JP6459889B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a vehicle drive control device in which an internal combustion engine and a motor are mounted as power sources.

  A hybrid vehicle is equipped with an internal combustion engine and a motor as a power source and travels using both powers, and an EV (Electric Vehicle) mode that travels using only the power of the motor. And can be selected as appropriate.

  A motor mounted on a vehicle is deteriorated by frequently starting and stopping. From this, in order to make the deterioration of the motor as slow as possible, for example, the amount of heat generated until the end of energization of the motor is calculated, and the time for prohibiting the stop of the internal combustion engine is set according to the amount of heat. Has been proposed (Patent Document 1). Note that the drive control device described in Patent Document 1 executes a control process for protecting a motor mounted as a starter for starting an internal combustion engine.

JP 2012-184703 A

  By the way, a vehicle equipped with an internal combustion engine and a motor is designed to improve fuel consumption by temporarily stopping and restarting the internal combustion engine when a preset condition is satisfied. The internal combustion engine in this case is restarted every time it is temporarily stopped. The motor used at that time repeatedly generates heat due to a load, continuous drive, and the like accompanying restart, and consumes battery capacity.

  In such a motor, the torque that can be output fluctuates with heat generation, so that output limitation may be imposed. Also, such a motor may be output limited in order to avoid running out of the battery even when the battery capacity is significantly reduced.

  It is conceivable to protect the motor by applying the technique described in Patent Document 1 to such a motor.

  However, in the drive control device described in Patent Document 1, the stop prohibition time of the internal combustion engine is set according to only the amount of heat generated by the motor. Therefore, if the required torque based on the driver's operation is small and there is a margin in the motor's outputable torque with respect to the required torque, but the use of the motor is restricted, the stop of the internal combustion engine is prohibited. Longer time (longer operation time) will impair the fuel efficiency improvement effect.

  Similarly, in the case of starting the internal combustion engine, if the start prohibition time of the internal combustion engine is set only in accordance with the amount of heat generated by the motor, there is a margin in the output torque of the motor with respect to the torque requested by the driver's operation. Regardless, when the use of the motor is restricted, the start prohibition time of the internal combustion engine is short (the operation time is long) and the fuel efficiency improvement effect is impaired.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive control device that protects a motor and shortens the operating time of an internal combustion engine to obtain a fuel efficiency improvement effect.

  A first aspect of a vehicle drive control device that solves the above problems is a vehicle drive control device equipped with an internal combustion engine and a motor, which stops the internal combustion engine when a predetermined stop condition is satisfied. A control unit that starts the internal combustion engine when a predetermined start condition is satisfied; and when the predetermined stop condition is satisfied, the control unit is configured to calculate a torque that can be output from the motor and a requested torque of the driver. A stop prohibition time for prohibiting the stop of the internal combustion engine is set according to the magnitude of the motor output margin as a difference, and the stop of the internal combustion engine is permitted when the stop prohibition time has elapsed.

  A second aspect of the vehicle drive control device that solves the above problems is a vehicle drive control device equipped with an internal combustion engine and a motor, which stops the internal combustion engine when a predetermined stop condition is satisfied. And a control unit that starts the internal combustion engine when a predetermined start condition is satisfied, and the control unit, when the predetermined start condition is satisfied, The start prohibition time for prohibiting the start of the internal combustion engine is set according to the magnitude of the motor output margin, which is the difference between the two, and when the start prohibition time has elapsed, the start of the internal combustion engine is permitted.

  As described above, according to one aspect of the present invention, a vehicle that can protect the motor by appropriately using the motor according to the motor output margin and shorten the operation time of the internal combustion engine to obtain the fuel efficiency improvement effect. The drive control device can be provided.

FIG. 1 is a diagram showing an example of a vehicle equipped with a drive control device according to an embodiment of the present invention, and is a schematic configuration diagram showing a main part thereof. FIG. 2 is a table showing a map for determining the engine stop prohibition time. FIG. 3 is a table showing a map for determining the engine start prohibition time. FIG. 4 is a flowchart for explaining the engine stop / start control process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 4 are diagrams showing a vehicle drive control apparatus according to an embodiment of the present invention.

  In FIG. 1, a vehicle 100 includes an internal combustion engine 11 as a power source, and a first motor generator (MG1) 21 and a second motor generator (MG2) 22 that rotate and drive as an electric motor to output power. It is installed. The vehicle 100 includes a power transmission mechanism 12, a transmission 16, a drive shaft 17, and drive wheels 18.

