JP5737349B2 - Control device for hybrid vehicle - Google Patents

Description

The present invention relates to a control apparatus for a hybrid vehicle, and more particularly to an improvement for enhancing the drivability in response to the presence or absence of engine operation movement.

  There is known a hybrid vehicle including an engine, a first electric motor connected to the engine, a second electric motor connected to wheels, and a power storage device that supplies electric power to the first electric motor and the second electric motor. Yes. In such a hybrid vehicle, a technique has been proposed in which control is performed to change the output characteristics of the driving force for driving with respect to the accelerator operation amount in accordance with the driving state of the vehicle. For example, the control apparatus of the hybrid vehicle described in patent document 1 is it. According to this technique, the first driving state in which the driving force is generated only by the electric motor and the second driving state in which the driving force is generated by both the electric motor and the engine are selectively established, and the second driving state is selectively established. In the driving state, the engine is started in accordance with the request for motor driving by changing the output characteristics in each driving state so as to generate a driving force for driving that is larger than that in the first driving state for the same accelerator operation amount. Generation | occurrence | production of can be suppressed suitably.

JP 2008-174159 A JP 2010-173388 A JP 2004-208477 A

By the way, in the hybrid vehicle as described above, the first electric motor generates electric power with the power of the engine, and the second electric motor generates driving power exclusively by using the electric power generated by the first electric motor. What establishes a state is known . In this driving state, although the engine is operating, its output is exclusively used for power generation by the first electric motor and not used as a driving force for traveling. In such a driving state, in the conventional technique, as in the driving state in which the driving force is generated only by the electric motor, the output is made with respect to the accelerator operation amount than the driving state in which the driving force is generated by both the electric motor and the engine. The driving force is controlled to be relatively small. However, as the psychological OPERATION person, if the operation sound engine is operating is heard, the likely realized traveling with acceleration feeling sporty impression than the drive state for generating a drive force only by an electric motor have often der is, for example, the engine is betrayed its impression in the same output characteristics as the driving state for generating a drive force only by the electric motor to the start, there is a possibility that the driver does not get a sense of satisfaction. Therefore, development of a control apparatus for a hybrid vehicle for improving the drivability in response to the presence or absence of engine operation movement has been demanded.

The present invention has been completed with the above view in mind and has an object to provide a control apparatus for a hybrid vehicle for improving the drivability in response to the presence or absence of engine operation movement.

In order to achieve such an object, the gist of the present invention includes an engine, a first electric motor coupled to the engine, a second electric motor coupled to wheels, and the first electric motor and the second electric motor. And a clutch for connecting and disconnecting a power transmission path between the engine and the wheels, and the engine is stopped and exclusively used with the power supplied from the power storage device. A first driving state in which a driving force for traveling is generated by the second electric motor, and a power transmission path between the engine and the wheel is interrupted by the clutch, and the first electric motor generates electric power by the power of the engine. And at least one of the electric power generated by the first electric motor and the electric power supplied from the power storage device generates a driving force for traveling by the second electric motor. And a second drive state in which, a control apparatus for a hybrid vehicle of the type to establish selectively, the first driving state, in said second driving state, the traction drive to the accelerator operation amount of change The change gradient of the force is different, and in the second drive state, the change gradient of the driving force for travel is larger than the first drive state with respect to the amount of change in the accelerator operation.

In this case, the engine is stopped, and the engine is driven by the first driving state in which the driving force for driving is generated exclusively by the second electric motor using the electric power supplied from the power storage device. The power transmission path between the motor and the wheel is cut off, and the first motor generates power with the power of the engine, and at least one of the power generated by the first motor and the power supplied from the power storage device A control apparatus for a hybrid vehicle that selectively establishes a second driving state in which a driving force for traveling is generated exclusively by the second electric motor using the first driving state and the second driving state. and the driving state, different variation gradient of the running driving force with respect to the accelerator operation amount of change, the in the second driving state, the accelerator operation amount of change with respect to Since the change gradient of the running driving force than the first driving state is large, the driving force only by the motor when the engine even in the driving state to generate a traveling drive force is operating exclusively by the electric motor By setting the output characteristics so that the change gradient of the driving force with respect to the amount of change in the accelerator operation is larger than that in the driving state that generates the engine, it is possible to realize the driving that the driver feels from the operating sound of the engine. That is, it is possible to provide a control device for a hybrid vehicle that improves drivability according to the presence or absence of engine operation.

  Further, in the second driving state, the first motor can generate power with the power of the engine, and the electric power generated by the first motor can be sent to the second motor. In the case where power is taken out from the power storage device is limited, and the power that can be used in the second motor is limited, the power generated by the first motor and the power storage The electric power stored in the device can be used in the second electric motor. That is, even when the output of the second electric motor is restricted due to the output restriction of the power storage device or the like, in the second driving state, the vehicle travels larger than the first driving state for the same accelerator operation amount. Setting the output characteristics so as to generate the driving force for use increases the range in which the second electric motor that can meet the driver's request is used as the driving source for traveling. On the other hand, when such control is not performed, when the take-out of electric power from the power storage device is restricted in a low-temperature environment or the like, the mode is shifted to an engine travel mode in which the engine is used as a travel drive source exclusively. Therefore, the engine operating point cannot always be properly maintained, and the fuel consumption may be deteriorated.

Here, preferably, in addition to the first driving state and the second driving state, the first electric motor is generated by using the engine to generate driving force for traveling and using electric power supplied from the power storage device. In this third driving state, the second driving state and the change in driving power are changed with respect to the amount of change in accelerator operation. The gradient is the same. Thus, the engine and in the driving state of generating traveling drive force by the first electric motor, the change gradient of the driving force to the accelerator operation amount of change than the drive state for generating a drive force only in the second electric motor By having a large output characteristic, it is possible to realize traveling as the driver feels from the operating sound of the engine. Preferably, in addition to the first driving state and the second driving state, the engine generates a driving force for traveling, and the first electric motor uses electric power supplied from the power storage device. A third driving state for generating a driving force for traveling is selectively established, and a change gradient of the driving force for driving with respect to an accelerator operation change amount is set between the second driving state and the third driving state. In contrast, in the third driving state, the change gradient of the driving force for traveling is larger than that in the second driving state with respect to the accelerator operation change amount. Thus, the engine and in the driving state of generating traveling drive force by the first electric motor, the change gradient of the driving force to the accelerator operation amount of change than the drive state for generating a drive force only in the second electric motor is large, that solely the output characteristic variation gradient of the driving force is large relative to the accelerator operation amount of change further than the drive state to operate the engine for power generation, impression street embrace the driver from the operating sound of the engine or the like Travel can be realized. Preferably, any one of the eco mode, the normal mode, and the sport mode is selectively established in accordance with an operation by the driver, and in the normal mode, the accelerator operation change amount is greater than the eco mode. large variation gradient also traveling drive force, and in the sport mode is one wherein a large change gradient of the running driving force than the normal mode for the accelerator operation amount of change. In this way, the output characteristics of the driving force for driving can be set individually in each driving mode set according to the operation by the driver, and furthermore, the driving force for driving is generated exclusively by the electric motor in each driving mode. If the engine even in the driving state is in operation by the output characteristic variation gradient of the driving force is large relative to the accelerator operation amount of change than the drive state for generating a drive force only by the electric motor, the driver intention It is possible to achieve a more detailed traveling.

