JP5055975B2 - Hybrid vehicle mode switching control device - Google Patents

Description

The present invention can be driven not only by the engine but also by power from the motor / generator, and by electric power (EV) mode in which the vehicle travels only by power from the motor / generator, and by power from both the engine and the motor / generator. Regarding hybrid vehicles having a hybrid driving (HEV) mode capable of driving,
The present invention relates to a mode switching control device for a hybrid vehicle in which the selection area of the former EV mode can be expanded in accordance with a driver's weak intention to accelerate.

Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.
The hybrid drive device includes a first clutch that is coupled to a shaft that directs engine rotation to a transmission, includes a motor / generator between the engine and the transmission, and that removably couples the engine and the motor / generator. In addition, instead of the torque converter, the motor / generator and the transmission output shaft are detachably coupled to each other.

  When the hybrid vehicle having such a hybrid drive device disengages the first clutch and engages the second clutch, the hybrid vehicle is in an electric travel (EV) mode that travels only by the power from the motor / generator, and the first clutch and the second clutch When both the clutches are engaged, a hybrid running (HEV) mode that can run with power from both the engine and the motor / generator can be set.

In a hybrid vehicle having an electric travel (EV) mode and a hybrid travel (HEV) mode represented by such a hybrid vehicle,
For example, as shown by a solid line in FIG. 7, the electric travel (EV) mode region and the hybrid travel (HEV) mode region are separated by a combination of the accelerator pedal depression amount (accelerator opening APO) and the vehicle speed VSP,
It is customary to determine in which region the driving state is based on the accelerator opening APO and the vehicle speed VSP based on the map corresponding to this, and to execute mode switching control between the two.

  However, when mode switching is performed by performing region determination based on a fixed map in this way, the same mode switching control is performed when the driver's acceleration intention is weak and strong, and the driver's acceleration Even though the intention is weak and I want to continue driving in electric mode (EV) mode, I will enter the hybrid mode (HEV) mode area with a slight increase in accelerator opening, and I will go to hybrid mode with undesired engine start When switching is performed and the traveling in the electric traveling (EV) mode is short, there is a problem that makes it unsatisfactory.

As a mode switching control technique between the electric travel (EV) mode and the hybrid travel (HEV) mode, for example, the one described in Patent Document 2 has been proposed.
This proposed technology reduces the set accelerator opening used for mode switching determination between the electric travel (EV) mode and the hybrid travel (HEV) mode when the accelerator opening speed is fast, and reduces the former electric travel (EV) mode region. Is narrowed and the hybrid driving (HEV) mode area is expanded accordingly.
Japanese Patent Laid-Open No. 11-082260 Japanese Patent Laid-Open No. 06-048190

  In the proposed technique of Patent Document 2, when the accelerator opening speed is slow, the set accelerator opening for mode switching determination is increased to widen the former electric travel (EV) mode region, and accordingly, hybrid travel (HEV ) The mode area will be narrowed, and we are dissatisfied with the fact that switching to hybrid driving will occur early (low EV mode driving) at low accelerator opening speeds when it is desired to run in electric driving (EV) mode for a long period of time. It can be eliminated.

  However, as in the above proposed technology, if the set accelerator opening for mode switching determination that is different depending on the accelerator opening speed is used properly, this set accelerator opening is combined with the set value for each vehicle speed. As the amount of data related to the data increases, the time required for the calculation also increases, which is disadvantageous in terms of cost.

  The present invention provides a mode switching control in place of a method for changing the set accelerator opening for mode switching determination according to the accelerator opening speed as in the prior art. It is an object of the present invention to propose a mode switching control device for a hybrid vehicle that can realize mode switching control in consideration of the driver's intention to accelerate while avoiding problems.

For this purpose, the mode switch control apparatus for a hybrid vehicle according to the present invention, a structure of the following.
First, to explain the premise hybrid vehicle,
The engine and motor / generator are provided as power sources, the engine is stopped, and the electric travel mode based only on the power from the motor / generator and the hybrid travel mode based on the power from both the engine and the motor / generator can be selected for operation. The mode is switched between the electric travel mode and the hybrid travel mode based on information according to the load required by the person.

The present invention relates to such a hybrid vehicle,
Electric travel using the control input accelerator opening obtained by correcting the accelerator opening, which is the detected value of the required load, to be small according to the degree of acceleration intended by the driver, as information corresponding to the required load When it is determined that the control input accelerator opening indicating the degree of acceleration intended by the driver is smaller than the preset mode switching determination value during driving in the mode, the control input accelerator opening is equal to or greater than the mode switching determination value. Until it becomes, it is characterized by the point which comprised so that the switching to the hybrid driving mode with an engine start might not be performed .

According to the above-described hybrid vehicle mode switching control device according to the present invention,
When performing mode switching between the electric driving mode and the hybrid driving mode based on information according to the required load,
The detected value of the required load is not used as information corresponding to the required load as it is, but the control input required load obtained by correcting the detected value to be small according to the small acceleration intended by the driver is the required load. There use as information corresponding to, during running of the electric travel mode, a value representing the degree of acceleration that the driver intends is, when it is determined to be smaller than the set value set in advance, the control input required load Because it was decided not to switch to the hybrid driving mode with engine start until the mode switching judgment value or higher ,
Be previously set value of the required load becomes mode switching criterion is fixed, is not performed switching of the driver does not increase the required load if Kere small acceleration intended from the electric drive mode to the hybrid drive mode it and it can be the mode switching acceleration small. If you want the intended eliminating complaints take place early feel electric travel mode is short.

Then, the above-mentioned effect can be obtained by using the control input request load obtained by correcting the detected value of the required load so as to become smaller according to the intended acceleration level as information corresponding to the required load. From
The above-mentioned problem that occurred when the required load setting value, which is the criterion for mode switching, is changed according to the intention of acceleration as in the past, that is, the amount of data increases or the time required for calculation increases, The above-described effects can be achieved without causing the problem of disadvantages in cost.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive hybrid vehicle equipped with a hybrid drive device to which the mode switching control device of the present invention can be applied, where 1 is an engine and 2 is a drive wheel (rear wheel). .
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) is rotated. A motor / generator 5 is provided in combination with the shaft 4 that transmits to the input shaft 3a of the automatic transmission 3.

