JP4915233B2 - Control device for hybrid vehicle - Google Patents

Description

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

Conventionally, a hybrid vehicle control device that has an engine mode that runs only by an engine, an electric motor mode that runs by only an electric motor, and a combined mode that runs by using both an engine and an electric motor, and switches between these modes based on the accelerator opening and the vehicle speed. It has been known. For example, the control device selects the motor mode in a region where the accelerator opening is small and the acceleration request amount is small. Furthermore, a control device that expands the driving range in the combined mode that can obtain a large driving force in accordance with the driver's acceleration request amount is disclosed (Patent Document 1). In this control device, the operating range in the combined mode is expanded by shifting the mode switching opening or the mode switching vehicle speed in accordance with the changing speed of the accelerator opening and the depression force of the accelerator pedal.
JP-A-6-48190

  In general, when an automobile travels on a road surface with a low coefficient of friction (hereinafter referred to as “low μ”) covered with snow or gravel or wet with rain, there is a high possibility that the wheels will slip. Therefore, the driver who has determined that the road is easy to slip is reduced in the amount of depression of the accelerator pedal and the accelerator opening is reduced. Therefore, in a hybrid vehicle that selects the motor mode in a region where the accelerator opening is small and the acceleration request amount is small, the driving in the motor mode is frequently repeated on such a low μ road, and the battery power consumption There was a problem that the increase.

To solve the above Kitoi problem, as in the device described in Patent Document 1, to enlarge the operating region in combination mode, it is conceivable to suppress the driving frequency with in the motor mode. However, in the configuration described in Patent Document 1, only the operating range in the combined mode is expanded according to the change rate of the accelerator opening and the depression force of the accelerator pedal. Therefore, when the accelerator opening is continuously kept small as when traveling on a low μ road, the operating range in the combined mode is not expanded, and thus the above problem remains unsolved.

The present invention has been made paying attention to the above problems, and in a hybrid vehicle control device that switches the travel mode based on the accelerator opening and the battery charge state, it is possible to reduce battery power consumption when traveling on a low μ road. An object of the present invention is to provide a control device for a hybrid vehicle.

In order to achieve the above object, a control apparatus for a hybrid vehicle of the present invention comprises an engine, a motor generator, and a battery that transfers power to and from the motor generator, and the motor generator is discharged by discharging the battery. A travel mode using a motor that travels using only the power source, and a travel mode using the engine that travels while the engine is included in the power source and can charge the battery by the driving force of the engine. In the hybrid vehicle control device that switches according to the driving range defined by the above, the slip determination means that determines the slip of the wheel, and when the slip is determined, the driving range that becomes the engine use travel mode is expanded , slip reduce the operating region where the motor used drive mode eun And area control means, and the provided.

Therefore, in the control apparatus for a hybrid vehicle of the present invention, when it is determined that the slip at low μ road in order to enlarge the operating range in which the engine use traveling mode, Ru can be suppressed battery power consumption.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on an embodiment shown in the drawings.

[Configuration of Example 1]
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the start control device of Embodiment 1 is applied. First, the drive system configuration of this hybrid vehicle will be described. The drive system of the hybrid vehicle in the first embodiment includes an engine E, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, and a differential DF. And a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel (driven wheel), and FR is the right front wheel (driven wheel).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. The hydraulic pressure controls the fastening and opening including slip fastening and slip opening.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is rotated by receiving power supplied from the battery 4 by discharging the battery 4 (this state is called “powering”), and the rotor is rotated by an external force. If it is, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The tightening / release including slip fastening and slip opening is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches stepped gear ratios such as forward 5 speed, reverse 1 speed, etc. according to the vehicle speed VSP, accelerator opening APO, and the like. The second clutch CL2 is not newly added as a dedicated clutch, and uses some friction elements among a plurality of friction elements that are engaged at each gear stage of the automatic transmission AT.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has two travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter, referred to as a motor use travel mode) that travels using only the power of the motor generator MG that operates as a motor by the discharge of the battery 4 while the first clutch CL1 is disengaged. Abbreviated as “EV driving mode”). The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor-assisted travel mode”, the drive wheels are moved using two power sources, the engine E and the motor generator MG that operates as a motor by discharging the battery 4. In the “running power generation mode”, the drive wheels RR and RL are moved using the engine E as a power source, and at the same time, the motor generator MG functions as a generator to charge the battery 4. Specifically, during constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, braking energy is regenerated and electric power is generated by the motor generator MG and used for charging the battery 4.
Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. , An AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10.

