed has changed from zero speed to a value greater than zero speed, the vehicle starts to start. It is determined that the vehicle is in a starting state and is in a state in which a power running operation is performed (steps 13, 14, 15, and 18).

  Then, if it is determined in the determination processing of steps 13 to 15 that the vehicle has not started and is not in the vehicle start start state, the regeneration is performed if the accelerator operation amount ACX is below the stop determination threshold ACL. It determines with it being in the state which performs an action | operation (step 16).

  In other words, as shown in FIG. 6, the stop determination threshold ACL is set to be lower than the start determination threshold ACH when the rotation speed of the engine 1 is the same by the set amount according to the rotation speed of the engine 1. It is set in advance as map data. Then, from this map data, the accelerator operation amount ACX detected by the accelerator operation amount detection sensor S1, and the information on the engine rotation speed detected by the rotation speed sensor S3, the accelerator operation amount ACX at that time is obtained. When it is determined whether or not the stop determination threshold ACL is below, and the accelerator operation amount ACX is below the stop determination threshold, the regenerative operation is executed.

The accelerator operation amount ACX does not exceed the start determination threshold ACH, but does not fall below the stop determination threshold ACL, that is, between the stop determination threshold ACL and the start determination threshold ACH. When the value is a value, if the power running operation is being executed at that time, it is determined that the power running operation is subsequently performed, and if the power running operation is not executed at that time, the regenerative operation is performed. It is determined that the current state is to be performed (steps 17 and 19). If the state of charge of the battery 4 is lower than the set charge state, it is determined that the regenerative operation is to be executed (steps 11 and 19).
In this way, the operating condition of the electric motor is determined.

  If it is determined that the power running operation is performed in the motor operation condition determination process, the regeneration torque output process is stopped when the regenerative operation is being performed (steps 2 and 3), and the accelerator operation amount is A motor torque output rate A is obtained based on the ACX information (step 4). The method for obtaining the motor torque output rate A will be described. As shown in FIG. 7, the change characteristic of the motor torque output rate A, which is the rate of change of the power running torque when the accelerator operation amount ACX changes, is previously represented by map data. It is set by. A line q1 shown in FIG. 7 is a change characteristic when the state of charge SOC of the battery 4 is in a high region, and a line q2 is a change characteristic when the state of charge SOC of the battery 4 is in a medium region. q3 is a change characteristic when the state of charge SOC of the battery 4 is in a low region. If the accelerator operation amount ACX is zero, the motor torque output rate A is substantially zero. However, as the accelerator operation amount ACX increases, the motor torque output rate A is set to a larger value. Then, one of the three lines q1, q2, and q3 is applied depending on the state of charge of the battery at that time.

  That is, the line corresponding to any of the three lines q1, q2, and q3 is specified based on the information on the state of charge SOC of the battery 4 detected by the state of charge detection unit S6. Then, the motor torque output rate A is obtained from the information of the accelerator operation amount ACX detected by the line and the accelerator operation amount detection sensor S1.

  Next, the maximum torque Tm that is the maximum value of the power running torque of the electric motor 2 corresponding to the rotational speed of the electric motor 2 at that time is obtained (step 5). This maximum torque Tm corresponds to the value of the power running torque when the motor torque output rate A is the maximum value (100%). As shown in FIG. 8, the change characteristic of the maximum torque with respect to the rotation speed of the electric motor 2 is set in advance by map data. From this map data and the rotation speed information detected by the rotation speed sensor S3, The maximum torque Tm corresponding to the rotational speed of the electric motor 2 at that time is obtained.

  Then, the target value Ts of the power running torque is obtained by multiplying the motor torque output rate A and the maximum torque Tm obtained as described above (Tm × A), and the target of the power running torque obtained by the electric motor 2 is obtained. Output processing for the electric motor 2 is executed so as to output the value Ts (steps 6 and 7). That is, the control information corresponding to the target value Ts of the power running torque is given to the PWM control circuit 29, and the pulse signal is applied from the PWM control circuit 29 to the base terminal of each switching transistor of the inverter 28, so that the electric motor 2 operates in the power running mode. Will do.

