JP2008001258A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle capable of improving a running response when a driver requests sport running. <P>SOLUTION: The control device for the hybrid vehicle comprises an engine; a motor-generator; a first engaging element interposed between the engine and the motor-generator to connect and disconnect the engine and motor-generator; a first fastening element control means for controlling fastening and release of the first fastening element; an automatic transmission interposed between the motor-generator and driving wheels to shift and transmit the output rotation of the motor-generator to the driving wheels: and a shift mode switching means for switching an automatic shift mode of automatically switching a gear stage according to a running state, and a manual shift mode of switching the gear stage according to the driver's selection, wherein an engine separation forbidding means is further provided for outputting a command to the first fastening element control means to forbid the release of the first fastening element when the shift mode is switched to the manual shift mode. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle including an engine and a motor as power sources.

The technique of patent document 1 is disclosed as a hybrid vehicle. The hybrid vehicle includes a first fastening element that connects and disconnects the engine and the motor, and an automatic transmission that is interposed between the motor and the drive wheel, and travels using only the motor as a power source as a travel mode. It has a motor travel mode and an engine travel mode that travels while including the engine as a power source. By automatically switching between these travel modes according to the travel state, fuel efficiency is improved.
JP-A-11-82260

  Generally, in a hybrid vehicle having a shift mode switching means capable of switching between an automatic shift mode and a manual shift mode (sport mode) according to a driver's selection, the manual shift mode (sport mode) is selected. In such a case, it is necessary to improve the driving response rather than the fuel consumption, that is, to accelerate quickly according to the driving force demand of the driver.

  However, in the hybrid vehicle control device described in Patent Document 1, the first fastening element is automatically fastened or released according to the traveling state, and the engine is automatically started or stopped. Yes. Therefore, even if it is assumed that the shift mode switching means is additionally provided in the hybrid vehicle control device described in Patent Document 1, in this configuration, whether the shift mode is the automatic shift mode or the manual shift mode. Regardless, if a predetermined traveling condition is satisfied, the first fastening element is automatically released to disconnect the engine and the motor, and the engine is stopped and switched to motor traveling. When the driver's driving force request (accelerator opening) is large, the first fastening element is automatically fastened to connect the engine and the motor, and the engine is restarted to switch to engine running. .

  Thus, even when the driver selects the manual transmission mode (sport mode) and requests sports driving, the engine is automatically started and stopped. ) When starting, the engine start time is delayed by the amount of time required for the fastening control of the first fastening element, and the running response may be reduced.

  Further, every time the engine is (re) started, the motor driving power, that is, the motor that outputs the torque for motor driving, is output by the amount of power required for starting the engine, that is, the power required for starting the engine such as cranking. The upper limit of available power is reduced. For this reason, the motor output is limited, so that rapid acceleration cannot be performed, and the running response may be reduced.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can improve a driving response when a driver requests a sports driving.

  In order to achieve the above object, in the hybrid vehicle control apparatus of the present invention, an engine, a motor generator, and a first fastening that is interposed between the engine and the motor generator and connects and disconnects the engine and the motor generator. Elements, first fastening element control means for controlling the fastening and releasing of the first fastening element, and interposed between the motor generator and the drive wheel to change the output rotation of the motor generator to the drive wheel. Depending on the driver's selection, the automatic transmission to transmit, the automatic shift mode that automatically switches the shift speed according to the driving state, and the manual shift mode that fixes the shift speed to the shift speed selected by the driver A shift mode switching means for switching between the shift mode and the manual shift mode. When, providing the engine disconnect inhibiting means for inhibiting release of the first engagement element control means outputs to the first engagement element a command to.

  Therefore, the hybrid vehicle control device of the present invention eliminates the time required for controlling the first fastening element when the driver requests sports driving, and uses the engine starting power as motor driving power. Since it becomes possible, the driving response can be improved.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on an embodiment shown in the drawings.

