JP2003018707A - Hybrid drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a shift of an ETC travel mode that allows traveling by actuating both an engine and a motor generator by engaging a clutch C2 and releasing C1 to a motor travel mode that allows traveling by actuating only the motor generator by engaging the clutch C1 and releasing C2. SOLUTION: When a state that a brake switch 92 is in an ON state (during braking) with a vehicle speed being zero is continued exceeding a prescribed time, and when the amount of charge SOC of a battery 42 is at a prescribed value SOC2 or more, an unnecessary operation of the engine 14 is prevented while avoiding the occurrence of a shock and the degradation of responsiveness by shifting the ETC travel mode to the motor travel mode, thus improving fuel economy.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid drive control device, and more particularly to a technique for changing a driving mode by switching a power transmission path.

[0002]

2. Description of the Related Art A hybrid vehicle having a plurality of driving sources and a plurality of driving modes in which the operating states of the driving sources are different is known. Japanese Patent Laid-Open No. 11-1077
The vehicle described in Japanese Patent Publication No. 99 is an example thereof, and includes an engine and an electric motor as a drive source, and runs only by the electric motor by stopping the engine and disconnecting the clutch to disconnect from the power transmission path. A motor drive mode or an engine drive mode in which the electric motor is stopped and the clutch is connected to drive only by the engine is possible. The drive modes can be changed by turning the clutch ON or OFF. When the vehicle is stopped, the engine drive mode can be changed. To stop the clutch to start the vehicle in the motor drive mode.

[0003]

By the way, depending on the configuration of the hybrid vehicle and the driving mode, it may be necessary to switch the power transmission path when changing the driving mode. For example, as shown in FIG.
A first rotating element (sun gear) connected to the motor generator 16, a second rotating element (carrier) connected to the drive wheel 52 via the first clutch C1 and a second clutch C2. A planetary gear unit 18 having a third rotating element (ring gear) connected to the driving wheel 52, and (b) releasing the first clutch C1 and engaging the second clutch C2, In a state where the first rotating element, the second rotating element, and the third rotating element are relatively rotatable, the engine 14 is operated and the motor generator 16 is regeneratively controlled to torque the first rotating element and the second rotating element. And a combined traveling mode in which power is output from the third rotating element to the drive wheels via the second clutch C2, and (c) the first clutch C1 is engaged and the second clutch is 2 is released, the motor generator 16 is power-controlled to output power to the drive wheels 52 from the second rotating element via the first clutch C1, and (d) the first clutch C1 and the first clutch C1. Two
With the clutch C2 engaged together, the motor generator 1
In the case of a hybrid vehicle having a direct drive mode in which the operation of 6 is stopped and the engine is operated to integrally rotate the planetary gear device 18, and power is output to the drive wheels 52 via the clutches C1 and C2, The power transmission path is different between the combined traveling mode and the motor traveling mode. In this way, when switching the power transmission path to change the mode, it is difficult to control and shock is likely to occur, and if the power transmission path is temporarily cut off and the mode is changed, a sufficient response is obtained when the accelerator is operated during the switching. It is not preferable because the property is not obtained. Therefore, the change from the motor drive mode to the composite drive mode is carried out as necessary, such as when the amount of stored electricity in the battery is insufficient.
It is designed not to switch from the reverse composite drive mode to the motor drive mode, and the composite drive mode is allowed only when changing to the direct drive mode at a predetermined vehicle speed or higher at which the engine does not stop. It was

However, if the change from the combined traveling mode to the motor traveling mode is prohibited in this way, the battery is charged to a predetermined amount during low-speed traveling (including when the vehicle is stopped) where the direct-coupling traveling mode cannot be performed. Since the combined traveling mode is maintained even after reaching the limit, there is a problem that fuel is wasted.

That is, if the mode change accompanied by the switching of the power transmission path is allowed, a shock may occur or the responsiveness may be deteriorated. On the other hand, if such a mode change is restricted, the optimum traveling mode is obtained. It cannot be set to.

The present invention has been made in view of the above circumstances. An object of the present invention is to change the drive mode by switching the power transmission path while avoiding occurrence of shock and deterioration of responsiveness. To do.

