JP2008213781A - Control unit of hybrid vehicle, control method, program that actualize its control method by computer, and recording medium which records its program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid starting of an engine even if a driver forgets operation of an EV switch, when the driver does not request starting of an engine during the start of a system in a hybrid vehicle. <P>SOLUTION: If a system start switch is turned on (YES at S100), an HV_ECU executes a program which includes: a step (S200) for setting an initial state of an EV switch in an on-state; a step (S300) for deciding a request for the EV mode in starting the system; a step (S400) for detecting various state amounts of the vehicle; and a step (S600) for starting the system in the EV mode which does not start the engine if an EV mode forbidden condition has not been established yet (YES at S500). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, and more particularly to a technology that can reliably accept a driver's request that the engine is not desired to be started when the system is started.

  A hybrid equipped with an engine that operates with fuel combustion energy and an electric motor that operates with electric energy as a power source when the vehicle travels, and an automatic transmission is provided between the power source and drive wheels Vehicles are in practical use. In such a hybrid vehicle, for example, by using the engine and the electric motor properly according to the driving state, it is possible to reduce the fuel consumption amount and the exhaust gas amount while maintaining a predetermined traveling performance. Specifically, engines such as an engine running mode that runs using only the engine as a power source, a motor running mode that runs using only an electric motor as a power source, and an engine + motor running mode that runs using both the engine and the electric motor as power sources. And a plurality of operation modes with different operation states of the electric motor, and according to predetermined mode switching conditions such as a power source map using the operation state such as the vehicle speed (or the power source rotation speed) and the accelerator operation amount as parameters. It can be switched automatically.

  Furthermore, in such a hybrid vehicle, the driver selects a switch (for example, an EV drive mode switch) for the purpose of reducing noise in a densely populated residential area in the middle of the night or early morning, or reducing exhaust gas in an indoor parking lot or garage. The EV drive mode (hereinafter referred to as the EV drive mode and the EV mode) can be driven only by the motor by restricting the operation of the engine by pressing a switch (referred to as an EV switch or EV switch). Some are provided without being distinguished from each other). However, if the catalyst temperature of the engine, the room temperature, or the HV battery temperature is low, or if a heater or defroster is used when the temperature of the engine cooling water is low, the SOC (States Of Charge) of the HV battery is lowered. In this case, the EV drive mode cannot be executed.

  Japanese Patent Laying-Open No. 2003-333705 (Patent Document 1) discloses a vehicle control device that enables vehicle travel according to the intention of a driver of a hybrid vehicle. The vehicle control device disclosed in this publication is a vehicle control device that is installed in a vehicle that is equipped with an internal combustion engine and an electric motor and that is driven by the driving force of one or both of the internal combustion engine and the electric motor, and that stores electric power for supplying electric power to the electric motor. And a power generation means for generating power by driving the internal combustion engine in accordance with the amount of charge of the power storage means, and driving the internal combustion engine when the vehicle is in a predetermined traveling state to generate power by the power generation means. When performing, the internal combustion engine is driven by lowering the power generation target value of the power generation means compared to when the vehicle is not in a predetermined traveling state. Further, the predetermined traveling state is characterized in that traveling by driving the electric motor is prioritized by a switch operation of a vehicle driver.

According to this vehicle drive device, when power is generated by driving the internal combustion engine in a predetermined travel state such as when the drive of the internal combustion engine is restricted (for example, the internal combustion engine is driven when there is an EV travel request). When it is necessary to reduce the power generation target value of the power generation means, the internal combustion engine is driven. Therefore, the output of the internal combustion engine can be suppressed (suppressing the sound generated from the internal combustion engine), and the vehicle travels according to the driver's intention to limit the drive of the internal combustion engine and prioritize the drive travel of the electric motor. Is possible.
JP 2003-333705 A

  However, an EV travel switch is installed in the vehicle described in the above publication. This EV travel switch is a switch that enables electric motor travel by the intention of the driver of the vehicle. When the EV travel switch is turned on by the driver, the vehicle enters the EV travel mode, and the electric motor is driven by the motor. Travel (EV travel) is possible. That is, when the EV travel switch is turned on, the vehicle is forced into an EV travel mode (a mode in which the vehicle travels with the driving force of only the electric motor). As a result, even when the internal combustion engine is normally in operation, the internal combustion engine is forcibly stopped, and at the same time, the electric motor is driven to travel the vehicle.

  Thus, the internal combustion engine will operate unless the driver operates the EV switch to select the EV travel mode. For example, when the hybrid system start switch (called a start (ST) switch or power switch) is pressed to get into a hybrid vehicle from a parking lot in a residential area in the early morning or late at night, the EV travel switch is pushed. If it is forgotten, the internal combustion engine may start, and the operating noise of the internal combustion engine may become noise.

  The present invention has been made to solve the above-described problems, and its object is to reliably accept a driver's request when the driver does not request starting of the engine when the hybrid system is started. It is also possible to provide a hybrid vehicle control device, a control method, a program for realizing the control method by a computer, and a recording medium recording the program, which can avoid starting the engine according to the request. .

