CN108454614B - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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Publication number
CN108454614B
CN108454614B CN201810126053.6A CN201810126053A CN108454614B CN 108454614 B CN108454614 B CN 108454614B CN 201810126053 A CN201810126053 A CN 201810126053A CN 108454614 B CN108454614 B CN 108454614B
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Prior art keywords
mode
shift
switching
predetermined time
running
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CN108454614A (en
Inventor
栗田直幸
池田佳佑
樋口彻
斋藤正和
森川知明
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The number of times of starting of the internal combustion engine can be reduced, and the durability of the starting device can be prevented from being reduced. A control device (8) for a hybrid vehicle (1) is provided with: a shift mode switching unit (16) that switches the shift mode; and a running mode switching unit (17) that switches between a motor running mode and an engine use mode at least according to a shift mode, the motor running mode being a running mode in which only the power of the motor generator (3) is used, the engine use mode being a running mode in which at least the power of the internal combustion engine (2) is used, the running mode switching unit (17) prohibiting the switching of the running mode for a predetermined time (ts) when the shift mode is switched.

Description

Control device for hybrid vehicle
Technical Field
The present invention relates to a control device for a hybrid vehicle driven by power output from an internal combustion engine and a motor generator.
Background
Among the hybrid vehicles, there are the following hybrid vehicle control devices: the hybrid vehicle is provided with an internal combustion engine, a motor generator, and an automatic transmission, and is driven by power output from at least one of the internal combustion engine and the motor generator.
As a control device for such a hybrid vehicle, for example, japanese patent laid-open publication No. 2005-343237 has the following technique: when the driver changes the shift mode of the automatic transmission to the manual shift mode by manually switching the shift speed in the motor drive mode (EV drive mode), the internal combustion engine is started (shifted to the engine use mode or HEV mode) and the downshift of the automatic transmission is performed, so that the driver's request for acceleration responsiveness can be satisfied.
Documents of the prior art
Patent document
Patent document 1: japanese unexamined patent publication No. 2005-343237
Disclosure of Invention
Problems to be solved by the invention
However, as described above, in the motor running mode (EV mode) in which the vehicle runs only by the power of the motor generator, when the shift mode of the automatic transmission is switched from the automatic shift mode to the manual shift mode, the control device of the hybrid vehicle determines that the driver has requested an increase in the driving force, and performs control to start the internal combustion engine and switch to the engine use mode (HEV mode) in which the vehicle runs by the power of at least the internal combustion engine of the internal combustion engine and the motor generator as the power sources.
However, in the control device for the hybrid vehicle, when the driver switches the shift mode of the automatic transmission from the manual shift mode to the automatic shift mode, and when the travel mode of the hybrid vehicle is changed from the engine use mode to the motor travel mode, the control for repeatedly starting and stopping the internal combustion engine is performed each time the driver manually switches the shift speed of the automatic transmission in a short time.
Therefore, in patent document 1, as shown in fig. 7, when the driver frequently switches the shift mode of the automatic transmission between the manual shift mode and the automatic shift mode, there is a problem as follows: the switching of the running mode between the motor running mode (EV mode) and the engine use mode (HEV mode) frequently occurs, and the number of times of starting the internal combustion engine significantly increases, whereby the number of times of operating the starting device of the internal combustion engine significantly increases and the durability decreases.
In addition, in the switching of the shift mode for starting the internal combustion engine, there are switching to a low gear mode and switching to a sport mode in addition to switching from the automatic shift mode to the manual shift mode.
The low gear mode is a shift mode in which the shift speed of the automatic transmission is automatically and forcibly switched to the low gear in order to activate the engine brake when driving on a downhill or the like. In the low gear mode, the engine brake can be appropriately activated by starting the internal combustion engine.
The sport mode is a shift mode in which the acceleration feeling is emphasized more than the automatic shift mode and the shift speed of the automatic transmission is switched in order to keep the engine speed high (for example, even if the engine rotation speed is switched to the shift speed of the 1 st shift stage in the automatic shift mode, the shift speed is not switched in the sport mode). In the sport mode, the sense of acceleration can be improved by starting the internal combustion engine.
In a control device for a hybrid vehicle, when a shift mode is switched to a low-speed mode or a sport mode in a motor running mode (EV mode), control is performed to start an internal combustion engine and switch to an engine use mode (HEV mode) in the same manner as switching from the automatic shift mode to the manual shift mode, and therefore, there are the following problems: the control of repeatedly starting and stopping the internal combustion engine is performed whenever the driver switches between the automatic shift mode and the low gear mode or between the automatic shift mode and the sport mode in a short time, and the number of operations of the starter device is significantly increased and the durability is reduced.
