JP5691389B2 - Control device for hybrid vehicle - Google Patents

Description

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

  The conventional hybrid vehicle control device controls the assist time for the motor generator to function as an electric motor so that it is longer during sports running than during normal running (see Patent Document 1).

JP 2008-168700 A

  However, if the assist time by the motor generator is increased, the amount of power stored in the battery decreases when the assist frequency by the motor generator increases. For this reason, there is a case where the assist by the motor generator cannot be executed, and the drivability is deteriorated.

  The present invention has been made paying attention to such problems, and an object thereof is to suppress deterioration in drivability when the assist frequency by the motor generator increases.

The present invention, I controller der of a hybrid vehicle equipped with an engine and a motor generator as power sources, determining means for determining a time of travel of the driving force is required than during normal running, the electric motor of the motor-generator and assist time calculating means for calculating an assist time to function as, Ru comprising a. The assist time includes an assist permission time for controlling the assist torque by the motor generator to a constant torque, and an assist limit time for gradually decreasing the assist torque toward zero. When it is determined that the travel time requires a driving force rather than the normal travel time, the assist time is made shorter than that during the normal travel time by making the assist time limit shorter than that during the normal travel time.

  According to the present invention, at the time of traveling where the assist frequency by the motor generator is increased, that is, during traveling that requires a driving force than during normal traveling, the assist time by the motor generator is made shorter than that during normal traveling. As a result, a decrease in the amount of stored battery can be suppressed, so that the assist by the motor generator can be executed even when the assist frequency by the motor generator increases, and the deterioration of drivability can be suppressed.

1 is a schematic configuration diagram of a front engine / rear drive type hybrid vehicle according to a first embodiment of the present invention; FIG. It is a block diagram explaining the process performed with the integrated controller by 1st Embodiment of this invention. It is a block diagram explaining the detailed structure of the target drive torque calculation part by 1st Embodiment of this invention. It is a block diagram explaining the detailed structure of the assist coefficient calculation part by 1st Embodiment of this invention. It is a figure explaining a target run mode selection map. It is a block diagram explaining the detail of a target electric power generation torque calculation part. It is a flowchart which shows the content of the process performed in the assist coefficient calculation part by 1st Embodiment of this invention. It is a schematic block diagram of the hybrid vehicle of the front engine rear drive system by 2nd Embodiment of this invention. It is a block diagram explaining the detailed structure of the assist coefficient calculation part by 2nd Embodiment of this invention. It is a flowchart which shows the content of the process performed in the assist coefficient calculation part by 2nd Embodiment of this invention. It is the figure which showed the difference in the assist time in each mode by 2nd Embodiment of this invention. It is a schematic block diagram of the hybrid vehicle of the front engine rear drive system by 3rd Embodiment of this invention. It is a schematic block diagram of the hybrid vehicle of the front engine rear drive system by 4th Embodiment of this invention.

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

(First embodiment)
FIG. 1 is a schematic configuration diagram of a front engine / rear drive type hybrid vehicle (hereinafter referred to as “FR hybrid vehicle”) according to the present embodiment.

  The FR hybrid vehicle includes an engine 1 and a motor generator 2 as a power source, a battery 3 as a power source, a drive system 4 including a plurality of components for transmitting the output of the power source to a rear wheel 47, and an engine 1. And a control system 5 including a plurality of controllers for controlling the components of the motor generator 2 and the drive system 4.

  The engine 1 is a gasoline engine. A diesel engine can also be used.

  The motor generator 2 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 2 has a function as an electric motor that rotates by receiving power supplied from the battery 3, and a function as a generator that generates an electromotive force at both ends of the stator coil when the rotor is rotated by an external force. Have.

  The battery 3 supplies electric power to various electrical components such as the motor generator 2 and stores the electric power generated by the motor generator 2.

  The drive system 4 of the FR hybrid vehicle includes a first clutch 41, an automatic transmission 42, a second clutch 43, a propeller shaft 44, a final reduction differential device 45, and a drive shaft 46.