The motor / generator 5 functions as a motor or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
More specifically, a first clutch 6 is inserted between the motor / generator 5 and the engine 1 and, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 are disconnected by the first clutch 6. Join as possible.
Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

More specifically, a second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3 and more specifically between the shaft 4 and the transmission input shaft 3a. The second clutch 7 causes the motor / generator 5 and the automatic transmission to be inserted. 3 are separably connected.
Similarly to the first clutch 6, the second clutch 7 can be continuously changed in transmission torque capacity. For example, the proportional torque solenoid can continuously control the clutch hydraulic oil flow rate and clutch hydraulic pressure to change the transmission torque capacity. It consists of possible wet multi-plate clutch.

The automatic transmission 3 is the same as that described in pages C-9 to C-22 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003. By selectively engaging and releasing friction elements (such as clutches and brakes), the transmission system path (shift stage) is determined by the combination of engagement and release of these friction elements.
Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  In the power train of FIG. 1 described above, the first clutch 6 is released and the second clutch is released when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required. 7 is engaged, and the automatic transmission 3 is brought into a power transmission state.

When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When a hybrid travel (HEV travel) mode used during high speed travel or heavy load travel is required, both the first clutch 6 and the second clutch 7 are engaged, and the automatic transmission 3 is set in a power transmission state.
In this state, the output rotation from the engine 1, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 is connected to the input shaft 3a. Is rotated according to the currently selected shift speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

In FIG. 1, the first clutch 7 for releasably coupling the motor / generator 5 and the drive wheel 2 is interposed between the motor / generator 5 and the automatic transmission 3,
As shown in FIG. 2, even if the second clutch 7 is interposed between the automatic transmission 3 and the differential gear device 8, the same function can be achieved.

In addition, in FIG. 1 and FIG. 2, a dedicated second clutch 7 is added before or after the automatic transmission 3,
Instead, as the second clutch 7, as shown in FIG. 3, a friction element for selecting a forward shift stage or a friction element for selecting a reverse shift stage existing in the automatic transmission 3 may be used.
In this case, in addition to the second clutch 7 fulfilling the mode selection function described above, the automatic transmission is put into a power transmission state when engaged to fulfill this function, and a dedicated second clutch is not required and the cost is reduced. The top is very advantageous.

  The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.

  The control system of FIG. 4 includes an integrated controller 20 that integrally controls the operating point of the power train. The operating point of the power train includes the target engine torque tTe, the target motor / generator torque tTm, and the target transmission of the first clutch 6. It is defined by the torque capacity tTc1 and the target transmission torque capacity tTc2 of the second clutch 7.

In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 for detecting an accelerator pedal depression amount (accelerator opening APO) representing a required load state of the engine 1;
A signal from a storage state sensor 16 that detects a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5 is input.

  Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

  The integrated controller 20 is a driving mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the above input information. (EV mode, HEV mode) and driving force control by calculating target engine torque tTe, target motor / generator torque tTm, target first clutch transmission torque capacity tTc1, and target second clutch transmission torque capacity tTc2 I do.

However, the accelerator opening APO representing the required load by the driver is not used as it is, and the integrated controller 20 1 as shown in FIG. 5 with respect to the detected actual accelerator opening APO as described in detail later. : As shown in the figure for the large control input accelerator opening cAPO determined by the quick-opening characteristic α and the detected actual accelerator opening APO with the normal control input accelerator opening cAPO having the relationship of 1: Mode selection and driving force control as described above by properly using the control input accelerator opening cAPO obtained by correcting the actual accelerator opening APO with the delay opening characteristic β that gives a small control input accelerator opening cAPO less than 1: 1. Contribute to
Note that the slow opening characteristic β has the above-described slow opening characteristic only in a low opening region where the accelerator opening APO is less than 4/8, for example, and is the same as the early opening characteristic α in other large opening regions (APO = cAPO) characteristics.

The target engine torque tTe calculated by the integrated controller 20 is supplied to the engine controller 21, and the target motor / generator torque tTm calculated by the integrated controller 20 is supplied to the motor / generator controller 22.
The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
The motor / generator controller 22 controls the motor / generator 5 via the battery 9 and the inverter 10 so that the torque Tm (or the rotational speed Nm) of the motor / generator 5 becomes the target motor / generator torque tTm.
The integrated controller 20 supplies solenoid currents corresponding to the calculated target first clutch transmission torque capacity tTc1 and target second clutch transmission torque capacity tTc2 to the engagement control solenoids (not shown) of the first clutch 6 and the second clutch 7. The first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. The fastening force of the 6 and the second clutch 7 is individually controlled.

Here, the mode switching control executed by the integrated controller 20 between the EV travel mode and the HEV travel mode according to the present invention will be described with reference to the control program of FIG.
In this control, as described above, the control input accelerator opening cAPO is used instead of the actual accelerator opening APO, but the mode switching control according to the present invention will be briefly described based on the actual accelerator opening APO for convenience.
Basically, as shown by the solid line in Fig. 7, the EV travel mode is selected in the actual accelerator opening range below the set accelerator opening APOa on the basic boundary defined by the combination of the accelerator opening APO and the vehicle speed VSP, and the set accelerator is opened. When entering the actual accelerator opening range of APOa or higher, switch to HEV driving mode with engine start,
At low vehicle speeds less than VSPa, depending on the driver's intention to accelerate, the engine is started until entering the actual accelerator opening range above the set accelerator opening APOb on the EV expansion boundary line as shown by the broken line in FIG. The main purpose is not to switch to the HEV travel mode so that the EV travel mode is maintained even when the accelerator opening APO increases from point A to point B, for example.

