JP2010228593A - Device for control of accelerator depression reaction force in hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a new device for control of accelerator depression reaction force in a hybrid vehicle capable of optimizing the charging and discharging amounts of a battery by using an accelerator reaction force generation mechanism. <P>SOLUTION: The accelerator depression reaction force control device of the hybrid vehicle includes: an integral controller 10 for switching a mode to an HEV mode and an EV mode in response to a vehicle state including an accelerator opening and a vehicle speed; a depression reaction force generation mechanism 31 capable of changing the depression reaction force of an accelerator pedal AP; and a depression reaction force controller 30 for controlling the depression reaction force of the accelerator pedal AP by the depression reaction force generation mechanism 31 to a direction facing a target range in which charging and discharging amounts are preliminarily set based on the charging and discharging amounts. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a variable control technique of an accelerator stepping reaction force in a hybrid vehicle that can be switched between an EV mode that travels by a driving force of only a motor and an HEV mode that travels by driving a motor and an engine.

  Conventionally, a hybrid vehicle in which an accelerator depression reaction force is variably controlled according to a vehicle operating state is known from Patent Document 1 and the like.

  This Patent Document 1 discloses a stepping reaction force generating mechanism that can variably set the stepping reaction force of an accelerator pedal, and a motor that drives the vehicle by a vehicle driving motor in accordance with the vehicle speed and the required torque. A travel region determination means for determining which of the travel region and the engine travel region in which the vehicle is driven by the engine travels, and when the accelerator travels from the motor travel region to the engine travel region, the accelerator pedal depression reaction force There is disclosed an accelerator stepping reaction force control device for a hybrid vehicle provided with a stepping reaction force adjusting means so as to increase.

JP 2005-271618 A

In a hybrid vehicle, in a system in which the motor cannot be used for running and charging at the same time, if the motor running (EV mode running) is continued, the battery charge / discharge amount SOC becomes insufficient, or conversely the engine running (HEV If the mode running is continued, the charge / discharge amount SOC is saturated.
Therefore, in the former case, the engine is forcibly shifted to engine driving (HEV mode driving) and charged, and in the latter case, charging is stopped or the motor driving (EV mode driving) is forcibly performed. Or discharging.
Thus, when the driving mode is forcibly changed, the driver may feel uncomfortable.

  However, the conventional accelerator pedal reaction force control device for a hybrid vehicle urges the driver not to operate in a high-rotation and high-load region with low fuel efficiency, but can be used to solve the above-described problems. There wasn't.

  The present invention has been made paying attention to the above problem, and a novel accelerator stepping reaction force control device for a hybrid vehicle capable of optimizing the charge / discharge amount of a battery by using an accelerator reaction force generation mechanism. The purpose is to provide.

  In order to achieve the above object, an accelerator depression reaction force control apparatus for a hybrid vehicle according to the present invention includes a travel mode control means for switching between an HEV mode and an EV mode according to a vehicle state including an accelerator opening and a vehicle speed, and an accelerator pedal. The stepping reaction force generation mechanism that can change the stepping reaction force of the accelerator pedal, and the stepping reaction force generation mechanism controls the stepping reaction force of the accelerator pedal in the direction that the charge / discharge amount goes to the preset target range based on the charge / discharge amount The accelerator stepping reaction force control device for the hybrid vehicle is characterized by comprising a stepping reaction force control means.