[0007]

In order to achieve the above object, the first invention is a hybrid drive control apparatus having a plurality of drive sources and a plurality of drive modes in which the operating states of the drive sources are different. The present invention is characterized by further comprising vehicle stop mode changing means for executing a path switching mode change for switching a power transmission path to change the traveling mode when the vehicle is stopped.

A second invention is the hybrid drive control device according to the first invention, wherein (a) the plurality of drive sources are an engine and an electric motor which are operated by combustion of fuel, and (b)
The plurality of travel modes are a composite travel mode in which the electric motor outputs a reaction torque with respect to the output torque of the engine to combine the torques of the engine and the electric motor to generate a driving force. And in a motor drive mode in which a driving force is generated only by the electric motor,
(c) The change of the route switching mode is a change from the combined traveling mode to the motor traveling mode.

According to a third aspect of the present invention, in the hybrid drive control device of the second aspect, (a) the electric motor is a motor generator that also functions as a generator, and (b) the combined traveling mode regenerates the motor generator. (C) The vehicle stop mode changing means changes from the combined traveling mode to the motor traveling mode on condition that the amount of electricity stored in the battery is equal to or more than a predetermined value. It is characterized by doing.

A fourth aspect of the present invention is the hybrid drive control apparatus according to any one of the first to third aspects of the invention, wherein the vehicle stop mode changing means is in a state in which the vehicle speed is substantially 0 during a brake operation for a predetermined time or more. It is characterized in that the path switching mode is changed.

[0011]

In such a hybrid drive control device, since the route switching mode is changed when the vehicle is stopped, the power transmission route is switched to change the traveling mode.
For example, it is possible to change to an appropriate driving mode with excellent fuel economy, etc., and because the brake is generally operated when the vehicle is stopped, a shock may occur due to the mode change or the responsiveness to accelerator operation may be impaired. Is prevented.

The second aspect of the present invention relates to a change from the combined drive mode to the motor drive mode. By performing such a mode change when the vehicle is stopped, unnecessary operation of the engine is prevented and fuel consumption is improved. To do. Further, in the third aspect of the invention, the combined traveling mode is changed to the motor traveling mode on condition that the charged amount of the battery is equal to or more than a predetermined value. Therefore, it is possible to prevent the start in the motor driven mode from being disabled due to the insufficient charged amount. To be done.

According to the fourth aspect of the present invention, since the path switching mode is changed when the brake is being applied and the vehicle speed is substantially zero for a predetermined time or longer, a shock or accelerator operation is caused due to the mode change. Is more reliably prevented from being impaired in responsiveness to.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention is preferably applied to a hybrid drive control device provided with an engine such as an internal combustion engine and an electric motor as a drive source, but may have a plurality of drive sources for traveling. For example, various modes such as the same type of drive source may be used.

The path switching mode is changed, for example, by switching the power transmission path by switching the first clutch from the engaged state to the released state and the second clutch from the released state to the engaged state. It is desirable to temporarily interrupt the power transmission path, but it is also possible to change the traveling mode while maintaining power transmission by slip engagement of a friction engagement device such as a clutch.

It is desirable that the vehicle stop mode change means is configured to change the route change mode when the brake is operating and the vehicle speed is substantially zero for a predetermined time or longer as in the fourth aspect of the invention. The route switching mode may be changed according to the execution conditions such as when the vehicle speed 0 is detected, or when the vehicle is braking and the vehicle speed 0 is detected.

It is desirable that the determination as to whether the brake of the fourth aspect of the present invention is in operation is made based on whether or not a service brake such as a brake pedal is being operated, but it may be determined also including whether or not the parking brake is in operation. . Whether or not the brake is operating can be determined by using a brake switch that switches ON and OFF depending on whether or not the brake is operated, but it can also be determined by whether or not the brake hydraulic pressure and the brake operating force (such as the pedal effort) are above a predetermined value. it can.