(Configuration of drive system)
First, the structure of the drive system of the hybrid vehicle in Example 1 is demonstrated. FIG. 1 is an overall system diagram illustrating a hybrid vehicle by rear wheel drive to which the hybrid vehicle control device of the first embodiment is applied. The drive system of the hybrid vehicle is engine E, flywheel FW, first clutch CL1, motor generator MG, second clutch CL2, automatic transmission AT, propeller shaft PS, differential DF, left drive It has a shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

(engine)
The engine E is a gasoline engine or a diesel engine, and the opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

(First clutch)
The first clutch CL1 is a fastening element (clutch) interposed between the engine E and the motor generator MG. The first clutch CL1 is operated by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. The fastening and release are controlled by the generated control oil pressure.

(Motor generator)
The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. This motor generator MG can also operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (this state is called “powering”), and when the rotor is rotated by an external force, The battery 4 can also be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

(Second clutch)
The second clutch CL2 is a fastening element (clutch) interposed between the motor generator MG and the left and right rear wheels RL, RR, and based on a control command from the AT controller 7 described later, the second clutch hydraulic unit. The fastening and release are controlled by the control hydraulic pressure created by 8.

(Automatic transmission)
The automatic transmission AT is a transmission that automatically switches stepped gear ratios such as forward 5 speed, reverse 1 speed, etc., according to the vehicle speed VSP, accelerator pedal opening AP, and the like. The second clutch CL2 is not newly added as a hybrid vehicle-dedicated clutch, and uses some fastening elements among a plurality of fastening elements fastened at each gear stage of the automatic transmission AT.

  The first clutch CL1 and the second clutch CL2 are wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid, but may have other configurations.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

(Shift mode)
For each travel range of the automatic transmission AT, an automatic shift mode that automatically switches the shift speed according to the driving state and a manual shift mode that fixes the shift speed to the shift speed selected by the driver are set. ing. These two shift modes are switched according to the driver's selection. Specifically, it is switched by an ON / OFF signal of a later-described shift mode switch 26 operated by the driver.

  When the automatic speed change mode is selected, the speed is automatically changed according to a speed change map that is set in advance and stored in the AT controller 7 based on the driving conditions (accelerator opening AP and vehicle speed VSP). On the other hand, when the manual speed change mode is selected, the speed is changed to the speed selected by the driver regardless of the travel conditions and the speed change map, and is fixed to that speed unless operated by the driver. Even when the manual shift mode is selected, it may be configured to automatically upshift if the upper limit rotational speed (rev limit) of engine E or motor generator MG is exceeded.

(Driving mode)
The drive system of this hybrid vehicle has two travel modes corresponding to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter referred to as “EV travel mode”) as a motor use travel mode in which the first clutch CL1 is disengaged and travels using only the power of the motor generator MG as a power source. The second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.

  Further, the “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”. In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor-assisted travel mode”, the drive wheels are moved using the engine E and the motor generator MG as power sources. In the “traveling power generation mode”, the motor generator MG is caused to function as a power generator while the drive wheels RR and RL are moved using the engine E as a power source.

  In the “running power generation mode”, during constant speed operation or acceleration operation, the motor generator MG is operated as a generator using the power of the engine E, and the generated power is used for charging the battery 4. During deceleration operation, braking energy is used to operate motor generator MG as a generator to regenerate braking energy.

(Control system)
Next, the control system of the hybrid vehicle in the first embodiment will be described. The control system of the hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, an AT controller 7, a second clutch, in addition to various sensors and switches described later. It has a hydraulic unit 8, a brake controller 9, and an integrated controller 10.

  The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected to each other via a CAN communication line 11 that can exchange information. ing.

  Various sensors and switches include an engine speed sensor 12, a resolver 13, a first clutch oil pressure sensor 14, a first clutch stroke sensor 15, an accelerator opening sensor 16, a vehicle speed sensor 17, a second clutch oil pressure sensor 18, and a wheel speed sensor 19. , Brake stroke sensor 20, motor rotation speed sensor 21, second clutch output rotation speed sensor 22, second clutch torque sensor 23, brake oil pressure sensor 24, battery power sensor 25, shift mode changeover switch 26, and manual shift mode engine A separation prohibiting switch 27 is provided.