The invention aims to provide a control device of a hybrid vehicle, which can reduce the starting frequency of an internal combustion engine and prevent the durability of a starting device from being reduced.
Means for solving the problems
The present invention is a control device for a hybrid vehicle that controls the hybrid vehicle, the hybrid vehicle including: an internal combustion engine; a motor generator; and an automatic transmission that shifts a speed of power output from the internal combustion engine or the motor generator and transmits the power to a drive wheel, wherein the hybrid vehicle is driven by the power output from at least one of the internal combustion engine and the motor generator, and the control device for the hybrid vehicle includes: a shift mode switching unit that switches a shift mode; and a running mode switching unit that switches a motor running mode in which only the motor generator is used for running with power and an engine use mode in which at least the internal combustion engine is used for running with power, based on at least the shift mode, and prohibits the switching of the running mode for a predetermined time when the shift mode is switched.
Effects of the invention
The present invention prohibits the switching of the running mode until the predetermined time elapses when the shift mode of the automatic transmission is switched, and therefore prevents the frequent switching of the running mode between the motor running mode and the engine use mode, and suppresses the start of the internal combustion engine and reduces the number of starts.
Therefore, the present invention can reduce the number of operations of the starter of the internal combustion engine, and can prevent the durability of the starter (or the motor generator) from being lowered.
Drawings
Fig. 1 is a system configuration diagram of a control device of a hybrid vehicle. (example 1)
Fig. 2 is a schematic diagram of the shift operation switching device. (example 1)
Fig. 3 is a flowchart of the control device of the hybrid vehicle. (example 1)
Fig. 4 is a timing chart of the control device of the hybrid vehicle. (example 1)
Fig. 5 is a flowchart of the control device of the hybrid vehicle. (example 2)
Fig. 6 is a flowchart of the control device of the hybrid vehicle. (example 3)
Fig. 7 is a timing chart of the control device of the hybrid vehicle. (conventional example)
Description of the reference numerals
1 hybrid vehicle
2 internal combustion engine
3 Motor generator
4 automatic transmission
5 starting device
6 Clutch
7 driving wheel
8 control device
9 Accelerator pedal sensor
10 vehicle speed sensor
11 speed change operation switching device
12 Shift mode switching operation part
13 Manual shift operation part
14 variable speed mode switch shift position
15 manual gear change shift position
16 Shift mode switching part
17 running mode switching unit
18 timer
Detailed Description
The invention prohibits changing the running mode until a predetermined time is exceeded when the shift mode of the automatic transmission is switched, thereby reducing the number of times of starting the internal combustion engine and preventing the durability of the starter from being reduced.
Hereinafter, embodiments of the present invention will be described based on the drawings.
[ example 1]
Fig. 1 to 4 show embodiment 1 of the present invention.
As shown in fig. 1, a hybrid vehicle 1 has an internal combustion engine 2, a motor generator 3, and an automatic transmission 4. The internal combustion engine 2 is started by the starter 5 (or the motor generator 3). The internal combustion engine 2 is connected to the automatic transmission 4 via a clutch 6. The automatic Transmission 4 includes, for example, an automatic Transmission (AMT) capable of switching a plurality of shift speeds by automatic or Manual operation. The automatic transmission 4 changes the speed of the power of the internal combustion engine 2 and transmits the power to the drive wheels 7.
Further, the motor generator 3 may be provided between the clutch 6 and the automatic transmission 4 as shown by a broken line in fig. 1. Thus, the automatic transmission 4 changes the speed of the power from the internal combustion engine 2 or the motor generator 3 and transmits the power to the drive wheels 7. The hybrid vehicle 1 is driven by power output from at least one of the internal combustion engine 2 and the motor generator 3.
The internal combustion engine 2, the motor generator 3, the automatic transmission 4, and the clutch 6 are controlled by a control device 8 of the hybrid vehicle 1. The control device 8 is connected with an accelerator pedal sensor 9, a vehicle speed sensor 10, and a shift operation switching device 11. The accelerator pedal sensor 9 detects an accelerator pedal depression amount and inputs it to the control device 8. The vehicle speed sensor 10 detects the vehicle speed of the hybrid vehicle 1 and inputs it to the control device 8.
The shift operation switching device 11 has a shift mode switching operation portion 12 and a manual shift operation portion 13.