Preferably, when the eco mode, the normal mode, and the sport mode are switched according to the operation by the driver , the accelerator operation change amount is set on condition that the accelerator operation amount is equal to or less than a predetermined value. The output characteristics are changed. If it does in this way, it can control suitably that a drivability falls on the contrary because the output characteristic of driving force for driving changes immediately after operation for switching modes by a driver is performed.

It is a schematic block diagram of the drive device with which the hybrid vehicle to which this invention is applied suitably was equipped. FIG. 2 is a skeleton diagram illustrating a configuration of a forward / reverse switching device provided in the hybrid vehicle drive device of FIG. 1. It is a figure explaining the various structures which concern on the electronic controller with which the drive device of the hybrid vehicle of FIG. 1 was equipped, and an electric system. It is a figure which shows an example of the mode selection switch with which the drive device of the hybrid vehicle of FIG. 1 was equipped. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 3 was equipped. FIG. 2 is a diagram illustrating a plurality of drive states that are selectively established in the hybrid vehicle drive device of FIG. 1. FIG. 7 is a diagram showing an example of a relationship used for determination of the driving state shown in FIG. 6 in the hybrid vehicle driving device of FIG. 1. FIG. 3 illustrates an output characteristic map for determining a driving force for driving with respect to an accelerator operation amount, which is used for driving control of the hybrid vehicle in FIG. 1, and an output characteristic corresponding to “EV” that is a first driving state; The map is illustrated. FIG. 7 illustrates an output characteristic map used for driving control of the hybrid vehicle in FIG. 1 for determining a driving force for driving with respect to an accelerator operation amount, and an output corresponding to “series HEV” that is a second driving state; The characteristic map is illustrated. 2 illustrates an output characteristic map for determining a driving force for driving with respect to an accelerator operation amount, which is used for hybrid driving control in various driving modes that are selectively established in the hybrid vehicle of FIG. 1. 11 is a table exemplifying which of the output characteristic maps shown in FIG. 10 is used corresponding to each drive state and travel mode in the hybrid vehicle of FIG. 1. It is a flowchart explaining the principal part of the output characteristic setting control by the electronic controller of FIG. It is a schematic block diagram which illustrates the drive device of the other hybrid vehicle to which this invention is applied suitably. It is a figure explaining the drive device of another hybrid vehicle to which this invention is applied suitably, (a) is the schematic block diagram, (b) is the several drive state selectively established in the hybrid vehicle FIG. It is a figure explaining the drive device of another hybrid vehicle to which this invention is applied suitably, (a) is the schematic block diagram, (b) is the several drive state selectively established in the hybrid vehicle FIG.

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

  FIG. 1 is a schematic configuration diagram of a drive device provided in a hybrid vehicle 10 to which the present invention is preferably applied. As shown in FIG. 1, the hybrid vehicle 10 of this embodiment includes an engine 12, a first motor generator MG1 connected to a crankshaft 14 of the engine 12, and a first motor generator MG1 via an intermediate shaft 16. A forward / reverse switching device 22 connected to the automatic transmission 20 via the input shaft 18 and the output shaft 24 of the automatic transmission 20 and the first gear 25 are provided to connect the power transmission. The starting clutch 26 to be shut off, the counter shaft 30 provided with the second gear 28 meshing with the first gear 25, the second motor generator MG2 connected to the counter shaft 30, and the third gear provided on the counter shaft 30 32, a differential gear device 36 provided with a fourth gear 34 that meshes with the third gear 32, the left and right axles 38L, Left and right of the precursor wheels 40L linked via 8R, and a 40R. The engine 12 is configured by an internal combustion engine that generates power by burning fuel, and the first motor generator MG1 and the second motor generator MG2 can be used as an electric motor and a generator, respectively. In the present embodiment, the first motor generator MG1 corresponds to a first electric motor that is directly or indirectly connected to the crankshaft 14 of the engine 12 so that power can be transmitted (operationally), and the second motor generator MG2 is This corresponds to a second electric motor that is directly or indirectly connected to the left and right front drive wheels 40L, 40R so that power can be transmitted (operationally).

  For example, as shown in FIG. 2, the forward / reverse switching device 22 includes a double pinion planetary gear device 42, a forward clutch C1, and a reverse brake B1. Specifically, the sun gear of the planetary gear unit 42 is connected to the intermediate shaft 16, the carrier is connected to the input shaft 18, and is selectively connected to the intermediate shaft 16 via the forward clutch C1. The ring gear is selectively fixed to be non-rotatable via the reverse brake B1. When both the forward clutch C1 and the reverse brake B1 are released, the power transmission between the intermediate shaft 16 and the input shaft 18 is interrupted, and when the forward clutch C1 is connected and the reverse brake B1 is released, When the forward drive state in which the rotation of the intermediate shaft 16 is transmitted to the input shaft 18 as it is, the forward clutch C1 is released and the reverse brake B1 is fixed, the rotation of the intermediate shaft 16 is reversed and transmitted to the input shaft 18. It will be in a reverse drive state. The forward clutch C1 and the reverse brake B1 are configured by, for example, a hydraulic friction engagement device. In addition, various aspects, such as being able to comprise using a single pinion type planetary gear apparatus, are possible.

  In the present embodiment, the automatic transmission 20 is a belt type continuously variable transmission, and includes an input side pulley and an output side pulley. The input-side pulley is disposed concentrically with the engine 12, the first motor generator MG1, and the forward / reverse switching device 22, and the output-side pulley is disposed concentrically with the start clutch 26 and the first gear 25. ing. The starting clutch 26 is a hydraulic friction engagement device, and corresponds to a connection / disconnection device that connects or disconnects power transmission between the output shaft 24 and the first gear 25. It should be noted that the forward / reverse switching device 22 capable of neutral that cuts off power transmission can also be used as a connection / disconnection device.

