JP2000204996A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve running stability of a hybrid vehicle to transmit at least one power of powers for an engine and a motor to a wheel and to prevent the occurrence of the feeling of physical disorder of a driver or a worker. SOLUTION: In a control device for a hybrid vehicle to have an engine or a motor to transmit a power to wheels, set a plurality of modes to drive at least one of the engine and the motor, and select some mode based on a given condition, engine control means (steps 201-205 and steps 207-212) select a mode in which, in a state that it is not favorable that the engine under a stop is started, the starting of the engine is prohibited or limited regardless of a given condition.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle capable of transmitting power of at least one of an engine and a motor to wheels.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle equipped with an engine and a motor for the purpose of saving fuel for driving the engine, reducing noise due to rotation of the engine, and reducing exhaust gas generated by fuel combustion. Has been proposed. In this hybrid vehicle, the operation / stop of the engine or the motor is controlled based on predetermined conditions.

One example of such a hybrid vehicle is described in Japanese Patent Application Laid-Open No. 4-331402. That is, the hybrid vehicle described in this publication includes an engine that generates power, a generator that converts the rotational driving force of the engine into electric power, a battery that stores electric power from the generator, and electric power from the generator and the battery. A driven motor;
It has a heating means for heating the catalytic converter, a temperature detecting means for detecting the temperature of the catalytic converter, and a control means for controlling the power consumption of the heating means based on the temperature detected by the temperature detecting means.

[0004] The hybrid vehicle described in this publication is a so-called series hybrid system in which an engine operates only as a power supply source for a motor. According to the invention of this publication, when the temperature of the catalytic converter is low, the engine is not started, and the vehicle runs as an electric vehicle using only the electric power of the battery. Therefore, the operation of the engine in a state where the catalytic converter does not operate sufficiently is prevented, and the pollution can be further reduced.

[0005]

Incidentally, in addition to the series hybrid system described in the above publication, the hybrid system is capable of transmitting at least one of the power of the engine and the motor to the wheels. There is a so-called parallel hybrid system. And in this parallel hybrid system,
For example, the operation / stop of the engine or the motor is controlled based on a map that uses the vehicle speed and the accelerator opening as parameters. In some cases, it is not suitable for the intention of the worker (or worker), and there is room for improvement in this respect.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and describes the control of an engine in a hybrid vehicle capable of transmitting at least one of the power of an engine and a motor to wheels. Or a control device for a hybrid vehicle that can be adapted to the intention of the worker) and that can improve the running stability of the vehicle.

[0007]

In order to achieve the above object, the invention of claim 1 has an engine and a motor for transmitting power to wheels, and includes a plurality of engines for driving at least one of the engine and the motor. In a hybrid vehicle control device in which a mode can be set and one of the modes is selected based on a predetermined condition, in a state where it is not preferable to start a stopped engine, regardless of the predetermined condition, An engine control means for selecting a mode in which starting is prohibited or restricted is provided. Here, the predetermined condition includes the accelerator opening and the vehicle speed. The state in which it is not preferable to start the engine includes an operation by a driver or an operator.

According to the first aspect of the present invention, in a state where it is not preferable to start the stopped engine, a mode for prohibiting or restricting the start of the engine is selected regardless of the predetermined condition. In other words, when selecting a mode,
The intention of the driver (or operator) is reflected.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the undesired state includes an opening of a fuel lid.

According to the second aspect of the invention, in addition to the same effect as the first aspect, the starting of the engine under conditions where there is a possibility that refueling can be performed is suppressed.

According to a third aspect of the present invention, in addition to the configuration of the first aspect, the undesired state includes an operation of an operating area reducing device for reducing an operating area of the engine. It is assumed that.

According to the third aspect of the invention, in addition to the same effect as in the first aspect, the intention of the driver (or the operator) to reduce the operating area of the engine is reflected in the operation / stop control of the engine.

According to a fourth aspect of the present invention, in addition to any one of the first to third aspects, the engine control means includes a function of determining whether or not an undesired state exists while the vehicle is stopped. It is characterized by the following.

According to the fourth aspect of the invention, the same operation as in any one of the first to third aspects is generated, and the start of the engine while the vehicle is stopped is suppressed.

According to a fifth aspect of the present invention, there are provided an engine and a motor for transmitting power to wheels, and a plurality of modes for driving at least one of the engine and the motor can be set. In a control device for a hybrid vehicle in which a mode is selected, in a state where it is not preferable to stop the engine during the operation of the engine and then restart the engine, regardless of the predetermined condition, the stop of the engine is prohibited or An engine control means for selecting a mode to be restricted is provided.