Therefore, the slow opening characteristic β shown in FIG. 5 is expanded in the EV region up to the EV expansion boundary shown by the broken line in FIG. 7 during the mode switching control based on the control input accelerator opening cAPO obtained by the correction. The delay opening characteristic is set so that the hybrid travel (HEV) mode is not switched until the actual accelerator opening range is greater than the set accelerator opening APOb on the line.
As shown in FIG. 7, while the vehicle speed VSP is equal to or higher than VSPa, the EV expansion boundary line indicated by the broken line is the same as the basic boundary line indicated by the solid line, and VSPa = VSPb.
Further, while the vehicle speed VSP is higher than VSPb, the hybrid travel (HEV) mode is unconditionally selected.

Whether or not to expand the EV region at the time of the above mode switching is determined as follows based on the logic shown in FIG. 8 according to the accelerator opening speed ΔAPO representing the driver's intention to accelerate.
The accelerator opening speed ΔAPO is less than the first set speed ΔAPOa set as shown in FIG. 9 and the accelerator operation region I has a weak acceleration intention, or the accelerator open speed ΔAPO is the first set speed shown in FIG. Acceleration region II with medium standard acceleration intention, or accelerator opening speed ΔAPO is stronger than the second setting speed ΔAPOb shown in FIG. 9 at a speed between ΔAPOa and the second setting speed ΔAPOb. It is determined whether the accelerator operation area III has an intention to accelerate.
It should be noted that the first set speed ΔAPOa and the second set speed ΔAPOb are respectively set to a higher speed as the vehicle speed is lower according to the vehicle speed VSP.

  In the slow accelerator operation area I representing weak acceleration intention, as shown in FIG. 8, the accelerator opening APO (also described here based on the actual accelerator opening APO for convenience) is shown in FIG. Depending on whether the accelerator operating mode I-1 is greater than or equal to the set accelerator opening APOb on the boundary line, or the accelerator operating mode I-2 is below the set accelerator opening APOb, the mode switching control and Drive force control is performed.

That is, in the case of the accelerator operation form I-1, since the accelerator opening APO is equal to or greater than the set accelerator opening APOb (HEV region) in FIG. 7, even in the case of a slow accelerator operation indicating a weak acceleration intention, (However, in practice, the expanded EV range is not set as shown in FIG. 7, but the mode based on the control input accelerator opening cAPO obtained by the delay opening characteristic β shown in FIG. 5 will be described in detail later.) This is achieved by switching).
Note that the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the slow opening characteristic β of FIG.

In the case of the accelerator operation mode I-2, since the accelerator opening APO is less than the set accelerator opening APOb in FIG. 7 (EV region or an expanded EV region as indicated by I-2 in FIG. 10), weak acceleration In response to a slow accelerator operation that expresses the intention, the vehicle is allowed to travel in the EV mode over a wide range (however, in reality, an enlarged EV area is not set as in FIG. This is realized by mode switching based on the control input accelerator opening cAPO obtained by the slow opening characteristic β of the engine).
In this case as well, the driving force control of the hybrid vehicle is performed based on the control input accelerator opening cAPO obtained by the slow opening characteristic β of FIG.

  In the accelerator operation area II at a standard speed representing a medium acceleration intention, as shown in FIG. 8, the accelerator opening APO is less than the set accelerator opening APOa shown in FIG. The opening APO is a value within the EV expansion region of the set accelerator opening APOa to APOb shown in FIG. 7, and the accelerator opening acceleration ΔΔAPO at the time of APO = APOa is a positive accelerator operation mode II-2, or the accelerator opening Accelerator operation mode II-3 where APO is the value within the EV expansion range of the set accelerator opening APOa to APOb and the accelerator opening acceleration ΔΔAPO is 0 or less, or the accelerator operation mode where the accelerator opening APO is greater than the set accelerator opening APOb Depending on whether it is II-4, the following mode switching control and driving force control are performed.

In other words, in the case of the accelerator operation mode II-1, since the accelerator opening APO is less than the set accelerator opening APOa (EV region) in FIG. Even when the accelerator operation speed is medium, the vehicle is allowed to travel in the EV mode (in practice, however, as will be described in detail later, based on the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG. This is achieved by mode switching).
Note that the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the quick opening characteristic α in FIG. 5, thereby preventing the driving force from becoming insufficient.

In the case of accelerator operation mode II-2, even if the accelerator opening APO is a value within the EV expansion region between the set accelerator openings APOa to APOb in FIG. 7, the accelerator opening speed ΔAPO at APO = APOa is increased. (Accelerator opening acceleration ΔΔAPO> 0), and it is highly possible to enter the HEV region of APO> APOb as indicated by II-2 in FIG. Actually, as will be described in detail later, this is realized by mode switching based on the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG.
In this case as well, the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the quick opening characteristic α in FIG. 5, thereby preventing the driving force from being insufficient.

In the case of accelerator operation mode II-3, even if the accelerator opening APO is a value within the EV expansion region between the set accelerator opening APOa to APOb in FIG. 7, this is based on erroneous operation or driver's habit. There is a strong possibility of returning to the EV region of APO <APOa as indicated by the same symbol II-3 in FIG. 10 due to the constant or decrease of the accelerator opening speed ΔAPO when APO = APOa (accelerator acceleration ΔΔAPO ≦ 0) Therefore, EV mode time is continued by continuing traveling in EV mode (however, as will be described in detail later, by mode switching based on the control input accelerator opening cAPO obtained by the delay opening characteristic β of FIG. 5) , Make this happen).
In this case as well, the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the quick opening characteristic α in FIG. 5, thereby preventing the driving force from being insufficient.

In the case of the accelerator operation mode II-4, the accelerator opening APO is equal to or larger than the set accelerator opening APOb in FIG. 7, and as indicated by the same symbol II-4 in FIG. 10, the APO> APOb HEV region, Driving in the HEV mode is performed (in actuality, as will be described in detail later, this is realized by mode switching based on the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG. 5).
In this case as well, the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the quick opening characteristic α in FIG. 5, thereby preventing the driving force from being insufficient.