  In the accelerator pedal reaction force control apparatus for a hybrid vehicle of the present invention, the accelerator pedal depression reaction force is changed in a direction in which the charge / discharge amount is directed toward the target range based on the charge / discharge amount. That is, based on the depression reaction force of the accelerator pedal, it is possible to prompt the driver to perform an accelerator operation so that the charge / discharge amount approaches the target range, and the charge / discharge amount can be appropriately managed. Thus, by converging the charge / discharge amount to the target range, it is possible to improve the fuel consumption. By performing this based on the accelerator operation, it is difficult for the driver to feel uncomfortable.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a vehicle) to which an accelerator pedal reaction force control device for a hybrid vehicle according to a first embodiment is applied. FIG. 3 is a control block diagram illustrating a calculation process executed by the integrated controller 10 according to the first embodiment. FIG. 2 is a characteristic diagram for explaining characteristics used to determine a target steady torque and a motor assist torque in the integrated controller 10 according to the first embodiment, where (a) is a target steady torque characteristic diagram, and (b) is a motor assist torque map. is there. FIG. 6 is a mode characteristic diagram illustrating an EV-HEV selection map used when mode selection processing is performed by the integrated controller 10 according to the first embodiment. It is a charge / discharge amount characteristic diagram showing a target charge / discharge amount map used when the battery charge control is performed by the target charge / discharge calculation unit 300 of the integrated controller 10 in the first embodiment. FIG. 5 is an engine output characteristic diagram used to calculate an output required to increase the engine torque to the best fuel consumption line in the target charge / discharge calculation unit 300 of the integrated controller 10 in the first embodiment. 3 is a flowchart showing a flow of processing until a command value executed by the integrated controller 10 according to the first embodiment is output. 3 is a flowchart illustrating a flow of processing for setting a reaction force coefficient K, which is executed by the integrated controller 10 according to the first embodiment. It is a 1st reaction force coefficient characteristic view showing the 1st reaction force coefficient map used in Example 1. FIG. 6 is a second reaction force coefficient characteristic diagram showing a second reaction force coefficient map for the EV mode in Embodiment 1, wherein (a) shows a map used when the charge / discharge amount SOC is smaller than the target range; ) Shows a map used when the charge / discharge amount SOC is within the target range, and (c) shows a map used when the charge / discharge amount SOC is larger than the target range. It is the 2nd reaction force coefficient characteristic figure showing the 2nd reaction force coefficient map for HEV modes in Example 1, and (a) shows a map used when charge and discharge amount SOC is smaller than a target range, (b ) Shows a map used when the charge / discharge amount SOC is within the target range, and (c) shows a map used when the charge / discharge amount SOC is larger than the target range. FIG. 5 is a change speed characteristic diagram showing a change speed Δtch of a reaction force coefficient K in the first embodiment. It is a time chart which shows the operation example of Example 1, Comprising: At the time of EV mode driving | running | working, the operation example in case charge / discharge amount SOC is lower than a target range is shown. It is a time chart which shows the operation example of Example 1, Comprising: At the time of HEV mode driving | running | working, the operation example in case charging / discharging amount SOC is lower than a target range is shown. It is a time chart which shows the operation example of Example 1, Comprising: At the time of EV mode driving | running | working, the operation example in case charging / discharging amount SOC is higher than a target range is shown. It is a time chart which shows the operation example of Example 1, Comprising: At the time of HEV mode driving | running | working, the operation example in case charging / discharging amount SOC is higher than a target range is shown. It is a change speed characteristic figure which shows change speed (DELTA) tch of the reaction force coefficient K in Example 2. FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
The accelerator depression reaction force control device for a hybrid vehicle according to an embodiment of the present invention includes a motor (MG) capable of transmitting a driving force to the drive wheels (RL, RR) side, and the motor (MG) and the driving force mutually. An engine (Eng) provided so as to be able to transmit, a generator (MG) that generates electric power by driving the engine (Eng), and a stepping reaction force generating mechanism (31) capable of changing the stepping reaction force of the accelerator pedal (AP) ), Accelerator opening detecting means (16) for detecting the accelerator opening, vehicle speed detecting means (17) for detecting the vehicle speed, and the motor (MG) and power generation based on the charge / discharge amount of the battery (4). The engine (Eng) and the motor (MG) are driven according to the vehicle state including the charge / discharge control means (2) for controlling the discharge and charging by the machine (MG), and the accelerator opening and the vehicle speed. Run The driving mode control means (10) for switching between the HEV mode and the EV mode in which only the motor (MG) is driven for driving, and the stepping reaction force in a direction in which the charge / discharge amount is set toward a preset target range. An accelerator stepping reaction force control device for a hybrid vehicle, comprising: stepping reaction force control means (10, 30) for controlling the stepping reaction force by a generating mechanism.

  The accelerator stepping reaction force control apparatus for a hybrid vehicle according to the first embodiment of the present invention will be described with reference to FIGS.

First, the configuration of the first embodiment will be described.
FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle (an example of a hybrid vehicle) to which an engine start control device for a hybrid vehicle according to a first embodiment is applied. Based on this diagram, a drive system and a control system are illustrated. The structure of will be described.

(Configuration of drive system)
First, the configuration of the drive system will be described.
The drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch (clutch) CL1, a motor generator (motor) MG, a second clutch CL2, an automatic transmission AT, It has a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel (drive wheel) RL, and a right rear wheel (drive wheel) RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng and the motor generator MG are provided as drive sources that apply drive force to the left and right rear wheels RL and RR as drive wheels, and are provided in series with the propeller shaft PS.

  The engine Eng is a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. The first clutch control hydraulic pressure controls engagement / slip engagement (half-clutch state) / release. As the first clutch CL1, for example, a normally closed dry type in which a complete engagement is maintained by an urging force of a diaphragm spring and a stroke control using a hydraulic actuator 14 having a piston 14a is used to control from slip engagement to complete release. A single plate clutch is used.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase alternating current generated by an inverter 3 is applied based on a control command from the motor controller 2. It is controlled by doing. The motor generator MG can operate as an electric motor that is driven to rotate by receiving electric power from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor rotates from the engine Eng or the driving wheel. When receiving energy, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). The rotor of motor generator MG is connected to the transmission input shaft of automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL, RR, and based on a second clutch control command from the AT controller 7, the second clutch hydraulic unit 8 The fastening / slip fastening / release is controlled by the control hydraulic pressure generated by the above. As the second clutch CL2, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from among a plurality of friction engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “ It has a travel mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “WSC mode” is the second by controlling the rotation speed of the motor generator MG at the time of P, N → D select start from the “HEV mode”, or at the start of the D range from the “EV mode” or “HEV mode”. In this mode, the clutch CL2 is maintained in the slip engagement state, and the clutch transmission torque that passes through the second clutch CL2 starts while controlling the clutch torque capacity so that the required driving torque is determined according to the vehicle state and the driver operation. . “WSC” is an abbreviation for “Wet Start CluΔtch”.

(Control system configuration)
Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. An AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, an integrated controller 10 (travel mode control means, stepping reaction force control means), and a stepping reaction force controller (stepping reaction force control means) 30. It is configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, the integrated controller 10, and the stepping reaction force controller 30 are CAN communication lines that can mutually exchange information. 11 is connected.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque (tTe) command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, a target motor torque command and a target motor rotational speed command from the integrated controller 10, and other necessary information. Then, a command (tNm, tTm) for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. In the motor controller 2, SOC information relating to a charge / discharge amount SOC (State of charge) representing the charge capacity of the battery 4 is used as control information for the motor generator MG, and the integrated controller 10 via the CAN communication line 11. Supplied to.