As shown in fig. 2, the shift mode switching operation unit 12 has a shift mode switching shift position 14 in which, for example, a parking range P, a reverse range R, a neutral range N, a forward range D (automatic shift range), a low range L, a manual shift range M, and the like are arranged, and further has a sport mode switch S. The manual shift range M is disposed at a position apart from the forward range D in a direction different from the arrangement direction of the parking range P, the reverse range R, the neutral range N, the forward range D, and the low-speed range L.
The shift mode switching operation unit 12 detects to which shift mode switching shift position 14 a shift lever, not shown, is operated, detects whether or not the sport mode switch S is operated, and inputs a detection signal to the control device 8. The sport mode switch S is provided in the shift lever, but may be disposed in the shift mode switching position 14 as the sport mode shift position S, such as the parking range P and the reverse range R.
The manual shift operation unit 13 has a manual shift switching shift position 15 in which, for example, an upshift position and a downshift position are arranged with the manual shift position M therebetween. The upshift and downshift gears are arranged in parallel with the arrangement direction of the parking gear P, the reverse gear R, the neutral gear N, the forward gear D, and the low-speed gear L. The manual shift operation unit 13 detects which one of the manual shift switching shift positions 15 the shift lever set to the manual shift position M is operated to, and inputs a detection signal to the control device 8.
In the case where the shift operation switching device 11 is provided with a pedal shift lever, not shown, the manual shift operation unit 13 detects which of the upshift pedal shift lever and the downshift pedal shift lever is operated in a state where the shift lever, not shown, is set to the manual shift range M or in a state where the shift lever is set to the forward range D, and inputs a detection signal to the control device 8.
The control device 8 includes a shift mode switching unit 16 and a travel mode switching unit 17.
The shift mode switching unit 16 includes: a manual shift mode (MT mode) in which the shift speed of the automatic transmission 4 is switched in accordance with the operation of the manual shift operation unit 13; and an automatic shift mode (AT mode) in which the shift speed of the automatic transmission 4 is automatically switched according to the running state of the hybrid vehicle 1. The shift mode switching portion 16 switches the manual shift mode and the automatic shift mode based on the operations of the shift mode switching operation portion 12 and the manual shift operation portion 13.
The manual shift modes include the following two modes.
One is a continuous manual shift mode in which the shift lever is operated to an upshift position + or a downshift position in a state where the shift lever is set to the manual shift position M, so that the shift position of the automatic transmission 4 can be manually switched. In the manual shift mode in which the shift lever is set to the manual shift position M, the shift position of the automatic transmission 4 can be manually switched by operating the upshift pedal shift lever and the downshift pedal shift lever.
The other is a temporary manual shift mode in which the shift range of the automatic transmission 4 can be manually switched by operating an upshift pedal shift lever and a downshift pedal shift lever in the automatic shift mode in which the shift lever is set to the forward range D. The manual shift mode based on the operation of the pedal shift lever is temporarily switched manually, and thus immediately returns to the automatic shift mode.
When the shift lever is set to the forward range D (automatic shift range), the shift mode switching portion 16 switches the shift mode to the automatic shift mode. In the automatic shift mode, the running state of the hybrid vehicle 1 is determined based on the accelerator pedal depression amount detected by the accelerator pedal sensor 9 and the vehicle speed detected by the vehicle speed sensor 10, and the shift speed of the automatic transmission 4 is automatically switched based on the determined running state.
The shift mode switching unit 16 includes: a low-speed range mode in which the shift range of the automatic transmission 4 is switched to the low-speed range depending on the feeling of deceleration when the shift lever is operated to the low-speed range L; and a sport mode in which the sense of acceleration is emphasized and the shift speed of the automatic transmission 4 is automatically switched when the sport mode switch S is turned ON (ON). The shift mode switching portion 16 switches the low-speed range mode and the sport mode based on the operations of the shift lever and the sport mode switch S.
The running mode switching unit 17 has a motor running mode (EV mode) in which the vehicle runs using only the power of the motor generator 3 and an engine use mode (HEV mode) in which the vehicle runs using at least the power of the internal combustion engine 2. The running mode switching unit 17 switches the motor running mode and the engine use mode at least in accordance with the shift mode.
When the shift mode switching unit 16 is switched to the automatic shift mode, the control device 8 drives the hybrid vehicle 1 in the engine use mode or the motor running mode. Further, the control device 8 drives the hybrid vehicle 1 in the engine use mode when the shift mode switching unit 16 is switched to the manual shift mode, the low gear mode, or the sport mode. In the engine use mode, the internal combustion engine 2 is started and driven at least by the power of the internal combustion engine 2.