Further, a preferred aspect of the present invention is: (a) a first rotating element connected to an engine, and a second rotating element connected to a motor generator and to driving wheels via a first clutch. And a third rotary element that is connected to the drive wheels via a second clutch, and (b) releases the first clutch and engages the second clutch. And the first rotating element,
In a state where the second rotating element and the third rotating element are relatively rotatable, the engine is operated and the motor generator is regeneratively controlled to control the first rotating element and the second rotating element.
A combined traveling mode in which torque is applied to the rotating element to charge the battery while outputting power from the third rotating element to the drive wheels via the second clutch; and (c) the first clutch is engaged and the first The second clutch is released, and the motor generator is controlled to perform power running, so that the first rotating element is moved to the first rotating element.
A motor drive mode in which power is output to the drive wheels via a clutch, and (d) the first clutch and the second clutch are engaged together, the operation of the motor generator is stopped, and the engine is operated to perform the combination. And a direct drive mode in which the distribution device is integrally rotated and power is output to the drive wheels via the first clutch and the second clutch. A single pinion or double pinion planetary gear unit is suitable as the above-mentioned compound distributor, but a bevel gear type differential unit can also be used.

[0019]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram illustrating a hybrid drive control device 10 for a vehicle that is an embodiment of the present invention, and FIG. 2 is a skeleton diagram including a transmission 12. The hybrid drive control device 10 includes a fuel Is equipped with an engine 14 such as an internal combustion engine that generates power by the combustion of a vehicle, a motor generator 16 that functions as an electric motor and a generator, and a double-pinion type planetary gear device 18, and is mounted horizontally on a vehicle. Used. The engine 14 is connected to the sun gear 18s of the planetary gear device 18,
The motor generator 16 is connected to the carrier 18c, and the ring gear 18r is connected to the case 20 via the first brake B1. The carrier 18c is connected to the input shaft 22 of the transmission 12 via the first clutch C1, and the ring gear 18r is connected to the second clutch C2.
It is adapted to be connected to the input shaft 22 via. The engine 14 and the motor generator 16 are a plurality of drive sources for traveling, and the planetary gear unit 18 is a composite distributor.

The clutches C1 and C2 and the first brake B1 are all wet type multi-plate hydraulic friction engagement devices which are frictionally engaged by a hydraulic actuator, and are frictionally engaged by operating oil supplied from the hydraulic control circuit 24. It is designed to be combined. FIG. 3 is a diagram showing a main part of the hydraulic control circuit 24. The original pressure PC generated by the electric hydraulic pressure generator 26 including the electric pump is the manual valve 2
It is adapted to be supplied to each of the clutches C1, C2 and the brake B1 in accordance with the shift position of the shift lever 30 (see FIG. 1) via the switch 8. The shift lever 30 is a shift operation member operated by the driver, and in this embodiment, the shift lever 30 is selectively operated in five shift positions of “B”, “D”, “N”, “R”, and “P”. The manual valve 28 is connected to the shift lever 30 via a cable, a link or the like, and can be mechanically switched according to the operation of the shift lever 30.

The "B" position is a shift position in which a relatively large drive source brake is generated by a downshift of the transmission 12 during forward running, and the "D" position is a shift position in which the vehicle travels forward. In the shift position, the source pressure PC is supplied from the output port 28a to the clutches C1 and C2. The original pressure PC is supplied to the first clutch C1 via the shuttle valve 31. The “N” position is a shift position that cuts off power transmission from the drive source, the “R” position is a shift position that runs backward, and the “P” position cuts off power transmission from the drive source and a parking lock device (not shown). Is a shift position that mechanically blocks the rotation of the drive wheels. In these shift positions, the source pressure PC is supplied from the output port 28b to the first brake B1. The original pressure PC output from the output port 28b is also input to the return port 28c, and in the above "R" position, the return port 28c passes through the output port 28d and the shuttle valve 31 passes through the first clutch C.
The source pressure PC is supplied to 1.

Clutch C1, C2 and brake B1
Are provided with control valves 32, 34 and 36, respectively, and their hydraulic pressures P _C1 , P _C2 and P _B1 are controlled. ON for hydraulic pressure P _C1 of clutch C1
The pressure is adjusted by the -OFF valve 38, and the linear solenoid valve 40 adjusts the clutch C2 and the brake B1.