According to the fifth aspect of the present invention, in a state where it is not preferable to stop the engine and then restart it during the operation of the engine, the engine is easily controlled to the operating state regardless of the predetermined conditions.

According to a sixth aspect of the present invention, in addition to the configuration of the fifth aspect, the undesired state includes an opening of a fuel lid.

According to the invention of claim 6, in addition to the same effect as in claim 5, when the fuel lid is open, the engine is easily controlled to the operating state regardless of the predetermined conditions.

According to a seventh aspect of the present invention, in addition to the configuration of the fifth aspect, the undesired state includes an operation of an operating area reducing device for reducing an operating area of the engine. It is assumed that.

According to the seventh aspect of the invention, in addition to the same effect as the fifth aspect, when the operating area reducing device for reducing the operating area of the engine is operated, the stop of the engine is prohibited or restricted. Is done.

[0021]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied. An internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine is used as the engine 1 as the first driving force source.

In the transmission path of the torque output from the engine 1, a torque converter 2, a motor 3, and a gear transmission mechanism 4 are arranged in series. As the motor 3 as the second driving force source, for example, an AC synchronous type is applied. The motor 3 includes a rotor (not shown) having a permanent magnet (not shown), and a stator (not shown) around which a coil (not shown) is wound. When a three-phase alternating current flows through the three-phase winding of the coil, a rotating magnetic field is generated,
A torque is generated by controlling the rotating magnetic field in accordance with the rotation position and the rotation speed of the rotor. The generated torque is almost proportional to the magnitude of the current, and the rotation speed is controlled by the frequency of the alternating current. In this embodiment, a motor 3 is arranged between the engine 1 and the torque converter 2, and the torque converter 2 is arranged between the motor 3 and the gear transmission 4.

FIG. 3 is a block diagram showing a control system of the motor 3. The rotor of the motor 3 is a crankshaft 12
It is connected to the. The motor 3 is connected to the inverter 40
Is connected to the battery 41 via the. Inverter 4
Reference numeral 0 denotes a power converter that converts between a DC current and an AC current. Then, the motor 3 is driven by the current supplied from the battery 41, and the torque output from the motor 3 is transmitted to the engine 1 or the gear transmission mechanism 4.

Further, a controller 42 is connected to the inverter 40 and the battery 41. In addition,
An auxiliary device 41A is connected to the battery 41, and the auxiliary device 41A is configured to operate by a current supplied from the battery 41. As the accessory 41A, an air compressor, a lighting device, a defogger and the like are exemplified. The controller 42 has a function of detecting a current value supplied from the battery 41 to the motor 3. The controller 42 has a function of controlling the number of rotations of the motor 3,
It has a function of detecting and controlling the state of charge (SOC) of the battery 41.

FIG. 4 is a skeleton diagram showing the configuration of the torque converter 2 and the gear transmission mechanism 4. An automatic transmission fluid (hereinafter abbreviated as ATF) as a working fluid is sealed inside the automatic transmission having the torque converter 2 and the gear transmission mechanism 4. The ATF is sucked and discharged by an oil pump (not shown) driven by the engine 1. The ATF has a function as a hydraulic oil for operating a friction engagement device of the gear transmission mechanism 4, and a torque converter. It has a function of transmitting torque as a second working fluid and a function of lubricating and cooling components provided inside the automatic transmission.

The torque converter 2 is a type of a fluid type torque transmission device and has a torque amplifying function. The torque converter 2 transmits the torque of the driving-side rotating member to the driven-side rotating member via a fluid. The torque converter 2 has a front cover 8 integrated with a pump impeller 7, a hub 10 integrally mounted with a turbine runner 9, and a lock-up clutch 11. The lock-up clutch 11 is configured to be able to be engaged and released. When the lock-up clutch 11 is released, torque is transmitted between the pump impeller 7 and the turbine runner 9 by fluid. When the lock-up clutch 11 is engaged, the front cover 8 and the hub 10 are mechanically connected.

The front cover 8 includes a crankshaft 12
It is connected to. A stator 13 is provided on the inner peripheral side of the pump impeller 7 and the turbine runner 9. The stator 13 is for amplifying the torque transmitted from the pump impeller 7 to the turbine runner 9. Further, an input shaft 14 is connected to the hub 10. Therefore, the crankshaft 12 of the engine 1
Is transmitted to the input shaft 14 via the working fluid or the lock-up clutch 11.