  The engine disconnection prohibition switch 27 in the manual shift mode entrusts the selection of the driver to whether or not to execute an engine disconnection prohibition control described later that prohibits the disconnection of the engine E and the motor generator MG when the manual shift mode is selected. . Whether to disengage the first clutch CL1 according to the ON / OFF signal of the engine disengagement prohibition switch 27 operated by the driver in the manual shift mode, that is, whether disengagement between the engine E and the motor generator MG is prohibited Is controlled.

(Engine controller)
The engine controller 1 sends a command for controlling the engine operating point (Ne, Te) based on information such as the engine speed Ne detected by the engine speed sensor 12 and the target engine torque command from the integrated controller 10, for example, Output to the outside throttle valve actuator. Information on the engine speed Ne, that is, information on the input speed of the first clutch CL1 is input from the engine controller 1 to the integrated controller 10 via the CAN communication line 11.

(Motor controller)
The motor controller 2 issues a command for controlling the motor operating point (Nm, Tm) of the motor generator MG based on the rotor rotational position of the motor generator MG detected by the resolver 13 and the target motor generator torque command from the integrated controller 10. Output to inverter 3.

(First clutch controller)
The first clutch controller 5 is based on the first clutch pressure detected by the first clutch oil pressure sensor 14, the first clutch stroke C1S detected by the first clutch stroke sensor 15, and the first clutch control command from the integrated controller 10. A command for controlling engagement / disengagement of the first clutch CL 1 is output to the first clutch hydraulic unit 6. Information about the first clutch stroke C1S is input to the integrated controller 10 via the CAN communication line 11.

(AT controller)
The AT controller 7 includes an accelerator opening AP detected by the accelerator opening sensor 16, a vehicle speed VSP detected by the vehicle speed sensor (AT output rotation speed sensor) 17, a second clutch pressure detected by the second clutch hydraulic sensor 18, and integration. Based on the second clutch control command or the like from the controller 10, a command for controlling the engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. The accelerator opening AP and the vehicle speed VSP are input to the integrated controller 10 via the CAN communication line 11.

(Brake controller)
The brake controller 9 performs regenerative cooperative brake control based on the wheel speeds of the four wheels detected by the wheel speed sensor 19, the brake stroke BS detected by the brake stroke sensor 20, and the regenerative cooperative control command from the integrated controller 10. For example, when the brake is depressed, if the regenerative braking force is insufficient for the required braking force calculated from the brake stroke BS, control is performed to compensate for the shortage with mechanical braking force (hydraulic braking force or motor braking force). .

(Integrated controller)
The integrated controller 10 mainly has a function of managing energy consumption of the entire vehicle and running the vehicle with the highest efficiency. FIG. 2 is a control block diagram of the integrated controller 10. As shown in FIG. 2, the integrated controller 10 includes a travel mode control unit 10 a, an idle stop control unit 10 b, an engine disconnection prohibition control unit 10 c, and a battery usage region control unit 10 d according to the present invention, and the functions described above. It has other parts that are not shown in the figure.

  As shown in FIG. 1, the integrated controller 10 includes a motor rotational speed Nm detected by the motor rotational speed sensor 21, a second clutch output rotational speed N2out detected by the second clutch output rotational speed sensor 22, and a second clutch torque sensor 23. The second clutch torque TCL2 detected by the brake, the brake pressure detected by the brake hydraulic pressure sensor 24, the selected shift mode detected by the shift mode changeover switch 26, and the usable power capacity of the battery 4 detected by the battery power sensor 25 (hereinafter referred to as the following) , Battery SOC), information on whether or not to allow engine disconnection detected by the engine disconnection prohibition switch 27 in the manual shift mode, and each information obtained through the CAN communication line 11, that is, the engine speed Ne (the first clutch CL1 input rotation) Number), first clutch stroke C1S, first and second clutch pressures, accelerator pedal opening AP, vehicle speed VSP, and It receives an input, such as a rake stroke BS.

(Engine control)
The integrated controller 10 outputs the target engine torque calculated based on the engine speed Ne or the like to the engine controller 1 to control the operation of the engine E.