The hybrid vehicle 10 configured as described above includes an electronic control unit 50 that performs hybrid control in which the driving force source is switched and the vehicle travels in any one of a plurality of driving states and shift control of the automatic transmission 20. FIG. 3 is a diagram illustrating such an electronic control device 50. The electronic control unit 50 is configured to include a microcomputer, and performs signal processing according to a program stored in advance in a ROM while utilizing a temporary storage function of a RAM. An accelerator operation amount sensor 52, a vehicle speed sensor 54, A power storage device (battery) that is an accelerator operation amount θ _acc that is an operation amount of an accelerator pedal, a vehicle speed V, a selection mode, and a power source of the first motor generator MG1 and the second motor generator MG2 from the mode selection switch 56 and the SOC sensor 58, respectively. ) A signal representing 60 SOC (remaining power storage amount) is supplied. In addition, although not shown in the drawings, various information necessary for various controls such as the rotational speed of the engine 12 and the rotational speeds of the first motor generator MG1 and the second motor generator MG2 are also detected by the rotational speed sensor. It is supplied from a sensor or the like.

  FIG. 4 is a diagram illustrating an example of the mode selection switch 56. As shown in FIG. 4, the mode selection switch 56 is provided on the steering wheel 44, the instrument panel, etc., for example, (a) eco-mode that emphasizes fuel consumption, (b) normal mode corresponding to normal driving, and (c ) It is a selection operation member for the driver to select one of the sport modes that emphasizes running performance, and the eco mode, the normal mode, and the sport mode are selected by pressing the mode selection switch 56 by the driver. It can be selected. In addition, a mode selection button is provided for each of the eco mode and the sport mode, and when each button is pressed, either the eco mode or the sport mode is selected, and when neither is pressed, the normal mode is selected. You may do. The automatic transmission 20 is maintained at a relatively high speed (low gear side) with a target input rotational speed with respect to different speed changing conditions determined in advance corresponding to the eco mode, the normal mode, and the sport mode, for example, the vehicle speed V. The shift control is performed according to the sport pattern to be set or the eco pattern to set the target input rotation speed with respect to the vehicle speed V to be relatively low (high gear side). Moreover, SOC is calculated | required by calculating sequentially the charge amount and discharge amount of an electrical storage apparatus, for example.

The electronic control device 50 is configured to output an operation command to each part of the hybrid vehicle 10. That is, the hybrid vehicle 10 controls the output of the engine 12 by performing fuel supply control to the intake pipe or the like by the fuel injection device, ignition control of the engine 12 by the ignition device, and opening control of the electronic throttle valve. An engine output control device 62 for controlling the engine is provided. A fuel injection amount signal for controlling the fuel supply amount, an ignition timing (ignition timing) as an engine output control command for controlling the output of the engine 12 from the electronic control device 50. ) And an electronic throttle valve drive signal for operating the throttle valve opening degree θ _TH are output to the engine output control device 62. Further, the hybrid vehicle 10 is provided with a hydraulic control device 64 that generates a hydraulic pressure for performing a shift control by the automatic transmission 20, and the hydraulic control device 64 is provided from the electronic control device 50. A control signal for controlling the output hydraulic pressure of the various electromagnetic control valve devices is output to the hydraulic control device 64. Various signals including command signals for commanding the operation of the first motor generator MG1 and the second motor generator MG2 are output from the electronic control device 50 to the corresponding devices.

  FIG. 5 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 50. The hybrid drive control means 70 shown in FIG. 5 basically controls the traveling of the hybrid vehicle 10 by switching between a plurality of types of drive states shown in FIG. 6, specifically, the engine output. The controller 62 controls the driving of the engine 12 and also controls the driving (powering) or power generation (regeneration) of the first motor generator MG1 and the second motor generator MG2. “EV” shown in FIG. 6 is a driving state in which the starting clutch 26 is disconnected and the engine 12 is disconnected from the driving force transmission path, and the second motor generator MG2 is controlled to perform power running to move forward or backward. In this “EV”, the engine 12 is stopped (non-operating state). In the “series HEV”, the engine 12 is operated to rotate the first motor generator MG1 in a state where the starting clutch 26 is disconnected and the engine 12 is disconnected from the driving force transmission path, and the first motor generator MG1 is rotated. This is a driving state in which the second motor generator MG2 is power-running and traveling forward or backward while the generator MG1 is performing power generation control (also referred to as regenerative control). The electric power (electric energy) generated by the first motor generator MG1 in the “series HEV” is supplied to the second motor generator MG2 or used for charging the power storage device 60. The power running control means that the motor generator is used as an electric motor, and the power generation control means that the motor generator is used as a generator.

  The “parallel HEV” shown in FIG. 6 connects the starting clutch 26 and connects the engine 12 to the driving force transmission path, thereby driving the engine 12, the first motor generator MG1, and the second motor generator MG2. It is a driving state that can be used as a power source and includes three types of driving states. In the uppermost driving state a (parallel HEV traveling in a narrow sense), the engine 12 is operated and the first motor generator MG1 is controlled by powering, thereby using the engine 12 and the first motor generator MG1 as a driving force source. The second motor generator MG2 is rotated freely with zero torque. Here, instead of the first motor generator MG1, the second motor generator MG2 may be subjected to power running control, or both the first motor generator MG1 and the second motor generator MG2 may be subjected to power running control to generate a driving force. Anyway. In the second driving state b (series parallel HEV traveling), the engine 12 is operated and the second motor generator MG2 is controlled to perform power running, so that the engine 12 and the second motor generator MG2 are driven as driving power sources for traveling. The first motor generator MG1 is controlled to generate electricity. The electric power generated by the first motor generator MG1 is supplied to the second motor generator MG2 or used for charging the power storage device 60. In the third driving state c (engine running), the engine 12 is operated, and only the engine 12 is used as a driving power source for running. In this drive state c, the first motor generator MG1 and the second motor generator MG2 are both free to rotate with a torque of zero.

The driving state a (parallel HEV traveling in a narrow sense) can generate a large driving force as compared with the driving state c (engine traveling). For example, when acceleration is requested when the accelerator operation amount θ _acc increases rapidly or when traveling at high speed The first motor generator MG1 is subjected to power running control in an assisting manner, so that the driving state c is quickly switched to the driving state a. Driving state b (series parallel HEV traveling) is also performed in the same manner as driving state a. However, driving state a is executed when the SOC of power storage device 60 is relatively large, and driving is performed when SOC is relatively small. State b is executed. In such parallel HEV running, the forward / reverse switching device 22 switches between the forward drive state and the reverse drive state according to the operation position of a shift lever (not shown).