In the quick accelerator operation region III that represents a strong acceleration intention, it is certain that the HEV region of APO> APOb is entered as shown by the same reference numeral III-1 in FIG. In response to a strong acceleration intention, the vehicle immediately shifts to driving in the HEV mode (however, as will be described in detail later, this mode is based on the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG. This is achieved by switching).
In this case, the driving force control of the hybrid vehicle is performed based on the control input accelerator opening degree cAPO obtained by the quick opening characteristic α in FIG. 5, thereby preventing the driving force from being insufficient.

  By the way, for the sake of simplicity, the mode switching control has been described on the basis of the detected actual accelerator opening APO based on FIGS. 7 and 8 for the sake of convenience.However, in this embodiment, the mode switching control actually performed is illustrated in FIG. This is shown in Fig. 5 instead of the detected actual accelerator opening APO based on only the basic boundary shown by the solid line without depending on the setting of the EV enlarged boundary (enlarged EV region) as shown by the broken line. This is realized by mode switching determination based on the control input accelerator opening cAPO obtained by correcting with the quick opening characteristic α and the slow opening characteristic β.

For this purpose, the integrated controller 20 executes mode switching according to the control program of FIG.
The control program of FIG. 6 is started when the accelerator pedal is depressed, and performs mode switching as follows. In step S11, the vehicle speed VSP is less than the EV range expanded vehicle speed limit value VSPa shown in FIG. Whether the vehicle is in the EV range or not is checked based on whether the vehicle speed is low.
When it is determined in step S11 that the vehicle speed VSP is higher than the EV range expanded vehicle speed limit value VSPa shown in FIG. 7, in step S12, the control input accelerator opening based on the vehicle speed VSP and the quick opening characteristic α in FIG. It is checked whether the combination of cAPO (equivalent to the actual accelerator opening APO) is in the EV region or HEV region across the basic boundary shown by the solid line in FIG.

When it is determined in step S12 that the vehicle is in the HEV region, in step S13, the vehicle driving force is controlled based on the control input accelerator opening cAPO obtained by the quick opening characteristic α of FIG. Based on the control input accelerator opening degree cAPO, HEV traveling is performed by mode switching control using the basic boundary line of FIG.
When it is determined in step S12 that the vehicle is in the EV range, in step S14, the vehicle driving force is controlled based on the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG. Based on the control input accelerator opening degree cAPO, EV driving is performed by mode switching control using the basic boundary line of FIG.
By the way, the control input accelerator opening cAPO obtained by the quick opening characteristic α is the same value as the actual accelerator opening APO, and the basic boundary line in FIG. The vehicle driving force control based on the control input accelerator opening cAPO obtained by the above is a general driving force control, and mode switching control based on the control input accelerator opening cAPO and the basic boundary line in FIG. Is also common.

When it is determined in step S11 that the vehicle speed VSP is a low vehicle speed that is less than the EV range expansion vehicle speed limit value VSPa shown in FIG. The mode switching control aimed at is executed as follows.
First, in step S15, the first and second set accelerator opening speeds ΔAPOa and ΔAPOb for determining the acceleration intention are read and obtained from the vehicle speed VSP based on the map corresponding to FIG.
In the next step S16, the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) based on the quick opening characteristic α in FIG. 5 exceeds the set accelerator opening APOa on the basic boundary shown by the solid line in FIG. Acceleration intention ΔAPO at the time and the first intention accelerator opening speed ΔAPOa for acceleration intention determination obtained in step S15 are compared, and Acceleration intention I representing weak acceleration intention with ΔAPO <ΔAPOa (see FIGS. 8 and 9) Or Acceleration intention II or III (see FIGS. 8 and 9) representing ΔAPO ≧ ΔAPOa and representing a standard or strong acceleration intention.

When it is determined in step S16 that the acceleration intention I represents a weak acceleration intention, in step S17, driving force control is performed based on the control input accelerator opening cAPO obtained from the delay opening characteristic β of FIG.
In the next step S18, the control input accelerator opening cAPO obtained by the delay opening characteristic β in FIG. 5 is less than the set accelerator opening APOa (APO <APOb) or more (APO) on the basic boundary shown by the solid line in FIG. ≥APOb), it is checked whether the accelerator operation form is I-2 or I-1 in FIG.
In the case of the I-1 accelerator operation mode, in step S19, the control input accelerator opening cAPO obtained from the delay opening characteristic β in FIG. 5 and the set accelerator opening APOa on the basic boundary shown by the solid line in FIG. Based on mode switching control based on HEV running,
In the case of the I-2 accelerator operation mode (for example, in the case of the accelerator operation indicated by I-2 in FIG. 10), in step S20, the control input accelerator opening cAPO obtained by the slow opening characteristic β of FIG. EV driving is performed by mode switching control based on the set accelerator opening APOa on the basic boundary shown by the solid line in FIG.

Therefore, in the case of the acceleration intention I representing the weak acceleration intention, even in the mode switching control based on the set accelerator opening APOa on the basic boundary shown by the solid line in FIG. 7, the delay opening characteristic is used instead of the actual accelerator opening APO. Since the control input accelerator opening cAPO obtained by β is used, mode switching equivalent to the expansion of the EV region up to the EV expansion boundary shown by the broken line in FIG. 7 is performed, and the slow opening characteristic is obtained in step S17. Coupled with the driving force control based on the control input accelerator opening cAPO obtained by β, it is possible to realize mode switching that enables long-time EV traveling that matches a weak acceleration intention.
In order to achieve this effect, instead of setting the EV expansion boundary line as shown by the broken line in FIG. 7, instead of the accelerator opening APO representing the required load, this is calculated using the accelerator opening speed ΔAPO (acceleration intention ), The control input accelerator opening cAPO obtained by correcting with the slow opening characteristic β that decreases according to the weakness of
The problem with changing the accelerator opening setting value, which is the judgment criterion for mode switching, according to the purpose of acceleration as in the past, that is, the amount of data increases and the time required for calculation becomes longer, which is disadvantageous in terms of cost. The above-described effects can be achieved without causing the problem.