When the shift mode switching unit 16 switches from the automatic shift mode to the manual shift mode, the running mode switching unit 17 prohibits the switching of the running mode for a predetermined time (ts). The predetermined time (ts) is a threshold value (engine start suppression state threshold value) of a time (engine start suppression time) for suppressing the start of the internal combustion engine 2 after the switching of the running mode. When the shift mode switching unit 16 switches from the automatic shift mode to the manual shift mode, there are cases where: a case where the shift lever is set to the manual shift position M; and the case where the pedal gearshift lever is operated in the automatic shift mode.
The running mode switching unit 17 prohibits the switching of the running mode for a predetermined time (ts) when the manual shift operation unit 13 is operated to switch the shift mode or when the shift mode switching operation unit 12 is set to the manual shift range M to switch the shift mode. The switching of the running mode includes switching from the automatic shift mode to the manual shift mode and switching from the manual shift mode to the automatic shift mode.
The running mode switching unit 17 has a timer 18. When the shift lever is operated from the manual shift range M of the manual shift operation portion 13 to the upshift range + or the downshift range-, or the shift lever is set as the manual shift range M of the shift mode switching operation portion 12, the shift mode switching portion 16 switches the shift mode from the automatic shift mode to the manual shift mode, and the running mode switching portion 17 starts timing by the timer 18. The running mode switching unit 17 prohibits switching of the running mode until the measured time (tc) of the timer 18 exceeds the predetermined time (ts).
The running mode switching unit 17 prohibits the switching of the running mode for a predetermined time (ts) even when the manual shift mode is operated and the automatic shift mode is operated.
Next, control of the control device 8 of the hybrid vehicle 1 will be described along the flowchart of fig. 3.
As shown in fig. 3, the control routine is started, and when the shift lever is set to the manual shift position M or the pedal shift lever is operated, the shift mode is switched from the automatic shift mode (AT mode) to the manual shift mode (MT mode), and the control device 8 determines whether or not the measurement time (tc) of the timer 18, which has started to be measured due to the switching of the shift mode, exceeds the predetermined time (ts) (S01).
When the measured time (tc) of the timer 18 exceeds the predetermined time (ts) and it is determined (S01) that yes, the control device 8 permits switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S02), and determines whether or not the shift mode has been switched from the automatic shift mode to the manual shift mode (S03).
When the measured time (tc) of the timer 18 is equal to or less than the predetermined time (ts) and it is determined (S01) as no, the control device 8 prohibits switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S04), and determines whether or not the shift mode has been switched from the automatic shift mode to the manual shift mode (S03).
If the determination (S03) is yes, the control device 8 determines whether or not the change of the travel pattern is permitted (S02) (S05).
If the control device 8 determines (S03) that the determination is "no", it counts the time by the timer 18 (S08) and returns to the determination (S01).
If the determination (S05) is yes, the control device 8 sets the travel mode to the engine use mode (HEV mode) (S06), resets the timer 18 (S07), counts the timer 18 (S08), and returns to the determination (S01).
If the control device 8 determines no (S05), it resets the timer 18 (S07), counts the time of the timer 18 (S08), and returns to the determination (S01) while keeping the running mode (S09).
As shown in fig. 4, when the driver switches the shift mode of the automatic transmission 4 from the automatic shift mode (AT mode) to the manual shift mode (MT mode) and the travel mode of the hybrid vehicle 1 is switched from the motor travel mode (EV mode) to the engine use mode (HEV mode) (t0), the control device 8 of the hybrid vehicle 1 prohibits the switching of the travel mode until the measured time (tc) of the timer 18 measured from the time (t0) exceeds the predetermined time (ts) of the engine start suppression state threshold value, thereby suppressing the start suppression state of the internal combustion engine 2.
At the time (t1) when the time (t0) is equal to or less than the predetermined time (ts), the control device 8 prohibits the switching of the travel mode even if the driver switches the shift mode of the automatic transmission 4 from the manual shift mode to the automatic shift mode, and therefore the engine use mode is maintained and the start of the internal combustion engine 2 is continuously suppressed.