(First clutch control)
The integrated controller 10 outputs the first clutch control command calculated based on the engine speed Ne (first clutch CL1 input speed), the motor speed Nm (first clutch CL1 output speed), and the like to the first clutch controller 5. Then, the engagement and release of the first clutch CL1 are controlled.

  Specifically, the traveling mode control unit 10a of the integrated controller 10 automatically outputs the first clutch control command to the first clutch controller 5 according to the traveling state, thereby changing between the EV traveling mode and the HEV traveling mode. Switch automatically.

  Further, when the selected shift mode is the manual shift mode, the integrated controller 10 maintains the engagement of the first clutch CL1 in response to the driver's request regardless of the command of the travel mode control unit 10a, and the first It is possible to prohibit the release of the clutch CL1.

  Specifically, the engine disconnection prohibition control unit 10c of the integrated controller 10 has selected the manual shift mode and the engine disconnection prohibition switch 27 is ON in the manual shift mode (the engine disconnection prohibition signal is sent to the integrated controller 10). The first clutch CL1 is prohibited from being released, for example, by continuously outputting a first clutch engagement command to the first clutch controller 5.

  At other times, that is, the automatic transmission mode is selected or the manual transmission mode is selected, but the engine separation prohibition switch 27 is OFF in the manual transmission mode (the engine separation prohibition signal is input to the integrated controller 10). The engine disconnection prohibition control unit 10c does not output the first clutch engagement command to the first clutch controller 5 and does not prohibit the release of the first clutch CL1. That is, the travel mode control unit 10a continues the automatic control of the first clutch CL1.

  Further, the engine disconnection prohibition control unit 10c is requested by the driver while traveling in the EV travel mode, that is, when the manual shift mode is selected and the engine disconnection prohibition switch 27 is turned on in the manual shift mode. The first clutch engagement command is immediately output to the first clutch controller 5 to start the engine E, and the subsequent engine disconnection is prohibited.

  It should be noted that the engine disconnection prohibition switch 27 is not provided in the manual shift mode, and instead, when the engine disconnection prohibition control unit 10c is requested by the driver while traveling in the HEV travel mode, that is, the manual shift mode is selected. Sometimes, engine disconnection may be prohibited.

  Further, the engine disconnection prohibition switch 27 is not provided in the manual shift mode. Instead, when the manual shift mode is selected while the engine disconnection prohibition control unit 10c is traveling in the EV travel mode, the engine disconnection prohibition control unit 10c is immediately started. And) it may be prohibited to detach the engine. Further, when the engine disconnection prohibition control unit 10c is not provided with the switch 27 and the manual shift mode is selected during the travel in the EV travel mode, and when the mode is switched to the HEV travel mode by the command of the travel mode control unit 10a, ( Engine E may be started and engine disconnection may be prohibited.

(Second clutch control)
The integrated controller 10 outputs a second clutch control command calculated based on the motor rotation speed Nm (second clutch CL1 input rotation speed), the second clutch output rotation speed N2out, etc. to the AT controller 7, and the second clutch CL2 Control fastening and release.

(Battery control)
The battery use area control unit 10d of the integrated controller 10 sets the upper limit value and the lower limit value of the battery SOC based on the usable power capacity (battery SOC) of the battery 4 detected by the battery power sensor 25. Thus, the battery usage area is controlled.

  The battery use area control unit 10d is configured to disconnect the engine when the manual shift mode is selected and the engine disconnection prohibiting switch 27 is ON in the manual shift mode (hereinafter, this state is referred to as “engine disconnection prohibiting mode”). When the prohibition control unit 10c prohibits the release of the first clutch CL1, the usage area of the battery 4 is expanded. Specifically, the upper limit value of the battery SOC in the engine disconnection prohibition mode is larger than that in the automatic transmission mode (hereinafter referred to as “normal mode”) in which the release of the first clutch CL1, that is, the disconnection of the engine E is not prohibited. Set higher and lower limit lower.