Acceleration intention II or III representing a standard or strong acceleration intention, which is determined in step S16 that the accelerator opening speed ΔAPO is equal to or higher than the first setting accelerator opening speed ΔAPOa (step S15) for acceleration intention determination (see FIGS. 8 and 9). If
In step S21, by performing driving force control based on the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained by the quick opening characteristic α of FIG. The control is advanced to step S22 and thereafter, and the following mode switching control is performed.

  In step S22, the accelerator opening speed ΔAPO is a standard speed between the first and second setting accelerator opening speeds ΔAPOa and ΔAPOb (step S15) for determining the acceleration intention, and an acceleration intention II (which represents a medium acceleration intention) ( 8 or 9), or the accelerator opening speed ΔAPO is faster than the acceleration intention determination second set accelerator opening speed ΔAPOb (step S15) and is an acceleration intention III representing a strong acceleration intention (FIG. 8). , 9).

In the case of the acceleration intention II representing the medium acceleration intention, in step S23, the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained by the quick opening characteristic α in FIG. 5 is indicated by a solid line in FIG. Whether the accelerator operation mode is II-1 in FIG. 8 or the other II-2 to 4 in FIG. 8 is checked depending on whether or not it is less than the set accelerator opening APOa on the basic boundary line shown.
In the case of the II-1 accelerator operation mode, in step S14, the control input accelerator opening cAPO obtained by the quick opening characteristic α in FIG. 5 and the set accelerator opening APOa on the basic boundary shown by the solid line in FIG. Based on mode switching control based on EV.

  When it is determined in step S23 that the accelerator operation mode is II-2 to 4 in FIG. 8, in step S24, the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained from the quick opening characteristic α in FIG. ) Is a value between the set accelerator opening APOa and APOb or more than the set accelerator opening APOb, and if it is a value between the set accelerator opening APOa and APOb, in step S25, the accelerator opening speed ΔAPO It is checked whether or not the accelerator opening acceleration ΔΔAPO, which is the time change rate, is 0 or less.

In step S24, it is determined that the control input accelerator opening cAPO (the same value as the actual accelerator opening APO) based on the quick opening characteristic α in FIG. 5 is a value between the set accelerator opening APOa and APOb, and in step S25. When it is determined that the accelerator opening acceleration ΔΔAPO exceeds a positive value, that is, when the accelerator operation mode is II-2 in FIG. 8, the control proceeds to step S13, and the control obtained by the quick opening characteristic α in FIG. HEV traveling is performed by mode switching control based on the input accelerator opening cAPO (equivalent to the actual accelerator opening APO) and the set accelerator opening APOa on the basic boundary shown by the solid line in FIG.
In the accelerator operation mode II-2, even if the accelerator opening APO is a value between the set accelerator openings APOa to APOb in FIG. 7, the accelerator opening speed ΔAPO at the time of APO = APOa is increased (ΔΔAPO> 0) As shown by the same symbol II-2 in FIG. 10, there is a strong possibility of entering the HEV region of APO> APOb, and the vehicle is made to travel in the HEV mode as described above.

In step S24, it is determined that the control input accelerator opening cAPO (the same value as the actual accelerator opening APO) based on the quick opening characteristic α in FIG. 5 is a value between the set accelerator opening APOa and APOb, and in step S25. When it is determined that the accelerator opening acceleration ΔΔAPO is equal to or less than 0, that is, when the accelerator operation mode is II-3 in FIG. 8, the control proceeds to step S26, and the control input accelerator opening obtained by the slow opening characteristic β in FIG. EV traveling is performed by mode switching control based on cAPO (a value smaller than the actual accelerator opening APO) and the set accelerator opening APOa on the basic boundary shown by the solid line in FIG.
In such an accelerator operation mode II-3, even if the accelerator opening APO is a value between the set accelerator openings APOa to APOb in FIG. 7, this is often based on an erroneous operation or a driver's habit. = Because the accelerator opening speed ΔAPO at APOa is unchanged or decreased (by ΔΔAPO ≦ 0), there is a strong possibility of returning to the EV area of APO <APOa as shown by the same symbol II-3 in FIG. The EV mode time is gained by continuing the running, and the EV → HEV → EV mode switching is prevented in a short time.

When it is determined in step S24 that the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) based on the quick opening characteristic α in FIG. 5 is greater than or equal to the set accelerator opening APOb, that is, the accelerator operation form is as shown in FIG. II-4, the control proceeds to step S13, and the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained by the quick opening characteristic α in FIG. 5 and the basic boundary indicated by the solid line in FIG. HEV traveling is performed by mode switching control based on the set accelerator opening APOa on the line.
In the accelerator operation mode II-4, the accelerator opening APO is equal to or larger than the set accelerator opening APOb in FIG. 7, and is in the HEV region of APO> APOb as indicated by the same reference numeral II-4 in FIG. Therefore, let's run in HEV mode.

When it is determined in step S22 that the accelerator opening speed ΔAPO is equal to or higher than the acceleration intention determination second setting accelerator opening speed ΔAPOb, that is, the acceleration intention III representing the strong acceleration intention in FIG. 8 (accelerator operation mode III-1) If so, control proceeds to step S13, and the control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained from the quick opening characteristic α in FIG. 5 and the set accelerator on the basic boundary shown by the solid line in FIG. HEV running is performed by mode switching control based on the opening APOa.
In this accelerator operation mode III-1, it is certain that the HEV region of APO> APOb is entered as shown by the same reference numeral III-1 in FIG. 10, and the HEV mode is promptly responded to the strong acceleration intention. The control input accelerator opening cAPO (equivalent to the actual accelerator opening APO) obtained from the quick-opening characteristic α is the set accelerator opening on the basic boundary shown by the solid line in FIG. You may make it transfer to driving | running | working in HEV mode when it becomes another set value smaller by a predetermined value than APOa.

In this embodiment, as shown in FIG. 5, the slow opening characteristic β is set only in the small accelerator opening range, and the slow opening characteristic β is set to be the same as the quick opening characteristic α in the other large accelerator opening range. From that
When increasing the accelerator opening APO, such as when large driving force is required or when quick acceleration is required, priority is given to securing driving force over control that extends the running time in EV mode. Thus, it is possible to prevent a decrease in running performance.