In addition, as shown in FIG. 6, “decelerated traveling” is performed during accelerator-decelerated traveling with the accelerator operation amount θ _acc being substantially zero. In this “decelerated running”, the starting clutch 26 is disconnected and the engine 12 is disconnected from the driving force transmission path, and the second motor generator MG2 is controlled to generate power. The power storage device 60 is charged with the generated electrical energy. Further, for example, another driving state may be provided, such as charging the power storage device 60 by controlling the power generation of the first motor generator MG1 while the engine is running (driving state c).

  As described above, in the present embodiment, “EV” shown in FIG. 6 causes the engine 12 to stop, and the electric power supplied from the power storage device 60 is used exclusively by the second motor generator MG2. This corresponds to a first driving state in which a driving force is generated. In addition, the “series HEV” shown in FIG. 6 generates power by the first motor generator MG1 by the power of the engine 12, and generates electric power generated by the first motor generator MG1 and electric power supplied from the power storage device 60. This corresponds to the second driving state in which at least one of the second motor generator MG2 generates the driving force for traveling. Further, the “parallel HEV (a)” shown in FIG. 6 generates a driving force for driving by the engine 12, and the driving force for driving by the first motor generator MG1 using electric power supplied from the power storage device 60. This corresponds to the third drive state that generates Here, as described above, in the “series HEV” in the second driving state, the electric power generated by the first motor generator MG1 is directly supplied to the second motor generator MG2 via an inverter or the like. Alternatively, the power may be once stored in the power storage device 60 and then supplied to the second motor generator MG2 via the power storage device 60 or the like.

  Returning to FIG. 5, the driving mode determination means 72 has selected which of the driving modes of the hybrid vehicle 10, that is, the eco mode, the normal mode, and the sports mode according to the operation of the driver with respect to the mode selection switch 56 and the like. judge. For example, normal mode when the mode selection switch 56 is not pressed, eco mode when the mode selection switch 56 is pressed once, sports mode when the mode selection switch 56 is pressed once, and so on. It is determined which of the eco mode, the normal mode, and the sport mode is established according to the operation by the mode selection switch 56.

The driving state determination means 74 determines which of the plurality of types of driving states is established based on the vehicle speed V, the accelerator operation amount θ _{acc, and the} like based on a predetermined relationship. In other words, at least one of the first driving state “EV”, the second driving state “series HEV”, and the third driving state “parallel HEV (a)” is established. Determine if there is. FIG. 7 is a diagram showing an example of the relationship used for the determination by the drive state determination means 74. As shown in FIG. 7, the switching conditions of the plurality of types of driving states described above with reference to FIG. 6 use the required driving force relationship values such as the accelerator operation amount θ _acc and the accelerator opening θ _TH and the vehicle speed V as parameters. The SP switching line is an EV region that is preset as a two-dimensional mode switching map and stored in the storage device 68 or the like, and has a lower required driving force than the ES switching line and the EV is established on the low vehicle speed side. The series HEV region in which the “series HEV” is established between the ES and the ES switching line, and the parallel HEV region in which the “parallel HEV” is established on the higher vehicle speed side than the SP switching line and the higher required driving force. . These switching lines are provided with hysteresis in order to prevent frequent switching of the driving mode due to slight changes in vehicle speed or required driving force. Note that the control of the driving state in the hybrid vehicle 10 is also performed based on factors other than the relationship shown in FIG. 7. For example, when the SOC detected by the SOC sensor 58 is a predetermined value or less, “EV” or the like Is not established, and the “series HEV” is established for power generation, or the engine 12 is brought into an engine running state in which the driving force for running is generated exclusively by the engine 12. FIG. 7 illustrates one type of relationship, but a mode switching map is preset for each of the eco mode, normal mode, and sport mode, and stored in the storage device 68 or the like. It may be.

Returning to FIG. 5, the hybrid drive control means 70 includes output characteristic setting means 76. The output characteristic setting means 76 has a predetermined driving force relation value (such as the accelerator operation amount θ _acc and the accelerator opening θ _TH) based on the driving state determined by the driving state determination means 74 based on a predetermined relationship. An output characteristic of a target value (target driving force) T ^* of the driving force for traveling with respect to a value that determines a required driving force amount according to an operation by the driver is set. For example, the accelerator operation amount corresponds to “EV” as the first driving state, “series HEV” as the second driving state, and “parallel HEV (a)” as the third driving state, respectively. An output characteristic map that is a relationship for determining the driving force for driving with respect to θ _acc is individually set.

FIGS. 8 and 9 illustrate an output characteristic map for determining the driving force for driving with respect to the accelerator operation amount θ _acc used in the hybrid drive control by the hybrid drive control means 70. FIG. FIG. 9 illustrates an output characteristic map corresponding to “EV” that is the first driving state, and FIG. 9 illustrates an output characteristic map corresponding to “series HEV” that is the second driving state. As shown in FIGS. 8 and 9, the output characteristic map corresponding to “series HEV” that is the second driving state is the same as the output characteristic map corresponding to “EV” that is the first driving state. It is determined to generate a large driving force for traveling with respect to the accelerator operation amount θ _acc . For example, than the target driving force T _a for a given accelerator operation amount theta _A in the output characteristic map shown in FIG. 8, larger in the target driving force T _b for the accelerator operation amount theta _A in the output characteristic map shown in FIG. 9 so as to (T _b> T _a to become so) the output characteristic map is determined. That is, in the “series HEV” that is the second driving state, the output characteristic setting means 76 has a driving force that is greater than the “EV” that is the first driving state for the same accelerator operation amount θ _acc . Set the output characteristics to generate

Further, the relationship indicated by the alternate long and short dash line in FIG. 9 exemplifies an output characteristic map corresponding to “parallel HEV (a)” that is the third driving state. As indicated by the one-dot chain line, in the output characteristic map corresponding to the “parallel HEV (a)” that is the third driving state, it is preferable that the output characteristic corresponding to the “series HEV” that is the second driving state. It is determined so as to generate a larger driving force for the same accelerator operation amount θ _acc than the map. For example, than the target driving force T _b for a given accelerator operation amount theta _A in the output characteristic map corresponding to the "series HEV", for the accelerator operation amount theta _A in the output characteristic map corresponding to the "parallel HEV (a)" as towards the target driving force T _c increases (T _c> T _b and so as to) the output characteristic map is determined. Preferably, the output characteristic map corresponding to “parallel HEV (a)” that is the third driving state is equivalent to the output characteristic map corresponding to “series HEV” that is the second driving state. It may be determined to be. That is, each output characteristic map may be defined so that the target driving force T _c shown in FIG. 9 is equal to T _b (T _c = T _b ). That is, the output characteristic setting means 76 is larger in the “parallel HEV (a)” in the third driving state than in the “series HEV” in the second driving state with respect to the same accelerator operation amount θ _acc . The output characteristics are set so as to generate a driving force for driving or to generate a driving force for driving equal to the “series HEV” for the same accelerator operation amount θ _acc .