  The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected to each other via a CAN communication line 11 that can exchange information. ing.

  The engine controller 1 receives input of information such as the engine speed Ne from the engine speed sensor 12, and issues a command for controlling the engine operating point (Ne, Te) in accordance with a target engine torque command or the like from the integrated controller 10. For example, output to a throttle valve actuator (not shown). Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

The motor controller 2 receives input of information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to the target motor generator torque command and the target motor generator rotational speed command from the integrated controller 10, A command for controlling the motor operating point (Nm, Tm) is calculated and output to the inverter 3.
The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4, and the battery SOC information is used to control the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. To do.

  The first clutch controller 5 receives input of sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and engages / releases the first clutch CL1 in response to a first clutch control command from the integrated controller 10. Is calculated and output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 receives input of sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, and the second clutch hydraulic pressure sensor 18, and engages the second clutch CL <b> 2 according to the second clutch control command from the integrated controller 10.・ A command for controlling opening is calculated and output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Information about the accelerator opening AP and the vehicle speed VSP is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 receives input of sensor information from the wheel speed sensor 19 that detects the wheel speeds of the four wheels and the brake stroke sensor 20, and for example, with respect to the required braking force required from the brake stroke BS during brake depression braking. When the regenerative braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (hydraulic braking force or motor braking force). Information such as wheel speed is supplied to the integrated controller 10 via the CAN communication line 11. As the wheel speed sensor 19, what is provided in each wheel as a rotational speed sensor for existing ABS control can be used.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function of running the vehicle with the highest efficiency. The integrated controller 10 detects the motor generator rotational speed 21 and the output rotational speed Nout of the automatic transmission AT. Information from the output rotational speed sensor 22 for detecting the second clutch engagement torque sensor 23 for detecting the engagement torque TCL2 of the second clutch, and the information obtained from the brake hydraulic pressure sensor 24 and the information obtained via the CAN communication line 11 Receive input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using a target driving force map (not shown).

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to calculate the target mode based on the input information on the battery SOC, the accelerator opening APO, and the vehicle speed VSP. However, if the battery SOC falls below a predetermined value (the charge / discharge threshold SOC * in the target charge / discharge amount map of FIG. 4), the “HEV travel mode” is forcibly set to the target travel mode, the engine E drive and the battery 4 Charge the battery.

  The EV-HEV selection map has a characteristic that, as the battery SOC increases, the operation region (hereinafter referred to as the EV region) that becomes the EV travel mode increases and the operation region (hereinafter referred to as the HEV region) that becomes the HEV travel mode decreases. have. That is, at a predetermined vehicle speed VSP, the travel mode switching line of EV → HEV and HEV → EV is changed to the high accelerator opening side as the battery SOC increases, and at the predetermined accelerator opening APO, the travel mode increases as the battery SOC increases. The switching line is changed to the high vehicle speed side.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP based on the battery SOC using the target charge / discharge amount map shown in FIG. The target charge / discharge amount map is provided for each predetermined operating point (accelerator opening APO, vehicle speed VSP). The area of the battery SOC that is the usage area of the battery 4 is set to a lower limit of 20% to an upper limit of 80%. In this usage region, the target charge / discharge amount tP is determined according to the size of the battery SOC.