The running modes shown in FIG. 4 are established according to the operating states of the clutches C1, C2 and the brake B1. That is, in the “B” position or the “D” position, the “ETC traveling mode”,
Either the "direct drive mode" or the "motor drive mode (forward)" is established, and in the "ETC drive mode", the second clutch C2 is engaged and the first clutch C1 and the first brake B1 are released. State, in other words, sun gear 18s, carrier 18c, and ring gear 18
When r is relatively rotatable, the engine 14 is operated and the motor generator 16 is regeneratively controlled to apply torque to the sun gear 18s and the carrier 18c, and output power from the ring gear 18r via the second clutch C2. The battery 42 (see FIG. 1) is charged while the vehicle is traveling forward. In the “direct-coupling running mode”, with the clutches C1 and C2 engaged and the first brake B1 released, the operation of the motor generator 16 is stopped and the engine 14 is operated to operate the planetary gear device 18
Is integrally rotated, and power is output via the first clutch C1 and the second clutch C2 to cause the vehicle to travel forward. Further, in the "motor traveling mode (forward)", the motor generator 16 is engaged with the first clutch C1 engaged and the second clutch C2 and the first brake B1 released.
Is controlled to perform power running to output power from the carrier 18c through the first clutch C1 to cause the vehicle to travel forward. In the "motor traveling mode (forward)", the motor generator 16 is regeneratively controlled when the accelerator is off, so that the kinetic energy of the vehicle is generated to charge the battery 42 and generate a braking force on the vehicle. it can.

FIG. 5 is a collinear diagram showing the operating state of the planetary gear unit 18 in the forward mode, in which "S" represents the sun gear 18s, "R" represents the ring gear 18r, and "C" represents the carrier 18c. , The distance between them is the gear ratio ρ
(= Number of teeth of sun gear 18s / number of teeth of ring gear 18r)
Determined by Specifically, when the interval between "S" and "C" is 1, the interval between "R" and "C" is ρ, and in this embodiment, ρ is about 0.6. Further, the torque ratio in the ETC running mode of (a) is the engine torque Te: CV.
T input shaft torque Tin: motor torque Tm = ρ: 1: 1−
ρ, the motor torque Tm may be smaller than the engine torque Te, and the torque obtained by adding the motor torque Tm and the engine torque Te in the steady state becomes the CVT input shaft torque Tin. The motor torque Tm corresponds to the reaction torque against the engine torque Te, and the ETC
The traveling mode corresponds to the composite traveling mode. In addition, CVT
Means a continuously variable transmission, and in this embodiment, a belt type continuously variable transmission is provided as the transmission 12.

Returning to FIG. 4, at the "N" position or the "P" position, either "neutral" or "charging / Eng starting mode" is established, and at "neutral", the clutches C1, C2 and the first clutch are established. Release any of the brakes B1. In the "charge / Eng start mode", the clutches C1 and C2 are released, the first brake B1 is engaged, the motor generator 16 is rotated in the reverse direction to start the engine 14, and the engine 14 is operated via the planetary gear unit 18. The motor generator 16 is driven to rotate, and the motor generator 16 is regeneratively controlled to generate electricity to charge the battery 42.

At the "R" position, the "motor drive mode (reverse drive)" or the "friction drive mode" is established. In the "motor drive mode (reverse drive)", the first clutch C1 is engaged and the second clutch is engaged. With C2 and the first brake B1 released, the motor generator 16 is rotationally driven in the reverse direction to rotate the carrier 18c and further the input shaft 22 in the reverse direction, thereby causing the vehicle to travel backward. The "friction drive mode" is the first clutch C1.
And the second clutch C2 is disengaged and the engine 14 is operated to rotate the sun gear 18s in the positive direction, and the ring gear 18r is rotated in the positive direction as the sun gear 18s rotates. Then, the first brake B1 is slip-engaged to limit the rotation of the ring gear 18r, so that the carrier 18
Reverse rotation is applied to c to perform reverse traveling, and at the same time, the motor generator 16 may be rotationally driven in the reverse direction (power running control).