  FIG. 3 is a conceptual diagram of battery usage area control. In the figure, the horizontal axis indicates the control region of the battery SOC. (1) is a control area in the normal mode. A region obtained by adding (2) and (3) to (1) is a control region in the engine disconnection prohibiting mode. The battery usage area control unit 10d expands the control area by (2) by setting the lower limit value of the battery SOC to a low value in the engine disconnection prohibiting mode. Further, the control area is expanded by (3) by setting the upper limit value of the battery SOC high.

(Motor control)
The integrated controller 10 outputs the target motor generator torque Tm calculated based on the motor rotational speed Nm and the like to the motor controller 2 and operates the motor generator MG within the range of the battery usage area set by the battery usage area control unit 10d. To control.

(Idle stop control)
The idle stop control unit 10b of the integrated controller 10 performs idle stop control for stopping the operation of the engine E when a predetermined condition is satisfied. Specifically, it is determined that the vehicle speed is extremely low and the engine E is idling, and the start and end of the idle stop control are determined using signals from various sensors.

  The engine disconnection prohibition control unit 10c outputs a command to the idle stop control unit 10b when the disengagement of the first clutch CL1 is prohibited after the shift mode is switched to the manual shift mode. Prohibit execution of stop control.

[Effects of Example 1]
(Engine disconnection prohibition control)
The integrated controller 10 determines the change of the shift mode by the driver and at the same time notifies the driver of the state of the shift mode using an instrument panel or the like. The engine disconnection prohibition control unit 10c is configured to switch on the engine disconnection prohibition switch (the engine disconnection prohibition mode is selected) after the shift mode is switched to the manual shift mode (sport mode) by the driver. The first clutch engagement command is output to the first clutch controller 5 to prohibit the release of the first clutch CL1. Thus, engine E is not disconnected from motor generator MG, and the traveling mode is fixed to the HEV traveling mode in which engine E and motor generator MG are used together.

  In general, in order to improve the running response, it is desirable to increase the frequency of combined use of the engine E and the motor generator MG. This is because engine E and motor generator MG have different time constants and different response characteristics. By appropriately using each power source according to its characteristics, the required driving force can be appropriately satisfied in any traveling state.

  In the first embodiment, it is not necessary to (re) start the engine E at the time of a sport driving request that requires a driving response rather than fuel consumption, and the time required for the engagement control of the first clutch CL1 is eliminated. In addition, the engine E and the motor generator MG are always used together. Therefore, the driving force requested by the driver can be obtained without delay at an appropriate timing requested by the driver, and the traveling response can be improved.

  Further, in the first embodiment, the engine disconnection prohibition control unit 10c is not the first when the manual shift mode is selected, but only when the engine disconnection prohibit mode is requested by the driver after the manual shift mode is selected. Disengagement of one clutch CL1 is prohibited. In this way, it is possible to prohibit the separation of the engine E and the motor generator MG according to the driver's request, so the driver's operation range when selecting the manual shift mode is widened, and fuel efficiency and driving response are improved. Can be flexibly combined according to the driver's intention.

  The engine disconnection prohibition control unit 10c may automatically output a control command to the first clutch controller 5 when the shift mode is switched to the manual shift mode. In this case, when the shift mode is switched to the manual shift mode, the first clutch CL1 is automatically engaged and the engine starts (when the shift mode is switched during the EV travel mode). Further, the release of the first clutch CL1 is automatically prohibited (in the EV travel mode and the HEV travel mode). Thus, when it is set as the structure which performs the said engine separation prohibition mode which improves driving | running | working response automatically at the time of a sport mode, the effort of a driver | operator can be saved and the convenience of operation can be improved.

(Battery usage area control)
In general, in order to satisfy the required driving force with high responsiveness by motor-assisted traveling, it is desirable to make maximum use of battery power and drive motor generator MG over a wide area of battery SOC. Thereby, the frequency of use of motor generator MG can be increased, and therefore the frequency of combined use of engine E and motor generator MG can be increased.

