JP5040484B2 - Hybrid vehicle driving force control device - Google Patents

Description

  The present invention relates to a driving force control apparatus for a hybrid vehicle, and more particularly to a driving force control apparatus for a hybrid vehicle having a transmission that can be switched to a plurality of shift modes.

  A hybrid vehicle having a transmission that can be switched to a plurality of shift modes (shift stages) is known.

  For example, in Japanese Patent Application Laid-Open No. 2004-150334 (Patent Document 1), when the engine stop condition is satisfied, the state of the transmission that outputs the power of the motor MG2 to the ring gear shaft is checked, and the transmission is motor MG2. When the Lo gear is in a state where the rotation of the rotation shaft is most decelerated and transmitted to the ring gear shaft, the engine operation is stopped immediately after the Lo gear state is set when the Lo gear state is not established. Thus, the requested power can be quickly output from the motor MG2 without changing the transmission in response to the driver's acceleration request after stopping the engine operation.

JP 2004-150334 A

  In a hybrid vehicle having a transmission that can be switched to a plurality of shift modes, there is a demand for a driving force control device for a hybrid vehicle that can increase the regeneration amount while suppressing a shift shock.

  An object of the present invention is to provide a driving force control device for a hybrid vehicle capable of realizing an increase in the regeneration amount while suppressing a shift shock in a hybrid vehicle having a transmission that can be switched to a plurality of shift modes. It is.

The driving force control apparatus for a hybrid vehicle of the present invention is a driving force control apparatus for a hybrid vehicle having a transmission that can be switched to a plurality of shift modes, and means for determining whether or not the necessity for deceleration continues. If it is determined that the necessity for deceleration continues, means for facilitating switching to the low speed transmission mode among the plurality of transmission modes, and when it is determined that the necessity for deceleration does not continue Comprises a means for prohibiting switching to a low-speed transmission mode among the plurality of transmission modes .

  In the driving force control apparatus for a hybrid vehicle according to the present invention, the situation where the necessity for deceleration continues includes a situation regarding a relative positional relationship with the preceding vehicle and a situation of a person jumping out.

  In the driving force control apparatus for a hybrid vehicle according to the present invention, when the downshift control of the vehicle is performed based on one of the accelerator opening change amount and the deceleration of the vehicle, the shift mode for the low speed is set. It is characterized by switching.

  In the hybrid vehicle driving force control apparatus of the present invention, when it is determined that the necessity for deceleration continues, the vehicle downshift based on one of the accelerator opening change amount and the vehicle deceleration is performed. It is characterized in that control is easily performed.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve the increase in regeneration amount, suppressing a shift shock in the hybrid vehicle which has a transmission which can be switched to a some shift mode.

  Next, embodiments of the present invention will be described using examples. FIG. 2 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20 according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When functioning as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to driving wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced between the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 3 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening corresponding to the depression amount of the accelerator pedal 83. Attached to the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the drive wheels 39a, 39b. Wheel speeds Vwa, Vwb, etc. from the wheel speed sensors 89a, 89b are input via the input port. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment configured in this manner calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The brakes B1 and B2 are ON / OFF controlled so that the gear ratio of the transmission 60 is efficiently output from the motor MG2 to the ring gear shaft 32a by the vehicle speed V or the like.

  In the present embodiment, in the driving force control device for a hybrid vehicle capable of switching between the Lo gear (mode) and the Hi gear (mode), for example, the vehicle is decelerated by shortening the inter-vehicle distance from the front vehicle, the jump of a person forward, and the like. In necessary scenes, the accelerator suddenly closes and suddenly decelerates during normal driving except for that scene, making it easier to enter the accelerator suddenly closed control and suddenly downshift control (to make it easier to change to a lower gear ratio than normal). In addition, the mode is switched to the Lo mode within a preset allowable range.

  Here, the permissible range is a permissible range related to internal components of the transmission 60 such as bearings and planetary gears, permissible rotational speeds of MG1 and MG2, and engine rotational speed for suppressing NV deterioration.

  The accelerator sudden close control and the sudden deceleration downshift control are for downshift control when the accelerator is suddenly closed or when a sudden deceleration is applied. When the accelerator quick closing control and the sudden deceleration downshift control are performed, it is not preferable that the switching to the Lo mode is executed in synchronization with these controls for the following reason.