Conversely, the torque of the input shaft 14 can be transmitted to the engine 1 via the working fluid or the lock-up clutch 11. As described above, the state of transmitting the torque of the input shaft 14 to the engine 1 is exemplified by the case where the rotation of the wheels is transmitted to the engine 1 to apply an engine braking force.

The gear transmission mechanism 4 comprises an auxiliary transmission section 15 and a main transmission section 16. The auxiliary transmission unit 15
An overdrive planetary gear mechanism 17 is provided, and an input shaft 14 is connected to a carrier 18 of the planetary gear mechanism 17. A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 18 and the sun gear 19 constituting the planetary gear mechanism 17. The one-way clutch F0 is engaged when the sun gear 19 rotates forward relative to the carrier 18, that is, when the sun gear 19 rotates in the rotation direction of the input shaft 14. The ring gear 20, which is an output element of the sub transmission unit 15, is
Is connected to the intermediate shaft 21 which is an input element of. Also,
Multi-plate brake B0 for selectively stopping rotation of sun gear 19
Is provided.

Therefore, in the subtransmission portion 15, the entire planetary gear mechanism 17 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 being engaged. For this reason, the intermediate shaft 21 rotates at the same speed as the input shaft 14 and is in the low speed stage. Further, the brake B0 is engaged to
Is stopped, the ring gear 20 is rotated by the input shaft 14.
The rotation speed is increased with respect to the normal rotation, and a high speed stage is established.

On the other hand, the main transmission section 16 has three sets of planetary gear mechanisms 22, 23, 24, and the rotating elements constituting the three sets of planetary gear mechanisms 22, 23, 24 are connected as follows. Have been. That is, the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other. Also, the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, and the carrier 31 of the third planetary gear mechanism 24
And are connected. Further, the output shaft 3 is attached to the carrier 31.
2 are connected. The wheels 32 are connected to the wheels 32A via a torque transmission device (not shown).
Furthermore, the ring gear 33 of the second planetary gear mechanism 23
Are connected to the sun gear 34 of the third planetary gear mechanism 24.

In the gear train of the main transmission section 16, one reverse gear and four forward gears can be set. A friction engagement device for setting such a shift speed, that is, a clutch and a brake, is provided as follows. First, the clutch will be described. The ring gear 33 and the sun gear 34, the intermediate shaft 21
Between the first clutch C1 and the first clutch C1. Further, a second clutch C2 is provided between the sun gear 25 and the sun gear 26 connected to each other and the intermediate shaft 21.

Next, the brake will be described. The first brake B1 is a band brake, and is arranged so as to stop the rotation of the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23. I have. Between the sun gears 25 and 26 and the casing 35, a first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series. The first one-way clutch F1 is engaged when the sun gears 25 and 26 rotate in the reverse direction, that is, when they rotate in the direction opposite to the rotation direction of the input shaft 14.

A third brake B3, which is a multi-plate brake, is provided between the carrier 37 and the casing 35 of the first planetary gear mechanism 22. And the third planetary gear mechanism 24
Has a ring gear 38, and as a brake for stopping the rotation of the ring gear 38, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided. Fourth brake B4 and second one-way clutch F2
Are arranged in parallel with each other between the casing 35 and the ring gear 38. The second one-way clutch F
2 is configured to engage when the ring gear 38 is about to rotate in the reverse direction. Further, an input speed sensor (turbine speed sensor) 4A for detecting the input speed of the gear transmission mechanism 4, an output speed sensor (vehicle speed sensor) 4B for detecting the speed of the output shaft 32 of the gear transmission mechanism 4, and Is provided.

In the gear transmission mechanism 4 configured as described above, the frictional engagement devices such as the clutches and brakes are engaged and released as shown in the operation chart of FIG. The first reverse speed can be set. In FIG. 5, the mark ○ indicates that the friction engagement device is engaged, the mark ◎ indicates that the friction engagement device is engaged during engine braking, and the mark △ indicates that the friction engagement device is engaged. It can be either release, in other words, that the engagement of the friction engagement device has nothing to do with the transmission of torque, and a blank indicates that the friction engagement device is released.

In this embodiment, the shift lever 4C
In order to control the automatic transmission having the gear transmission mechanism 4 by the manual operation described above, it is possible to set various shift positions. That is, each of the P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 position, 3 position, 2 position, and L (low) position can be set. .

