CN105579311A - 混合动力车辆的控制装置以及控制方法 - Google Patents
混合动力车辆的控制装置以及控制方法 Download PDFInfo
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
使用发动机(1)和电动发电机(2)两者来作为车辆驱动源的混合动力车辆具有:曲柄角传感器(23),其用于检测发动机转速;以及EV灯(44),其用于显示处于只将电动发电机(2)作为驱动源的EV状态。在处于非EV状态且发动机转速大于第一阈值(NE1)的情况下,将EV灯(44)熄灭。在处于EV状态且发动机转速为第二阈值(NE2)以下的情况下,将EV灯(44)点亮。
Description
技术领域
本发明涉及一种使用发动机和行驶用马达两者来作为车辆驱动源的混合动力车辆,特别是涉及一种只将行驶用马达作为驱动源的EV(electricvehicle:电动汽车)状态的通知和不通知的切换控制。
背景技术
众所周知的是,在使用发动机和行驶用马达两者来作为车辆驱动源的混合动力车辆中,为了使驾驶员意识到正在处于只将行驶用马达作为驱动源的节能的EV状态,而设置有用于在仪表板等显示正在处于EV状态的EV显示部。
例如在专利文献1中记载有以下技术:在发动机转速低于规定的阈值时,判断为发动机处于非动作状态,并在EV显示部显示正在处于EV状态(只使用电能模式)。
专利文献1:日本特开2005-255158号公报
发明内容
发明要解决的问题
然而,在如上述那样只基于发动机转速来切换EV显示部的显示和不显示的情况下,例如如果将发动机转速的阈值设定为足够低的值,则在从非EV状态(发动机动作状态)转变为EV状态(发动机非动作状态)时尽管已经转变为EV状态但发动机由于惯性而旋转这样的情况下,发动机转速始终不低于阈值,EV显示部从不显示向显示的切换容易迟后。因此,如果将发动机转速的阈值设定得高,则在从EV状态转变为非EV状态时,存在尽管已经开始启动发动机但成为发动机转速不超过阈值的状态的情况,在这样的情况下EV显示部向不显示的切换容易迟后。
另一方面,在这样的混合动力车辆中,一般地,除了只将行驶用马达作为驱动源的上述EV状态之外,还切换地使用利用发动机和行驶用马达两者的混合动力状态等多个行驶模式。因而,也考虑基于表示行驶模式处于EV状态的信号来进行EV显示部的显示和不显示的切换。
但是,在如果只基于这样的EV状态的判定结果来进行EV显示部的显示和不显示的切换、则在从非EV状态转变为EV状态时例如在成为EV状态之后也由于排气净化等目的而暂时使发动机旋转这样的情况下,处于发动机转速仍然高而残存发动机声音的状况,如果在这样的状况下显示处于EV状态,则有可能给驾驶员带来不协调感(明明发动机正在运转却显示为处于EV状态、两者矛盾的印象)。
另一方面,在从EV状态向非EV状态转变时,基于非EV状态的判定结果来启动发动机,因此从发动机启动前(或者刚刚启动后)起EV显示部从显示切换为不显示,用于向驾驶员通知/告知正在处于节能状态的EV显示部的显示期间变短。
本发明是鉴于这样的情况而完成的,目的在于适当地进行EV状态的通知和不通知的切换。
用于解决问题的方案
本发明是使用发动机和行驶用马达两者来作为车辆驱动源的混合动力车辆,具有用于检测发动机转速的发动机转速检测器、以及用于通知处于只将所述行驶用马达作为驱动源的EV状态的EV状态通知器。
而且,对只将行驶用马达作为驱动源的EV状态进行判定,在判定为未处于所述EV状态且所述发动机转速大于规定的第一阈值的情况下,将EV状态通知器设为不通知状态,在判定为处于所述EV状态且所述发动机转速为规定的第二阈值以下的情况下,将EV状态通知器设为通知状态。
发明的效果
这样,利用本发明,能够使用发动机转速和EV状态两者来适当地进行EV状态的通知和不通知的切换。
附图说明
图1是表示应用本发明的一个实施例的混合动力车辆的系统结构的结构说明图。
图2是表示该混合动力车辆的模式切换的特性的特性图。
图3是简化地表示该混合动力车辆的仪表板的主视图。
图4是表示本实施例的EV灯的点亮/熄灭控制的流程的流程图。
图5是表示本实施例的动作的一例的时序图。
图6是表示上述本实施例的动作的其它例的时序图。