Further, as shown in FIG. 9, by setting the first set speed ΔAPOa and the second set speed ΔAPOb related to the accelerator opening speed ΔAPO for determining the acceleration intention as shown in FIG. The effect is obtained.
In other words, at low vehicle speeds including starting, even if the accelerator is operated slowly, it may give an unintended accelerator opening due to the low opening, or the accelerator may operate at an unintended speed. Although there is a concern with switching, this concern can be eliminated by setting the first set speed ΔAPOa and the second set speed ΔAPOb to a higher set speed as the vehicle speed is lower.

In the above, when the accelerator opening speed ΔAPO is equal to or higher than the first set speed ΔAPOa, the driving force is controlled for the power source (engine 1 and motor / generator 5) based on the large control input accelerator opening cAPO determined by the quick opening characteristic α. If the accelerator opening speed ΔAPO is less than the first set speed ΔAPOa, the driving force of the power source can be controlled based on the small control input accelerator opening degree cAPO determined by the delay opening characteristic β to make it feel that the EV traveling time is long. I did
Preferably, after the driving force control based on the quick opening characteristic α is performed due to the accelerator opening speed ΔAPO ≧ ΔAPOa, the driving force control based on the quick opening characteristic α is continued even when ΔAPO <ΔAPOa. The continuation can be canceled when the accelerator opening APO is reduced to a value less than the minute setting opening. In this case, the following effects can be expected.

That is, there is not a small difference in driving force between the driving force control based on the quick opening characteristic α and the driving force control based on the slow opening characteristic β, and when ΔAPO <ΔAPOa, it is immediately based on the quick opening characteristic α. When switching from driving force control to driving force control based on the slow opening characteristic β, there is a sense of incongruity due to the driving force step,
Even if ΔAPO <ΔAPOa, the above discomfort can be solved by continuing the driving force control based on the quick opening characteristic α.
Then, the continuation is canceled when the accelerator opening APO decreases below the minute setting opening, and the driving force control based on the quick opening characteristic α is switched to the driving force control based on the slow opening characteristic β. Therefore, the switching can be executed without a large driving force step.

The operation and effect of the embodiment will be described with reference to FIG. 11. FIG. 11 (a) shows that the accelerator opening APO when the accelerator opening speed ΔAPO is medium and the accelerator operation corresponding to the aforementioned acceleration intention II is performed. And the change tendency of motor / generator torque Trq is shown.
In the illustrated accelerator operation, since the accelerator opening APO is always less than APOa, EV travel is performed. At this time, the motor / generator torque Trq is controlled so that the EV travel is performed with the remaining power for starting the engine quickly. The
By the way, when the accelerator opening APO is greater than or equal to APOa, the engine is started by switching from EV traveling to HEV traveling.

FIG. 11 (b) shows a change tendency of the accelerator opening APO and the motor / generator torque Trq when the accelerator opening speed ΔAPO is slow and the accelerator operation corresponding to the acceleration intention I is performed.
Note that the broken line in FIG. 11 (b) is a transfer of the accelerator operation in FIG. 11 (a) for comparison.
In the accelerator operation shown in Fig. 11 (b), the accelerator opening APO exceeds APOa and reaches close to APOb, but the EV travel is substantially continued due to the expansion of the EV range. At this time, the motor / generator torque Trq is The vehicle is controlled to run on the EV with the remaining power for starting.
Incidentally, when the accelerator opening APO is greater than or equal to APOb, the engine is started by switching from EV traveling to HEV traveling.

FIG. 11 (c) shows that the accelerator opening at the time of an erroneous operation corresponding to the accelerator operation mode II-3 is performed even when the accelerator opening speed ΔAPO is medium and the accelerator operation corresponding to the aforementioned acceleration intention II is performed. The change tendency of degree APO and motor / generator torque Trq is shown.
Note that the broken line in FIG. 11 (c) is a transfer of the accelerator operation in FIG. 11 (a) for comparison.
In the accelerator operation of FIG. 11 (c), even if the accelerator opening APO exceeds APOa and reaches near APOb, it is predicted that the accelerator opening APO will return to less than APOa due to an erroneous operation, and EV driving is continued. At this time, the maximum value of the motor / generator torque Trq is limited to, for example, 240 Nm, which is twice the normal maximum value of 120 Nm.

FIG. 12 shows another embodiment of the present invention. In this embodiment, the following control is added when the accelerator operation mode is II-3 as described above.
In the case of the accelerator operation mode II-3, since the mode is switched based on the small control input accelerator opening cAPO determined by the delay opening characteristic β, the EV is also generated at the instant t1 when the accelerator opening APO reaches APOa as shown in FIG. Traveling continues (engine start flag = 0).
By continuing the EV travel, the motor / generator torque Trq is increased through 120 Nm at the normal time as shown in the drawing in response to the increase in the accelerator opening APO, and finally reaches the maximum value of 240 Nm.
However, if the state where Trq = the maximum value of 120 Nm continues for a long time, the burden on the motor / generator 5 and the battery 9 increases, which becomes a problem.

Therefore, in this embodiment, even when the timer started at the instant t1 (see the timer flag) indicates the set time Δt1, that is, when the set time Δt1 elapses from the instant t1, the accelerator is When the opening APO is not returned to the electric travel (EV) mode region (when the motor / generator torque Trq does not become less than 120 Nm), the motor / generator torque Trq is gradually decreased as shown by the waveform after the instant t2.
As a result, the above-described problem that the motor / generator torque Trq exceeds 120 Nm continues for a long time and the burden on the motor / generator 5 and the battery 9 increases can be solved.

  Note that the above set time Δt1 is increased as the vehicle speed VSP becomes longer as the vehicle speed VSP, for example, as shown in FIG. 13, and the EV travel time is felt longer at low vehicle speeds including start. It is preferable that the driving force can be increased.