  In the prior art, a clutch interposed between the engine E and the motor generator MG is automatically connected and disconnected, and the engine E is (re) started. For this reason, first, it is necessary to always secure power for starting the engine in the battery SOC, and the lower limit of the battery SOC is limited by this amount. That is, the lower limit of the battery SOC increases, and the power that can be used to drive the motor is limited. Therefore, there has been a problem that the frequency of motor assist is reduced. Second, since there is a limit on the upper limit of the battery SOC, the frequency of motor regeneration is reduced, and the regenerative power during motor travel is no longer stored in the battery. Therefore, there is a problem that the electric power that can be used for driving the motor is limited by that amount, and the frequency of use of the motor is reduced.

  On the other hand, in the first embodiment, after the manual transmission mode is selected, not only the engine E disconnection prohibition control but also the battery usage area control is performed. That is, in battery 4 that exchanges electric power with motor generator MG, control for expanding the area of battery SOC is executed. Specifically, the upper limit value of the battery SOC is set high, and the lower limit value is set low.

  1stly, the area | region of battery SOC is expanded by setting the lower limit of battery SOC low (refer area | region (2) of FIG. 3). While the release of the first clutch CL1 is prohibited, it is not necessary to secure the amount of power necessary for engine start (cranking, etc.) in the battery SOC. That is, it can be used for vehicle driving force in motor running. Therefore, in the first embodiment, the power that can be used for driving the motor, that is, the motor assist power is increased by lowering the lower limit of the battery SOC. As a result, the frequency of use of motor generator MG (frequency of combined use with engine E) is increased, enabling rapid acceleration by motor-assisted travel and improving travel response.

  Second, the battery SOC area is expanded by setting the upper limit value of the battery SOC high (see area (3) in FIG. 3). As the upper limit value of battery SOC is increased, the motor regenerative power during traveling, that is, the power available for motor assist increases, and the use frequency of motor generator MG increases accordingly. As a result, rapid acceleration by motor-assisted traveling is possible, and traveling response can be improved.

(Idle stop prohibition control)
The integrated controller 10 includes an idle stop control unit 10b that stops the operation of the engine E when a predetermined condition is satisfied, but prohibits the release of the first clutch CL1 after the shift mode is switched to the manual shift mode. At that time, the execution of the idle stop control is prohibited and the operation stop of the engine E is prohibited. Therefore, since the engine E is not disconnected and the engine E is operating when the vehicle starts, control for starting the engine operation and the time required for the engine operation are not required, and the engine other than the motor generator MG is immediately E driving force can be used. Therefore, when selecting a manual shift mode (sport mode) that requires a running response, the response at the start can be improved by using both power sources together.

[Effect of Example 1]
The effects of the control device for a hybrid vehicle of the present invention, as grasped from the first embodiment, are listed below.

  (1) Engine E, motor generator MG, first clutch CL1 interposed between engine E and motor generator MG to connect and disconnect engine E and motor generator MG, and engagement and release of first clutch CL1 A first clutch controller 5 to be controlled, an automatic transmission AT interposed between the motor generator MG and the drive wheels RR and RL, which changes the output rotation of the motor generator MG and transmits it to the drive wheels RR and RL, and travel A shift mode changeover switch 26 that switches between an automatic shift mode that automatically switches the shift speed according to the state and a manual shift mode that fixes the shift speed to the shift speed selected by the driver according to the driver's selection; When the shift mode is switched to the manual shift mode, a command is output to the first clutch controller 5 to output the first clutch. An engine separation prohibition control unit 10c that prohibits the release of the switch CL1 is provided.

  Therefore, in a hybrid vehicle provided with a shift mode switching means (such as a switch), when a manual shift mode (sport mode) that requires a driving response rather than fuel consumption is selected, the first clutch CL1 is engaged. It is possible to fix the engine E and the motor generator MG without separating them. Therefore, it is not necessary to (re) start the engine E, and it is possible to eliminate the time required for the engagement control of the first clutch CL1. Further, engine E and motor generator MG can always be used together. Therefore, the driving force requested by the driver can be obtained without delay at an appropriate timing requested by the driver, and the driving response can be improved.