  First clutch 41 is provided between engine 1 and motor generator 2. The first clutch 41 is a wet multi-plate clutch capable of continuously changing the torque capacity by controlling the oil flow rate and hydraulic pressure by the first solenoid valve 411. The first clutch 41 is controlled in three states, that is, an engaged state, a slip state (half-clutch state), and a released state by changing the torque capacity.

  The automatic transmission 42 is a stepped transmission having seven forward speeds and one reverse speed. The automatic transmission 42 includes four sets of planetary gear mechanisms and a plurality of frictional engagement elements (three sets of multi-plate clutches, four sets) connected to a plurality of rotating elements constituting the planetary gear mechanism and changing their linkage state. Multi-plate brake, two sets of one-way clutch). The gear position is switched by adjusting the hydraulic pressure supplied to each frictional engagement element and changing the engagement / release state of each frictional engagement element.

  The second clutch 43 is a wet multi-plate clutch that can continuously change the torque capacity by controlling the oil flow rate and hydraulic pressure by the second solenoid valve 431. The second clutch 43 is controlled by changing the torque capacity into three states: an engaged state, a slip state (half-clutch state), and a released state. In the present embodiment, some of the plurality of frictional engagement elements included in the automatic transmission 42 are used as the second clutch 43.

  The propeller shaft 44 connects the output shaft of the automatic transmission 42 and the input shaft of the final reduction differential 45.

  The final reduction gear differential 45 integrates the final reduction gear and the differential gear, and transmits the rotation to the left and right drive shafts 46 after decelerating the rotation of the propeller shaft 44. Further, when it is necessary to create a speed difference between the rotational speeds of the left and right drive shafts 46 such as during a curve run, the speed difference is automatically given to enable smooth running. Rear wheels 47 are attached to the front ends of the left and right drive shafts 46, respectively.

  The control system 5 of the FR hybrid vehicle includes an integrated controller 51, an engine controller 52, a motor controller 53, an inverter 54, a first clutch controller 55, a transmission controller 56, and a brake controller 57. Each controller is connected to a CAN (Controller Area Network) communication line 58 and can transmit and receive data to and from each other by CAN communication.

  The integrated controller 51 includes an accelerator stroke sensor 60, a vehicle speed sensor 61, an engine rotation sensor 62, a motor generator rotation sensor 63, a transmission input rotation sensor 64, a transmission output rotation sensor 65, an SOC (State Of Charge) sensor 66, wheels. Detection signals of various sensors for detecting the traveling state of the FR hybrid vehicle such as the speed sensor 67, the brake stroke sensor 68, and the acceleration sensor 69 are input.

  The accelerator stroke sensor 60 detects the amount of depression of the accelerator pedal (hereinafter referred to as “accelerator operation amount”) indicating the driver's required drive torque. The vehicle speed sensor 61 detects the traveling speed of the FR hybrid vehicle (hereinafter referred to as “vehicle speed”). The engine rotation sensor 62 detects the engine rotation speed. Motor generator rotation sensor 63 detects the motor generator rotation speed. The transmission input sensor 64 detects the rotational speed of the input shaft 421 of the automatic transmission 42 (hereinafter referred to as “transmission input rotational speed”). The transmission output sensor 65 detects the rotational speed of the output shaft 422 of the automatic transmission 42. The SOC sensor 66 detects the battery charge amount. The wheel speed sensor 67 detects the wheel speeds of the four wheels. The brake stroke sensor 68 detects the amount of depression of the brake pedal (hereinafter referred to as “brake operation amount”). The acceleration sensor 69 detects the longitudinal acceleration of the hybrid vehicle.

  The integrated controller 51 manages the energy consumption of the entire FR hybrid vehicle, and outputs a control command value to be output to each controller based on the detection signals of the various sensors input in order to drive the FR hybrid vehicle at the highest efficiency. calculate. Specifically, a target engine torque, a target motor generator torque, a target first clutch torque capacity, a target second clutch torque capacity, a target gear position, a regeneration cooperative control command, and the like are calculated as control command values and output to each controller. .