  In the vehicle 100, the power output from the engine 11 and the first and second motor generators 21 and 22 is combined by the power transmission mechanism 12 and then transmitted (output) to the drive shaft 17 via the transmission 16. When the drive shaft 17 rotates while being loaded with a desired drive torque, the drive wheels 18 fixed to both ends are rotated to travel. Here, the first and second motor generators 21 and 22 function as a generator by applying a regenerative torque to the drive shaft 17 when being rotated by the engine 11 and the drive wheels 18.

  The power transmission mechanism 12 includes a first planetary gear mechanism 13 and a second planetary gear mechanism 14 so as to be interposed between the output shaft (rotary shaft) 11 a of the engine 11 and the input shaft 16 a of the transmission 16. Each is connected. In the power transmission mechanism 12, a rotor shaft (rotation shaft) 21 a of a first motor generator 21 is coupled to a first planetary gear mechanism 13, and a rotor shaft (rotation shaft) of a second motor generator 22 is coupled to a second planetary gear mechanism 14. Axis) 22a is connected. That is, the vehicle 100 includes a four-axis power transmission mechanism 12 that transmits power exchanged between the engine 11, the first and second motor generators 21 and 22, and the drive shaft 17 (transmission 16). doing.

  The engine 11 is connected to an engine controller (ECU: Engine Control Unit) 31 constituted by a CPU (Central Processing Unit) and various memories. The engine controller 31 controls the rotational drive of the engine 11 (output shaft 11a) according to a control program stored in the memory.

  The engine controller 31 controls an injector (not shown) and a throttle valve according to a torque command value received from a hybrid controller (HCU: Hybrid Control Unit) 32, which will be described later, so that the fuel injection amount and intake into the cylinder 11c of the engine 11 are controlled. The output torque for rotating the output shaft 11a of the engine 11 by adjusting the air amount is controlled.

  The first and second motor generators 21 and 22 are connected to a battery 29 via an inverter 25. The first and second motor generators 21 and 22 function as electric motors by rotating the rotor shafts 21a and 22a when DC power in the battery 29 is converted into AC power by the inverter 25 and supplied. The AC power generated when the rotor shafts 21 a and 22 a of the first and second motor generators 21 and 22 function as a generator by being rotated is converted into DC power by the inverter 25 and input to the battery 29. Charged.

  The inverter 25 includes a motor controller (MCU: Motor Control Unit) 26 configured by a CPU and various memories, a first inverter (INV) 27 connected to the first motor generator 21, and a second motor generator 22. And a second inverter 28 to be connected. The first and second inverters 27 and 28 perform DC / AC conversion of the electric power that is passed when the first and second motor generators 21 and 22 and the battery 29 are energized. The motor controller 26 controls the driving of the first and second motor generators 21 and 22 by controlling the first and second inverters 27 and 28 according to a control program stored in the memory.

  The motor controller 26 adjusts driving power supplied from the battery 29 to the first and second motor generators 21 and 22 via the first and second inverters 27 and 28 in accordance with a torque command value received from the hybrid controller 32 described later. Thus, the driving torque applied to the drive shaft 17 is controlled. Further, the motor controller 26 controls the regenerative torque that the first and second motor generators 21 and 22 load on the drive shaft 17 through the first and second inverters 27 and 28 according to the torque command value received from the hybrid controller 32. As a result, the generated power charged in the battery 29 is adjusted.

  The engine controller 31 and the motor controller 26 are connected to a hybrid controller 32 constituted by a CPU, various memories and the like so as to exchange various information. The hybrid controller 32 controls the entire vehicle 100 including the engine controller 31 and the motor controller 26 in accordance with a control program stored in the memory.

  The hybrid controller 32 is connected to various sensor groups including an accelerator opening sensor 35, a vehicle speed sensor 36, a rotation speed sensor (group) 37, a battery remaining amount sensor 39, and a motor temperature sensor 40. The hybrid controller 32 realizes efficient traveling of the vehicle 100 by executing various control processes based on sensor information detected by these sensors and parameter information set in advance in the memory. It is like that.