  A control device for a hybrid vehicle according to a first aspect controls a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle. The hybrid vehicle includes a first switch that is operated by the driver to activate the hybrid system and a second switch that is operated by the driver so as not to operate the engine. The control device includes: means for detecting whether or not the first switch has been operated; and control means for executing a hybrid system start-up process in response to the operation of the first switch. And detecting means for detecting a driver's request to execute the start-up process without operating the engine regardless of the operation state of the second switch when the first switch is operated. A hybrid vehicle control method according to a fifth aspect of the invention has the same requirements as the hybrid vehicle control device according to the first aspect of the invention.

  According to the first or fifth invention, even if the driver operates the first switch without executing the second switch (EV switch) and the hybrid system start-up process is executed, the second switch Regardless of the operation state, the driver's request to execute the startup process without operating the engine is detected. For this reason, even if the driver forgets the operation of the EV switch during the startup process of the hybrid system, the hybrid system can be started without operating the engine. As a result, when the driver does not request engine start when the hybrid system is started, the hybrid vehicle can reliably accept the driver's request and can avoid engine start according to the request. It is possible to provide a control device and a control method.

  The control device for a hybrid vehicle according to the second invention further includes means for storing the state of the second switch in addition to the configuration of the first invention. When the first switch is operated, the detection means sets the second switch as the initial state of the second switch regardless of the operation state of the second switch. And means for detecting a driver's request to execute the start-up process without operating the engine. The hybrid vehicle control method according to the sixth aspect of the invention has the same requirements as the hybrid vehicle control device according to the second aspect of the invention.

  According to the second or sixth invention, even if the driver operates the first switch without executing the second switch (EV switch) and the hybrid system start-up process is executed, the second switch Regardless of the operation state, the initial state of the second switch is set to be the state in which the second switch is being operated. For this reason, even if the driver forgets the operation of the EV switch during the startup process of the hybrid system, the hybrid system can be started without operating the engine. In other words, by setting the initial value of the EV switch to the on state, the EV switch is automatically enabled without the need to manually operate the EV switch when the hybrid system is started, so that it is difficult to start the first engine (EV driving conditions) As long as is established, the vehicle can be started quietly.

  In the hybrid vehicle control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, when the control means detects the request, the control means performs the starting process without operating the engine. Including means. A control method for a hybrid vehicle according to a seventh aspect has the same requirements as the control device for a hybrid vehicle according to the third aspect.

  According to the third or seventh invention, when the driver's request to execute the startup process without operating the engine is detected, the startup process is executed without operating the engine. For this reason, even if the driver forgets the operation of the EV switch during the startup process of the hybrid system, the hybrid system can be started without operating the engine.

  According to a fourth aspect of the present invention, there is provided a control apparatus for a hybrid vehicle, in addition to the first or second aspect of the invention, based on the state of the vehicle, incapable of executing the startup process without operating the engine. Means for detecting an activation disapproval state is further included. The control means includes means for operating the engine and executing the start-up process when the start-up disapproval state is detected even when the request is detected. The hybrid vehicle control method according to the eighth invention has the same requirements as those of the hybrid vehicle control device according to the fourth invention.

  According to the fourth or eighth invention, even when a driver's request to execute the startup process without operating the engine is detected, the startup process may not be executed unless the engine is operated (for example, This is determined by the catalyst temperature of the engine, the room temperature, the temperature of the traveling battery, the temperature of the engine cooling water, the usage state of the heater and the defroster, the SOC of the traveling battery, etc.). Therefore, only when the hybrid system cannot be started unless the engine must be started, the hybrid system can be started without starting the engine as much as possible.

  A program according to a ninth invention is a program for realizing the hybrid vehicle control method according to any of the fifth to eighth inventions by a computer, and the recording medium according to the tenth invention is the fifth to eighth inventions. A medium that records a program for realizing a hybrid vehicle control method according to any of the inventions by a computer.

  According to the ninth or tenth invention, the hybrid vehicle control method according to any one of the fifth to eighth inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the control apparatus which concerns on embodiment of this invention is demonstrated. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source for driving a vehicle and a generator drive source. Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to a so-called series type or parallel type hybrid vehicle, but is limited to a vehicle capable of EV traveling when the system is activated). This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. A capacitor may be used instead of the battery.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 that manages and controls a state (for example, SOC (State Of Charge)), an engine ECU 280 that controls the operating state of the engine 120, and a hybrid vehicle state. Accordingly, MG_ECU 300 that controls motor generator 140, battery ECU 260, inverter 240, and the like, and battery ECU 260, engine ECU 280, MG_ECU 300, etc. are mutually managed and controlled so that the hybrid vehicle can operate most efficiently. HV_ECU 320 and the like are included.