  The accelerator sudden closing control and the sudden deceleration downshift control are often performed before the vehicle enters a corner, for example. For example, if switching to the Lo mode is performed in synchronization with the accelerator sudden-close control or sudden deceleration downshift control that is executed before the vehicle enters the corner, the vehicle exits the corner. When accelerating, a shift from Lo to Hi is performed, and a shift shock is generated. Therefore, in a normal case, for example, in the situation where re-acceleration is performed without continuing the deceleration state thereafter, for example, before the corner, in synchronization with the accelerator sudden closing control or the sudden deceleration downshift control, Switching to the Lo mode is not preferable because a shift shock from Lo to Hi is subsequently generated (see step S004-N, step S006, and step S009-N in FIG. 1 described later).

  On the other hand, in this embodiment, the necessity of deceleration (deceleration assistance) continues and there is no need to consider reacceleration (for example, when the distance between the vehicle and the front vehicle is shortened, or when a person jumps forward In such a case, switching to the Lo mode is executed in synchronization with the accelerator close closing control and the sudden deceleration downshift control (step S004-Y, step S009-Y, step S011 in FIG. 1 described later). ). In this scene, the shift from the Lo mode to the Hi mode (shift shock) does not occur, so there is no need to maintain the Hi mode, but the regeneration amount increases by switching to the Lo mode.

  The operation of the present embodiment will be described below with reference to FIG.

[Step S001 and Step S002]
In step S001, the accelerator opening and the vehicle speed (peller shaft rotation speed) are read. Next, in step S002, the accelerator opening change amount and the deceleration of the vehicle are obtained.

[Step S003]
Next, in step S003, the situation in front of the vehicle is detected. Here, the situation in front of the vehicle includes, for example, an inter-vehicle distance from the preceding vehicle, the presence / absence of a pedestrian, a signal, and the like.

[Step S004]
Next, in step S004, it is determined whether or not the situation ahead of the vehicle is a scene that requires deceleration. Here, a scene that requires deceleration is a situation in which the necessity of deceleration (deceleration assistance) of the vehicle continues and it is not necessary to consider reacceleration. For example, the distance between the vehicle and the vehicle ahead is set in advance. This is a case where the distance is equal to or less than a predetermined distance or a case where a person jumps out (including the possibility of a person jumping out) in front of the vehicle. Further, the scene that needs to be decelerated can be a case where the vehicle may stop as a result of the vehicle decelerating, or a case where the vehicle speed is extremely low. As a result of the determination in step S004, if it is determined that the situation ahead of the vehicle is a scene that requires deceleration, the process proceeds to step S005, and if not, the process proceeds to step S006.

[Step S005]
In step S005, the start condition (start determination threshold value) of the accelerator rapid closing control and the rapid deceleration control is changed to one in which each control is easily started (one that is easily controlled to be changed to a lower gear ratio than usual). In addition, Flag is set to 1 for determining whether or not to start the accelerator rapid closing control and the rapid deceleration control when the vehicle front situation requires deceleration. After step S005, the process proceeds to step S007.

[Step S006]
In step S006, the above Flag is set to zero. After step S006, the process proceeds to step S007.

[Step S007]
In step S007, it is determined whether or not a start condition for accelerator rapid closing control or rapid deceleration control is satisfied. In the determination, the accelerator opening change amount and the deceleration obtained in step S002 are used. As a result of the determination, when it is determined that the accelerator rapid closing control or the rapid deceleration control start condition is satisfied, the process proceeds to step S008. Otherwise, the control flow is returned.

[Step S008]
In step S008, the accelerator sudden-close control or the rapid deceleration control that is determined in step S007 to satisfy the start condition is started.

[Step S009]
In step S009, it is determined whether Flag = 1 is satisfied. As a result of the determination, if Flag = 1 is established, the process proceeds to step S010. Otherwise, the control flow is returned.

[Step S010]
In step S010, it is determined whether or not it is a switching area to the Lo mode. Here, the switching area to the Lo mode is set in advance with respect to the built-in components of the transmission 60 such as the bearing and the planetary gear, the allowable rotational speed of the MG1 and MG2, and the engine rotational speed for suppressing the NV deterioration. It is an area. As a result of the determination in step S010, if it is determined that the region is a switching area to the Lo mode, the process proceeds to step S011, and if not, the control flow is returned.