  A battery SOC (hereinafter referred to as a battery SOC *) serving as a charge / discharge switching threshold is set to 50%, for example. When battery SOC is less than threshold SOC *, motor generator MG is driven by engine power or regenerative braking force to generate electric power, and battery 4 is charged. This charging region mainly corresponds to the HEV region (specifically, the traveling power generation mode in the HEV traveling mode). On the other hand, in a region where battery SOC is larger than threshold SOC *, battery 4 is discharged to drive motor generator MG. This discharge area mainly corresponds to the EV area or the motor assist running mode in the HEV running mode. When hysteresis is provided for the charge / discharge switching threshold, the battery SOC * may be the median of the upper and lower limits of hysteresis, or the lower limit of hysteresis (threshold for switching from discharging to charging). There may be.

  FIG. 5 is a three-dimensional EV-HEV selection map 2 in which the battery SOC is added as a parameter axis to the EV-HEV selection map of FIG. The travel mode switching surface is inclined so as to increase as the battery SOC increases and to decrease as the vehicle speed VSP increases. In FIG. 5, only the driving mode switching surface of HEV → EV is shown. When the threshold SOC * is set to 50%, when the battery SOC changes at a predetermined operating point (accelerator opening APO1, vehicle speed VSP1) (see the one-dot chain line portion in FIG. 5), the battery SOC becomes the threshold SOC *. If it falls below (50%) (point B → point C in FIG. 5), the HEV region is entered, and the battery 4 is charged in the traveling power generation mode. On the other hand, when the threshold SOC * (50%) is exceeded (point B → point A in FIG. 5), the battery 4 is discharged in the EV region.

  The operating point command unit 400 uses the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, and the target charge / discharge power tP as a target for reaching the operating point, as a transient target engine torque Te *. , Target motor torque Tm *, second clutch target engagement torque TCL2 *, target shift stage (target shift), and first clutch solenoid current command are calculated. Further, the operating point command unit 400 is provided with an engine start control unit (not shown) that performs start control of the engine E when the EV travel mode is changed to the HEV travel mode.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target shift and the target engagement torque of each clutch in the automatic transmission AT according to a preset shift schedule. In this shift schedule, a target shift stage is set in advance based on the vehicle speed VSP and the accelerator opening APO, and an upshift line, a downshift line, and the like are set.

  The operating point command unit 400 prohibits the slip determination unit 410 that determines wheel slip, the slip operation region control unit 420 that expands the HEV region when the slip is determined, and the operation of the motor generator MG and the engine E. Alternatively, a power source control unit 430 to be permitted and a target shift changing unit 440 for changing the target shift are provided.

The slip determination unit 410 determines that the difference between the rotational speeds of the driven wheels FR and FL and the AT output rotational speed Nout exceeds a predetermined threshold value twice within a predetermined time, and the accelerator opening APO is predetermined (1.5 / 8 or less). When it stays at a low opening for a predetermined time, it is determined as a slip. That is, it is determined that the battery SOC is likely to be lowered due to the EV travel mode. This is the slip determination condition. The slip determination unit also determines whether or not the slip determination is canceled, that is, whether or not the slip determination condition is not satisfied.
Note that the slip determination condition is not limited to the above, and other conditions may be used as long as it is possible to determine that the wheel is likely to slip and the accelerator opening APO is small and thus the EV travel mode is likely to be set.

  When it is determined that the vehicle is slipping, the slip operation region control unit 420 corrects the threshold SOC * and expands the charging region. Specifically, the threshold SOC * in the target charge / discharge amount map of FIG. 4 is changed to a value larger than the value (50%) before the slip determination, for example, 70%. When the battery SOC becomes less than the threshold SOC *, the battery 4 is forcibly charged, so that the charging range (HEV range in the traveling power generation mode) is expanded as compared to before the slip determination. In other words, the discharge area (the EV area or the area that becomes the motor assist mode) is reduced.

  Looking at the EV-HEV selection map 2 in FIG. 5, the threshold SOC * is changed from 50% to 70%, so that the driving mode switching surface from HEV to EV changes to the low accelerator opening side (and low vehicle speed). Side) is almost synonymous with the change. The driving range defined by the accelerator opening APO and the battery SOC (with vehicle speed VSP) is divided into the HEV range and EV range by the driving mode switching surface. The EV area will be reduced.