  The target engine torque calculated by the integrated controller 51 is input to the engine controller 52 via the CAN communication line 58. The engine controller 52 controls the intake air amount (throttle valve opening) and the fuel injection amount of the engine 1 so that the engine torque becomes the target engine torque.

  The target motor generator torque calculated by the integrated controller 51 is input to the motor controller 53 via the CAN communication line 58. The motor controller 53 controls the inverter 54 so that the motor torque becomes the target motor generator torque.

  The inverter 54 is a current converter that mutually converts two types of electricity, DC and AC. The inverter 54 converts the direct current from the battery 3 into a three-phase alternating current having an arbitrary frequency so as to make the motor torque the target motor generator torque, and supplies the three-phase alternating current to the motor generator 2. On the other hand, when the motor generator 2 functions as a generator, the three-phase alternating current from the motor generator 2 is converted into direct current and supplied to the battery 3.

  The target first clutch torque capacity calculated by the integrated controller 51 is input to the first clutch controller 55 via the CAN communication line 58. The first clutch controller 55 controls the first solenoid valve 411 so that the torque capacity of the first clutch 41 becomes the target first clutch torque capacity.

  The target second clutch torque capacity and the target shift speed calculated by the integrated controller 51 are input to the transmission controller 56 via the CAN communication line 58. The transmission controller 56 controls the second solenoid valve 431 so that the torque capacity of the second clutch 43 becomes the target second clutch torque capacity. Further, the hydraulic pressure supplied to each friction engagement element of the automatic transmission 42 is controlled so that the gear position of the automatic transmission 42 becomes the target gear position.

  A regenerative cooperative control command from the integrated controller 51 is input to the brake controller 57. If the regenerative braking torque by the motor generator is insufficient for the required braking force calculated from the brake operation amount when the brake pedal is depressed, the brake controller 57 compensates for the deficiency with the friction braking torque by the brake. The regenerative cooperative brake control is performed based on the regenerative cooperative control command.

  FIG. 2 is a block diagram illustrating processing executed by the integrated controller 51.

  The target drive torque calculation unit 100 receives a transmission input rotation speed and an accelerator operation amount. The target drive torque calculation unit 100 calculates a steady target drive torque of the engine 1 and an assist torque of the motor generator 2 based on the transmission input rotation speed and the accelerator operation amount. Details of the target drive torque calculation unit 100 will be described later with reference to FIG.

  The vehicle speed, the accelerator operation amount, and the battery charge amount are input to the target travel mode selection unit 200. The target travel mode selection unit 200 includes a target travel mode selection map, and selects either EV (Electric Vehicle) travel mode or HEV (Hybrid Electric Vehicle) travel mode as the target travel mode based on these input values. To do. Details of the target travel mode selection map will be described later with reference to FIG.

  The EV travel mode is a travel mode in which the first clutch 41 is released and the FR hybrid vehicle is driven using only the motor generator 2 as a power source.

  The HEV traveling mode is a traveling mode in which the first clutch 41 is engaged and the FR hybrid vehicle is driven while including the engine 1 as a power source. The three traveling modes are an engine traveling mode, a motor assist traveling mode, and a power generation traveling mode. Is provided.

  The target power generation torque calculation unit 300 receives the battery charge amount and the engine speed, and calculates the target power generation torque based on these. Details of the target power generation torque calculation unit 300 will be described later with reference to FIG.

  The operating point command unit 400 receives the accelerator operation amount, the steady target drive torque, the target assist torque, the target travel mode, the vehicle speed, and the target generated power. Based on these input values, the operating point command unit 400 calculates a target engine torque, a target motor generator torque, a target first clutch torque capacity, a target second clutch torque capacity, and a target shift speed, and outputs them to each controller. .

  FIG. 3 is a block diagram illustrating a detailed configuration of the target drive torque calculation unit 100.