  The first clutch controller 5 includes sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target first clutch torque capacity command from the integrated controller 10, and other necessary information. Enter. Then, a command for controlling engagement / slip engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 includes information from an accelerator opening sensor (accelerator opening detecting means) 16, a vehicle speed sensor (vehicle speed detecting means) 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Enter. Then, when traveling with the D range selected, a control command for retrieving the optimum gear position by searching for the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map is obtained. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening APO and the vehicle speed VSP. In addition to the automatic shift control, when a target second clutch torque capacity command is input from the integrated controller 10, a command for controlling the slip engagement of the second clutch CL2 is sent to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. 2nd clutch control which outputs to is performed.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient for the required braking force obtained from the brake stroke BS, the shortage is compensated by the mechanical braking force (hydraulic braking force or motor braking force) Perform regenerative cooperative brake control.

The stepping reaction force controller 30 outputs a stepping reaction force command signal to the stepping reaction force generation mechanism 31 provided in the accelerator pedal AP based on the stepping reaction force command given from the integrated controller 10.
The stepping reaction force generating mechanism 31 is provided at the center of rotation of the accelerator pedal AP, and has a biasing means such as a mechanical or fluid spring that biases the accelerator pedal AP to a position where the accelerator opening is zero. is doing. Then, in response to the stepping reaction force command signal, an actuator such as a servo motor or a stepping motor is driven to adjust the urging force of the urging means, whereby the reaction force when the driver depresses the accelerator pedal AP is obtained. , It can be made weaker or stronger than a preset standard value.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors / switches 22 are used. Necessary information and information via the CAN communication line 11 are input. Then, a target engine torque (tTe) command to the engine controller 1, a target motor torque (tTm) command and a target motor rotational speed (tNm) command to the motor controller 2, and a target first clutch torque capacity (tTc1) to the first clutch controller 5 A command, a target second clutch torque capacity (tTc2) command to the AT controller 7, a regenerative cooperative control command to the brake controller 9, and a stepping reaction force command to the stepping reaction force controller 30.

(Calculation processing executed by the integrated controller 10)
FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 3 is a characteristic diagram used for determining the target steady torque and the motor assist torque by the integrated controller 10. FIG. 4 is a diagram showing an EV-HEV selection map used when mode selection processing is performed in the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 5 is a diagram illustrating a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, based on FIGS. 2-5, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target drive torque calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target drive torque calculation unit 100 calculates the target steady drive torque and the motor assist torque from the accelerator opening APO and the vehicle speed VSP using the target steady drive torque map and the motor assist torque map shown in FIG.

  The operation mode (HEV mode, EV mode) is calculated using the mode selection unit 200 and the engine start / stop line map shown in FIG. However, if the charge / discharge amount SOC is equal to or less than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, at the time of P, N → D select start from the “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed VSP becomes the first set vehicle speed VSP1.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the charge / discharge amount SOC using the running power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current operating point to the best fuel consumption line shown in FIG. 6 is calculated, and an output smaller than the target charge / discharge power tP is added to the engine output as a required output. .

  The operating point command unit 400 uses the accelerator opening APO, the target steady torque and the motor assist torque, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target for reaching the operating point. The engine torque tTe, the target motor torque tTm, the target second clutch torque capacity tTc2, the target gear ratio, and the target first clutch torque capacity tTc1 (first clutch solenoid current command) are calculated. Then, the operating point command unit outputs a signal for commanding each target value to each of the controllers 1, 2, 5, 7 via the CAN communication line 11.

  The shift control unit 500 outputs a command value for driving and controlling the solenoid valve in the automatic transmission AT so as to achieve these from the target second clutch torque capacity tTc2 and the target gear ratio.

(Processing flow in the integrated controller 10)
Next, the flow of processing executed by the integrated controller 10 of the first embodiment will be described based on the flowchart of FIG.
First, in step S1, a steady target drive torque tFo0 is calculated from the accelerator opening APO and the vehicle speed VSP using a preset target drive torque map, and the process proceeds to the next step S2.

  In step S2, the target shift speed SHIFT is calculated from the accelerator opening APO and the vehicle speed VSP based on a preset shift map, and the process proceeds to the next step S3.

  In step S3, a target operation mode (EV mode, HEV mode, WSC mode) is determined from the accelerator opening APO and the vehicle speed VSP using a preset target operation mode region map (see FIG. 3). The process proceeds to step S4. In step S3, as shown in FIG. 3, normally, the HEV mode is set at a high load (large accelerator opening) and a high vehicle speed, and the EV mode is set at a low load and a low vehicle speed.

In step S4, an operation mode transition calculation is performed by comparing the current operation mode with the target operation mode, and the process proceeds to the next step S5.
In step S4, if the current operation mode matches the target operation mode, the current operation mode is maintained. Further, if the current operation mode is the EV mode and the target operation mode is the HEV mode, a command to switch the mode from the EV mode to the HEV mode is issued. On the other hand, if the current operation mode is the HEV mode and the target operation mode is the EV mode, the mode switching from the HEV mode to the EV mode is instructed.

  In step S5, a transient target drive torque tFo required to shift from the current drive force to the target drive torque tFo0 obtained in step S1 with a response having a predetermined seasoning is calculated, and the process proceeds to step S6. In the calculation of step S5, for example, an output obtained by passing the target drive torque tFo0 through a low-pass filter having a predetermined time constant can be set as the transient target drive torque tFo.

In step S6, the target engine torque tTe required to achieve the transient target drive torque tFo is obtained in cooperation with the motor generator MG or alone, and the process proceeds to step S7.
The target engine torque tTe depends on the operation mode (EV mode, HEV mode) and mode switching, the transient target drive torque tFo, the tire effective radius Rt of the left and right rear wheels RL and RR, and the final gear ratio if. Then, it is obtained from the gear ratio iG of the automatic transmission AT determined by the currently selected shift speed, the input rotational speed Ni of the automatic transmission AT, the engine rotational speed Ne, and the target charge / discharge power tP corresponding to the charge / discharge amount SOC. .