After the instant t2 in FIG. 12, the EV travel is continued in response to the accelerator opening APO being reduced but larger than APOa (see the engine start flag). During this time, the motor / generator torque Trq is opened. Keep 120Nm according to the degree APO.
In response to the driver's depressing of the accelerator pedal, the accelerator opening APO is increased beyond APOb at the instant t3 thereafter, the timer flag is reset, and the engine is switched to switch from EV mode driving to HEV mode driving. Start (see engine start flag) and increase motor / generator torque Trq to a maximum value of 240 Nm for such engine start.

If the driver does not depress the accelerator pedal after the instant t3 and the accelerator opening APO is maintained at the instant t3 value as shown by the two-dot chain line, naturally the EV travel is continued (see the engine start flag). .
However, if this EV travels for a long time, the burden on the battery will become heavy and will cause adverse effects, so at the instant t4 when the set time Δt2 elapses from the instant t1, the timer flag is reset as shown by the two-dot chain line Then, the engine is started to switch from EV mode travel to HEV mode travel (see engine start flag), and the motor / generator torque Trq is increased to a maximum value of 240 Nm for such engine start.

It is a schematic plan view showing a power train of a hybrid vehicle to which the mode switching control device of the present invention can be applied. It is a schematic plan view which shows the power train of the other hybrid vehicle which can apply the mode switching control apparatus of this invention. It is a schematic plan view which shows the power train of the further another hybrid vehicle which can apply the mode switching control apparatus of this invention. FIG. 4 is a block diagram showing a control system for the power train shown in FIGS. It is a characteristic diagram which shows the early opening characteristic and slow opening characteristic of the control input accelerator opening with respect to an actual accelerator opening. 5 is a flowchart of an accelerator depression mode switching control program executed by an integrated controller in the control system of FIG. FIG. 7 is an area diagram showing an EV mode area and an HEV mode area when mode switching control is performed by the control program of FIG. FIG. 7 is an explanatory diagram showing a result of mode switching control by the control program of FIG. 6 as a logical diagram. It is a diagram which shows the change characteristic of the setting accelerator opening speed for determining the strength of the acceleration intention by a driver | operator. It is a time chart which shows several types of accelerator operation forms by a driver | operator as a time-sequential change of accelerator opening. FIG. 6 is an operation time chart of mode switching control by the control program of FIG. 6, (a) is a time chart showing a change tendency of the accelerator opening and the motor / generator torque when the accelerator pedal is depressed at a standard speed; ) Is a time chart showing the tendency of changes in accelerator opening and motor / generator torque when the accelerator pedal is depressed slowly. (C) is the accelerator opening and motor / generator torque when the accelerator pedal is depressed due to incorrect operation. It is a time chart which shows the change tendency of. It is an operation | movement time chart of the mode switching control which becomes another Example of this invention. It is a change characteristic figure regarding the setting time for the motor / generator torque fall start determination used in the Example.

Explanation of symbols

1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission 4 Transmission shaft 5 Motor / generator 6 First clutch 7 Second clutch 8 Differential gear device 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
20 Integrated controller
21 Engine controller
22 Motor / generator controller

Claims (9)