FIG. 6 is a flowchart of this control.
In step S1, it is determined whether or not a slip determination condition is satisfied. If established, the process proceeds to step S2, and if not established, step S1 is repeated.

In step S2, the threshold SOC * is changed to expand the charging range, and motor-assisted travel is prohibited. Specifically, power source control unit 430 prohibits the operation of motor generator MG as a motor and prohibits the transition to the motor assist travel mode. Thereafter, the process proceeds to step S3.
In step S3, the shift schedule is set so that the gear position of the automatic transmission AT is the high gear. Specifically, the target shift changing unit 440 sets the target shift to a predetermined gear position on the high speed side. Thereafter, the process proceeds to step S4.

In step S4, it is determined whether or not the slip determination has been canceled. When it is released, the process proceeds to step S5, and when it is not released, the process returns to step S2. That is, after it is determined as slip, steps S2 and S3 are repeated until the determination is canceled.
In step S5, engine stop is permitted. That is, the transition to the EV driving mode is permitted. Thereafter, this control is terminated.

(Operational effect of the present invention in comparison with the comparative example)
Points A, B, C, and D of the EV-HEV selection map 2 in FIG. 5 indicate points when only the battery SOC changes at predetermined operating points (APO1, VSP1). The case where the threshold SOC * is not changed even when the slip determination condition is satisfied and is fixed to 50% is taken as a comparative example. In the comparative example, with the point B when the battery SOC is 50% as a boundary, when the battery SOC is less than 50%, the HEV region is set, and when the battery SOC is more than 50%, the EV region is set. That is, point B is located on the mode switching surface, point A and point D belong to the EV region, and point C belongs to the HEV region.

  For example, if the wheel slips at the vehicle speed VSP1 and the driver fixes the accelerator opening APO to a predetermined (1.5 / 8 or less) low opening APO1, the battery SOC at that time is the value at point A (for example, 55%) In this case, the battery 4 is discharged in the EV region. Thus, the battery SOC gradually decreases. Battery SOC decreases from the value at point A (55%) to the value at point B (50%) after the driver determines that the vehicle is slipping.

  Assuming that the vehicle speed VSP1 is constant, when the battery SOC becomes less than 50%, that is, when the battery SOC decreases beyond the point B, this time, the engine is started and the battery 4 is charged (running power generation mode) ). Then, the battery SOC gradually increases. When the battery SOC becomes larger than 50%, that is, when the battery SOC increases beyond the point B, the EV region is entered again and the battery 4 is discharged. As described above, if the engine is repeatedly started by EV travel and power generation start, the driver feels uncomfortable. It is assumed that the amount of change in battery SOC in the above description is larger than the hysteresis provided above and below threshold SOC * (50%).

  On the other hand, when the threshold SOC * is changed to a larger side after determining the slip as in the present invention, for example, when the threshold SOC * is changed from 50% to 70%, the EV-HEV selection map 2 of FIG. The mode switching surface shifts to the low accelerator opening side. The point A that was in the EV area before the change and the point B that was on the mode switching surface before the change belong to the HEV area after the change. That is, at a predetermined operating point (APO1, VSP1), the point D when the battery SOC is 70% is on the mode switching surface after changing the threshold SOC *. With the point D as a boundary, the battery SOC becomes less than 70% (value at each of the points A, B, and C), and the HEV region is reached.

  Therefore, for example, even when a slip occurs at the vehicle speed VSP1 and the driver fixes the accelerator opening APO to the low opening APO1, the HEV traveling mode is set at the point A, unlike the comparative example. That is, the engine E does not stop and the battery 4 is charged in the traveling power generation mode. Therefore, it is difficult for battery SOC to decrease (even when motor-assisted traveling is performed). In addition to this, since the HEV driving mode is set from the beginning and the engine E does not stop, the EV driving and the engine starting due to the start of power generation are frequently repeated (even when the battery SOC is lowered) And no discomfort to the driver.