  In step S7, the target first clutch torque capacity tTc1 and the target second clutch necessary for achieving the transient target drive torque tFo or necessary for executing the mode transition according to the operation mode and the mode transition. The torque capacity tTc2 is calculated, and the process proceeds to the next step S8.

  In step S8, the target motor torque tTm necessary for achieving the transient target drive torque tFo, or the target motor rotation speed tNm as required, is obtained in cooperation with the engine Eng or alone, and the process proceeds to the next step S9. move on. Note that the target motor torque tTm depends on the transient target drive torque tFo, the effective tire radius Rt of the left and right rear wheels RL and RR, the final gear ratio if, and the currently selected shift speed, depending on the operation mode and mode switching. It is determined from the determined gear ratio iG of the automatic transmission AT, the input rotational speed Ni of the automatic transmission AT, the engine rotational speed Ne, and the target charge / discharge power tP according to the charge / discharge amount SOC. Further, the target motor rotation speed tNm is calculated in place of the target motor torque tTm at the time of engine start described later.

  In step S9, the command values for achieving the target gear stage SHIFT, the operation mode holding or switching command, the target engine torque tTe, the both clutch torque capacities tTc1 and tTc2, the target motor torque tTm, and the target motor rotation speed tNm are obtained. , 2, 5 and 7.

(Depression reaction control of accelerator pedal AP)
Next, the stepping reaction force control executed in the integrated controller 10 will be described.

  As described above, the stepping reaction force generating mechanism 31 includes an actuator that adjusts the stepping reaction force of the accelerator pedal AP. The actuator is driven to control the reaction force coefficient K of the stepping reaction force generating mechanism 31. .

The flow of processing for controlling the reaction force coefficient K will be described based on the flowchart of FIG.
In step S11, it is determined whether or not the accelerator opening APO is constant. If so, the process proceeds to step S19, and if not, the process proceeds to step S12.
Whether or not the accelerator opening APO is constant is determined based on, for example, whether or not the amount of change per unit time is within a set value, and a certain range is set.

In step S12, the first reaction force coefficient K1 is set, and the process proceeds to step S13.
The first reaction force coefficient K1 is set based on the charge / discharge amount SOC using the first reaction force coefficient map shown in FIG. In the first reaction force coefficient map, when the charge / discharge amount SOC is within the target range, the first reaction force coefficient K1 is set to a standard value (for example, = 1). The target range is a range in which the charge / discharge amount SOC is 50 to 60% in the first embodiment. However, this range is not limited to this range, and is the most for the vehicle based on vehicle characteristics such as the battery 4. It shall be set to a preferable value range.

When the charge / discharge amount SOC is smaller than the target range, the first reaction force coefficient K1 is set to be smaller than the standard value as the charge / discharge amount SOC is smaller. That is, the reaction force is set to be weak.
On the other hand, when the charge / discharge amount SOC is larger than the target range, the first reaction force coefficient K1 is set larger than the standard value as the charge / discharge amount SOC increases. That is, the reaction force is set strongly.

  In step S13, it is determined whether the current travel mode is the EV mode or the HEV mode. If the current mode is the EV mode, the process proceeds to step S14. If the current travel mode is the HEV mode, the process proceeds to step S15.

In step S14, the second reaction force coefficient K2 is set using the second reaction force coefficient map for the EV mode shown in FIG. 10, and the process proceeds to step S16.
As shown in FIG. 10, three types of EV mode second reaction force coefficient maps are set according to the charge / discharge amount SOC. (A) is a reaction force characteristic when the charge / discharge amount SOC is smaller than the target range (for example, 30 to 50%), and the accelerator opening APO toward the mode switching line CHL between the EV mode and the HEV mode. The coefficient is set such that the coefficient gradually decreases (the reaction force decreases) as the value of increases. That is, at the depth where the mode switching line CHL is set, the reaction force becomes weaker as the accelerator pedal AP is depressed deeper, and the characteristic is set to promote deep depression.

  FIG. 5B shows the reaction force characteristics when the charge / discharge SOC is within a target range (for example, 50 to 60%). In this case, the standard characteristics of K2 = 1 are set. That is, the reaction force characteristic of the accelerator pedal AP is constant regardless of the depression depth.

  FIG. 6C shows the reaction force characteristic when the charge / discharge SOC is larger than the target range (for example, 60 to 80%), and the coefficient increases as the accelerator opening APO increases toward the mode switching line CHL. A shelf TN1 that is gradually increased and has a constant reaction force immediately before the mode switching line CHL is set. That is, the reaction force becomes stronger as the depression depth of the accelerator pedal AP approaches the mode switching line CHL, and the reaction force characteristic is set to suppress the depression exceeding the mode switching line CHL.

In step S15, the second reaction force coefficient K2 is set using the second reaction force coefficient map for the HEV mode shown in FIG. 11, and the process proceeds to step S16.
The second reaction force characteristic map for the HEV mode is also set in accordance with the charge / discharge amount SOC, as shown in FIG. (A) is a reaction force characteristic when the charge / discharge amount SOC is less than the target range (for example, 30 to 50%). The coefficient is small immediately after the mode switching line CHL (reaction force is weak). The characteristic is set such that the coefficient gradually increases (the reaction force increases) as the accelerator opening APO increases from this position. That is, the reaction force is weaker than the standard value at the depth at which the mode switching line CHL is set, but the reaction force gradually increases toward the standard value as the amount of depression of the accelerator pedal AP increases therefrom. Is set to

  Therefore, in the region where the charge / discharge amount SOC is smaller than the target range, in the EV mode region where the depression of the accelerator pedal AP is shallow, the reaction force becomes weaker than the standard characteristics as the depression depth becomes deeper toward the mode switching line CHL. In the HEV mode region that exceeds the mode switching line CHL, the reaction force is set to gradually return to the standard characteristic, which is a characteristic that prompts the accelerator pedal AP to be depressed to a depth that exceeds the mode switching line CHL. Yes.