  The target drive torque calculation unit 100 includes a steady target drive torque calculation unit 110, a provisional assist torque calculation unit 120, an assist coefficient calculation unit 130, and a target assist torque calculation unit 140.

  The steady target drive torque calculation unit 110 includes a steady target drive torque map, refers to the steady target drive torque map, and calculates the steady target drive torque of the engine 1 based on the transmission input rotation speed and the accelerator operation amount. .

  The provisional assist torque calculation unit 120 includes a provisional assist torque map, refers to the provisional assist torque map, and calculates the provisional assist torque of the motor generator 2 based on the transmission input rotation speed and the accelerator operation amount.

  The assist coefficient calculation unit 130 calculates an assist coefficient in a range from 0 to 1 by which the provisional assist torque is multiplied. Details of the assist coefficient calculation unit 130 will be described later with reference to FIG.

  The target assist torque calculator 140 calculates the target assist torque by multiplying the provisional assist torque by the assist coefficient.

  FIG. 4 is a block diagram illustrating a detailed configuration of the assist coefficient calculation unit 130.

  The assist coefficient calculation unit 130 includes a sports travel determination unit 131, a road surface gradient determination unit 132, an assist permission time calculation unit 133, an assist time limit calculation unit 134, and an assist coefficient output unit 135.

  The sport running determination unit 131 determines whether or not the driver is in sport driving so as to obtain a driving force larger than that in normal driving according to the driving state of the FR hybrid vehicle. Specifically, it is determined whether or not the detected value of the acceleration sensor 69 detects an acceleration and deceleration larger than the acceleration and deceleration assumed during normal driving. It should be noted that various known methods can be applied to determine whether or not a sport run.

  The road surface gradient determination unit 132 determines whether or not the vehicle is traveling on an uphill road based on the detection value of the acceleration sensor 69. Specifically, if the detected value of the acceleration sensor 69 is equal to or greater than a predetermined value, it is determined that the vehicle is traveling on an uphill road. In addition, as a method for determining whether or not the road is an uphill road, a method for determining using a GPS sensor, a method for determining using acceleration resistance or running resistance obtained from the driving force and vehicle speed of the vehicle, etc. Various known methods can be applied.

  The assist permission time calculation unit 133 includes an assist permission time table, refers to the assist permission time table, and calculates the assist permission time based on the accelerator operation amount.

  The assist time limit calculation unit 134 includes two types of assist time limit tables, refers to the two types of assist time limit tables, and calculates the assist time limit based on the accelerator operation amount. One of the two types of assist time limit tables is a table that is used when it is determined to be a sport running or an uphill running indicated by a broken line in the figure, and the other is used during a normal running indicated by a solid line in the figure. It is a table.

  The table that is used when it is determined that the sport travel or the uphill travel is set so that the assist time limit is shorter than the table that is used during normal travel. When it is determined that the vehicle is traveling on a sport or on an uphill road, it is often a scene where a larger driving force is required than during normal driving, and the frequency of assisting the driving force by the motor generator 2 is higher than during normal driving. . For this reason, if the assist time (assist permission time + assist limit time) by the motor generator 2 is set to be the same as that during normal travel, the amount of battery charge will be reduced compared to during normal travel. As the battery charge decreases, the motor generator 2 can no longer assist the driving force, resulting in a deterioration in acceleration. Therefore, in the present embodiment, when it is determined that the vehicle is traveling on a sport or traveling on an uphill road, the reduction of the battery storage amount is suppressed by shortening the assist limit time.

  The assist coefficient output unit 135 outputs 1 as the assist coefficient until the assist permission time elapses after the provisional assist torque is calculated. After the assist permission time has elapsed, the output assist coefficient is gradually made smaller than 1 so that the assist coefficient becomes 0 when the assist limit time has elapsed. Thus, the provisional assist torque becomes the target assist torque until the assist permission time elapses. On the other hand, the target assist torque becomes gradually smaller than the provisional assist torque after the assist permission time has elapsed, and becomes 0 after the assist limit time has elapsed.