  Looking at the target charge / discharge amount map in FIG. 4, when the threshold SOC * is changed to a larger side after it is determined as slip, for example, when the threshold SOC * is changed from 50% to 70%, the battery SOC is 70%. When it is larger than%, the battery 4 is discharged, while when it is smaller than 70%, it is charged. Thus, the charging range is expanded by changing the threshold SOC *. This corresponds to the enlargement of the HEV area in the EV-HEV selection map 2 of FIG. By such an expansion of the region, the target travel mode is set to the HEV travel mode even in a state (for example, point A in FIG. 5) where the EV travel mode was set and the battery 4 should have been discharged before the expansion. In other words, the threshold SOC * is changed so that the target travel mode is more easily set to the HEV travel mode even when the accelerator opening APO is low.

  Looking at the EV-HEV selection map in FIG. 3, when the slip is determined, the threshold SOC * is changed from 50% to 70%, so that the accelerator opening APO * ( Specifically, the accelerator opening APO) on the HEV → EV travel mode switching line is changed to the low opening side. This is synonymous with expanding the HEV region (charging region). Therefore, when it is determined as slip, the target travel mode can be controlled to be easily set to the HEV travel mode by directly changing the accelerator opening APO * to the low opening side. The accelerator opening APO on the center line of the HEV → EV traveling mode switching line and the EV → HEV traveling mode switching line may be the accelerator opening APO *.

  In addition to this, the present control device prohibits motor-assisted travel when the HEV travel mode is set as described above after slip determination. This suppresses extra battery consumption (prevents a decrease in battery SOC) as driving by engine E only on a low μ road that does not require a large driving force.

  Further, after the slip determination, the present control device selects the high gear position when the HEV travel mode is set as described above. As a result, output of unnecessary driving torque is suppressed on a low μ road that does not require a large driving force, and engine E and motor generator MG are operated at a highly efficient operating point.

  The control device for a hybrid vehicle according to the first embodiment can obtain the following effects.

  (1) An EV travel mode that includes an engine E, a motor generator MG, and a battery 4 that transfers electric power between the motor generator MG, and travels using only the motor generator MG as a power source by discharging the battery 4; A hybrid vehicle that travels while the engine E is included in the power source and switches between the HEV travel mode in which the battery 4 can be charged by the driving force of the engine E according to the operation region defined by the accelerator opening APO and the battery SOC. In the control apparatus, the slip determination unit 410 that determines the slip of the wheel, and the operation region control unit 420 at the time of slip that expands the operation region (HEV region) that becomes the HEV travel mode when the slip is determined are provided. .

  That is, when it is determined that the vehicle is slipping when traveling on a low μ road, the setting range of the HEV traveling mode is expanded by, for example, expanding the charging range of the battery SOC, and the EV traveling mode is suppressed. Further, when there is a margin in the battery usage area, the target travel mode may be fixed to the HEV travel mode. In this way, the battery power consumption can be suppressed because the mode is switched to the HEV travel mode during the slip travel when the accelerator opening APO is reduced. At the same time, it is possible to suppress the driving mode switching due to the battery SOC going up and down across the charge / discharge switching threshold, and to prevent the driver from feeling uncomfortable.

  (2) When the slip operation region control unit 420 determines that the vehicle is slipping, the threshold value SOC * of the battery SOC for switching between charging and discharging of the battery 4 is changed, and the charging region of the battery 4 is expanded. The operating range (HEV range) will be expanded.

  That is, when it is determined that the vehicle is slipping, as shown in FIG. 4, the battery SOC * is changed to the larger side to expand the charging range. As a result, the HEV region is enlarged (see FIGS. 3 and 5), and the target travel mode is easily set to the HEV travel mode.

  (3) When it is determined that the vehicle is slipping, the slip operation region control unit 420 changes the accelerator opening threshold APO * (driving mode switching line / accelerator opening APO on the surface) for switching the EV / HEV traveling mode. As a result, the operation region (HEV region) that becomes the HEV traveling mode is expanded.

  That is, when it is determined as slip, the travel mode switching line / surface is changed to the low opening side as shown in FIGS. As a result, the HEV region is expanded and the target travel mode is easily set to the HEV travel mode.