  FIG. 6B shows the reaction force characteristics when the charge / discharge SOC is within a target range (for example, 50 to 60%). In this case, the standard value of K2 = 1 is set. That is, the reaction force characteristic of the accelerator pedal AP is constant regardless of the depression depth.

  FIG. 6C shows the reaction force characteristic when the charge / discharge amount SOC is larger than the target range (for example, 60 to 80%), and is a standard value immediately after the mode switching line CHL is exceeded. A shelf TN2 is set in which the coefficient gradually increases (the reaction force gradually increases) as the accelerator opening APO increases, and the coefficient is constant at the position where the depression depth is the deepest.

  Therefore, in the region where the charge / discharge amount SOC is larger than the target range (for example, 60 to 80%), in the EV mode region where the depression of the accelerator pedal AP is shallow, the stepping depth becomes deeper toward the mode switching line CHL. The reaction force becomes stronger than the standard value, and a shelf portion with a stronger reaction force is set immediately before the mode switching line CHL to limit the stepping over the mode switching line CHL. Even in the HEV mode in which the depression depth of the accelerator pedal AP exceeds the mode switching line CHL, the reaction force becomes stronger than the standard value as the depression depth becomes deeper, and the deep depression of the accelerator pedal AP is suppressed. It has become.

  In step S16, the first reaction force coefficient K1 determined based on the charge / discharge amount SOC in step S12, and the second reaction force coefficient K2 determined based on the charge / discharge amount SOC and the accelerator opening APO in step S14 or S15. To determine the reaction force coefficient K and proceed to step S17.

  In step S17, the change speed Δtch of the reaction force coefficient K is set, and the process proceeds to step S18. In the first embodiment, as shown in FIG. 12, the change speed Δtch is based on the accelerator opening speed ΔAPO, and as the accelerator opening speed ΔAPO increases, the speed at which the reaction force coefficient K is changed becomes faster (the inclination is steep). As described above, three types of change speeds Δtch1, Δtch2, and Δtch3 are set. In the figure, Kn represents the current reaction force coefficient, Kn + 1 represents the next reaction force coefficient, and the horizontal axis represents time.

  In step S18, it is determined whether or not the accelerator opening APO is constant for a set time or more. If it is not constant, one process is terminated. If it is constant, the process proceeds to step S19, where the reaction force coefficient K = 1. Set to. It should be noted that a certain degree of width is set to determine whether or not it is constant, as in step S11.

(Operation of Example 1)
Next, the operation example of Example 1 is demonstrated based on the time chart of FIGS.

(When the charge / discharge SOC is low in EV mode)
FIG. 13 shows an operation example when the charge / discharge amount SOC is lower than the target range during EV mode traveling.
In this case, in step S12, the first reaction force coefficient K1 is set to a value lower than the standard value according to the charge / discharge amount SOC.
In step S14, which proceeds in the EV mode, the second reaction force coefficient K2 is set. In this case, the reaction force characteristic shown in FIG. 10A is selected based on the charge / discharge amount SOC.

  Therefore, when the reaction force coefficient K is set by K1 × K2 in step S16, the reaction force characteristic is relatively low and the reaction force is the weakest at the stepping depth of the mode switching line CHL. Is set to a characteristic.

Switching to the reaction force coefficient K (the latest reaction force coefficient is set to the command value mK) is performed at time t11 when the accelerator opening APO is changed by the driver's accelerator operation.
Further, the change speed Δtch of the reaction force coefficient K at this time is determined by the magnitude of the accelerator opening speed ΔAPO. In the example shown in this time chart, it is assumed that the accelerator opening speed ΔAPO is an intermediate value, and Δtch2 is selected as the change speed.

  Therefore, at time t11 when the change in the accelerator opening APO occurs, the reaction force coefficient K is changed from the standard value (= 1) until then to the command value mK lower than the standard value at the speed (slope) of Δtch2. Is done.

  In this case, since the reaction force becomes weak at the same time when the driver depresses the accelerator pedal AP, the driver depresses the accelerator pedal AP deeper than usual and the mode switching is the weakest. You are prompted to step to the depth of line CHL.

By this stepping operation, in the example of this time chart, at time t12, the accelerator opening APO passes the mode switching line CHL, the HEV mode is selected in the mode selection unit 200, and the HEV mode is switched.
When the mode is switched to the HEV mode, the second reaction force coefficient K2 is determined based on step S15, and the reaction force coefficient shown in FIG. 11A is selected. For this reason, when the reaction force coefficient K exceeds the mode switching line CHL, the reaction force gradually becomes stronger, and it is suppressed that the reaction force coefficient K is stepped deeply beyond the mode switching line CHL.
For this reason, in the example shown in the figure, the change in the accelerator opening APO stops at the time t13.

  As described above, at time t12, the EV mode is switched to the HEV mode, and electric power is generated by the motor generator MG. As a result, the charge / discharge amount SOC is increased toward the target range from this point.

  Further, since the driving mode is switched and the reaction force coefficient K is changed according to the operation of the driver depressing the accelerator pedal AP, it is difficult for the driver to feel uncomfortable. Further, when the depression depth of the accelerator pedal AP exceeds the mode switching line CHL, the reaction force increases, so that it is suppressed that the driver depresses the accelerator pedal AP too deeply and acceleration different from the driver's intention occurs. The

(When running in HEV mode, the charge / discharge SOC is low)
FIG. 14 shows an operation example when the charge / discharge amount SOC is lower than the target range during HEV mode traveling.
In this case, in step S12, the first reaction force coefficient K1 is set to a value lower than the standard value according to the charge / discharge amount SOC.
Further, in step S15 proceeding in the HEV mode, the second reaction force coefficient K2 is determined to have a value corresponding to the accelerator opening APO while the characteristics shown in FIG. 11A are selected according to the charge / discharge amount SOC. The

  Therefore, when the reaction force coefficient K is set by K1 × K2 in step S16, the reaction force characteristic is that the reaction force is relatively weak and the reaction force is the weakest at the stepping depth of the mode switching line CHL. Is set to a characteristic.