  FIG. 5 is a diagram for explaining the target travel mode selection map.

  The target travel mode selection map includes a travel mode switching line from the EV mode to the HEV mode (hereinafter referred to as “engine start line”) indicated by a solid line, and a travel mode switching line from the HEV mode to the EV mode indicated by a broken line. (Hereinafter referred to as “engine stop line”) is set. The engine start line and the engine stop line change depending on the battery storage amount, and the engine start line and the engine stop line move downward in the drawing as the battery storage amount decreases.

  When the driving point determined by the vehicle speed and the accelerator operation amount crosses the engine start line from the EV mode side to the HEV mode side, the target travel mode is changed from the EV mode to the HEV mode. Conversely, when the operating point determined by the vehicle speed and the accelerator operation amount crosses the engine stop line from the HEV mode side to the EV mode side, the target travel mode is changed from the HEV mode to the EV mode.

  FIG. 6 is a block diagram illustrating details of the target power generation torque calculation unit 300.

  The target power generation torque calculation unit 300 includes a first target power generation torque calculation unit 310, a second target power generation torque calculation unit 320, and a target power generation torque output unit 330.

  The first target power generation torque calculation unit 310 receives a battery storage amount. The first target power generation torque calculation unit 310 includes a first target power generation torque calculation table, and calculates the first target power generation torque based on the battery storage amount.

  The second target power generation torque calculation unit 320 receives the current engine torque calculated by the calculation and the current engine rotation speed. The second target power generation torque calculation unit 320 includes a map of engine operating points defined by the engine torque and the engine speed, and maintains the current engine speed based on the current engine torque and the current engine speed. The engine torque necessary to increase the engine torque to the best fuel consumption line on the engine operating point map is calculated, and the calculated engine torque is set as the second target power generation torque.

  As an example, if the current engine operating point is point A on the engine operating point map, the engine torque required to increase to point B along the arrow is the second target power generation torque.

  The target power generation torque output unit 330 compares the first target power generation torque and the second target power generation torque, and outputs the smaller one as the target power generation torque.

  FIG. 7 is a flowchart showing the contents of processing performed by the assist coefficient calculation unit 130. The integrated controller 51 repeatedly executes this routine every predetermined calculation cycle (for example, 10 ms).

  In step S <b> 1, the integrated controller 51 performs sports travel determination and climbing road travel determination.

  In step S2, the integrated controller 51 calculates an assist permission time based on the accelerator operation amount.

In step S <b> 3, the integrated controller 51 determines whether it is a sport running or an uphill running. If it is a sport running or an uphill running, the process of step S4 is performed, and if it is other than the normal running, the process of step S5 is performed.
In step S4, the integrated controller 51 calculates the assist time limit based on the accelerator operation amount with reference to the table used when it is determined that the sport travel or the uphill road travel out of the two types of assist time limit tables. To do.

  In step S5, the integrated controller 51 calculates an assist time limit based on the accelerator operation amount with reference to a table used when it is determined that the vehicle travels normally among the two types of assist time limit tables.

  In step S6, the integrated controller 51 calculates an assist coefficient based on the assist permission time and the assist limit time.

  According to the present embodiment described above, the assist time of the driving force by the motor generator 2 is shortened at the time of sports traveling or traveling on an uphill road than during normal traveling. Thereby, it is possible to suppress a decrease in the amount of battery charge during sports traveling or traveling on an uphill road where the number of times of assist by the motor generator 2 is greater than during normal traveling. For this reason, it is possible to prevent the driving force from being assisted by the motor generator 2 because the amount of stored battery is small, and therefore it is possible to suppress the deterioration of acceleration feeling during sports running or running on an uphill road.

  Further, in this embodiment, only the assist limit time is shortened compared to the normal travel time, and the assist permission time is the same as the normal travel time. Therefore, a minimum acceleration feeling is obtained even during sports travel or when traveling on an uphill road. Can be secured.