The hydraulic control device 39 shown in FIG. 2 controls the setting or switching of the gear position in the gear transmission mechanism 4, the engagement / release of the lock-up clutch 11, the slip control, and the control of the line pressure of the hydraulic circuit. The control of the engagement pressure of the friction engagement device is performed. The hydraulic control device 39 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the gear transmission mechanism 4, and a second shift solenoid valve for controlling an engine braking state. And a four solenoid valve S4.

Further, the hydraulic control device 39 includes a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit.
And a linear solenoid valve SLN for controlling the accumulator back pressure at the time of shifting of the gear transmission mechanism 4.
And a linear solenoid valve SLU for controlling the hydraulic pressure acting on the lock-up clutch 11 and a predetermined friction engagement device. Thus, the gear transmission mechanism 4 and the hydraulic control device 39 constitute a so-called stepped automatic transmission.

Each device such as the engine 1, the motor 3, the gear transmission mechanism 4, and the hydraulic control device 39 is controlled based on various detection signals indicating the state of the vehicle, data set in advance, and control patterns. Is done. For example, as shown in FIG. 6, various signals are input to an electronic control unit (ECU) 58 mainly composed of a microcomputer, and a calculation result based on the input signal is output as a control signal.

For this electronic control unit 58, for example,
A signal from a hybrid cancel switch (manual cut switch) 59, a signal from a hood switch,
A signal of an engine speed NE, a signal of an engine coolant temperature, a signal from an ignition switch, a signal indicating a state of charge SOC of a battery 41, an on / off signal of a headlight,
Defogger ON / OFF signal, air conditioner ON / OFF signal, vehicle speed signal, hydraulic oil temperature signal of automatic transmission 6, shift position signal indicating operation of shift lever 4C, side brake ON / OFF signal, foot brake pedal And the like are input. The hybrid cancel switch 59 is configured by, for example, a terminal provided in the engine room and ground, and when a vehicle is inspected or maintenance is performed, an operator short-circuits the terminal to ground. This is a system capable of prohibiting or suppressing the operation (in other words, starting or driving) of the engine 1.

Also, a signal of a catalyst (exhaust gas purifying catalyst) temperature, a signal of an accelerator opening indicating an operation amount of an accelerator pedal 1A, a signal from a crank position sensor, a sports shift signal, a vehicle acceleration sensor are sent to the electronic control unit 58. , The signal from the turbine speed sensor 4A, the signal from the snow mode switch, the fuel lid (that is,
In order to control the opening and closing of the door (cover covering the mounting recess of the fuel tank inlet), a signal of the fuel lid opner 60 operated by a driver (or an operator) is input.

Examples of signals output from the electronic control device 58 include a control signal to the ignition device 1B, a control signal to the fuel injection device, a control signal to the electronic throttle valve, a signal to the controller 42, and a starter. Signal to motor, signal to automatic transmission (AT) solenoid of hydraulic control device 39, signal to AT line pressure control solenoid of hydraulic control device 39, signal to actuator of antilock brake system (ABS), air conditioner A signal for controlling the auxiliary equipment 41A such as a compressor, the engine 1
And a signal to a power source indicator, a signal to a sport mode indicator, a signal to a snow mode indicator, a signal to a continuously variable valve timing mechanism (VTT), and a battery 41 that separately indicate the drive and stop of the motor 3, respectively. And a signal to a warning indicator 61 that warns that the battery may be discharged until the charge amount becomes equal to or less than the charge amount.

The hybrid vehicle having the above configuration can control the driving / stopping of the engine 1 or the motor 3 based on a map using predetermined conditions (specifically, vehicle speed and accelerator opening) as parameters. In other words,
Engine 1 or motor 3 according to the required torque
, A mode in which only the engine 1 is driven, a mode in which only the motor 3 is driven, and a mode in which the engine 1 and the motor 3 are driven can be selectively changed. That is, the power of at least one of the engine 1 and the motor 3 is
A has a function of a so-called parallel hybrid system that can transmit the signal to A. Here, the correspondence between the configuration of the present invention and the configuration of the embodiment will be described. That is, the manual cut switch (hybrid cancel switch) 59 corresponds to the operating area reducing device of the present invention.

Next, control contents of the hybrid vehicle having the above-described hardware configuration will be described with reference to the flowchart of FIG. First, the input signal is processed by the electronic control unit 58 (step 201), and the engine 1 and the motor 3
It is determined whether or not the engine 1 is automatically stopped based on the control map (step 202).