Here, the output characteristic setting means 76 preferably corresponds to the change of the output characteristic, for example, from the output characteristic map corresponding to “EV” shown in FIG. 8 to “series HEV” or “parallel HEV” shown in FIG. When switching to the output characteristic map to be performed, or from the output characteristic map corresponding to “series HEV” or “parallel HEV” shown in FIG. 9 to the output characteristic map corresponding to “EV” shown in FIG. Control is performed to smoothly shift the target driving force T ^* so that force fluctuations (rapid acceleration or rapid deceleration) do not occur. For example, at time a accelerator operation amount theta _A, when the driving state is switched from "EV" to "series HEV" is changed to T _b target driving force from T _a according to the switching of the output characteristic map is the, in which case, as soon as possible the driving force T _b is implemented within a range not feel sudden acceleration to the driver on the basis of experimentally determined in advance was related, target driving force T _a is smoothly increased gradually to T _b from. Similarly, at time a accelerator operation amount theta _A, when the driving state is switched from the "series HEV" to "EV" is to T _a target driving force from T _b according to the switching of the output characteristic map While it is modified, in which case, as soon as possible the driving force T _a is implemented within a range not feel sudden deceleration the driver based on the experimentally determined in advance was related, target driving force It is gradually reduced from T _b to T _a .

Further, the output characteristic setting means 76 preferably has a relationship for determining the driving force for driving with respect to the accelerator operation amount θ _acc corresponding to each driving mode determined by the driving mode determining means 72. A certain output characteristic map is set individually. Preferably, the in the normal mode, to generate a large traveling driving force than the eco mode for the same accelerator operation amount theta _acc, and in the sport mode, for the same accelerator operation amount theta _acc The output characteristics are set so as to generate a driving force for driving that is greater than that in the normal mode. Furthermore, as described above, in each of the eco mode, the normal mode, and the sport mode, the “series HEV” that is the second driving state is the first driving state with respect to the same accelerator operation amount θ _acc . The output characteristic is set so as to generate a driving force for traveling larger than “EV”. Similarly, in each of the eco mode, the normal mode, and the sport mode, in the “parallel HEV (a)” that is the third drive state, the second drive state is “for the same accelerator operation amount θ _acc . The output characteristics are set so as to generate a driving force that is greater than “series HEV” or to generate a driving force that is equal to the “series HEV” for the same accelerator operation amount θ _acc .

FIG. 10 illustrates an output characteristic map for determining the driving force for driving with respect to the accelerator operation amount θ _acc used for hybrid drive control by the hybrid drive control means 70 in each of the eco mode, the normal mode, and the sport mode. To do. FIG. 11 is a table illustrating which one of the output characteristic maps shown in FIG. 10 is used corresponding to the driving state and traveling mode of the hybrid vehicle 10. The output characteristic map shown in FIG. 10 is, for example, predetermined and stored in the storage device 68 or the like. The output characteristic setting means 76 is a basic one of the output characteristic maps A to D shown in FIG. Specifically, any output characteristic map selected as shown in FIG. 11 corresponding to the current driving state and traveling mode of the hybrid vehicle 10 is selected and set.

That is, in the driving state where the engine 12 is driven without being operated, that is, “EV” or “decelerated driving” shown in FIG. 6 and the driving mode is the eco mode, the output characteristic map shown in FIG. The output characteristic map A corresponding to the output characteristic having the lowest driving force for traveling with respect to the same accelerator operation amount θ _acc is selected and set. Further, when the vehicle is in a driving state where the engine 12 is not operated and the driving mode is the normal mode, the driving force for driving with respect to the same accelerator operation amount θ _{acc in the} output characteristic map shown in FIG. The output characteristic map B corresponding to the output characteristic that is the second lowest (higher than the output characteristic map A and lower than the output characteristic map C) is selected and set. Further, when the vehicle is in a driving state where the engine 12 is not operated and the traveling mode is the sport mode, the driving force for traveling with respect to the same accelerator operation amount θ _{acc in the} output characteristic map shown in FIG. The output characteristic map C corresponding to the output characteristic that is the second highest (higher than the output characteristic map B and lower than the output characteristic map D) is selected and set.

Further, when the driving state in which the engine 12 is operated, that is, the “series HEV” or “parallel HEV” shown in FIG. 6 and the driving mode is the eco mode, the output characteristic map shown in FIG. The output characteristic map B corresponding to the output characteristic with the second lowest driving force for the same accelerator operation amount θ _acc is selected and set. Further, when the engine 12 is in a driving state for driving and the driving mode is the normal mode, the driving power for driving with respect to the same accelerator operation amount θ _acc is the second in the output characteristic map shown in FIG. An output characteristic map C corresponding to a higher output characteristic is selected and set. In the driving state in which the engine 12 is operated and the driving mode is the sports mode, the driving force for driving is the highest for the same accelerator operation amount θ _{acc in the} output characteristic map shown in FIG. An output characteristic map D corresponding to the output characteristic is selected and set.

In this way, by setting the output characteristics corresponding to each driving state and traveling mode of the hybrid vehicle 10 based on the relationship as shown in FIGS. 10 and 11, the same accelerator operation amount θ in the normal mode. _A driving force greater than the eco mode is generated for the _acc , and a driving force greater than the normal mode is generated for the same accelerator operation amount θ _acc in the sport mode. Output characteristics are set to. Further, in each of the eco mode, the normal mode, and the sport mode, in the “series HEV” in which the engine 12 is driven to run, the engine 12 is operated for the same accelerator operation amount θ _acc . The output characteristics are set so as to generate a driving force for traveling that is greater than “EV”, which is the driving state in which the vehicle travels without being driven.

Here, the output characteristic setting means 76 is preferably configured such that the accelerator operation amount θ _acc is a predetermined value when the eco mode, the normal mode, and the sport mode are switched according to the operation by the driver. The setting of the output characteristic is changed on condition that (preferably 0) or less. For example, when the accelerator operation amount θ _acc detected by the accelerator operation amount sensor 52 at the time when the mode selection switch 56 is operated is not less than a specified value, preferably θ _acc = 0, that is, the accelerator is not off. In this case, the setting of the output characteristic is changed after waiting for the accelerator operation amount θ _{acc to} become a specified value or less (preferably accelerator off).