  Note that the map data indicating various change characteristics set for obtaining the power running torque of the electric motor 2 as described above is the rotation of the engine 1 so that the engine 1 can maintain a high combustion efficiency. Based on actual measurement data or the like, an appropriate powering torque can be output according to the speed (same as the rotational speed of the electric motor 2).

  If it is determined in the motor operating condition determination process that the regenerative operation is performed instead of the power running operation, the output of the power running torque is stopped, the target value of the regenerative torque is obtained by calculation, and the regenerative operation is performed. Output processing for the electric motor 2 is executed so as to output the target value of torque (steps 8, 9, and 10). Although the method for obtaining the target value of the regenerative torque is not described in detail here, it is suitable for the situation of the vehicle at that time based on the information on the state of charge of the battery 4, the vehicle speed, and the amount of accelerator operation. The operation of the electric motor 2 is controlled so that regenerative torque can be obtained.

  FIG. 9 shows measured data obtained by the present applicant when the above-described control is executed. This data indicates measured values of vehicle speed, accelerator operation amount, and power running torque when the vehicle starts. Note that the power running torque decreases during the start-up running because the torque is changed by shifting up the automatic transmission. As is apparent from this figure, when the vehicle is started from a stopped state, the engine 1 can be assisted with the power running torque corresponding to the accelerator operation, and smooth start running can be performed.

[Another embodiment]
Hereinafter, other embodiments are listed.

(1) Instead of the determination condition that the accelerator operation amount has changed from zero to a value greater than zero as described above, a value close to zero that is a value that is small enough that the accelerator operation amount can be regarded as almost zero. Alternatively, a determination condition that the value is changed to a value larger than that may be used.

(2) As described above, instead of the determination condition that the vehicle speed has changed from zero speed to a value greater than zero speed, a value close to zero speed, which is a value that is small enough that the vehicle speed can be regarded as almost zero speed. Alternatively, a determination condition that the value is changed to a value larger than that may be used.

(3) In the above embodiment, the configuration in which the shaft is directly connected so that the engine and the electric motor rotate integrally is exemplified. However, the configuration is not limited to such a configuration in which the shaft is directly connected. It is good also as a structure linked and interlocked in the state rotated integrally via a transmission gear. Further, in place of the hybrid vehicle having a configuration in which the output shaft of the engine and the electric motor for driving are directly connected as described above, a transmission configuration in which the engine and the electric motor transmit power to the traveling device via a planetary gear mechanism or the like. May be provided.

Diagram showing schematic configuration of hybrid vehicle Control block diagram The figure which shows the control composition of the electric motor Flow chart showing control operation Flow chart showing control operation Explanatory diagram for discriminating power running operating conditions The figure which shows the relationship between the amount of accelerator operation and the motor torque output rate Diagram showing the relationship between rotational speed and maximum torque Figure showing actual measurement data

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Electric motor 3 Traveling apparatus 4 Battery H Control means

Claims (1)

The engine and the electric motor are provided as a power source and configured to drive the traveling device, provided with a control means for controlling the driving state of the vehicle,
When the control means determines that it is in a high output request state in which a high output is required as a vehicle driving force, a power running operation is performed, and a low output lower than the high output as the vehicle driving force Is a hybrid vehicle configured to control the operation of the electric motor so as to execute a regenerative operation when it is determined that the required low output state is determined,
The control means is
Even when it is determined that the vehicle is in the low output request state, if it is determined that the vehicle is in a vehicle start request state where the vehicle is requested to start, the electric motor is configured to execute the power running operation. Configured to control operation , and
The amount of change in the accelerator operation amount per unit time is greater than zero and the accelerator operation amount changes from zero or near zero to a larger value and the vehicle speed is near zero or zero speed. If the state changes from a state to a value larger than that, it is determined that the vehicle start request state is present, and the accelerator operation amount exceeds a start determination threshold value set according to the engine speed. And a stop determination threshold value that is set lower than the start determination threshold value when the accelerator operation amount is the same as the engine rotation speed in accordance with the engine rotation speed. A hybrid vehicle configured to determine that it is in the low output request state when below .

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