  (2) The hybrid vehicle control device releases the first clutch CL1 and travels using only the driving force of the motor generator MG, and the driving force of both the engine E and the motor generator MG when the first clutch CL1 is engaged. The HEV driving mode for driving the vehicle is automatically switched according to the driving state. The engine disconnection prohibiting control unit 10c switches the transmission mode to the manual transmission mode during driving in the EV driving mode. When this is done, a control command is output to the first clutch controller 5, the first clutch CL1 is engaged, the engine E is started, and the release of the first clutch CL1 is prohibited.

  Therefore, in the hybrid vehicle control device that automatically switches between the EV driving mode and the HEV driving mode according to the driving state, when the manual transmission mode (sport mode) is selected during driving in the EV driving mode, the predetermined driving is performed. Engine E and motor generator MG can be used in combination by quickly starting the engine without waiting for the conditions to be realized. Therefore, when the manual transmission mode (sport mode) that requires a driving response rather than fuel efficiency is selected, the driving force requested by the driver can be obtained without delay at an appropriate timing requested by the driver, and the driving response can be improved. Has the effect.

  (3) The engine disconnection prohibition control unit 10c outputs a command for prohibiting the release of the first clutch CL1 only when the engine disconnection prohibition mode is requested by the driver after the shift mode is switched to the manual shift mode. It was decided to.

  Therefore, it is possible to prohibit the separation of the engine E and the motor generator MG according to the driver's request, so the driver's operation range when the manual transmission mode is selected is widened, and the driver's intention is to improve the fuel consumption and the driving response. It has the effect of being able to be flexibly compatible with each other.

  (4) The engine disconnection prohibition control unit 10c automatically outputs a control command to the first clutch controller 5 when the shift mode is switched to the manual shift mode.

  Therefore, when the shift mode is switched to the manual shift mode, the first clutch CL1 is automatically engaged and the engine starts (when the shift mode is switched during the EV travel mode), and the first Release of clutch CL1 is prohibited (in EV drive mode and HEV drive mode). Thus, by executing the engine disconnection prohibition mode that can automatically improve the running response in the sport mode, it is possible to save the driver's operation and improve the convenience of the operation.

  (5) a battery 4 that transfers power to and from the motor generator MG, and a battery usage area control unit 10d that expands the usage area of the capacity of the battery 4 when the release of the first clutch CL1 is prohibited. Provided.

  Therefore, by using battery power to the maximum extent and driving motor generator MG over a wide area of battery SOC, the frequency of combined use of engine E and motor generator MG can be increased. That is, by increasing the frequency of motor assist and motor regeneration, it is possible to increase the proportion of time during which both motor generator MG and engine E can be used together during travel. For this reason, in any driving state, the driving force requested by the driver can be satisfied with high responsiveness, and the driving response can be improved.

  (6) When the release of the first clutch CL1 is prohibited, the battery usage area control unit 10d decreases the lower limit of the battery usage area, that is, sets the lower limit value of the battery SOC low.

  Therefore, by using the engine starting power as the motor driving power, the motor assist power can be increased, thereby increasing the frequency of use of the motor generator MG and enabling quick acceleration by the motor assist driving. The effect is that the response can be improved.

  (7) When the release of the first clutch CL1 is prohibited, the battery usage area control unit 10d increases the upper limit of the battery usage area, that is, sets the upper limit value of the battery SOC higher.

  As the upper limit value of battery SOC is increased in this way, the motor regenerative power during traveling, that is, the power available for motor assist, increases, and the frequency of use of motor generator MG increases accordingly. This has the effect of enabling rapid acceleration by motor-assisted running and improving running response.

  (8) The hybrid vehicle control device includes an idle stop control unit 10b that stops the operation of the engine E when a predetermined condition is satisfied, and the engine disconnection prohibition control unit 10c prohibits the release of the first clutch CL1. At this time, a control command is output to the idle stop control unit 10b to prohibit the engine E from being stopped.