[Step S011]
In step S011, switching to the Lo mode is performed. After step S011, this control flow is returned.

  The operation of this embodiment will be described with reference to FIG.

  For example, when there is a person jumping out in front of the vehicle or the inter-vehicle distance (the inter-vehicle time may be used instead of the inter-vehicle distance) is small, step S004 is determined affirmatively, and in step S005, the accelerator quick closing control The start condition is changed so that the rapid deceleration control is easily started, and Flag is set to 1 (see reference numeral 501 in FIG. 4). In this situation, the brake is depressed by the driver, so the brake switch 505 is turned on. By this brake operation, the engine speed 506, the MG2 speed, and the vehicle speed 509 are lowered. In addition, the braking operation satisfies the start condition for the sudden deceleration control (step S007-Y), and the sudden deceleration control execution flag 504 is turned on (step S008). At this time, since Flag is 1, step S009 is determined affirmatively, and when it is determined that the region can be switched to Lo mode (not shown), switching to Lo mode is performed. (See reference numeral 502). Thereby, MG2 rotation speed 507 rises and the amount of regeneration increases. In the prior art, the operation of the present embodiment is not performed. For example, the switching to the Lo mode is not performed until the vehicle speed 509 falls below the Lo mode determination threshold (see reference numeral 503). Since the number of rotations did not increase (reference numeral 508), the effect of increasing the regeneration amount did not occur.

  According to the present embodiment, the following effects can be achieved.

(1) In a scene where the vehicle speed is known to decrease (step S004-Y), the vehicle can be switched to the Lo mode at a vehicle speed that is equal to or higher than the normal Lo mode switching speed (step S005, step S007-Y, step S009). -Y, step S011), the rotational speed of MG2 is increased, and the regeneration amount can be increased.

(2) In addition, in a scene where a downshift at the time of sudden deceleration is performed (step S007-Y, step S008), the switching to the Lo mode can be synchronized (step S011), so the shock of switching to the Lo mode The number of occurrences can be reduced.

(3) By limiting the execution region of the accelerator sudden closing control and the sudden deceleration downshift control (step S004), it is possible to avoid the troublesomeness (engine noise, acceleration shock, etc.) that the control starts in normal running. It becomes possible.

  In the hybrid vehicle 20 of the embodiment and its modification, two-stage shift between Lo and Hi is possible using a transmission 60 having a planetary gear mechanism as a transmission for shifting the power of the motor MG2 and outputting it to the ring gear shaft 32a. However, a plurality of planetary gear mechanisms may be combined to have three or more shift stages. In this case, when the operation of the engine 22 is stopped, the operation of the engine 22 is stopped after the rotational speed of the motor MG2 is decelerated most and the speed is set to the gear stage (the lowest stage) transmitted to the ring gear shaft 32a. When the transmission is at the lowermost stage, it is preferable to determine the conditions for stopping the operation of the engine 22 and stop the operation of the engine 22. Note that when there are three or more speeds as described above, it is not necessary to set the speed change stage of the transmission when stopping the operation of the engine 22 to the lowest level, and when stopping the operation of the engine 22 Indicates that the operation of the engine 22 is stopped after the transmission gear is set to a predetermined gear, such as the next gear of the lowest gear, or when the gear shift is the above-mentioned predetermined gear. Alternatively, the operation stop condition of the engine 22 may be determined to stop the operation of the engine 22.