  Note that a decrease in driving force due to the shortened assist time limit may be dealt with by controlling the shift stage of the automatic transmission 42 to be switched to a shift stage smaller than that during normal travel.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment in that the assist time is variable according to the operation mode selected by the driver. Hereinafter, the difference will be mainly described. In each of the following embodiments, the same reference numerals are used for portions that perform the same functions as those of the first embodiment described above, and repeated descriptions are omitted as appropriate.

  FIG. 8 is a schematic configuration diagram of an FR hybrid vehicle according to the second embodiment of the present invention.

  The FR hybrid vehicle according to the present embodiment includes an operation mode switching device 70 that switches the power characteristics of the vehicle.

  The operation mode switching device 70 includes a switch for switching the operation mode to the AUTO mode, the SPORTS mode, or the ECO / SNOW mode. The operation mode can be switched by the driver operating these switches. The operation mode switching device 70 outputs a mode switch signal for detecting the currently selected operation mode, and this signal is input to the integrated controller 51.

  The AUTO mode is basically an operation mode selected during normal travel. The SPORTS mode is a driving mode that is selected during sports driving in which the driver requires a larger driving force than during normal driving. The ECO / SNOW mode is an operation mode selected at the time of traveling in which the driver requires a smaller driving force than that at the time of normal traveling in order to improve fuel efficiency and prevent slipping during traveling on a frozen road surface.

  In the present embodiment, when the operation mode is the AUTO mode, the assist time is calculated as in the first embodiment described above. On the other hand, when the driving mode is the SPORTS mode or the ECO / SNOW mode, the assist time is set to the assist time for the SPORTS mode and the assist time for the ECO / SNOW mode, respectively, in order to clearly reflect the driver's intention. .

  FIG. 9 is a block diagram illustrating a detailed configuration of the assist coefficient calculation unit 130 according to the second embodiment of the present invention.

  The operation mode determination unit 136 determines whether the current operation mode is the AUTO mode, the SPORTS mode, or the ECO / SNOW mode based on the mode switch signal.

  The assist permission time calculation unit 137 includes three types of assist permission time tables, refers to the three types of assist permission time tables, and calculates the assist permission time based on the accelerator operation amount. One of the three types of assist permission time tables is a table used in the AUTO mode indicated by a solid line in the drawing. The other is a table used in the SPORTS mode indicated by a one-dot chain line in the figure. The last one is a table used in the ECO / SNOW mode indicated by a broken line in the figure.

  The table used in the SPORTS mode is set so that the assist permission time is longer than the table used in the AUTO mode. On the other hand, the table used in the ECO / SNOW mode is set so that the assist permission time is shorter than the table used in the AUTO mode.

  The assist time limit calculation unit 138 includes two types of assist time limit tables, and refers to these two types of assist time limit tables to calculate the assist time limit based on the accelerator operation amount. One of the two types of assist time limit tables is a table used in the normal mode and the SPORTS mode in the AUTO mode indicated by the solid line in the figure, and the other is the sport mode / uphill running in the AUTO mode indicated by the broken line in the figure. And a table used in the ECO / SNOW mode.

  The table used during the sport running / hill climbing in the AUTO mode and during the ECO / SNOW mode is set so that the assist time limit is shorter than the table used during the normal running in the AUTO mode and the SPORTS mode.

  As described above, in the SPORTS mode, the acceleration feeling can be improved by clearly reflecting the driver's intention by setting the assist time to be longer than that in the AUTO mode. On the other hand, in the ECO / SNOW mode, by setting the assist time to be shorter than in the AUTO mode, it is possible to suppress a decrease in the amount of battery charge and to achieve a fuel-efficient driving reflecting the driver's intention. .

  FIG. 10 is a flowchart showing the contents of processing performed by the assist coefficient calculation unit 130 according to the second embodiment of the present invention. The integrated controller 51 repeatedly executes this routine every predetermined calculation cycle (for example, 10 ms).