The transmission 12 is a belt type continuously variable transmission (C
In VT), power is transmitted from the output shaft 44 to the ring gear 50 of the differential gear 48 via the counter gear 46, and the power is distributed to the left and right drive wheels (front wheels) 52 by the differential gear 48. The transmission 12 includes a pair of variable pulleys 12a,
12b and a transmission belt wound around them, and the V-groove width is changed by the hydraulic cylinder of the primary side (input side) variable pulley 12a, so that the gear ratio γ (= input rotation speed Nin / output The rotation speed Nout) is continuously changed, and the belt clamping pressure (tension) is adjusted by the hydraulic cylinder of the secondary side (output side) variable pulley 12b. The hydraulic control circuit 24 includes a circuit for controlling the gear ratio γ of the transmission 12 and the belt tension, and hydraulic oil is supplied from a common electric hydraulic pressure generator 26.

Hybrid drive controller 10 of the present embodiment
Is adapted to change the traveling mode by the HVECU 60 shown in FIG. The HVECU 60 is a CPU,
The electronic throttle EC is provided with a RAM, a ROM, etc., and by executing signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM.
U62, engine ECU 64, M / GECU 66, T /
The ECU 68, the ON-OFF valve 38 of the hydraulic control circuit 24, the linear solenoid valve 40, the starter 70 of the engine 14 and the like are controlled. The electronic throttle ECU 62 controls the opening / closing of the electronic throttle valve 72 of the engine 14, the engine ECU 64 controls the engine output by the fuel injection amount of the engine 14, the variable valve timing mechanism, the ignition timing, etc., and the M / GECU 66 the inverter. The T / MECU 68 controls the power running torque and the regenerative braking torque of the motor generator 16 via the T / MEC 68.
Controls the gear ratio γ of the transmission 12 and the belt tension.

The HVECU 60 is supplied with a signal from the accelerator operation amount sensor 76 indicating the operation amount θac of the accelerator pedal 78 as an accelerator operation member, and
A signal indicating the operation position (shift position) of the shift lever 30 is supplied from the shift position sensor 80. Further, the engine rotation speed sensor 82, the motor rotation speed sensor 84, the input rotation speed sensor 86, the output rotation speed sensor 88, the SOC sensor 90, the brake switch 9
2, engine rotation speed (revolution speed) Ne, motor rotation speed (revolution speed) Nm, input rotation speed (input shaft 2)
2 rotation speed) Nin, an output rotation speed (rotation speed of the output shaft 44) Nout, a charge amount SOC of the battery 42, and a signal indicating whether or not the brake pedal is operated (ON, OFF). The output rotation speed Nout corresponds to the vehicle speed V, and the storage amount SOC is the remaining capacity of the battery 42, which may be a voltage value, for example, but can also be obtained by sequentially integrating charge / discharge amounts.

Further, in this embodiment, as shown in FIG. 6, in addition to the hybrid drive control device 10, a rear side motor generator 100 is provided as a second drive source, and the rear side motor generator 100 is connected to the battery 42 via an inverter 102. It is electrically connected and power-controlled and regeneratively controlled. The motor generator 100 is mechanically connected to the left and right rear wheels 106 via a differential device 104, and drives the rear wheels 106 to rotate by power control, and applies regenerative braking force to the rear wheels 106 by regenerative control. Let The rear side motor generator 100 is also the HVECU 60.
In addition to the front wheels 52, the rear wheels 106 are rotationally driven under predetermined conditions such as when the vehicle starts and when the vehicle runs on a low μ road.

Here, the switching control of the traveling mode during forward traveling by the HVECU 60 is performed according to the flowchart of FIG. The flowchart of FIG. 7 is designed so that when the shift lever 30 is operated to the “D” or “B” position, it is repeatedly executed at a predetermined cycle time by the signal processing of the HVECU 60 even when the vehicle is stopped. Then, in step S1, whether the current traveling mode is the "motor traveling mode" or the "direct coupling traveling mode",
It is determined whether the mode is "ETC running mode". Then, in the case of "motor drive mode", step S2 and thereafter are executed,
In the case of the "direct drive mode", steps S6 and below are executed, and in the case of the "ETC drive mode", steps S10 and below are executed.