When the driver switches the shift mode of the automatic transmission 4 from the automatic shift mode to the manual shift mode within a time (t2) from the time (t0) to a predetermined time (ts) or less, the control device 8 resets the count of the timer 18, and prohibits switching of the travel mode until the measured time (tc) of the timer 18 counted from the time (t2) exceeds the predetermined time (ts), thereby continuing to suppress the start of the internal combustion engine 2.
When the driver switches the shift mode of the automatic transmission 4 from the manual shift mode to the automatic shift mode within a time (t3) from a time (t2) to a time (ts) or less and the driver switches the shift mode of the automatic transmission 4 from the automatic shift mode to the manual shift mode within a time (t4) from a time (t2) to a time (ts) or less, the control device 8 resets the count of the timer 18, prohibits switching of the running mode until the measured time (tc) of the timer 18 counted from the time (t4) exceeds the predetermined time (ts), and continues to suppress the start of the internal combustion engine 2.
At the time (t5) when the time (t4) is equal to or less than the predetermined time (ts), the control device 8 prohibits the switching of the travel mode and maintains the engine use mode even if the driver switches the shift mode of the automatic transmission 4 from the manual shift mode to the automatic shift mode, thereby continuing to suppress the start of the internal combustion engine 2.
When the measured time (tc) of the timer 18 exceeds the time (t5) and reaches a time (t6) when the time (t4) exceeds the predetermined time (ts), the control device 8 releases the switching prohibition of the running mode, and the running mode can be switched from the engine use mode to the motor running mode, and the start-up suppression state of the internal combustion engine 2 is set to the non-suppression state in the automatic shift mode.
When the driver switches the shift mode of the automatic transmission 4 from the automatic shift mode to the manual shift mode at a time (t7) when the predetermined time (ts) has elapsed from the time (t4), the travel mode of the hybrid vehicle 1 is switched from the motor travel mode to the engine use mode, and the control device 8 prohibits switching of the travel mode until the measured time (tc) of the timer 18 measured from the time (t7) exceeds the predetermined time (ts), thereby suppressing the start suppression state of the internal combustion engine 2.
When the measured time (tc) of the timer 18 reaches a time (t8) when the time (t7) exceeds the predetermined time (ts), the control device 8 releases the prohibition of switching the travel mode, and sets the start suppression state of the internal combustion engine 2 to the non-suppression state in the manual shift mode.
When the driver switches the shift mode of the automatic transmission 4 from the manual shift mode to the automatic shift mode at a time (t9) when the measured time (tc) of the timer 18 exceeds the time (t8) and exceeds the predetermined time (ts) from the time (t7), the running mode can be switched from the engine use mode to the motor running mode, the control device 8 maintains the release of the prohibition of switching of the running mode, and continues to set the start of the internal combustion engine 2 to the non-suppression state in the state of the automatic shift mode.
In this way, when the shift mode of the automatic transmission 4 is switched from the automatic shift mode to the manual shift mode, the control device 8 of the hybrid vehicle 1 prohibits the switching of the travel mode for the predetermined time (ts), so that frequent switching of the travel mode between the motor travel mode and the engine use mode due to the switching of the shift mode can be prevented, and the number of starts can be reduced by suppressing the start of the internal combustion engine 2.
Therefore, the control device 8 of the hybrid vehicle 1 can reduce the number of operations of the starter 5 of the internal combustion engine 2, can prevent the durability of the starter 5 (or the motor generator 3) from being reduced, and can reduce the driver's sense of discomfort due to noise or vibration generated by frequent starting of the internal combustion engine 2.
Further, when the manual shift operation unit 13 is operated or when the shift mode switching operation unit 12 is set to the manual shift range M and a manual shift is requested, the control device 8 of the hybrid vehicle 1 prohibits the change of the running mode for the predetermined time (ts) by the running mode switching unit 17, so that the opportunity to reduce the number of times of starting the internal combustion engine 2 can be increased, the durability of the starter 5 (or the motor generator 3) can be further prevented from being reduced, and the sense of discomfort of the driver due to noise or vibration generated by frequent starting of the internal combustion engine 2 can be reduced.
[ example 2]
Fig. 5 shows example 2. In example 2, the explanation will be given by using reference numerals shown in fig. 1 and 2.
In the control device 8 of the hybrid vehicle 1 of embodiment 2, the predetermined time (ts) includes the 1 st predetermined time (ts1) and the 2 nd predetermined time (ts2) different from the 1 st predetermined time (ts 1). The 1 st predetermined time (ts1) is set to be longer than the 2 nd predetermined time (ts 2).