The switching to the reaction force coefficient K (command value mK) is executed at time t21 when the accelerator opening APO is changed by the driver's accelerator operation.
The change speed Δtch of the reaction force coefficient K at this time is determined by the magnitude of the accelerator opening speed ΔAPO. In the example shown in this time chart, the accelerator opening speed ΔAPO is a slow value, and Δtch3 is selected as the changing speed.

  Therefore, at time t21 when the accelerator opening APO is changed, the reaction force coefficient K is changed from the standard value (= 1) so far to a command value mK lower than the standard value at a speed (slope) of Δtch3. Is done.

In this case, the driver depresses the accelerator pedal AP more deeply without depressing the accelerator pedal AP because the depressing reaction force becomes weaker simultaneously with depressing the accelerator pedal AP.
Therefore, power generation in motor generator MG is promoted, and charge / discharge amount SOC increases toward the target range.

  As described above, the reaction force is weakened according to the operation of the driver depressing the accelerator pedal AP, so that the driver is encouraged to step in deeply without feeling uncomfortable. Furthermore, since the stepping reaction force approaches the standard value as the depression depth of the accelerator pedal AP becomes deeper, it is suppressed that the driver depresses the accelerator pedal AP too deeply and acceleration different from the driver's intention occurs.

(When charge / discharge SOC is high in EV mode)
FIG. 15 shows an operation example when the charge / discharge amount SOC is higher than the target range during EV mode traveling.
In this case, in step S12, the first reaction force coefficient K1 is set to a value higher than the standard value according to the charge / discharge amount SOC.
Further, in step S14 which proceeds in the EV mode, the second reaction force coefficient K2 is determined to have a value corresponding to the accelerator opening APO while the characteristics shown in FIG. 10C are selected according to the charge / discharge amount SOC. The

Therefore, when the reaction force coefficient K is set by K1 × K2 in step S16, the reaction force characteristic is that the stepping reaction force is stronger than the standard value, and the reaction force characteristic is just before the stepping depth of the mode switching line CHL. It is set to a characteristic that increases the force.
Further, the change speed Δtch of the reaction force coefficient K at this time is determined by the magnitude of the accelerator opening speed ΔAPO. In the example shown in this time chart, the accelerator opening speed ΔAPO is a slow value, and Δtch3 is selected as the changing speed.

  Therefore, at time t31 when the accelerator opening APO is changed, the reaction force coefficient K is changed from the standard value (= 1) up to the command value mK higher than the standard value at the change speed of Δtch3. The

  In this case, since the reaction force becomes strong at the same time as the driver depresses the accelerator pedal AP, the driver is prompted to operate the accelerator pedal AP in a shallower direction.

Therefore, as a result of being difficult to shift to the HEV mode and being maintained in the EV mode, the discharge in the motor generator MG is maintained, and the charge / discharge amount SOC is directed toward the target region.
Further, in this case, the stepping reaction force becomes stronger before the depth of the mode switching line CHL, the shelf portion TN1 is formed, and the reaction force is reached when the depth reaches the HEV mode beyond the mode switching line CHL. Therefore, the driver can know that it is a vehicle state in which it is not preferable to step on the accelerator pedal AP deeper than the mode switching line CHL.

(When the SOC is high in HEV mode)
FIG. 16 shows an operation example when the charge / discharge amount SOC is higher than the target range during HEV mode traveling.
In this case, in step S12, the first reaction force coefficient K1 is set to a value higher than the standard value according to the charge / discharge amount SOC.
Further, in step S15 proceeding in the HEV mode, the second reaction force coefficient K2 is determined to have a value corresponding to the accelerator opening APO while the characteristics shown in FIG. 11C are selected according to the charge / discharge amount SOC. The

  Therefore, when the reaction force coefficient K is set by K1 × K2 in step S16, the reaction force characteristic is deeper when the reaction force is higher than the standard value and deeply stepped over the mode switching line CHL. The characteristic is set so that the reaction force becomes higher.

  Further, the changing speed of the reaction force coefficient K at this time is determined by the magnitude of the accelerator opening speed ΔAPO. In the example shown in this time chart, the accelerator opening speed ΔAPO is a slow value, and Δtch3 is selected as the changing speed.

  Therefore, at time t41 when the depression of the accelerator opening APO is loosened, the reaction force coefficient K is changed from the standard value (= 1) until the command value mK higher than the standard value at a speed (slope) of Δtch3. Be changed.

  In this case, since the reaction force becomes strong simultaneously with changing the depression depth of the accelerator pedal AP, the driver is encouraged to operate in a direction to decrease the depression of the accelerator pedal AP.

Therefore, the transition from the HEV mode to the EV mode is urged, the mode is switched to the EV mode at time t42, the motor generator MG is discharged, and the charge / discharge amount SOC decreases toward the target region.
Further, in this case, when the mode is changed to the EV mode, the stepping reaction force characteristic becomes a characteristic that becomes stronger before the depth of the mode switching line CHL as in the example shown in FIG. 15, and is maintained in the EV mode. The tendency becomes stronger.