  FIG. 12 is a flowchart for explaining a main part of the output characteristic setting control by the electronic control unit 50, which is repeatedly executed at a predetermined cycle.

First, in step (hereinafter, step is omitted) S1, it is determined whether or not the travel mode switching operation of the hybrid vehicle 10 has been performed by pressing the mode selection switch 56 or the like. If the determination in S1 is negative, the processing from S3 is executed. If the determination in S1 is affirmative, in S2, whether or not the accelerator is off, that is, the accelerator operation amount sensor. It is determined whether or not the accelerator operation amount θ _acc detected by 52 is zero. If the determination at S2 is negative, the determination is made to wait by repeating the determination at S2, but if the determination at S2 is affirmative, at S3, the vehicle speed V and the vehicle speed V and the relationship shown in FIG. Based on the accelerator operation amount θ _acc or the like, it is determined whether or not the driving state of the hybrid vehicle 10 is an EV traveling state, that is, a driving state exclusively using the second motor generator MG2 as a driving power source for traveling.

  If the determination in S3 is negative, that is, if it is determined that the hybrid vehicle 10 is not in a driving state in which the second motor generator MG2 is exclusively used as a driving force source for traveling, the processing from S7 onward is executed. However, if the determination in S3 is affirmative, that is, if it is determined that the hybrid vehicle 10 is in a driving state exclusively using the second motor generator MG2 as a driving force source for traveling, power generation in S4 Therefore, it is determined whether or not the engine 12 is operated. If the determination in S4 is negative, the engine 12 is stopped, and the first motor generator MG2 generates the driving force for traveling exclusively using the electric power supplied from the power storage device 60. The routine is terminated after the output characteristics corresponding to the first driving state are set in S5. This setting is preferably performed individually for each of the eco mode, normal mode, and sports mode. If the determination in S4 is affirmative, the first motor generator MG1 generates power using the power of the engine 12, and at least one of the generated power and the power supplied from the power storage device 60 is used. The second motor generator MG2 determines that the driving state is the second driving state, and the output characteristic corresponding to the second driving state is set in S6. Be terminated. This setting is preferably performed individually for each of the eco mode, normal mode, and sports mode.

  In S7, the driving state of the hybrid vehicle 10 is parallel HV traveling, that is, the driving force for traveling is generated by the engine 12, and the first motor generator MG1 uses the power supplied from the power storage device 60 for traveling. It is determined whether or not the driving state is the third driving state for generating the driving force. If the determination in S7 is affirmative, the routine is terminated after the output characteristics corresponding to the third drive state are set in S8. This setting is preferably performed individually for each of the eco mode, normal mode, and sports mode. If the determination in S7 is negative, an output characteristic corresponding to another driving state, for example, an output characteristic (not shown) corresponding to engine running is set in S9, and then this routine is terminated. As described above, in the control shown in FIG. 12, S1 is the operation of the travel mode determination means 72, S3, S4 and S7 are the operation of the drive state determination means 74, and S5, S6, S8 and S9 are the hybrid drive. This corresponds to the operation of the control means 70 (output characteristic setting means 76).

Thus, according to the present embodiment, the engine 12 is stopped, and the first motor generator MG2 generates the driving force for driving exclusively using the electric power supplied from the power storage device 60. The first motor generator MG1 generates power using the driving state and the power of the engine 12, and at least one of the electric power generated by the first motor generator MG1 and the electric power supplied from the power storage device 60 is used. The second driving state in which the driving force for traveling is generated by the second motor generator MG2 is selectively established, and in the second driving state, the first accelerator operation amount θ _{acc is used} for the first driving state. Since the output characteristics are set so as to generate a driving force that is greater than the driving state, Even when the engine 12 is operating even in a driving state that generates a driving force for traveling, the engine has an output characteristic that generates a driving force larger than the driving state in which the driving force is generated only by the electric motor. The driving according to the impression of the driver can be realized from the twelve operating sounds. That is, it is possible to provide the control device 50 of the hybrid vehicle 10 that improves the drivability according to the presence or absence of engine operation.

Further, in addition to the first drive state and the second drive state, the engine 12 generates a driving force for traveling, and the first motor generator MG1 uses electric power supplied from the power storage device 60. The third driving state for generating the driving force for driving is selectively established, and in the third driving state, the driving force for driving equal to the second driving state with respect to the same accelerator operation amount θ _acc . Therefore, in the driving state in which the driving force for traveling is generated by the engine 12 and the first motor generator MG1, the driving force is generated only by the second motor generator MG2. Driving characteristics that the driver feels from the operating sound of the engine 12, etc., by using output characteristics that generate a greater driving force than the driving state It can be realized.

Further, in the third driving state, the output characteristic is set so as to generate a driving force for traveling larger than that in the second driving state with respect to the same accelerator operation amount θ _acc . 12 and the driving state in which the first motor generator MG1 generates the driving force for traveling is larger than the driving state in which the driving force is generated only by the second motor generator MG2, and the driving for operating the engine 12 exclusively for power generation. By setting the output characteristics to generate a driving force that is larger than the state, it is possible to achieve the driving that the driver feels from the operating sound of the engine 12 or the like.

In addition, the eco mode, the normal mode, and the sport mode are selectively established according to the operation by the driver, and in the normal mode, the same accelerator operation amount θ _acc is larger than the eco mode. Since the driving characteristics are set so as to generate a driving force for driving and in the sport mode, a driving force for driving larger than that in the normal mode is generated for the same accelerator operation amount θ _acc . In each driving mode set according to the operation by the driver, the driving driving force output characteristics can be set individually, and furthermore, each driving mode is a driving state in which the driving power is generated exclusively by the electric motor. However, when the engine 12 is operating, a larger driving force is generated than in a driving state in which the driving force is generated only by the electric motor. With output characteristic to be, it can be further finely realized running the driver intends.