  For example, the hybrid controller 32 determines the accelerator opening of a throttle valve according to the depression amount of an accelerator pedal (not shown) detected by a driver detected by the accelerator opening sensor 35, the vehicle speed of the vehicle 100 detected by the vehicle speed sensor 36 (of the drive shaft 17). Based on the rotation speed), a required torque corresponding to the accelerator pedal depression amount requested by the driver is calculated, and acceleration running control or constant speed running control of the vehicle 100 is executed.

  At this time, the hybrid controller 32 realizes efficient travel control of the vehicle 100 based on the rotational speeds of the engine 11 and the first and second motor generators 21 and 22 detected by the rotational speed sensor 37. Further, the hybrid controller 32 is configured to rotate the drive wheels 18 (regenerative torque) or drive the engine 11 in accordance with the remaining charge (SOC: State Of Charge) in the battery 29 detected by the battery remaining amount sensor 39. Charging control is performed to cause the second motor generators 21 and 22 to function as a generator. Further, the hybrid controller 32 outputs to the first and second motor generators 21 and 22 based on the output characteristics of the torque corresponding to the temperatures of the first and second motor generators 21 and 22 detected by the motor temperature sensor 40. Drive control for adjusting the drive torque to be executed is executed.

  The hybrid controller 32 executes the EV (Electric Vehicle) mode or the HEV (Hybrid Electric Vehicle) mode based on these various pieces of information, and causes the vehicle 100 to travel. In the EV mode, the vehicle runs by rotating the drive shaft 17 in a state where only the first and second motor generators 21 and 22 are driven without rotating the engine 11. In the HEV mode, the drive shaft 17 is rotated to run while both the engine 11 and the first and second motor generators 21 and 22 are driven.

  At this time, when the preset engine stop condition is satisfied, the hybrid controller 32 stops the engine 11 so that it can be restarted and executes the travel control in the EV mode, and thereafter, the preset engine When the restart condition is satisfied, the engine 11 that has been temporarily stopped is restarted, and the charging control is executed together with the traveling control in the HEV mode. That is, the hybrid controller 32 is configured as a control unit.

  The hybrid controller 32 includes an accelerator pedal depression amount detected by the accelerator opening sensor 35, a vehicle speed of the vehicle 100 detected by the vehicle speed sensor 36, the engine 11 detected by the rotational speed sensor 37, and the first and second sensors. Various information such as the rotational speed of the motor generators 21 and 22 and the remaining charge in the battery 29 detected by the battery remaining amount sensor 39 is acquired, and it is determined whether or not the engine stop condition or the engine restart condition is satisfied. The EV mode or HEV mode is executed.

  For example, the hybrid controller 32 sets the engine stop condition when the remaining charge in the battery 29 is sufficient and the driving torque of the first and second motor generators 21 and 22 is sufficient to run the vehicle 100. If it is satisfied, the engine 11 is stopped and the vehicle 100 is caused to travel in the EV mode. In addition, the hybrid controller 32 realizes traveling of the vehicle 100 when the remaining charge in the battery 29 needs to be charged below a preset threshold or when the driver depresses the accelerator pedal. When the driving torque of the engine 11 is necessary, the engine 11 is restarted and the vehicle 100 is caused to travel in the HEV mode.

  The hybrid controller 32 determines the driver's accelerator pedal based on the accelerator opening degree ACC corresponding to the accelerator pedal depression amount detected by the accelerator opening sensor 35 and the vehicle speed VSPD of the vehicle 100 detected by the vehicle speed sensor 36. Calculate the required torque according to the amount of depression. Further, the hybrid controller 32 calculates a torque that can be output adjusted to a range that can be output according to the temperatures of the first and second motor generators 21 and 22 detected by the motor temperature sensor 40. Further, the hybrid controller 32 calculates a motor output margin as a difference obtained by subtracting the required torque from the outputtable torque. The hybrid controller 32 sets a time for prohibiting the stop of the engine 11 and a time for prohibiting the restart with reference to the maps shown in FIGS. 2 and 3 according to the motor output margin. The hybrid controller 32 permits automatic stop and restart of the engine 11 after the set prohibition time has elapsed, and appropriately executes the EV mode or HEV mode.

  By the way, if the engine 29 is stopped without considering the remaining charge SOC, the battery 29 may be in an overdischarged (battery exhausted) state. If it is started, there is a possibility that the battery will be overcharged. Therefore, as shown in the maps shown in FIGS. 2 and 3, the hybrid controller 32 determines that the stop time of the engine 11 from the relationship between the motor output margin and the remaining charge SOC in the battery 29 detected by the battery remaining amount sensor 39. And set the restart prohibition time.