The running mode switching unit 17 prohibits the switching of the running mode for the 1 st predetermined time (ts1) when the manual shift operation unit 13 is operated, and prohibits the switching of the running mode for the 2 nd predetermined time (ts2) when the shift mode switching operation unit 12 is set to the manual shift range M.
In the manual shift mode when the pedal shift lever is operated by the manual shift operating unit 13, the driver wants to temporarily shift the manual shift, and therefore, there is a possibility that the driver immediately returns to the automatic shift mode and temporarily shifts the manual shift again, and therefore, the 1 st predetermined time (ts1) is set to be longer than the 2 nd predetermined time (ts 2).
In addition, when the shift mode switching operation unit 12 is set to the manual shift range M by the shift lever, the driver wants to continue the manual shift for a while, and therefore the 2 nd predetermined time (ts2) is set to be shorter than the 1 st predetermined time (ts 1).
Thus, the predetermined time (ts) is set to the 1 st predetermined time (ts1) and the 2 nd predetermined time (ts2) having different lengths according to the type of the manual shift mode.
Next, control by the control device 8 of the hybrid vehicle 1 will be described along the flowchart of fig. 5.
As shown in fig. 5, the control routine is started, the shift mode is switched from the automatic shift mode (AT mode) to the manual shift mode (MT mode) when the shift lever is set to the manual shift range M or the pedal shift lever is operated, and the control device 8 determines whether or not the measured time (tc) of the timer 18, which has started to be counted due to the switching of the shift mode, exceeds the predetermined time (ts) of the initial value (S11).
Note that, in order to start the hybrid vehicle 1 to travel and not prohibit the switching of the travel mode from the start of the control routine to the first counting by the timer 18, the initial value of the predetermined time (ts) may be set to a value equal to or greater than the 1 st predetermined time (ts1) or the 2 nd predetermined time (ts 2).
When the measured time (tc) of the timer 18 exceeds the predetermined time (ts) and it is determined (S11) that yes, the control device 8 permits switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S12), and determines whether or not the shift mode has been switched from the automatic shift mode to the manual shift mode (S13).
When the measured time (tc) of the timer 18 is equal to or less than the predetermined time (ts) and it is determined (S11) as no, the control device 8 prohibits switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S14), and determines whether or not the shift mode has been switched from the automatic shift mode to the manual shift mode (S13).
If the determination (S13) is yes, the control device 8 determines whether or not the change of the travel pattern is permitted (S12) (S15).
If the control device 8 determines no (S13), it counts the time by the timer 18 (S21) and returns to the determination (S11).
If the determination (S15) is yes, the control device 8 sets the travel mode to the engine use mode (HEV mode) (S16), and determines whether or not the shift lever is set to the manual shift position M of the shift mode switching operation unit 12 (S17).
If the determination (S15) is no, the control device 8 determines whether or not the shift lever is set to the manual shift position M of the shift mode switching operation unit 12 while keeping the running mode (S18) (S17).
If the determination (S17) is yes, the control device 8 sets the predetermined time (ts) to the 2 nd predetermined time (ts2) (S19), resets the timer 18(S20), counts the timer 18 (S21), and returns to the determination (S11).
If the control device 8 determines (S17) no, it sets the predetermined time (ts) to the 1 st predetermined time (ts1) (S22), resets the timer 18(S20), counts the timer 18 (S21), and returns to the determination (S11).
In this way, when the manual shift operation unit 13 is operated to request a manual shift and when the shift mode switching operation unit 12 is set to the manual shift range M to request a manual shift, the control device 8 of the hybrid vehicle 1 prohibits the switching of the travel mode using the 1 st predetermined time (tc1) and the 2 nd predetermined time (ts2) which are different from each other, and therefore, the time for prohibiting the switching of the travel mode can be appropriately set in accordance with the request of the driver.
Further, the control device 8 of the hybrid vehicle 1 makes the 1 st predetermined time (ts1) when the manual shift operation unit 13 is operated and the manual shift is requested longer than the 2 nd predetermined time (ts2) when the shift mode switching operation unit 12 is set to the manual shift range M and the manual shift is requested, so that the chance of reducing the number of times of starting the internal combustion engine 2 when the manual shift is requested by the operation of the manual shift operation unit 13 can be increased, the durability of the starting device 5 (or the motor generator 3) can be further prevented from being lowered, and the driver's sense of discomfort due to noise and vibration generated by frequent starting of the internal combustion engine 2 can be reduced.