  Therefore, since the engine E is not disconnected and the engine E is operating when the vehicle starts, control for starting the engine operation and the time required for the engine operation are not required, and the engine other than the motor generator MG is immediately E driving force can be used. Therefore, when selecting a manual transmission mode (sport mode) that requires a driving response, there is an effect that the response at the start can be improved by using both power sources together.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to these Examples about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, an example in which the clutch built in the automatic transmission AT is used as the second clutch is shown. However, the second clutch is additionally provided between the motor generator and the transmission, or A second clutch may be additionally provided between the transmission and the drive wheels (see, for example, JP-A-2002-144922). Furthermore, the present invention can be applied to a hybrid vehicle having only the first clutch (engine clutch).

1 is an overall system diagram illustrating a hybrid vehicle to which a control device according to a first embodiment is applied. FIG. 3 is a control block diagram of an integrated controller in the control device according to the first embodiment. It is a conceptual diagram of battery use area control in the control apparatus of the hybrid vehicle of Example 1. FIG.

Explanation of symbols

E engine
FW flywheel
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
FL left front wheel
FR Right front wheel 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 First clutch controller 6 First clutch hydraulic unit 7 AT controller 8 Second clutch hydraulic unit 9 Brake controller 10 Integrated controller 10a Traveling mode control unit 10b Idle stop control unit 10c Engine disconnection prohibition control unit 10d Battery usage region control unit 11 CAN communication line 12 Engine speed sensor 13 Resolver 14 First clutch hydraulic sensor 15 First clutch stroke sensor 16 Accelerator opening sensor 17 Vehicle speed sensor 18 Second clutch hydraulic sensor 19 Wheel Speed sensor 20 Brake stroke sensor 21 Motor speed sensor 22 Second clutch output speed sensor 23 Second clutch torque sensor 24 Brake oil pressure sensor 25 Battery The force sensor 26 shift mode selector switch 27 manual shift mode when the engine is disconnected protect switch

Claims (8)

Engine,
A motor generator;
A first fastening element interposed between the engine and the motor generator to connect and disconnect the engine and the motor generator;
First fastening element control means for controlling the fastening and release of the first fastening element;
An automatic transmission that is interposed between the motor generator and the drive wheels and that shifts the output rotation of the motor generator and transmits it to the drive wheels;
A shift mode switching means for switching between an automatic shift mode for automatically switching the shift speed according to the driving state and a manual shift mode for fixing the shift speed to the shift speed selected by the driver according to the driver's selection; ,
In a hybrid vehicle control device comprising:
A hybrid vehicle comprising engine disconnection prohibiting means for outputting a command to the first engagement element control means and prohibiting release of the first engagement element when a shift mode is switched to the manual transmission mode. Control device. In the hybrid vehicle control device according to claim 1,
A first travel mode in which the first fastening element is released and the vehicle travels only by the driving force of the motor generator, and a second travel mode in which the first fastening element is fastened and the vehicle travels by the driving force of both the engine and the motor generator. And a traveling mode control means for automatically switching according to the traveling state,
The engine disconnection prohibiting means outputs a command to the first fastening element control means to fasten the first fastening element when the shift mode is switched to the manual transmission mode during traveling in the first traveling mode. And starting the engine, and prohibiting the release of the first fastening element.   3. The hybrid vehicle control device according to claim 1, wherein the engine disconnection prohibiting unit outputs the command in response to a driver's request in the manual shift mode. 4.   3. The hybrid vehicle control device according to claim 1, wherein the engine disconnection prohibiting means automatically outputs the command when a shift mode is switched to the manual shift mode. Control device. In the hybrid vehicle control device according to any one of claims 1 to 4,
A battery that exchanges power with the motor generator;
A control device for a hybrid vehicle, comprising: a battery usage area control means for expanding a usage area of the capacity of the battery when release of the first fastening element is prohibited.   6. The control apparatus for a hybrid vehicle according to claim 5, wherein the battery use area control means lowers a lower limit of the use area.   7. The control apparatus for a hybrid vehicle according to claim 5, wherein the battery use area control means raises an upper limit of the use area. In the hybrid vehicle control device according to any one of claims 1 to 7,
Idle stop control means for stopping the operation of the engine when a predetermined condition is satisfied,
The engine disconnection prohibiting means prohibits the release of the first fastening element and outputs a command to the idle stop control means to prohibit the operation stop of the engine.

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