(Effect of Example 1)
In the first embodiment described above, the effects listed below can be obtained.
a) In Example 1, based on the charge / discharge amount SOC, the stepping reaction force of the accelerator pedal AP is changed in a direction in which the charge / discharge amount SOC moves toward the target range (range of 50 to 60%). That is, based on the depression reaction force of the accelerator pedal AP, it is possible to prompt the driver to perform an accelerator operation so that the charge / discharge amount SOC approaches the target range, and to appropriately manage the charge / discharge amount SOC. . And it is possible to aim at the improvement of a fuel consumption by converging charging / discharging amount SOC to an appropriate range (target range).

b) During the HEV mode, when the charge / discharge SOC is larger than the target range, the depression reaction force of the accelerator pedal AP is increased. As a result, the driver is urged to decrease the amount of depression of the accelerator pedal AP, and the driver can easily shift to the EV mode. Therefore, discharge is performed by motor generator MG, and the charge / discharge amount SOC tends to decrease toward the target range.
In the HEV mode, when the charge / discharge SOC is smaller than the target range, the stepping reaction force of the accelerator pedal AP is weakened. As a result, the driver is urged to deepen the depression amount of the accelerator pedal AP and is easily held in the HEV mode. Therefore, the charge / discharge amount SOC is increased toward the target range by being charged by the motor generator MG. It becomes easy.

On the other hand, when the charge / discharge amount SOC is larger than the target range during EV mode traveling, the depression reaction force of the accelerator pedal AP is increased. As a result, the driver is urged to decrease the amount of depression of the accelerator pedal AP, and is easily held in the EV mode. Therefore, it is discharged by motor generator MG, and the charge / discharge amount SOC tends to decrease toward the target range.
During EV running, when the charge / discharge amount SOC is smaller than the target range, the depression reaction force of the accelerator pedal AP is weakened. As a result, the driver is urged to deepen the depression amount of the accelerator pedal AP, and the driver can easily shift to the HEV mode. Therefore, the charge / discharge amount SOC is easily increased toward the target range after being charged by motor generator MG.

c) When the reaction force coefficient K of the stepping reaction force generating mechanism 31 is changed, it is changed when the accelerator opening APO changes.
As described above, since the depression reaction force of the accelerator pedal AP is changed in accordance with the timing when the driver operates the accelerator pedal AP, it is compared with the case where the depression reaction force of the acceleration pedal AP is changed at the timing before the operation. Thus, it is easy for the driver to feel the reaction force change, and the accelerator pedal operation for the charge / discharge amount SOC to reach the target range is easily promoted.

  In addition, when the driver does not intend to operate the accelerator, it is possible to prevent the driver from performing an unintended accelerator pedal operation in response to a change in the depressing reaction force of the accelerator pedal AP. Specifically, when the driver depresses the accelerator pedal AP by a predetermined amount and the stepping reaction force becomes weak, an unintentional operation such as depressing the accelerator pedal AP by the change in the stepping reaction force may be performed. Yes, this can be suppressed.

d) When the reaction force coefficient K is changed by the stepping reaction force generating mechanism 31, the change speed (inclination) is increased as the accelerator opening speed ΔAPO is increased.
Therefore, when the driver suddenly operates the accelerator pedal AP, the accelerator opening APO can be suppressed from changing based on the reaction force coefficient K before the change, and the charge / discharge amount SOC as described above can be set as the target. It is possible to suppress the operation different from the accelerator operation directed to the range, and to promote the charge / discharge amount SOC toward the target range.

e) When the accelerator opening APO is constant beyond the set time, the stepping reaction force of the accelerator pedal AP is returned to the normal value.
Accordingly, it is possible to reduce the burden on the driver due to the reaction force becoming stronger than the normal value or by stepping deeper than the normal operation.

  f) When the charge / discharge amount SOC is smaller than the target range and larger than the target range, the second reaction force coefficient K2 is equal to the reaction force characteristic and HEV in the EV mode with the mode switching line CHL as a boundary. Different from the reaction force characteristics in the mode.

  Specifically, when the charge / discharge amount SOC is low, in the EV mode, the reaction force becomes weaker as it is stepped toward the mode switching line CHL, and in the HEV mode, the reaction force is increased as it is stepped over the mode switching line CHL. It became the characteristic which becomes strong.

  Therefore, when the accelerator pedal AP is stepped on before the mode switching line CHL, the stepping reaction force becomes weaker as the stepping is deepened up to the mode switching line CHL. The stepping reaction force becomes stronger. Therefore, the driver is prompted to step on the mode switching line CHL, and a change in the stepping reaction force at the mode switching line CHL causes the driver to depress the accelerator pedal AP in the vicinity of the mode switching line CHL. You can give information about something.

  Similarly, when the charge / discharge amount SOC is high, in the EV mode, the reaction force becomes stronger as it is stepped toward the mode switching line CHL. In the HEV mode, when the mode switching line CHL is exceeded, a standard value is obtained. The reaction force becomes stronger as you step in from there.

Therefore, when the accelerator pedal AP is stepped on before the mode switching line CHL, the driver is prevented from stepping deeper than the mode switching line CHL, and the stepping reaction force is weakened with the mode switching line CHL as a boundary. Thus, the driver can be given information that the amount of depression of the accelerator pedal AP is in the vicinity of the mode switching line CHL.
On the other hand, when the accelerator pedal AP is depressed deeper than the mode switching line CHL, the accelerator pedal AP is prompted to return until it becomes shallower than the mode switching line CHL.

g) The reaction force coefficient K is obtained by multiplying the first reaction force coefficient K1 based on the charge / discharge amount SOC by the second reaction force coefficient K2 corresponding to the charge / discharge amount SOC and the accelerator opening APO according to the travel mode. I asked for it.
Therefore, fine reaction force tuning according to the travel mode is possible as compared with the case using only the first reaction force coefficient K1 based on the charge / discharge amount SOC.
Specifically, as shown in f) above, a stepping reaction force change is given with the mode switching line CHL as a boundary, or a stepping reaction force characteristic that is easy to exceed the mode switching line CHL but is suppressed to be stepped further deeply. Further, it is possible to give a stepping reaction force characteristic that does not easily exceed the mode switching line CHL.