  In the engine stop prohibition time map shown in FIG. 2 and the engine restart prohibition time map shown in FIG. 3, as the motor output margins of the first and second motor generators 21 and 22 are larger, the remaining charge in the battery 29 is also increased. The time is set so as to contribute to fuel efficiency improvement by prolonging the operation stop state of the engine 11 as the amount SOC increases. In these maps, the shorter the motor output margin is, and the smaller the remaining charge SOC in the battery 29 is, the shorter the operation stop state of the engine 11 is, and the damage to the first and second motor generators 21 and 22 is reduced. The time is set so as to reduce the possibility and to start the charging process of the battery 29 early.

  Here, a list of engine stop prohibition times An is set in the engine stop prohibition time map of FIG. 2, and a list of engine start prohibition times Bn is set in the engine restart prohibition time map of FIG. Is set. The engine stop prohibition time An and the engine start prohibition time Bn mean that the longer n is set, the longer the time is set. As the set time, an experimental value or a calculated value may be set as appropriate. It is not limited to the ratio of the magnitude of n shown.

  Specifically, in the engine stop prohibition time map shown in FIG. 2, the engine 11 stops as the motor output margin of the first and second motor generators 21 and 22 increases and as the remaining charge SOC in the battery 29 increases. The prohibition time is shortened, and the time is set such that the engine 11 is stopped early and contributes to improvement in fuel consumption. Further, as the motor output margin is smaller and the remaining charge SOC in the battery 29 is smaller, the stop prohibition time of the engine 11 is lengthened, and the operation of the engine 11 is continued to operate the first and second motor generators 21 and 22. The time is set so as to protect and continue the charging process of the battery 29.

  In the engine restart prohibition time map shown in FIG. 3, the restart prohibition time of the engine 11 is set as the motor output margin of the first and second motor generators 21 and 22 is larger and the remaining charge SOC in the battery 29 is larger. The time is set so as to contribute to fuel efficiency improvement by slowing the start of the engine 11. Further, the smaller the motor output margin is, and the smaller the remaining charge SOC in the battery 29 is, the shorter the restart prohibition time of the engine 11 is, and the engine 11 is started earlier to start the first and second motor generators 21, 22. The time is set so that the charging process of the battery 29 is started early.

  When the hybrid controller 32 switches between the EV mode and the HEV mode according to the control program stored in the memory, the hybrid controller 32 avoids the battery 29 from running out by executing the control process shown in the flowchart of FIG. In addition, deterioration of the first and second motor generators 21 and 22 is suppressed.

  As shown in FIG. 4, first, the hybrid controller 32 is a driver corresponding to the traveling state of the vehicle 100 based on the accelerator opening ACC detected by the accelerator opening sensor 35 and the vehicle speed VSPD detected by the vehicle speed sensor 36. A required torque Tq corresponding to the amount of depression of the accelerator pedal is calculated (step S101).

  Next, the hybrid controller 32 checks whether or not the engine 11 is in operation (step S102). If the engine 11 is not in operation (stopped), the hybrid controller 32 proceeds to step S203 and executes engine restart control.

(Stop control of engine 11)
In step S102, the hybrid controller 32 that has confirmed that the engine 11 is operating calculates the engine stop torque threshold Tq_off from the remaining charge SOC of the battery 29 and the vehicle speed VSPD (step S103). This engine stop torque threshold Tq_off is a torque that can be output from the first and second motor generators 21 and 22 when the engine 11 is stopped, and is a map (not shown) of the remaining charge SOC of the battery 29 and the vehicle speed VSPD. Calculate using.

  Next, the hybrid controller 32 checks whether or not the required torque Tq calculated in step S101 is smaller than the engine stop torque threshold Tq_off (step S104), and if the required torque Tq is not smaller than the engine stop torque threshold Tq_off. Since the engine 11 cannot be stopped, after the execution of step S111, the process proceeds to step S209 and proceeds to a control process for executing the HEV mode.

  In step S111, the hybrid controller 32 confirms that the engine 11 cannot be stopped in step S104. Therefore, in step S105, which will be described later, the engine stop permission progress that counts the time elapsed until the engine stop in the EV mode is permitted. Reset time T_stop.

  In step S104, the hybrid controller 32 that has confirmed that the required torque Tq is smaller than the engine stop torque threshold Tq_off proceeds to a control process for permitting the engine 11 to stop and executing the EV mode, and sets the engine stop permission elapsed time T_stop. The incremented time is counted until the stop of the engine 11 is permitted (step S105).