In step S2 executed in the "motor drive mode", it is determined whether the vehicle speed V is smaller than a predetermined value V1. The predetermined value V1 is an upper limit value at which it is desirable to drive with the motor generator 16, and a constant value of, for example, about 55 km / hour is set according to the efficiency and maximum torque of the motor generator 16, and V ≧
In the case of V1, the operation shifts to the "direct drive mode" in step S13, and in the case of V <V1, it is determined in step S3 whether or not the charged amount SOC is larger than a predetermined value SOC1. The predetermined value SOC1 is a lower limit value that allows the motor generator 16 to travel, and is set to a constant value of, for example, about 60% in accordance with the charging / discharging efficiency of the battery 42. If SOC ≦ SOC1, step S5 At vehicle speed V
Is smaller than a predetermined value V2 set in advance. The predetermined value V2 is the engine 14 in the "direct drive mode".
Engine 1 with the lower limit value that allows running without stopping
A constant value of, for example, about 10 km / hour is set according to the output characteristics of No. 4, and if V ≧ V2, step S1
In "3", the "direct drive mode" is entered, but if V <V2, the "ETC drive mode" is entered in step S14.

The determination in step S3 is YES (affirmative).
If, that is, if SOC> SOC1, it is determined in step S4 whether or not the driver's requested driving force SP is smaller than a predetermined value SP1. Required driving force SP
Is obtained from a predetermined map or an arithmetic expression based on the accelerator operation amount θac and the vehicle speed V, for example, while the predetermined value SP1 is an upper limit value at which the motor generator 16 is desirable to run, and the motor generator 16
A constant value is set according to the efficiency and maximum torque of the motor, and if SP <SP1, the current traveling mode, that is, the "motor traveling mode" is maintained in step S12.
If P ≧ SP1, the process shifts to the “direct drive mode” in step S13. When SP ≧ SP1, the vehicle speed V
Is larger than the predetermined value V2, and the vehicle can travel in the "direct connection traveling mode" without stopping the engine 14.

In step S6 executed when the current traveling mode is the "direct connection traveling mode", it is judged whether or not the vehicle speed V is smaller than the predetermined value V1. If V≥V1, the current traveling is executed in step S12. Although the mode, that is, the "direct drive mode" is maintained, if V <V1, it is determined in step S7 whether the required driving force SP is smaller than the predetermined value SP1. If SP ≧ SP1, step S12
The current drive mode, that is, the "direct drive mode" is maintained at, but if SP <SP1, the stored amount S is reached at step S8.
It is determined whether OC is larger than the predetermined value SOC1,
If SOC> SOC1, the process shifts to the "motor running mode" in step S15, but if SOC≤SOC1, step S9 is executed. In step S9, it is determined whether or not the vehicle speed V is lower than the predetermined value V2. If V <V2, the process shifts to the "ETC traveling mode" in step S14. If V≥V2, the current speed is determined in step S12. The traveling mode, that is, the “direct connection traveling mode” is maintained.

The current driving mode is "ETC driving mode"
In step S10 executed in the case of, it is determined whether or not the vehicle speed V is higher than a predetermined value V3. The predetermined value V3 is set to a value larger than the predetermined value V2, for example, a constant value of about 20 km / hour so that a predetermined hysteresis can be obtained in the "direct drive mode", and V>
If it is V3, it shifts to the "direct drive mode" in step S13, but if V≤V3, step S11 is executed. In step S11, it is determined whether or not the brake switch 92 is ON, that is, the brake pedal is being operated, the state of the vehicle speed V = 0 continues for a predetermined time or more, and the charged amount SOC is equal to or more than a predetermined value SOC2 set in advance. If all the conditions are satisfied, the "motor drive mode" is entered in step S15, but if none are satisfied, the current drive mode, that is, the "ETC drive mode" is maintained in step S12. The predetermined time is set to a constant value of, for example, about several seconds in consideration of the detection accuracy of the output rotation speed sensor 88, and the predetermined value SOC2 provides a predetermined hysteresis with the "motor running mode". As described above, a value larger than the predetermined value SOC1, for example, a constant value of about 65% is set.