FIGS. 7 and 8 show examples of control maps preset in the electronic control unit 58. FIG. Each map defines a driving region of the engine 1 or a driving region of the motor 2 using the vehicle speed and the accelerator opening as parameters. The map of FIG. 7 is applied when the state of charge SOC of the battery 41 is equal to or more than the predetermined value L%, and the map of FIG. 8 is applied when the state of charge SOC of the battery 41 is less than the predetermined value L%. . That is, when the state of charge SOC of the battery 41 is equal to or greater than the predetermined value L%, the required torque is shared by the motor 3 or the engine 1 according to the traveling load. On the other hand, when the state of charge SOC of the battery 41 is equal to or more than the predetermined value L%, the required torque cannot be generated by the motor 3. Thus, in the map shown in FIG. 8, the engine 1 is operated regardless of the vehicle speed or the accelerator opening.

Based on the control map, step 20
If an affirmative determination is made in step 2, it is determined whether the vehicle speed is zero, that is, whether the vehicle is stopped (step 203). If an affirmative determination is made in step 203, it is determined whether or not the fuel lid is open (step 204). If a negative determination is made in step 204, for example, it is determined whether the dealer's mechanic (that is, an operator) has turned on the manual cut switch 59 when checking the vehicle or the like (step 205). If a negative determination is made in step 205,
A pre-stored map for normal area determination (that is,
The driving and stopping of the engine 1 and the motor 3 are controlled based on the maps of FIGS. 7 and 8 (step 20).
6) Returned. The process also proceeds to step 206 when a negative determination is made in step 203.

On the other hand, if a positive determination is made in step 204 or a positive determination is made in step 205, it means that the driver (or operator) does not intend to start the engine 1. Therefore, the start of the engine 1 is prohibited (step 207), and the area in which the vehicle is driven by the power of the motor 3 is expanded (step 208). Specifically, the maps shown in FIGS. 7 and 8 are changed to the map shown in FIG. According to the map of FIG. 9, in the region from vehicle speed zero to extremely low vehicle speed V1, the motor 3 is driven and the engine 1 is stopped in the region where the accelerator opening is 0% to 100%. That is, in the map of FIG. 9, the area in which the vehicle travels by the power of the motor 3 is enlarged as compared with the map of FIG. When the map of FIG. 9 is applied, even if the SOC of the battery 41 is low,
Do not start engine 1.

If the steps 80 and 90 of the above-described control are continuously performed, the battery 41 may be completely discharged. Then, the warning indicator 61 is output to warn the user that the battery 41 may be completely discharged if the current vehicle state is continued (step 209), and the process returns. Examples of the warning mode by the warning indicator 61 include lighting or blinking of a lamp and output by voice.

If a negative determination is made in step 202, it is determined whether the fuel lid is open (step 210). If a negative determination is made in step 210, the manual cut switch 59 is turned on. It is determined whether or not it is (step 211). If a negative determination is made in step 211, the process proceeds to step 206 because starting the engine 1 does not violate the intention of the driver (or the operator).

On the other hand, if an affirmative determination is made in step 210 or step 211, it is not preferable to temporarily stop the engine 1 that has been started and then restart it. Therefore, the engine 1
Is set (step 212), and the routine returns. An example of the map applied to this step 212 is shown in FIG. That is, the engine 1 is controlled to the operating state regardless of the accelerator opening or the vehicle speed. In other words, steps 210 to 212
Can be applied to the vehicle while the vehicle is running or stopped.

The contents of the map of FIG. 8 and the map of FIG. 10 are substantially the same. 7 to 1
As a method of mutually changing the map shown in FIG. 0, a method of obtaining each map by correcting a reference map (for example, the map shown in FIG. 7) by arithmetic processing, or storing each map separately in advance, A method of reading these maps is exemplified.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. That is, steps 201 and 205, step 2
07 to 212 correspond to the engine control means of the present invention.

[0053]

As described above, according to the first aspect of the present invention, in a state where it is not preferable to start the stopped engine, the mode in which the engine is difficult to start is selected regardless of the predetermined conditions. . Therefore, the state of the vehicle and the intention of the driver (operator) are reflected in the control of the engine and the motor, so that a sense of incongruity can be eliminated, and workability or serviceability is improved.

According to the second aspect of the present invention, the same effects as those of the first aspect can be obtained, and when the fuel lid is opened, the engine is hardly started. Therefore,
It is possible to prevent the engine from starting at the time of refueling, and the discomfort is eliminated.