Further, when the eco mode, the normal mode, and the sport mode are switched according to the operation by the driver, the output characteristics are set on condition that the accelerator operation amount θ _acc is equal to or less than a predetermined value. Since the change is made, it is possible to suitably suppress the decrease in drivability due to the change in the output characteristics of the driving force for traveling immediately after the operation for switching the mode is performed by the driver.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 13 is a schematic configuration diagram illustrating another hybrid vehicle drive device to which the present invention is preferably applied. In the hybrid drive device 100 shown in FIG. 13, the engine 12 is cranked by a starter motor 102 connected to a crankshaft 14 via a belt or the like, and a plurality of clutches and brakes are engaged. A stepped automatic transmission 104 such as a planetary gear type in which a plurality of shift speeds and neutrals are established according to the release state is provided, and between the input shaft 106 and the crankshaft 14 of the automatic transmission 104. A starting clutch 108 for disconnecting power transmission is provided. The starter motor 102 is constituted by a motor generator having a function as a generator. The first gear 25 is provided on the output shaft 110 of the automatic transmission 104, and the driving force is transmitted to the front driving wheels 40L and 40R. The hybrid drive device 100 also includes a rear wheel drive device 120. The rear motor generator RMG drives the differential gear device 126 through the fifth gear 122 and the sixth gear 124 to rotate left and right. The left and right rear drive wheels 130L, 130R are rotationally driven through the axles 128L, 128R. In this hybrid drive device 100, the starter motor 102 corresponds to a first electric motor, and the rear motor generator RMG corresponds to a second electric motor, which are driven by electric power supplied from a power storage device 60 (not shown) and generates power. The electric power thus stored can be stored in the power storage device 60.

Also in the hybrid drive device 100 configured as described above, the engine 12 is stopped and the driving power for traveling is generated exclusively by the rear motor generator RMG using the power supplied from the power storage device 60. Electric power is generated by the starter motor 102 by the power of the engine 12 in the first driving state, and at least one of the electric power generated by the starter motor 102 and the electric power supplied from the power storage device 60 is used exclusively for the rear. It is possible to perform control such as selectively establishing the second driving state in which the driving power for driving is generated by the motor generator RMG. The hybrid drive apparatus 100 also has a hybrid drive control means 70, a travel mode determination means 72, a drive state determination means 74, and the electronic control apparatus 50, similar to the drive apparatus for the hybrid vehicle 10 described in the embodiment. An output characteristic setting means 76 and the like are functionally provided, and the output characteristic setting means 76 for traveling in the second driving state is larger than that in the first driving state with respect to the same accelerator operation amount θ _acc . Control such as setting output characteristics so as to generate a driving force is performed. Therefore, by applying the present invention to the hybrid drive apparatus 100 as shown in FIG. 13, a hybrid vehicle control apparatus that improves drivability according to the presence or absence of engine operation is provided as in the above-described embodiment. it can.

  FIG. 14 is a diagram for explaining still another hybrid vehicle drive device to which the present invention is preferably applied, in which (a) is a schematic configuration diagram and (b) is selectively established in the hybrid vehicle. It is a figure explaining a several drive state. In the hybrid drive device 150 shown in FIG. 14, the engine 12, the first clutch 152, the first motor generator MG1, the second clutch 154, and the second motor generator MG2 are connected in series on a common axis. An output gear 156 provided between the second clutch 154 and the second motor generator MG2 is meshed with the fourth gear 34. And in this hybrid drive device 150, as shown in FIG. 14B, the “EV”, “series HEV”, and three drive states are the same as the drive device of the hybrid vehicle 10 described in the above embodiment. Drive states such as “parallel HEV” and “decelerated running” are selectively established. In this hybrid drive device 150, the first motor generator MG1 corresponds to a first electric motor, and the second motor generator MG2 corresponds to a second electric motor, which are driven by electric power supplied from a power storage device 60 (not shown). The generated power can be stored in the power storage device 60.

Also in the hybrid drive device 150 configured as described above, the engine 12 is stopped and the driving power for traveling is generated exclusively by the second motor generator MG2 using the electric power supplied from the power storage device 60. “EV”, which is the first driving state, is generated by the first motor generator MG1 by the power of the engine 12, and the electric power generated by the first motor generator MG1 and the electric power supplied from the power storage device 60 It is possible to control to selectively establish the “series HEV”, which is the second driving state in which the driving force for traveling is generated exclusively by the second motor generator MG2 using at least one of the above. The hybrid drive device 150 also includes a hybrid drive control means 70, a travel mode determination means 72, a drive state determination means 74, and the electronic control device 50, like the drive apparatus for the hybrid vehicle 10 described in the above embodiment. An output characteristic setting means 76 and the like are functionally provided, and the output characteristic setting means 76 for traveling in the second driving state is larger than that in the first driving state with respect to the same accelerator operation amount θ _acc . Control such as setting output characteristics so as to generate a driving force is performed. Therefore, by applying the present invention to the hybrid drive device 150 as shown in FIG. 14, a hybrid vehicle control device that improves drivability according to the presence or absence of engine operation is provided, as in the above-described embodiment. it can.

  FIG. 15 is a diagram for explaining another hybrid vehicle drive device to which the present invention is preferably applied. FIG. 15A is a schematic configuration diagram thereof, and FIG. 15B is selectively established in the hybrid vehicle. It is a figure explaining a several drive state. The hybrid drive device 160 shown in FIG. 15 is connected to the engine 12, the first motor generator MG 1, the second motor generator MG 2, and the output gear 164 via a planetary gear device 162. A first clutch 166 is provided between the motor generator MG 1 and the first motor generator MG 1 is connected to a ring gear of the planetary gear device 162 via a second clutch 168. Further, the ring gear in the planetary gear device 162 is fixed to the non-rotating member by the brake 170 so as not to rotate. The second motor generator MG2 is connected to the sun gear of the planetary gear device 162, the output gear 164 is connected to the carrier, and the output gear 164 is meshed with the second gear 28.

  As shown in FIG. 15B, the hybrid drive apparatus 160 has “EV”, “series HEV”, and two drive states as in the drive apparatus of the hybrid vehicle 10 described in the above embodiment. Driving states such as “parallel HEV” and “decelerated running” are selectively established. In the hybrid drive device 160, the first motor generator MG1 corresponds to a first electric motor, and the second motor generator MG2 corresponds to a second electric motor, and is driven by electric power supplied from a power storage device 60 (not shown). In addition, the generated power can be stored in the power storage device 60.