Further, although applied to the following hybrid vehicle 1 in the above-described embodiments 1, 2: when the shift mode switching unit 16 is switched to the automatic shift mode (AT mode), the engine use mode (HEV mode) and the motor running mode (EV mode) are used for driving, and when the shift mode switching unit 16 is switched to the manual shift mode (MT mode), the engine use mode (HEV mode) is used for driving, but the present invention can also be applied to the following hybrid vehicle 1: when the shift mode switching unit 16 is switched to the manual shift mode (MT mode), the vehicle is driven in the engine use mode (HEV mode) and the motor drive mode (EV mode).
The control device 8 of the hybrid vehicle 1 may be configured by the shift mode switching unit 16 and the travel mode switching unit 17 not by 1 controller (control unit) but by a plurality of controllers (for example, an engine controller, a task controller, a hybrid controller, and the like).
[ example 3]
Fig. 6 shows embodiment 3. In example 3, the description will be given using reference numerals shown in fig. 1 and 2.
When the shift mode switching unit 16 is switched to the automatic shift mode, the control device 8 drives the hybrid vehicle 1 in the engine use mode and the motor running mode. Further, when the shift mode switching unit 16 is switched to the manual shift mode, the low gear mode, or the sport mode, the control device 8 drives the hybrid vehicle 1 in the engine use mode. In the engine use mode, the internal combustion engine 2 is started and driven at least by the power of the internal combustion engine 2.
In the control device 8 of the hybrid vehicle 1 according to embodiment 3, the travel mode switching unit 17 prohibits the switching of the travel mode for a predetermined time (ts) when the shift lever is set to the low gear L and the shift mode switching unit 16 is switched from the automatic shift mode to the low gear mode or when the sport mode switch S is turned on and the shift mode switching unit 16 is switched from the automatic shift mode to the sport mode.
The predetermined time (ts) is a threshold value (engine start suppression state threshold value) of a time (engine start suppression time) for suppressing the start of the internal combustion engine 2 after the switching of the running mode. The switching of the running mode includes switching from the automatic shift mode to the low-speed mode or the sport mode and switching from the low-speed mode or the sport mode to the automatic shift mode. The engine start suppression time and the engine start suppression state threshold value are described with reference to fig. 4 of embodiment 1. In this case, the manual shift mode of fig. 4 is regarded as the low gear mode or the sport mode in embodiment 3.
The running mode switching unit 17 has a timer 18. When the shift lever is set to the low gear L of the shift mode switching operation unit 12 or the sport mode switch S of the shift mode switching operation unit 12 is turned on, the shift mode switching unit 16 switches the shift mode from the automatic shift mode to the low gear mode or the sport mode, and the travel mode switching unit 17 starts timing by the timer 18. The running mode switching unit 17 prohibits switching of the running mode until the measured time (tc) of the timer 18 exceeds the predetermined time (ts).
Next, control by the control device 8 of the hybrid vehicle 1 will be described along the flowchart of fig. 6.
As shown in fig. 6, the control routine is started, and when the shift mode is switched from the automatic shift mode to the low shift mode when the shift lever is set to the low shift position L or switched from the automatic shift mode to the sport mode when the sport mode switch S is turned on, the control device 8 determines whether or not the measurement time (tc) of the timer 18, which has started to be measured due to the switching of the shift mode, exceeds the predetermined time (ts) (S31).
When the measured time (tc) of the timer 18 exceeds the predetermined time (ts) and it is determined (S31) that the result is yes, the control device 8 permits the switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S32), and determines whether the shift mode has been switched from the automatic shift mode to the low gear mode or the sport mode (S33).
When the measured time (tc) of the timer 18 is equal to or less than the predetermined time (ts) and it is determined (S31) as no, the control device 8 prohibits switching of the travel mode { motor travel mode (EV mode) ← → engine use mode (HEV mode) } (S34), and determines whether the shift mode has been switched from the automatic shift mode to the low gear mode or the sport mode (S33).
If the determination (S33) is yes, the control device 8 determines whether or not the change of the travel pattern is permitted (S32) (S35).
If the control device 8 determines no (S33), it counts the time by the timer 18 (S38) and returns to the determination (S31).
If the determination (S35) is yes, the control device 8 sets the travel mode to the engine use mode (HEV mode) (S36), resets the timer 18(S37), counts the time of the timer 18 (S38), and returns to the determination (S31).
If the determination (S35) is no, the control device 8 keeps the running mode (S39), resets the timer 18(S37), counts the time of the timer 18 (S38), and returns to the determination (S31).