  Next, the hybrid controller 32 calculates a motor output margin from the required torque Tq calculated in step S101 and the outputable torque corresponding to the temperatures of the first and second motor generators 21 and 22, and the motor output margin, the battery 29 is used to calculate the engine stop prohibition time T_off necessary to permit the engine 11 to be stopped using the engine stop prohibition time map shown in FIG. S106).

  Next, the hybrid controller 32 checks whether or not the engine stop permission elapsed time T_stop counted in step S105 exceeds the engine stop permission time T_off (step S107), and the engine stop permission elapsed time T_stop is the engine stop permission time. If it does not exceed T_off, the process proceeds to step S209 and proceeds to a control process for executing the HEV mode without stopping the engine 11.

  In step S107, the hybrid controller 32, which has confirmed that the engine stop permission elapsed time T_stop exceeds the engine stop prohibition time T_off, stops the engine 11 (step S108) and executes a control process of traveling in the EV mode. (Step S109), such a control process returns to Step S101 and is repeated.

  Therefore, the required torque according to the amount of depression of the accelerator pedal by the driver is smaller than the outputable torque according to the temperature of the first and second motor generators 21, 22, and there is a margin in the motor output margin. If there is a margin in the SOC, the first and second motor generators 21 and 22 are less likely to deteriorate. Therefore, an early stop of the engine 11 is permitted and the fuel generated by starting the engine 11 Consumption can be reduced.

  At this time, as shown in FIG. 2, the smaller the motor output margin is, and the smaller the remaining charge SOC of the battery 29 is, the longer the stop prohibition time of the engine 11 is set and the operation of the engine 11 is maintained. Thus, deterioration of the first and second motor generators 21 and 22 can be avoided, and charging of the battery 29 can be ensured.

(Starting control of engine 11)
On the other hand, in step S102, the hybrid controller 32 that has confirmed that the engine 11 is not operating (stopped) calculates the engine start torque threshold Tq_on from the remaining charge SOC of the battery 29 and the vehicle speed VSPD. (Step S203). This engine start torque threshold Tq_on is a torque that cannot be achieved only by the power of the first and second motor generators 21 and 22 unless the engine 11 is started. The remaining charge SOC of the battery 29 and the vehicle speed VSPD are not shown. Calculate using a map.

  Next, the hybrid controller 32 checks whether or not the required torque Tq calculated in step S101 is larger than the engine start torque threshold Tq_on (step S204), and if the required torque Tq is not greater than the engine start torque threshold Tq_on. Since the engine 11 cannot be started, after execution of step S211, the process proceeds to step S109 and proceeds to a control process for executing the EV mode.

  In step S211, the hybrid controller 32 confirms that the engine 11 cannot be started in step S204. Therefore, in step S205, which will be described later, the engine start permission progress that counts the time elapsed until the engine start in the HEV mode is permitted. Reset time T_start.

  In step S204, the hybrid controller 32 that has confirmed that the required torque Tq is greater than the engine start torque threshold Tq_on proceeds to a control process for permitting the engine 11 to start and executing the HEV mode, and sets the engine start permission elapsed time T_start. The elapsed time until the start of the engine 11 is permitted is incremented (step S205).

  Next, the hybrid controller 32 calculates a motor output margin from the required torque Tq calculated in step S101 and the outputable torque corresponding to the temperatures of the first and second motor generators 21 and 22, and the motor output margin, the battery 29, the engine start prohibition time T_on required until the engine 11 is allowed to start is calculated using the engine start prohibition time map shown in FIG. S206).

  Next, the hybrid controller 32 checks whether or not the engine start permission elapsed time T_start counted in step S205 has exceeded the engine start prohibition time T_on (step S207), and the engine start permission elapsed time T_start is the engine start prohibition time. If it does not exceed T_on, the process proceeds to step S109 and proceeds to a control process for executing the EV mode without starting the engine 11.

  In step S207, the hybrid controller 32, which has confirmed that the engine start permission elapsed time T_start exceeds the engine start prohibition time T_on, starts the engine 11 (step S208), and executes control processing to run in the HEV mode. (Step S209), such control processing is returned to Step S101 and repeated.