具体实施方式
以下,基于附图来详细说明本发明的一个实施例。
图1是表示FF(前发动机/前驱动器)型混合动力车辆的系统结构来作为应用本发明的混合动力车辆的一例的结构说明图。
该混合动力车辆具备发动机1和作为行驶用马达的电动发电机2来作为车辆的驱动源,并且具备作为变速机构的皮带式无级变速机3。在发动机1与电动发电机2之间的动力传递路径上安装有用于在进行动力传递与断开动力传递之间进行切换的第一离合器4,在电动发电机2与皮带式无级变速机3之间的动力传递路径上安装有用于在进行动力传递与断开动力传递之间进行切换的第二离合器5。
发动机1例如由汽油发动机构成,基于来自发动机控制器20的控制指令来进行启动控制以及停止控制,并且控制节气门的开度且进行燃料削减控制等。
设置在所述发动机1的输出轴与电动发电机2的转子之间的第一离合器4根据所选择的行驶模式来将发动机1与电动发电机2结合或者使发动机1从电动发电机2断开,通过由未图示的液压单元基于来自CVT控制器21的控制指令而生成的第一离合器液压,来控制该第一离合器4的接合和分离。在本实施例中,第一离合器4是常开型的结构。
电动发电机2例如由三相交流的同步型电动发电机构成,与包括高电压电池12、逆变器13以及强电系统继电器14的强电电路11相连接。电动发电机2基于来自马达控制器22的控制指令来进行马达动作(所谓的动力运行)和再生动作这双方,其中,在该马达动作中,经由逆变器13接受来自高电压电池12的电力供给并输出正的扭矩,在该再生动作中,吸收扭矩来发电并且经由逆变器13进行高电压电池12的充电。
设置在电动发电机2的转子与无级变速机3的输入轴之间的第二离合器5进行在包括发动机1和电动发电机2的车辆驱动源与驱动轮6(前轮)之间的动力的传递和断开该动力的传递,通过由未图示的液压单元基于来自CVT控制器21的控制指令而生成的第二离合器液压,来控制该第二离合器5的接合和分离。特别地,第二离合器5能够通过传递扭矩容量的可变控制来设为伴随着滑行来进行动力传递的滑动接合状态,在不具备液力变矩器的结构中,能够顺畅地起步,并且实现缓慢行驶。
在此,所述第二离合器5实际上并非单一的摩擦元件,能够使用在无级变速机3的输入部设置的前进后退切换机构中的前进离合器或者后退制动器来作为第二离合器5。用于使向无级变速机3输入的输入旋转方向在前进行驶时的正转方向与后退行驶时的反转方向之间切换的前进后退切换机构虽然未详细地图示,但包括行星齿轮机构、在前进行驶时接合的前进离合器以及在后退行驶时接合的后退制动器,在前进行驶时,前进离合器作为第二离合器5发挥功能,在后退行驶时,后退制动器作为第二离合器5发挥功能。在作为第二离合器5的前进离合器和后退制动器这双方被分离的状态下,不进行扭矩传递,电动发电机2的转子与无级变速机3之间实质性地被断开。此外,在本实施例中,前进离合器和后退制动器均为常开型的结构。
皮带式无级变速机3具有输入侧的主皮带轮、输出侧的副皮带轮以及卷绕在两者之间的金属制的皮带,通过由未图示的液压单元基于来自CVT控制器21的控制指令而生成的主液压和副液压,来连续地控制各皮带轮的皮带接触半径和变速比。该无级变速机3的输出轴经由未图示的终减速机构而与驱动轮6相连接。
所述发动机1具备启动用的起动马达25。该起动马达25由与电动发电机2相比额定电压低的直流马达构成,与包括DC/DC转换器16和低电压电池17的弱电电路15相连接。基于来自发动机控制器20的控制指令而驱动起动马达25,起动马达25转动发动机1的动力输出轴。
通过来自包括高电压电池12的强电电路11的电力经由DC/DC转换器16对所述低电压电池17进行充电。此外,包括发动机控制器20等在内的车辆的控制系统、车辆的空调装置、音响装置、照明等接受弱电电路15的电力供给。
所述混合动力车辆的控制系统除了具备上述的发动机控制器20、CVT控制器21以及马达控制器22之外,还具备用于进行车辆整体的综合控制的综合控制器23,这些各控制器20、21、22、23经由能够相互之间进行信息交换的CAN通信线24而连接。另外,还具备加速踏板开度传感器31、作为用于检测发动机转速的发动机转速检测器(发动机转速检测单元)的发动机转速传感器32、车速传感器33、马达转速传感器34等各种传感器,这些传感器的检测信号单独或经由CAN通信线24而被输入到综合控制器23等各控制器。