In this way, when the shift mode of the automatic transmission 4 is switched from the automatic shift mode to the low gear mode or the sport mode, the control device 8 of the hybrid vehicle 1 prohibits the switching of the travel mode for the predetermined time (ts), and therefore, it is possible to prevent frequent switching of the travel mode between the motor travel mode and the engine use mode due to the switching of the shift mode, and it is possible to suppress the start of the internal combustion engine 2 and reduce the number of starts.
Therefore, the control device 8 of the hybrid vehicle 1 can reduce the number of operations of the starter 5 of the internal combustion engine 2, can prevent the durability of the starter 5 (or the motor generator 3) from being reduced, and can reduce the driver's sense of discomfort due to noise or vibration generated by frequent starting of the internal combustion engine 2.
Further, when the shift mode switching operation unit 12 is set to the low gear L or when the sport mode switch S is turned on, the control device 8 of the hybrid vehicle 1 prohibits the change of the running mode for the predetermined time (ts) by the running mode switching unit 17, so that the opportunity to reduce the number of times of starting the internal combustion engine 2 can be increased, the durability of the starting device 5 (or the motor generator 3) can be further prevented from being reduced, and the sense of discomfort of the driver due to noise or vibration generated by frequent starting of the internal combustion engine 2 can be reduced.
Further, although applied to the following hybrid vehicle 1 in the above-described embodiment 3: when the shift mode switching unit 16 is switched to the automatic shift mode (AT mode), the vehicle is driven in the engine use mode (HEV mode) or the motor running mode (EV mode), and when the shift mode switching unit 16 is switched to the low gear mode or the sport mode, the vehicle is driven in the engine use mode (HEV mode), but the vehicle can be applied to the following hybrid vehicle 1: when the shift mode switching unit 16 is switched to the low gear mode or the sport mode, the vehicle is driven in the engine use mode (HEV mode) or the motor drive mode (EV mode).
The control device 8 of the hybrid vehicle 1 may be configured by the shift mode switching unit 16 and the travel mode switching unit 17 not by 1 controller (control unit) but by a plurality of controllers (for example, an engine controller, a task controller, a hybrid controller, and the like).
Industrial applicability of the invention
The control device of a hybrid vehicle of the present invention is applicable to a hybrid vehicle driven by power output from at least one of an internal combustion engine and a motor generator.

Claims (3)

1. A control device of a hybrid vehicle that controls the hybrid vehicle, the hybrid vehicle comprising: an internal combustion engine; a motor generator; and an automatic transmission for transmitting power output from the internal combustion engine or the motor generator to a drive wheel after shifting the speed of the power, wherein the hybrid vehicle is driven by the power output from at least one of the internal combustion engine and the motor generator,
the control device for a hybrid vehicle is characterized by comprising:
a shift mode switching unit that switches a shift mode; and
a running mode switching unit that switches a motor running mode in which running is performed using only power of the motor generator and an engine use mode in which running is performed using at least power of the internal combustion engine, based on at least the shift mode,
the running mode switching unit prohibits switching of the running mode for a predetermined time period when the shift mode is switched,
the shift pattern includes: a manual shift mode for switching a shift speed of the automatic transmission in accordance with an operation of a manual shift operation unit; and an automatic shift mode for automatically switching the shift stage of the automatic transmission according to the running state of the vehicle,
the running mode switching unit prohibits switching of the running mode for a predetermined time period when the shift mode is switched from the automatic shift mode to the manual shift mode,
the running mode switching unit prohibits switching of the running mode for a predetermined time period when the manual shift operation unit is operated or when the shift mode switching operation unit is set to the manual shift position,
the predetermined time includes a 1 st predetermined time and a 2 nd predetermined time different from the 1 st predetermined time,
the travel mode switching unit prohibits switching of the travel mode for a 1 st predetermined time period when the manual shift operation unit is operated, and prohibits switching of the travel mode for a 2 nd predetermined time period when the shift mode switching operation unit is set to the manual shift range.
2. The control device of a hybrid vehicle according to claim 1,
the 1 st predetermined time is longer than the 2 nd predetermined time.
3. The control device of a hybrid vehicle according to claim 1,
the shift mode includes a low gear mode in which a shift speed of the automatic transmission is switched to a low gear, or a sport mode in which a shift speed of the automatic transmission is automatically switched while emphasizing acceleration,
the running mode switching unit prohibits switching of the running mode for a predetermined time period when the shift mode is switched to the low gear mode or the sport mode.
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