  Therefore, the required torque according to the amount of depression of the accelerator pedal by the driver is smaller than the outputable torque according to the temperature of the first and second motor generators 21, 22, and there is a margin in the motor output margin. If there is a margin in the SOC, the first and second motor generators 21 and 22 are less likely to deteriorate. Therefore, the start of the engine 11 is delayed (the start prohibition time is lengthened). The fuel consumption due to the start of the engine 11 can be suppressed.

  At this time, as shown in FIG. 3, as the motor output margin is smaller and the remaining charge SOC of the battery 29 is smaller, the start prohibition time of the engine 11 is set shorter and the engine 11 is started earlier. Thus, deterioration of the first and second motor generators 21 and 22 can be avoided and charging of the battery 29 can be started.

  As described above, the hybrid controller 32 according to the present embodiment has a difference in the motor output margin that is obtained by subtracting the torque requested by the driver from the outputable torque of the first and second motor generators 21 and 22, and the remaining charge of the battery 29. The stop prohibition time and start prohibition time of the engine 11 are set according to the SOC.

  For this reason, the hybrid controller 32 accurately determines whether or not the drive torque of the engine 11 is necessary from the motor output margins of the first and second motor generators 21 and 22 and the remaining charge SOC of the battery 29. 2 The deterioration avoidance of the motor generators 21 and 22, the suppression of fuel consumption due to the operation of the engine 11, and the charging of the battery 29 can be executed accurately.

  As a result, the hybrid controller 32 can avoid the deterioration of the first and second motor generators 21 and 22 without starting the engine 11 silently, shortening the operating time of the engine 11 and improving fuel efficiency. In addition, the charging process can be performed appropriately without causing the battery 29 to overdischarge or overcharge.

  Here, in this embodiment, the case where the engine 11 is stopped and restarted at the time of switching between the EV mode and the HEV mode will be described as an example, but the present invention is not limited to this. For example, when the engine is stopped when a predetermined engine stop condition is satisfied and then the engine is restarted when a predetermined engine restart condition is satisfied, the engine stop prohibition time and the engine start prohibition time are set. Can be applied as

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

11 Engine (Internal combustion engine)
DESCRIPTION OF SYMBOLS 12 Power transmission mechanism 16 Transmission 17 Drive shaft 18 Drive wheel 21 1st motor generator 22 2nd motor generator 25 Inverter 26 Motor controller 29 Battery 31 Engine controller 32 Hybrid controller (control part)
35 Accelerator opening sensor 36 Vehicle speed sensor 37 Rotational speed sensor 39 Remaining battery sensor 40 Motor temperature sensor 100 Vehicle

Claims (6)

A drive control device for a vehicle equipped with an internal combustion engine and a motor,
A control unit that stops the internal combustion engine when a predetermined stop condition is satisfied, and starts the internal combustion engine when a predetermined start condition is satisfied;
When the predetermined stop condition is satisfied, the control unit prohibits the stop of the internal combustion engine according to the magnitude of a motor output margin that is a difference between the outputable torque of the motor and the required torque of the driver. And the vehicle drive control device permits the stop of the internal combustion engine when the stop prohibition time has elapsed.   The control unit detects a remaining charge amount of a battery that charges and discharges the motor, and sets the stop prohibition time based on a size of the motor output margin and a remaining charge amount of the battery; The vehicle drive control apparatus according to claim 1.   The said control part is set so that the said stop prohibition time may become short, so that the said motor output margin is large, and it sets so that the said stop prohibition time may become short, so that the charge remaining amount of the said battery is large. Vehicle drive control device. A drive control device for a vehicle equipped with an internal combustion engine and a motor,
A control unit that stops the internal combustion engine when a predetermined stop condition is satisfied, and starts the internal combustion engine when a predetermined start condition is satisfied;
When the predetermined start condition is satisfied, the control unit prohibits start of the internal combustion engine in accordance with the magnitude of a motor output margin that is a difference between the outputable torque of the motor and the required torque of the driver. Is set, and the start control of the internal combustion engine is permitted when the start prohibition time has elapsed.   The control unit detects a remaining charge amount of a battery that charges and discharges the motor, and sets the start prohibition time based on a size of the motor output margin and a remaining charge amount of the battery; The vehicle drive control device according to claim 4.   The said control part is set so that the said start prohibition time may become long, so that the said motor output margin is large, and it is set so that the said start prohibition time may become long, so that the charge remaining amount of the said battery is large. Vehicle drive control device.

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