  (4) A power source control unit 430 is provided that prohibits driving of the motor generator MG due to the discharge of the battery 4 in the HEV travel mode after it is determined as slip.

  That is, after the slip determination, when the HEV travel mode is set, the motor assist travel is prohibited until the slip determination is canceled. As a result, it is possible to prevent a decrease in battery SOC, that is, unnecessary battery consumption, as driving by only engine E on a low μ road that does not require a large driving force.

  (5) A target shift changing unit 440 for setting the target shift to a predetermined high speed stage is provided in the HEV travel mode after the slip is determined.

  That is, after the slip determination, when the HEV travel mode is set, the high gear position is selected until the slip determination is canceled. As a result, output of unnecessary driving torque is suppressed on a low μ road that does not require a large driving force, and engine E and motor generator MG are operated at a highly efficient operating point. Therefore, unnecessary battery consumption can be suppressed, and at the same time, fuel efficiency can be improved.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1, it is not restricted to Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are allowed without departing from the gist. In the first embodiment, as a hybrid vehicle to which the control device of the present invention is applied, the engine E and the motor generator MG are connected via the first clutch CL1, and the motor generator MG and the drive wheels RR, Although the configuration in which the RL is connected is shown, the control device of the present invention may be applied to a hybrid vehicle having another configuration. That is, it is not particularly limited as long as it is a hybrid vehicle that includes an engine travel mode, a motor travel mode, and a mode that travels using both the engine and the motor, and switches between these travel modes based on the accelerator opening and the like.

1 is an overall system diagram illustrating a hybrid vehicle to which a control device according to a first embodiment is applied. FIG. 3 is a control block diagram illustrating an arithmetic processing unit in the integrated controller according to the first embodiment. It is a figure which shows the EV-HEV selection map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the EV-HEV selection map 2 which considered the battery charge state used for selection of the target mode in the mode selection part of FIG. 3 is a control flowchart of the control device according to the first embodiment.

Explanation of symbols

E engine
MG motor generator
AT automatic transmission
FL Left front wheel (driven wheel)
FR Right front wheel (driven wheel)
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 4 Battery 7 AT controller 10 Integrated controller 16 Accelerator opening degree sensor 17 Vehicle speed sensor 19 Wheel speed sensor 22 Output rotation speed sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
410 Slip judgment part
420 Slip operation area controller
430 Power source control unit
440 Target shift change section
500 Shift control

Claims (5)

Engine,
A motor generator;
A battery for transferring power to and from the motor generator,
A motor use travel mode that travels using only the motor generator as a power source by discharging the battery; an engine use travel mode that travels while the engine is included in the power source; and the battery can be charged by the driving force of the engine; In a hybrid vehicle control device that switches according to the driving range defined by the accelerator opening and the battery charge state,
Slip determining means for determining wheel slip;
A hybrid vehicle , comprising : a slip operation region control means for expanding an operation region that becomes the engine use travel mode and reducing an operation region that becomes the motor use travel mode when it is determined as slip. Control device. In the hybrid vehicle control device according to claim 1,
When the slip operation region control means is determined to be slipping, it changes the threshold value of the battery charge state for switching between charging and discharging of the battery, and expands the charging region of the battery to enter the engine use travel mode. A control apparatus for a hybrid vehicle, characterized in that an operation area is enlarged and an operation area that is in the motor use travel mode is reduced . In the hybrid vehicle control device according to claim 1 or 2,
The operation region control means at the time of slip increases the operation region to be in the engine use travel mode by changing the threshold value of the accelerator opening for switching between the both travel modes when it is determined as slip, and the motor use travel A control apparatus for a hybrid vehicle, characterized by reducing a driving range to be a mode . In the hybrid vehicle control device according to any one of claims 1 to 3,
A hybrid vehicle control device, comprising: a power source control means for prohibiting driving of the motor generator by discharging of the battery after the determination of slippage in the engine use travel mode. In the hybrid vehicle control device according to any one of claims 1 to 4,
A hybrid vehicle control device, comprising: a target shift speed changing means for setting a target shift speed to a predetermined high speed speed in the engine use travel mode after the slip is determined.

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