如上述那样构成的混合动力车辆具有电动汽车行驶模式(以下称为“EV模式”。)、混合动力行驶模式(以下称为“HEV模式”。)、驱动扭矩控制起步模式(以下称为“WSC模式”。)等行驶模式,根据车辆的驾驶状态、驾驶员的加速操作等来选择最优的行驶模式。
“EV模式”是将第一离合器4设为分离状态而只将电动发电机2作为驱动源来行驶的模式,具有马达行驶模式和再生行驶模式。在驾驶员的要求驱动力比较低时选择该“EV模式”。
“HEV模式”是将第一离合器4设为接合状态而将发动机1和电动发电机2作为驱动源来行驶的模式,具有马达辅助行驶模式、行驶发电模式以及发动机行驶模式。在驾驶员的要求驱动力比较大时以及在存在基于高电压电池12的充电状态(SOC)、车辆的驾驶状态等的来自系统的要求时选择该“HEV模式”。
“WSC模式”是在车辆起步时等车速比较低的区域内所选择的模式,通过对电动发电机2进行转速控制并且对第二离合器5的传递扭矩容量进行可变控制,来将第二离合器5设为滑动接合状态。
图2示出了基于车速VSP和加速踏板开度APO的上述的“EV模式”、“HEV模式”与“WSC模式”的基本切换特性。如图示那样,从“HEV模式”向“EV模式”转变的“HEV→EV切换线”与相反地从“EV模式”向“HEV模式”转变的“EV→HEV切换线”之间被设定为具有适当的滞后性。另外,在规定的车速VSP1以下的区域内成为“WSC模式”。
图3简化地示出配置在车辆的前座正面的前围板的仪表板41。如该图所示那样,在仪表板41中除了设置有显示车辆速度的速度计42和显示发动机转速的转速计43以外,还设置有未图示出的燃料计、方向指示器等表示车辆驾驶状况的各种测量仪器。而且,在本实施例中,在该仪表板41的转速计43内设置有作为用于显示处于只将电动发电机2作为车辆驱动源的“EV模式(EV状态)”的EV状态通知器(EV状态通知单元)的EV灯44。该EV灯44是例如将“EV”的文字点亮或熄灭的灯,在处于EV模式时显示/点亮,在处于HEV模式等非EV模式时不显示/熄灭。
此外,作为EV状态通知器,并不限于上述的EV灯44,例如也可以是显示与EV模式对应的图形、图案的装置,或者也可以是通过声音来向驾驶员通知EV模式的装置。
图4是表示EV灯44的点亮/熄灭切换控制的流程的流程图,本例程由上述综合控制器23所存储,并且每隔规定期间(例如每隔10ms)反复执行。
在步骤S11中,判定发动机转速NE是否大于规定的第一阈值NE1。该第一阈值NE1是在发动机启动过程中开始点火的初爆转速的附近的值,被设定为300rpm以下、更具体地说150rpm左右的值。
在步骤S12中,判定是否处于非EV状态。根据EV状态标志的值来进行该判定。该EV状态标志如也在图5和图6中示出的那样,在处于EV状态的情况下被设定为“1”,在处于非EV状态的情况下被设定为“0”,该EV状态标志是由综合控制器23根据加速踏板开度、电池充电状态等车辆驾驶状态来设定的。根据该EV状态标志的设定状态来进行后述的EV灯44的点亮和熄灭的切换并且进行第一离合器4的切换。也就是说,以该EV状态标志为指令值来进行第一离合器4、EV灯44等的切换控制。因而,在EV状态标志为“0”的情况下,设为处于非EV状态,步骤S12的判定为肯定。
在发动机转速NE超过第一阈值NE1且处于非EV状态的情况下,前进到步骤S13,将EV灯44熄灭,也就是说,设为不显示。
在步骤S14中,判定发动机转速NE是否为规定的第二阈值NE2以下。该第二阈值NE2为至少大于上述的第一阈值NE1并且比发动机能够自主运转的最小的转速、即怠速转速低的值,具体地说,被设定为600rpm~700rpm左右的值。
在步骤S15中,判定是否处于EV状态。该判定与步骤S12同样地,根据EV状态标志的值来判定,在EV状态标志为“1”的情况下,设为处于EV状态,该步骤S15的判定为肯定。
在发动机转速为第二阈值NE2以下且处于EV状态的情况下,前进到步骤S16,使表示处于EV状态的EV灯44点亮/显示。