  In the hybrid vehicle 20 of the embodiment and its modification, the transmission 60 having the planetary gear mechanism is used as a transmission for shifting the power of the motor MG2 and outputting it to the ring gear shaft 32a. However, a continuously variable transmission such as CVT is used. It may be used. In this case, when the operation of the engine 22 is stopped, the speed ratio (maximum speed ratio) in which the rotational speed of the motor MG2 is most decelerated and transmitted to the ring gear shaft 32a within the speed ratio range that the continuously variable transmission can take. The operation of the engine 22 may be stopped or the operation of the engine 22 may be stopped by determining the conditions for stopping the operation of the engine 22 when the continuously variable transmission has the maximum gear ratio. Further, when this continuously variable transmission is used, it is not necessary to set the transmission gear ratio of the continuously variable transmission to the maximum gear ratio when the operation of the engine 22 is stopped, and there is no need to stop the operation of the engine 22. The operation of the engine 22 is stopped after the gear ratio of the step transmission is set to a predetermined gear ratio set in advance such as a predetermined gear ratio near the maximum gear ratio, or the gear ratio of the continuously variable transmission is It is also possible to determine the conditions for stopping the operation of the engine 22 at the predetermined gear ratio and stop the operation of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is connected to an axle (an axle connected to the wheels 193a and 193b in FIG. 5) different from an axle (an axle to which the drive wheels 39a and 39b are connected) to which the ring gear shaft 32a is connected via the transmission 60. Also good.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided. Further, as exemplified in the hybrid vehicle 320 in the modification of FIG. 7, a transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b may be provided. Good. In this case, the transmission 330 may be a stepped transmission or a continuously variable transmission. When the transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b is provided, as illustrated in the hybrid vehicle 420 of the modified example of FIG. The power output from the motor MG2 via the transmission 60 may be further shifted by the transmission 330 and transmitted to the drive wheels 39a and 39b.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

It is a flowchart which shows operation | movement of one Example of this invention. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle according to an embodiment of the present invention. 2 is a configuration diagram illustrating an example of a configuration of a transmission 60. FIG. It is a time chart which shows operation | movement of one Example of this invention. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification.

Explanation of symbols

20, 120, 220, 320, 420 Hybrid vehicle 22 Engine 24 Engine electronic control unit (engine ECU)
26 Crankshaft 28 Damper 30 Power distribution and integration mechanism 31 Sun gear 31a Sun gear shaft 32 Ring gear 32a Ring gear shaft 33 Pinion gear 34 Carrier 37 Gear mechanism 38 Differential gears 39a and 39b Drive wheel 40 Motor electronic control unit (motor ECU)
41, 42 Inverters 43, 44 Rotation position detection sensor 50 Battery 52 Battery electronic control unit (battery ECU)
54 Electric power line 60 Transmission 60a Double pinion planetary gear mechanism 60b Single pinion planetary gear mechanism 61 Sun gear 62 Ring gear 63a First pinion gear 63b Second pinion gear 64 Carrier 65 Sun gear 66 Ring gear 67 Pinion gear 68 Carrier 70 Hybrid electronic control unit 72 CPU
74 ROM
76 RAM
80 Ignition switch 81 Shift lever 82 Shift position sensor 83 Accelerator pedal 84 Accelerator pedal position sensor 85 Brake pedal 86 Brake pedal position sensor 88 Vehicle speed sensor 89a, 89b Wheel speed sensor 193a, 193b Drive wheel 230 To rotor motor 232 Inner rotor 234 Outer rotor 330 Transmission 501 Flag
502 Mode (gear) of transmission of this embodiment
503 Conventional transmission mode (gear)
504 Control execution flag during sudden deceleration 505 Brake lamp switch 506 Engine speed 507 MG2 speed 508 Conventional MG2 speed 509 Vehicle speed MG1, MG2 Motor B1, B2 Brake

Claims (4)

A driving force control device for a hybrid vehicle having a transmission switchable to a plurality of shift modes,
Means for determining whether the need for deceleration continues;
Means for facilitating switching to a low-speed shift mode among the plurality of shift modes when it is determined that the need for deceleration continues;
Means for prohibiting switching to a low-speed shift mode among the plurality of shift modes when it is determined that the need for deceleration does not continue;
A driving force control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle driving force control device according to claim 1,
The situation in which the necessity for deceleration continues includes a situation relating to a relative positional relationship with the preceding vehicle and a situation of a person jumping out. In the hybrid vehicle driving force control device according to claim 1 or 2,
The hybrid vehicle is characterized in that, when the downshift control of the vehicle is performed based on one of an accelerator opening change amount and a deceleration of the vehicle, switching to the low speed shift mode is performed. Driving force control device. In the hybrid vehicle driving force control device according to claim 3,
When it is determined that the necessity for deceleration continues, the vehicle downshift control based on one of the accelerator opening change amount and the vehicle deceleration is facilitated. Vehicle driving force control device.

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