The engine and motor / generator are provided as power sources, the engine is stopped, and the electric travel mode based only on the power from the motor / generator and the hybrid travel mode based on the power from both the engine and the motor / generator can be selected for operation. In a hybrid vehicle that performs mode switching between the electric travel mode and the hybrid travel mode based on information according to the load requested by the person,
The control input load obtained by correcting the detected value of the required load to be small according to the small acceleration that the driver intends is used as information corresponding to the required load,
When it is determined that the value representing the degree of acceleration intended by the driver is smaller than a preset value during traveling in the electric travel mode, until the control input request load is equal to or higher than the mode switching determination value, It is configured not to switch to hybrid driving mode with engine start,
When the accelerator opening is used as the required load and the accelerator opening speed is used as an intention to accelerate, and the accelerator opening speed is a low speed less than the first set speed, a small control less than 1: 1 with respect to the detected value of the accelerator opening Based on the control input accelerator opening corrected by the slow opening characteristic that becomes the input accelerator opening, and when the accelerator opening speed is equal to or higher than the first set speed, the small control with respect to the detected value of the accelerator opening Based on the large control input accelerator opening determined by the quick opening characteristic that becomes larger than the input accelerator opening, the mode switching between the electric driving mode and the hybrid driving mode is configured, and as the mode switching determination value, When the control input accelerator opening is corrected by the slow opening characteristic, and the control input accelerator opening is determined by the quick opening characteristic Use the same value as when
The mode switching control device for a hybrid vehicle, wherein the slow opening characteristic is set only in a small accelerator opening range, and the slow opening characteristic is set to be the same as the early opening characteristic in a large accelerator opening range other than the region. . The engine and motor / generator are provided as power sources, the engine is stopped, and the electric travel mode based only on the power from the motor / generator and the hybrid travel mode based on the power from both the engine and the motor / generator can be selected for operation. In a hybrid vehicle that performs mode switching between the electric travel mode and the hybrid travel mode based on information according to the load requested by the person,
The control input load obtained by correcting the detected value of the required load to be small according to the small acceleration that the driver intends is used as information corresponding to the required load,
When it is determined that the value representing the degree of acceleration intended by the driver is smaller than a preset value during traveling in the electric travel mode, until the control input request load is equal to or higher than the mode switching determination value, It is configured not to switch to hybrid driving mode with engine start,
When the accelerator opening is used as the required load and the accelerator opening speed is used as an intention to accelerate, and the accelerator opening speed is a low speed less than the first set speed, a small control less than 1: 1 with respect to the detected value of the accelerator opening Based on the control input accelerator opening corrected by the slow opening characteristic that becomes the input accelerator opening, and when the accelerator opening speed is equal to or higher than the first set speed, the small control with respect to the detected value of the accelerator opening Based on the large control input accelerator opening determined by the quick opening characteristic that becomes larger than the input accelerator opening, the mode switching between the electric driving mode and the hybrid driving mode is configured, and as the mode switching determination value, When the control input accelerator opening is corrected by the slow opening characteristic, and the control input accelerator opening is determined by the quick opening characteristic Use the same value as when
When the accelerator opening speed is an intermediate speed between the first set speed and less than the second set speed that is faster than the first set speed, the electric speed is determined based on the large control input accelerator opening determined by the quick opening characteristic. It performs the mode switching between traveling mode and the hybrid travel mode, if a Kuseru opening acceleration is less than zero, between the electric drive mode and the hybrid traveling mode based on a control input accelerator opening degree corrected by the slow opening characteristics A mode switching control device for a hybrid vehicle, characterized by being configured to perform mode switching. In the mode switching control device according to claim 2,
When the accelerator opening speed is a high speed equal to or higher than the third set speed that is faster than the second set speed, the electric drive mode is switched from the electric drive mode based on the large control input accelerator opening determined by the quick opening characteristic to the hybrid drive mode. A mode switching control device for a hybrid vehicle, characterized in that the mode switching from the electric travel mode to the hybrid travel mode is executed prior to the determination of transition. The engine and motor / generator are provided as power sources, the engine is stopped, and the electric travel mode based only on the power from the motor / generator and the hybrid travel mode based on the power from both the engine and the motor / generator can be selected for operation. In a hybrid vehicle that performs mode switching between the electric travel mode and the hybrid travel mode based on information according to the load requested by the person,
The control input load obtained by correcting the detected value of the required load to be small according to the small acceleration that the driver intends is used as information corresponding to the required load,
When it is determined that the value representing the degree of acceleration intended by the driver is smaller than a preset value during traveling in the electric travel mode, until the control input request load is equal to or higher than the mode switching determination value, It is configured not to switch to hybrid driving mode with engine start,
When the accelerator opening is used as the required load and the accelerator opening speed is used as an intention to accelerate, and the accelerator opening speed is a low speed less than the first set speed, a small control less than 1: 1 with respect to the detected value of the accelerator opening Based on the control input accelerator opening corrected by the slow opening characteristic that becomes the input accelerator opening, and when the accelerator opening speed is equal to or higher than the first set speed, the small control with respect to the detected value of the accelerator opening Based on the large control input accelerator opening determined by the quick opening characteristic that becomes larger than the input accelerator opening, the mode switching between the electric driving mode and the hybrid driving mode is configured, and as the mode switching determination value, When the control input accelerator opening is corrected by the slow opening characteristic, and the control input accelerator opening is determined by the quick opening characteristic Use the same value as when
The mode switching control device for a hybrid vehicle, wherein the first set speed related to the accelerator opening speed is set to a higher set speed as the vehicle speed is lower according to the vehicle speed. In the mode switching control device according to any one of claims 2 to 3 ,
The accelerator opening speed is the intermediate speed, the accelerator opening acceleration is less than 0, and the mode is switched between the electric driving mode and the hybrid driving mode based on the control input accelerator opening corrected by the slow opening characteristic. Therefore, when the electric travel mode is selected even when the accelerator opening amount enters the hybrid travel mode region from the electric travel mode region, the set time has elapsed after the accelerator opening amount enters the hybrid travel mode region from the electric travel mode region. A hybrid vehicle mode switching control device configured to reduce the output torque of the motor / generator when the accelerator opening is not returned to the electric travel mode region even after elapses. In the mode switching control device according to claim 5,
The mode switching control device for a hybrid vehicle, wherein the set time is longer as the vehicle speed is lower. The engine and motor / generator are provided as power sources, the engine is stopped, and the electric travel mode based only on the power from the motor / generator and the hybrid travel mode based on the power from both the engine and the motor / generator can be selected for operation. In a hybrid vehicle that performs mode switching between the electric travel mode and the hybrid travel mode based on information according to the load requested by the person,
The control input load obtained by correcting the detected value of the required load to be small according to the small acceleration that the driver intends is used as information corresponding to the required load,
When it is determined that the value representing the degree of acceleration intended by the driver is smaller than a preset value during traveling in the electric travel mode, until the control input request load is equal to or higher than the mode switching determination value, It is configured not to switch to hybrid driving mode with engine start,
When the accelerator opening is used as the required load and the accelerator opening speed is used as an intention to accelerate, and the accelerator opening speed is a low speed less than the first set speed, a small control less than 1: 1 with respect to the detected value of the accelerator opening Based on the control input accelerator opening corrected by the slow opening characteristic that becomes the input accelerator opening, and when the accelerator opening speed is equal to or higher than the first set speed, the small control with respect to the detected value of the accelerator opening Based on the large control input accelerator opening determined by the quick opening characteristic that becomes larger than the input accelerator opening, the mode switching between the electric driving mode and the hybrid driving mode is configured, and as the mode switching determination value, When the control input accelerator opening is corrected by the slow opening characteristic, and the control input accelerator opening is determined by the quick opening characteristic Use the same value as when
Since the accelerator opening speed is equal to or higher than the first set speed, the driving force of the power source is controlled based on the large control input accelerator opening determined by the quick opening characteristic. Even if the speed falls below the set speed, the driving force control based on the large control input accelerator opening is continued until the accelerator opening falls below the minute setting opening, and the accelerator opening falls below the minute setting opening. When this is done, the hybrid vehicle mode switching control device is configured to switch to driving force control based on the control input accelerator opening corrected by the slow opening characteristic. In the mode switching control device according to any one of claims 1 to 7,
When the accelerator opening speed is a low speed less than the first set speed, the driving force control of the power source is performed based on the control input accelerator opening corrected by the delay opening characteristic, and the accelerator opening speed is the first speed. A hybrid vehicle mode switching control device configured to control the driving force of the power source based on a large control input accelerator opening determined by the quick opening characteristic when the speed is higher than a set speed. In the mode switching control device according to any one of claims 1 to 8,
A hybrid vehicle is provided with a first clutch capable of continuously changing the transmission torque capacity between the engine and the motor / generator, and a second clutch capable of continuously changing the transmission torque capacity between the motor / generator and the driving wheel. Intervened,
By stopping the engine, releasing the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator, and by engaging both the first and second clutches, the engine And a hybrid vehicle mode switching control device capable of selecting a hybrid travel mode based on power from both the motor and the generator.

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