图5和图6是应用了这样的本实施例的控制的情况下的时序图。图中的EV状态标志是如上所述那样在处于EV状态时被设定为“1”、在处于非EV状态时被设定为“0”的标志。EV灯点亮要求标志是在使EV灯44点亮时被设定为“1”、在使EV灯44熄灭时被设定为“0”的标志,综合控制器23根据该EV灯点亮要求标志的值来对EV灯44的点亮和熄灭进行切换控制。
图5是在以EV状态-非EV状态-EV状态的方式转变的情况下的时序图。当假设在EV状态标志变为0的时刻t1将EV灯44熄灭时,根据EV状态标志的判定结果使第一离合器4接合来进行发动机1的启动,因此从发动机启动前起EV灯44就熄灭,EV灯44的点亮时间不当地缩短。与此相对,在本实施例中,在EV状态标志为“0”即处于非EV状态且发动机转速NE超过第一阈值NE1的时刻t2,EV灯点亮要求标志被设为“0”,EV灯44被熄灭。由于像这样等到发动机转速NE上升某种程度之后将EV灯44熄灭,因此与在刚刚变为EV状态之后的t1使EV灯44熄灭的情况相比,能够使EV灯44的点亮时间增长ΔT1。而且,通过将第一阈值NE1设为足够小的值,EV灯44以与转速计43所显示的发动机转速的上升连动的形式被熄灭,能够如上所述那样确保EV灯44的点亮期间长,同时也不会给驾驶员带来不协调感。
另外,当假设在EV状态标志变为“1”的时刻t3将EV灯44点亮时,有可能EV灯44在发动机转速NE仍然高的状态、即产生发动机声音的状态下点亮,从而给驾驶员带来不协调感。与此相对,在本实施例中,在EV状态标志为“1”且发动机转速NE变为第二阈值NE2以下的时刻t4将EV灯点亮要求标志设为“1”来点亮EV灯44。也就是说,即使在EV状态下,也由于等到发动机转速NE实际降低某种程度(ΔT2)之后使EV灯44点亮,因此不会明明听到发动机声音却EV灯44点亮,不会给驾驶员带来不协调感。
图6是在以非EV状态-EV状态-非EV状态的方式转变的情况下的时序图。与图5的情况同样地,在EV状态标志为“1”且发动机转速NE变为第二阈值NE2以下的时刻t5,将EV灯点亮要求标志设为“1”来点亮EV灯44。然后,在EV状态标志为“0”且发动机转速NE超过第一阈值NE1的时刻t6,将EV灯点亮要求标志设为“0”并熄灭EV灯44。
如上所述,在本实施例中,使用与EV状态有关的标志和发动机转速两者,特别是在处于非EV状态且发动机转速NE大于第一阈值NE1的情况下将EV灯44熄灭,在处于EV状态且发动机转速NE为第二阈值NE2以下的情况下将EV灯44点亮,因此不会给驾驶员带来不协调感,能够充分地确保EV灯44的点亮期间,并且能够进行适当的EV灯44的点亮和熄灭的切换。
在EV灯44从点亮切换为熄灭时,处于发动机被启动且发动机转速NE迅速上升的状况,因此在该EV灯44从点亮向熄灭的切换中使用的第一阈值NE1被设为与发动机启动初期的初爆/点火开始的阶段对应的极小的值(150rpm左右)。由此,能够根据发动机转速的上升来适当地使EV灯44熄灭。另一方面,在EV灯44从熄灭向点亮切换时,处于发动机停止且发动机转速NE降低的状况,因此在该EV灯44从熄灭向点亮的切换中使用的第二阈值NE2被设定为与熄灭用的第一阈值NE1相比相对大的值(700rpm左右)。
此外,在只基于发动机转速NE来切换EV灯44的点亮和熄灭的情况下,难以如上所述那样将熄灭用的第一阈值NE1设置得比点亮用的第二阈值NE2小。也就是说,在发动机转速NE处于第一阈值NE1与第二阈值NE2之间的情况下,两者的逻辑判断相互矛盾从而无法进行点亮和熄灭的判定。上述的阈值的设定(NE1<NE2)是能够通过如本实施例那样与EV状态的判定一起使用来实现的设定。
在本实施例中,EV状态判定标志是基于第一离合器4的接合和分离的指令值生成的标志,与第一离合器4的接合和分离一致。通过利用该EV状态判定标志来进行EV灯44的点亮和熄灭的判定,在EV状态标志为“0”的情况下离合器处于分离状态,因此发动机转速原理上不会由于发动机自身的运转(燃烧)以外的理由而上升,因此能够在成为比发动机能够自主运转的最小的转速、即怠速转速低的值的时刻判断EV灯44的点亮。另一方面,在EV状态标志为“1”的情况下,离合器处于接合状态,因此设为发动机今后持续旋转,能够根据开始点火的初爆转速的附近的值来判断EV灯44的熄灭。通过如以上那样使EV状态判定标志与第一离合器4的接合和分离一致来实现正确的EV灯44的点亮和熄灭的判定。