According to the third aspect of the present invention, the same effects as those of the first aspect can be obtained, and the intention of the driver (or) operator to reduce the operating area of the engine is reflected in the control of the engine, so that the workability and the workability can be improved. Serviceability is improved.

According to the invention of claim 4, in addition to obtaining the effect of any one of claims 1 to 3, inadvertent starting of the engine while the vehicle is stopped is suppressed, and uncomfortable feeling of the operator is avoided. And workability and serviceability are further improved

According to the fifth aspect of the present invention, in a state in which it is not preferable to stop the engine during the operation of the engine and then restart the engine, it is prohibited or restricted to stop the engine regardless of the predetermined conditions. Is selected. That is, the engine is controlled based on the prediction of the state after the engine is stopped, and the inconvenience when the engine is restarted is avoided. Therefore, the running stability of the vehicle is improved, and the sense of discomfort is eliminated, and the workability and serviceability are improved.

According to the sixth aspect of the invention, the same effects as those of the fifth aspect can be obtained, and when the fuel lid is open, the selection of a mode for stopping the engine regardless of predetermined conditions is prohibited or restricted. . In other words, the engine is controlled based on the prediction of the state after the engine is stopped,
Inconveniences caused by stopping and restarting the engine are avoided beforehand, and traveling stability and workability are further improved.

According to the seventh aspect of the present invention, the same effects as those of the fifth aspect can be obtained. In addition, when the operating area reducing device for reducing the operating area of the engine is operated, control for stopping the engine is performed. Prohibited or restricted, running stability and workability are further improved.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating a control example of a control device of a driving device according to the present invention.

FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a block diagram showing a control system of the motor shown in FIG.

FIG. 4 is a skeleton diagram showing a configuration of a gear transmission mechanism and a torque converter shown in FIG. 2;

FIG. 5 is a table showing an operation state of a friction engagement device for setting each shift speed in the gear transmission mechanism shown in FIG. 4;

6 is an explanatory diagram showing input / output signals in the electronic control device shown in FIG.

FIG. 7 is an example of a map applied under the control of the flowchart shown in FIG. 1;

FIG. 8 is an example of a map applied by control of the flowchart shown in FIG. 1;

FIG. 9 is an example of a map applied by the control of the flowchart shown in FIG. 1;

FIG. 10 is an example of a map applied by the control of the flowchart shown in FIG. 1;

[Explanation of symbols]

1 ... engine, 3 ... motor, 58 ... electronic control device,
59: manual cut switch, 60: fuel lid opener.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/00 B60K 9/00 Z F02N 15/00 F-term (Reference) 3G093 AA05 AA07 AA16 AB00 AB01 BA24 CB01 DA13 DB00 FA10 FB05 5H115 PA01 PA13 PC06 PG04 PI16 PI29 PU10 PU23 PU25 PV09 QA01 QA05 QA10 QI07 QI09 QN03 RB08 RE01 SE03 SE05 SE06 SE08 SE10 TB01 TE02 TE08 TI02 TO02 TO05 TO21 TO23 TO30 TZ07 UB05

Claims (7)

[Claims] An engine and a motor for transmitting power to wheels are provided, and a plurality of modes for driving at least one of the engine and the motor can be set, and one of the modes is selected based on a predetermined condition. In a hybrid vehicle control device, an engine control means for selecting a mode for prohibiting or restricting the start of the engine regardless of predetermined conditions in a state where it is not preferable to start the stopped engine is provided. Hybrid vehicle control device. 2. The hybrid vehicle control device according to claim 1, wherein the undesired state includes an opening of a fuel lid. 3. The control device for a hybrid vehicle according to claim 1, wherein the undesired state includes an operation of an operation area reducing device for reducing an operation area of the engine. 4. The hybrid vehicle according to claim 1, wherein the engine control means includes a function of determining whether the undesired state exists while the vehicle is stopped. Control device. 5. An engine and a motor for transmitting power to wheels, and a plurality of modes for driving at least one of the engine and the motor can be set, and one of the modes is selected based on a predetermined condition. In the control device for a hybrid vehicle, in a state where it is not preferable to stop the engine during the operation of the engine and then restart the engine, select a mode for prohibiting or restricting the stop of the engine regardless of the predetermined condition. A control device for a hybrid vehicle, comprising: 6. The control device for a hybrid vehicle according to claim 5, wherein the undesired state includes an opening of a fuel lid. 7. The control device for a hybrid vehicle according to claim 5, wherein the undesired state includes an operation of an operation area reducing device for reducing an operation area of the engine.