Thus, in this embodiment, step S11
When the above condition is satisfied, the "ETC drive mode" is changed to the "motor drive mode", the engine 14 is stopped, and the motor generator 16 starts the vehicle. Therefore, unnecessary operation of the engine 14 is prevented and fuel consumption is further improved. improves. In that case, the change from the "ETC traveling mode" to the "motor traveling mode" is performed by switching the second clutch C2 from the engaged state to the released state and then at the stage when the motor rotation speed Nm = 0. Power transmission is temporarily cut off by switching C1 from the open state to the engaged state, but since it is performed while the brake is operating and the vehicle speed V = 0, a shock occurs due to the mode change. It is also possible to prevent the responsiveness to the accelerator operation from being impaired.

Further, in the present embodiment, "ETC" is set on condition that the charged amount SOC of the battery 42 is equal to or more than a predetermined value SOC2 sufficient for the motor generator 16 to start.
Since the "driving mode" is changed to the "motor driving mode", there is no fear that the vehicle cannot be started in the "motor driving mode" due to insufficient power storage.

Further, when the brake is applied and the vehicle speed V = 0 continues for a predetermined time or longer, the "ETC drive mode" is changed to the "motor drive mode", and therefore a shock is generated due to the mode change. And the responsiveness to the accelerator operation is impaired more reliably.

In this embodiment, the change from the "ETC running mode" to the "motor running mode" is the path switching mode change, and step S1 of the signal processing by the HVECU 60 is performed.
The part that executes 1 and S15 functions as a vehicle stop mode changing means.

The embodiment of the present invention has been described in detail with reference to the drawings, but this is merely an embodiment,
The present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram illustrating a hybrid drive control device that is an embodiment of the present invention.

FIG. 2 is a skeleton diagram showing a power transmission system of the hybrid drive control system of FIG.

FIG. 3 is a circuit diagram showing a part of the hydraulic control circuit of FIG.

FIG. 4 is a diagram illustrating a relationship between some running modes established in the hybrid drive control device of FIG. 1 and operating states of a clutch and a brake.

5 is a collinear chart showing the relationship between the rotational speeds of the respective rotary elements of the planetary gear device in the ETC drive mode, the direct drive mode, and the motor drive mode (forward) of FIG.

FIG. 6 is a schematic diagram showing an entire drive device including a rear motor generator for driving rear wheels.

FIG. 7 is a flowchart illustrating a traveling mode switching control performed by the HVECU of FIG.

[Explanation of symbols]

10: Hybrid drive control device 14: Engine (drive source) 16: Motor generator (electric motor, drive source) 42: Battery 60: HVECU
C2: Second clutch step S11, S15: Stop mode change means

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Claims (4)

[Claims] 1. A hybrid drive control device having a plurality of drive sources and a plurality of drive modes in which the drive sources have different operating states, wherein a route switching mode is changed to switch a power transmission route to change the drive mode. 2. A hybrid drive control device comprising: a vehicle stop mode changing means for executing the vehicle stop operation. 2. The plurality of drive sources are an engine and an electric motor operated by combustion of fuel, and in the plurality of traveling modes, the electric motor outputs a reaction torque with respect to an output torque of the engine. Accordingly, in the combined traveling mode in which the torques of the engine and the electric motor are combined to generate the driving force, and in the motor traveling mode in which the driving force is generated only by the electric motor, the route switching mode change is based on the combined traveling. The hybrid drive control device according to claim 1, wherein the mode is changed from the mode to the motor drive mode. 3. The electric motor is a motor generator that also functions as a generator, and the combined traveling mode is a vehicle for traveling while regeneratively controlling the motor generator to charge a battery. The hybrid drive control device according to claim 2, wherein the combined drive mode is changed to the motor drive mode on condition that the charged amount of the battery is equal to or more than a predetermined value. 4. The vehicle stop mode changing means executes the route switching mode change when the brake is operating and the vehicle speed is substantially 0 for a predetermined time or longer. The hybrid drive control device according to any one of 1.