并且,在本实施例中,EV状态判定标志是基于在第一离合器4的接合和分离的控制等中使用的指令值生成的,因此与例如基于实际的第一离合器4的切换结果来判定EV状态的情况相比,能够响应性良好地进行EV灯44的点亮和熄灭的切换,并且不需要用于检测第一离合器4等的动作的各种传感器,能够实现控制的简单化。
Claims (6)
1.一种混合动力车辆的控制装置,该混合动力车辆使用发动机和行驶用马达两者来作为车辆驱动源,该混合动力车辆的控制装置具有:
发动机转速检测单元,其用于检测发动机转速;
电动汽车状态判定单元,其对将所述行驶用马达作为主要的驱动源的电动汽车状态进行判定;
电动汽车状态通知单元,其向驾驶员通知处于所述电动汽车状态;以及
切换控制部,其对该电动汽车状态的通知与不通知进行切换控制,
其中,在由所述电动汽车状态判定单元判定为未处于电动汽车状态且所述发动机转速大于规定的第一阈值的情况下,该切换控制部将所述电动汽车状态通知单元设为不通知,
在由所述电动汽车状态判定单元判定为处于电动汽车状态且所述发动机转速为规定的第二阈值以下的情况下,该切换控制部将所述电动汽车状态通知单元设为通知状态。
2.根据权利要求1所述的混合动力车辆的控制装置,其特征在于,
所述第一阈值是小于第二阈值的值。
3.根据权利要求1或2所述的混合动力车辆的控制装置,其特征在于,
在所述发动机与驱动轮之间安装有所述行驶用马达,并且具有第一离合器和第二离合器,
其中,该第一离合器被安装在所述发动机与行驶用马达之间的动力传递路径,对进行发动机与行驶用马达之间的动力传递以及断开发动机与行驶用马达之间的动力传递进行切换,
该第二离合器被安装在所述行驶用马达与驱动轮之间的动力传递路径,对进行所述行驶用马达与驱动轮之间的动力传递以及断开所述行驶用马达与驱动轮之间的动力传递进行切换,
在处于所述电动汽车状态的情况下,所述第一离合器被分离。
4.根据权利要求3所述的混合动力车辆的控制装置,其特征在于,
基于表示所述电动汽车状态判定单元的判定结果的指令值来切换所述第一离合器的接合和分离,并且由所述切换控制部进行所述电动汽车显示部的显示与不显示的切换控制。
5.一种混合动力车辆的控制方法,该混合动力车辆使用发动机和行驶用马达两者来作为车辆驱动源,该混合动力车辆具有:
发动机转速检测单元,其用于检测发动机转速;以及
电动汽车状态通知单元,其用于通知处于只将所述行驶用马达作为驱动源的电动汽车状态,
在该混合动力车辆的控制方法中,
对只将所述行驶用马达作为驱动源的电动汽车状态进行判定,
在判定为未处于所述电动汽车状态且所述发动机转速大于规定的第一阈值的情况下,将所述电动汽车状态通知单元设为不通知状态,
在判定为处于所述电动汽车状态且所述发动机转速为规定的第二阈值以下的情况下,将所述电动汽车状态通知单元设为通知状态。
6.一种混合动力车辆的控制装置,该混合动力车辆使用发动机和行驶用马达两者来作为车辆驱动源,该混合动力车辆的控制装置具有:
发动机转速检测器,其用于检测发动机转速;
电动汽车状态判定器,其对将所述行驶用马达作为主要的驱动源的电动汽车状态进行判定;
电动汽车状态通知器,其向驾驶员通知处于所述电动汽车状态;以及
切换控制器,其对该电动汽车状态的通知与不通知进行切换控制,
其中,在由所述电动汽车状态判定器判定为未处于电动汽车状态且所述发动机转速大于规定的第一阈值的情况下,该切换控制部将所述电动汽车状态通知器设为不通知状态,
在由所述电动汽车状态判定器判定为处于电动汽车状态且所述发动机转速为规定的第二阈值以下的情况下,该切换控制部将所述电动汽车状态通知器设为通知状态。
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EP3048020A1 (en) | 2016-07-27 |
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JP6079889B2 (ja) | 2017-02-15 |
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