(Other examples)
Other embodiments will be described below. Since these other embodiments are modifications of the first embodiment, only the differences will be described, and the configuration common to the first embodiment or the other embodiments will be described. The description is omitted by giving a common reference numeral.

The second embodiment is a modification of the first embodiment, and the change time setting method in step S17 is different from the first embodiment.
That is, in Example 2, the change time is determined by the charge / discharge amount SOC, and as shown in FIG. 17, the change speed Δtch is set to increase as the charge / discharge amount SOC decreases.

  In the second embodiment, as the charge / discharge amount SOC is lower, the stepping reaction force is changed earlier (shorter time), so that the control of the charge / discharge amount SOC toward the target range is promoted.

  As described above, the accelerator stepping reaction force control apparatus for a hybrid vehicle according to the present invention has been described based on the embodiment and Examples 1 and 2. However, the specific configuration is limited to these embodiment and Example. However, design changes and additions are permitted without departing from the spirit of the invention according to each claim of the claims.

  For example, in the first embodiment, the application example to the FR hybrid vehicle is shown, but it can be applied to a front-wheel drive or four-wheel drive type hybrid vehicle. A manual transmission, a mechanical automatic transmission, or the like can also be applied as the transmission.

  In the first and second embodiments, the motor generator MG that can perform regeneration and power running is shown as the motor, and one motor generator MG can perform only one of regeneration and power running. The present invention is effective for one using such a motor generator MG. However, the present invention is not limited to this, and a generator that is separately driven by an engine Eng using a motor capable of only power running. May be provided.

  In the first and second embodiments, 50 to 60% is exemplified as the target range of the charge / discharge amount SOC. However, the target range is not limited to this, and may be set based on vehicle characteristics including the battery 4. For example, the target range may be wider or narrower than the range shown in the embodiment, or may be shifted up and down.

  In the first and second embodiments, the reaction force coefficient K is obtained by multiplying the first reaction force coefficient K1 and the second reaction force coefficient K2, but the present invention is not limited to this. The reaction force coefficient K only needs to be set so that the charge / discharge amount SOC is directed toward the target range according to at least the charge / discharge amount SOC. For example, the first reaction force coefficient K1 and the second reaction force coefficient K1 shown in the embodiment are used. Only one of the force coefficient K2 may be used as the reaction force coefficient K.

  In the first and second embodiments, the first reaction force characteristic K1 is variable according to the charge / discharge amount SOC when the charge / discharge amount SOC is less than or larger than the target range. A constant value lower than the value may be set, and the latter may be set to a fixed value higher than the standard value.

10 integrated controller (travel mode control means: stepping reaction force control means)
16 Accelerator opening sensor (Accelerator opening detecting means)
30 Stepping reaction force controller (Stepping reaction force control means)
31 Depression reaction force generation mechanism AP Accelerator pedal APO Accelerator opening AT Automatic transmission Eng Engine K Reaction force coefficient K1 First reaction force coefficient K2 Second reaction force coefficient MG Motor generator (motor, generator)
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
ΔAPO Accelerator opening speed Δtch Change speed Δtch1 Change speed Δtch2 Change speed Δtch3 Change speed

Claims (6)

A motor capable of transmitting driving force to the driving wheel side;
An engine provided so that the motor and the driving force can be transmitted to each other;
A generator that generates electricity by driving the engine;
A stepping reaction force generating mechanism capable of changing the stepping reaction force of the accelerator pedal;
An accelerator opening detecting means for detecting the accelerator opening;
Charge / discharge control means for controlling discharge and charge by the motor and generator based on the charge / discharge amount of the battery;
Travel mode control means for switching between an HEV mode in which the engine and the motor are driven to drive, and an EV mode in which the motor is driven by driving only the motor according to the vehicle state including the accelerator opening;
A stepping reaction force control means for controlling the stepping reaction force by the stepping reaction force generating mechanism in a direction in which the amount of charging / discharging goes to a preset target range based on the amount of charging / discharging;
An accelerator depression reaction force control device for a hybrid vehicle characterized by comprising:   In the HEV mode, the stepping reaction force control means increases the stepping reaction force when the charge / discharge amount is larger than the target range, and weakens the stepping reaction force when the charge / discharge amount is smaller than the target range. On the other hand, in the EV mode, when the charge / discharge amount is larger than the target range, the stepping reaction force is increased, and when the charge / discharge amount is smaller than the target range, the stepping reaction force is increased. The accelerator stepping reaction force control device for a hybrid vehicle according to claim 1, wherein the accelerator stepping reaction force control device is weakened.   The accelerator stepping reaction force for a hybrid vehicle according to claim 1 or 2, wherein the stepping reaction force control means increases the change speed of the stepping reaction force as the change in the accelerator opening increases. Control device.   The accelerator for a hybrid vehicle according to any one of claims 1 to 3, wherein the stepping reaction force control means increases the change time of the stepping reaction force as the charge / discharge amount increases. Stepping reaction force control device.   The hybrid vehicle according to any one of claims 1 to 4, wherein the stepping reaction force control means detects a change in the accelerator opening and starts changing the stepping reaction force. Accelerator depression reaction force control device.   The accelerator stepping reaction force control device for a hybrid vehicle, wherein the stepping reaction force control means returns to a normal reaction force when the accelerator opening does not change beyond a preset time.

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