Also in the hybrid drive device 160 configured as described above, the engine 12 is stopped and the driving power for traveling is generated exclusively by the second motor generator MG2 using the electric power supplied from the power storage device 60. “EV”, which is the first driving state, is generated by the first motor generator MG1 by the power of the engine 12, and the electric power generated by the first motor generator MG1 and the electric power supplied from the power storage device 60 It is possible to control to selectively establish the “series HEV”, which is the second driving state in which the driving force for traveling is generated exclusively by the second motor generator MG2 using at least one of the above. The hybrid drive device 160 is also similar to the drive device of the hybrid vehicle 10 described in the above embodiment. The electronic control device 50 includes a hybrid drive control means 70, a travel mode determination means 72, a drive state determination means 74, and An output characteristic setting means 76 and the like are functionally provided, and the output characteristic setting means 76 for traveling in the second driving state is larger than that in the first driving state with respect to the same accelerator operation amount θ _acc . Control such as setting output characteristics so as to generate a driving force is performed. Therefore, by applying the present invention to the hybrid drive device 160 as shown in FIG. 15, a hybrid vehicle control device that improves drivability according to the presence or absence of engine operation is provided as in the above-described embodiment. it can.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

For example, in the above-described embodiment, the output characteristic setting means 76 uses the accelerator operation amount as shown in FIGS. 8 to 10 as an output characteristic map for determining the driving force T ^* for driving with respect to the accelerator operation amount θ _acc . The control is performed to set the relationship in which θ _acc and the driving force for driving T ^* are linear functions as output characteristics in each driving state. However, the present invention is not limited to this, for example, accelerator operation Various relationships such as an output characteristic in which the amount θ _acc and the driving force for driving T ^* are quadratic functions can be applied as an output characteristic map for determining the driving force for driving T ^* with respect to the accelerator operation amount θ _acc .

Further, in the above-described embodiment, the output characteristic setting unit 76 does not cause a sudden fluctuation (abrupt acceleration or rapid deceleration) of the driving force when the output characteristic is switched due to a change in the driving state of the hybrid vehicle 10. In addition, although the control for smoothly shifting the target driving force T ^* is performed, a transient output characteristic may be determined in advance for such control. In addition, the transient output characteristics preferably include (a) transition from the first driving state to the second driving state, and (b) transition from the second driving state to the third driving state. , (C) individually determined in accordance with the transition from the third driving state to the second driving state, and (d) the transition from the second driving state to the first driving state. More preferably, the transient output characteristics in each of the transition modes (a) to (d) are individually determined corresponding to the various travel modes in the hybrid vehicle 10.

Further, in the above-described embodiment, as the travel mode that is selectively established in the hybrid vehicle 10, any one of the eco mode that emphasizes fuel consumption, the normal mode that supports normal travel, and the sport mode that emphasizes travel performance is selectively used. However, in addition to or as an alternative to these travel modes, a power mode emphasizing driving force when climbing, a snow mode emphasizing travelability when traveling on snowy roads or frozen roads, etc. Various driving modes may be established. The output characteristic setting means 76 preferably individually sets an output characteristic for determining the driving force T ^* for driving with respect to the accelerator operation amount θ _acc corresponding to each of the plurality of types of driving modes.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

  10: hybrid vehicle, 12: engine, 14: crankshaft, 16: intermediate shaft, 18: input shaft, 20: automatic transmission, 22: forward / reverse switching device, 24: output shaft, 25: first gear, 26: Starting clutch, 28: second gear, 30: counter shaft, 32: third gear, 34: fourth gear, 36: differential gear device, 38L, 38R: axle, 40L, 40R: front drive wheel, 42: planetary Gear device, 44: steering wheel, 50: electronic control device, 52: accelerator operation amount sensor, 54: vehicle speed sensor, 56: mode selection switch, 58: SOC sensor, 60: power storage device, 62: engine output control device, 64 : Hydraulic control device, 68: storage device, 70: hybrid drive control means, 72: travel mode determination means, 74: drive state determination means, 76: output characteristic setting means, 10 , 150, 160: hybrid drive device, 102: starter motor (first electric motor), 104: automatic transmission, 106: input shaft, 108: start clutch, 110: output shaft, 120: rear wheel drive device, 122: first 5 gears, 124: sixth gear, 126: differential gear device, 128L, 128R: axle, 130L, 130R: rear drive wheel, 152: first clutch, 154: second clutch, 156: output gear, 162: planetary Gear device, 164: output gear, 166: first clutch, 168: second clutch, 170: brake, B1: reverse brake, C1: forward clutch, MG1: first motor generator (first electric motor), MG2: second Motor generator (second electric motor), RMG: Rear motor generator (second electric motor)

Claims (5)

Engine,
A first electric motor coupled to the engine;
A second electric motor connected to the wheels, an electric storage device for supplying electric power to the first electric motor and the second electric motor,
A clutch for connecting and disconnecting a power transmission path between the engine and the wheel,
A first driving state in which the engine is stopped and the driving force for driving is generated exclusively by the second electric motor using electric power supplied from the power storage device;
The power transmission path between the engine and the wheels is interrupted by the clutch, and the first electric motor generates electric power with the power of the engine and is supplied from the electric power generated by the first electric motor and the power storage device. A control device for a hybrid vehicle of a type that selectively establishes a second driving state in which driving power for traveling is generated exclusively by the second electric motor using at least one of electric power,
In the first driving state and the second driving state, the change gradient of the driving force for traveling with respect to the accelerator operation change amount is different, and in the second driving state, the change in the accelerator operation change amount with respect to the accelerator operation change amount. A control apparatus for a hybrid vehicle, characterized in that the change gradient of the driving force for traveling is larger than that of the first driving state. In addition to the first driving state and the second driving state, a driving force for driving is generated by the engine, and a driving force for driving is generated by the first electric motor using electric power supplied from the power storage device. And selectively establishing the third driving state to be
2. The control device for a hybrid vehicle according to claim 1, wherein in the third driving state, a change gradient of the driving force for traveling is equal to that of the second driving state with respect to an accelerator operation change amount. In addition to the first driving state and the second driving state, a driving force for driving is generated by the engine, and a driving force for driving is generated by the first electric motor using electric power supplied from the power storage device. And selectively establishing the third driving state to be
In the second driving state and the third driving state, the change gradient of the driving force for traveling with respect to the accelerator operation change amount is different, and in the third driving state, the change in the accelerator operation change amount with respect to the accelerator operation change amount. The control apparatus for a hybrid vehicle according to claim 1, wherein a change gradient of the driving force for traveling is larger than that of the driving state of 2. According to the operation by the driver, either the eco mode, the normal mode, or the sport mode is selectively established,
In the normal mode, the change gradient of the driving force for driving is larger than that in the eco mode with respect to the amount of change in the accelerator operation, and in the sports mode, driving for driving than in the normal mode with respect to the amount of change in the accelerator operation. The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the force change gradient is large. When the eco mode, the normal mode, and the sport mode are switched according to the operation by the driver, the output characteristic is changed with respect to the accelerator operation change amount on condition that the accelerator operation amount is equal to or less than a predetermined value. The control apparatus of the hybrid vehicle of Claim 4.

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