  In step S21, the integrated controller 51 detects whether the current operation mode is the AUTO mode, the SPORTS mode, or the ECO / SNOW mode.

  In step S22, the integrated controller 51 determines whether or not the current operation mode is the AUTO mode. The integrated controller 51 performs the process of step S1 if the current operation mode is the AUTO mode, and performs the process of step S23 if not.

  In step S23, the integrated controller 51 determines whether or not the current operation mode is the SPORTS mode. If the current operation mode is the SPORTS mode, the integrated controller 51 performs the process of step S24, and otherwise performs the process of step S26.

  In step S23, the integrated controller 51 refers to the table used in the SPORTS mode among the three types of assist permission time tables, and calculates the assist permission time based on the accelerator operation amount.

  In step S24, the integrated controller 51 refers to the table used in the SPORTS mode among the two types of assist time limit tables, and calculates the assist time limit based on the accelerator operation amount.

  In step S26, the integrated controller 51 refers to the table used in the ECO / SNOW mode among the three types of assist permission time tables, and calculates the assist permission time based on the accelerator operation amount.

  In step S27, the integrated controller 51 refers to the table used in the ECO / SNOW mode among the two types of assist time limit tables, and calculates the assist time limit based on the accelerator operation amount.

  FIG. 11 is a diagram illustrating a difference in assist time in each mode. FIG. 11A shows the assist time in the SPORTS mode. FIG. 11B shows the assist time in the AUTO mode. FIG. 11C shows the assist time in the ECO / SNOW mode.

  As shown in FIGS. 11A to 11C, the assist time is shortened in the order of the SPORTS mode, the AUTO mode, and the ECO / SNOW mode.

  According to this embodiment described above, the assist permission time and the assist limit time are made variable according to the operation mode switched by the driver. Thereby, a clear difference can be provided between the modes, and the driver's intention can be clearly reflected in the driving. Specifically, since the assist time is longer in the SPORTS mode than in the AUTO mode, a good acceleration feeling can be obtained. On the contrary, since the assist time is shorter in the ECO / SNOW mode than in the AUTO mode, it is possible to suppress a decrease in the amount of stored battery power, to reduce the frequency of generating the motor generator 2 by the driving force of the engine 1, and to improve the fuel consumption. be able to.

  Note that the present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

  For example, the second clutch 43 of the FR hybrid vehicle may be provided separately between the motor generator 2 and the automatic transmission 42 as shown in FIG. 12, or the automatic transmission 42 as shown in FIG. You may provide separately behind. The second clutch 43 may be provided between the motor generator 2 and the drive wheels.

  In the first embodiment, only the assist limit time is shortened, but only the assist permission time may be shortened, or both of them may be shortened.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor generator 70 Operation mode switching apparatus 131 Sport running determination part (determination means)
132 Road surface gradient determination unit (determination means)
133 Assist permission time calculation unit (assist time calculation unit)
137 Assist permission time calculation unit (assist time calculation unit)
134 Assist time limit calculation unit (assist time calculation unit)
138 Assist time limit calculation unit (assist time calculation unit)
S1 determination means S2, S4, S5 Assist time calculation unit

Claims (2)

A hybrid vehicle control device including an engine and a motor generator as a power source,
Determining means for determining whether the driving force is required for driving rather than normal driving;
An assist time calculating means for calculating an assist time for causing the motor generator to function as an electric motor;
With
The assist time includes an assist permission time for controlling the assist torque by the motor generator to a constant torque, and an assist limit time for gradually decreasing the assist torque toward zero.
The assist time calculating means reduces the assist time to a time during normal travel by making the assist time limit shorter than during normal travel when it is determined that the travel time requires a driving force rather than during normal travel. Shorter than
A control apparatus for a hybrid vehicle characterized by the above. An operation mode switching device capable of switching to the first mode for forcibly increasing the assist time longer than that during normal travel or the second mode for forcibly shortening the assist time shorter than during normal travel;
The control apparatus for a hybrid vehicle according to claim 1.

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