  Further, HV_ECU 320 receives a start request signal from system start switch 1000 to which a request for starting the main system of the hybrid vehicle is input by the driver. More specifically, a signal from system start switch 1000 is input to a separately provided power supply ECU, this power supply ECU turns on the main relay of the system, and power is also supplied to HV_ECU 320. An activation request signal from the activation switch 1000 can be detected. The HV_ECU 320 receives an EV travel request signal from an EV switch 1100 that is operated by the driver of the hybrid vehicle and requests an EV travel mode in which the engine 120 travels without starting. Further, the HV_ECU 320 outputs a control signal for turning on / off the EV indicator lamp 1200. For example, when the EV driving mode request is received or when the EV driving mode is executed, the EV indicator lamp 1200 is turned on. In other cases, the indicator lamp 1200 is turned off.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so that the vehicle travels as follows. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  The HV_ECU 320, which is a control device according to the present embodiment, regardless of whether or not the EV switch 1100 is pressed when the system startup switch 1000 requests the driver to start the system and the HV_ECU 320 starts operating. The system is started in an EV traveling mode in which engine 120 is not started. That is, the initial state of EV switch 1100 (the state at system startup) is set to the on state.

  With reference to FIG. 3, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 3, this control device detects a hybrid vehicle by a system activation request detection unit 10000 that detects a system activation request of a driver who wants to activate a hybrid vehicle system, and a motor generator without operating the engine 120. An engine that controls an EV mode detection unit 11000 that detects a driver's EV travel request to be driven, a control unit 20000, a relay 30000 such as an SMR (System Main Relay) connected to the control unit 20000, and the engine 120 Control unit 31000 (corresponding to engine ECU 280 in FIG. 1).

  The control unit 20000 includes a startup EV mode setting unit 21000 connected to the system activation request detection unit 10000, a holding unit 22000 connected to the EV mode detection unit 11000, and a request determination unit 23000 connected to the holding unit 22000. And a system activation processing unit 24000 connected to the request determination unit 23000.

  The startup EV mode setting unit 21000 is used to set the EV mode initial value to an ON state when a system startup request is detected. That is, when a system activation request is detected, it is determined that there is a system activation request in the EV mode regardless of the state of EV mode detection unit 11000 and holding unit 22000.

  Request determining unit 23000 instructs system activation processing unit 24000 to perform system activation in accordance with the driver's request. System activation processing unit 24000 outputs a control signal to relay 30000 such as SMR and engine control unit 31000 to activate the system of the hybrid vehicle. Holding unit 22000 holds (stores) the EV mode initial value set to the on state.

  The control unit 20000 in the functional block shown in FIG. 3 is mainly composed of a CPU and a memory included in the HV_ECU 320 and a program that is read from the memory and executed by the CPU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized with the software. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  A control structure of a program executed by HV_ECU 320 will be described with reference to FIG. Note that this program is repeatedly executed at a predetermined cycle time. Note that the flowchart shown in FIG. 4 shows the process up to the completion of system startup of the hybrid vehicle on the assumption that the HV_ECU 320 has started operating by the power supply ECU that has received the input of the system startup switch.

  In step (hereinafter, step is described as S) 100, HV_ECU 320 determines whether or not system activation switch (ST switch) 1000 is turned on. At this time, electric power is supplied to the HV_ECU 320 by the operation of the power supply ECU, and the HV_ECU 320 is in a state in which the state (ON / OFF) of the signal input from the system activation switch 1000 can be detected. If system activation switch 1000 is on (YES in S100), the process proceeds to S200. If not (NO in S100), the process returns to S100.

  In S200, HV_ECU 320 sets the initial state of the EV switch to the on state. At S300, HV_ECU 320 determines and stores the EV mode request at the time of system startup.

  In S400, HV_ECU 320 detects various state quantities of the vehicle. For example, the catalyst temperature of the engine 120, the room temperature, the temperature of the traveling battery 220, the temperature of the cooling water of the engine 120, the usage state of the heater and the defroster, the SOC of the traveling battery 220, and the like. These state quantities are for determining whether or not the EV drive mode can be executed.

  In S500, HV_ECU 320 determines whether or not the EV mode prohibition condition is not established based on various state quantities of the vehicle. This is synonymous with determining whether the EV mode permission condition is satisfied. If EV mode prohibition condition is not satisfied (YES in S500), the process proceeds to S600. If not (NO in S500), the process proceeds to S700. The EV mode prohibition condition (EV mode permission condition) in S500 is set as appropriate. This condition is set loosely when the system startup in the EV mode is permitted as much as possible.

  In S600, HV_ECU 320 starts the system in the EV mode. That is, the system of the hybrid vehicle is started without starting the engine 120. Further, the HV_ECU 320 turns on the EV indicator lamp 1200. As a result, the driver can recognize that the EV mode request at the time of system startup has been accepted. Thereafter, this process ends.

  In S700, HV_ECU 320 discards the EV mode request at the time of system startup. At this time, when the EV mode indicator 1200 is blinked, the driver can recognize that the EV mode prohibition condition is satisfied although the EV mode request at the time of system startup is set.

  In S800, HV_ECU 320 starts the system in a normal mode that is not an EV mode. That is, the engine 120 is started to start the hybrid vehicle system. Thereafter, this process ends.

  An operation of HV_ECU 320 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  In hybrid vehicle in which the system is stopped, when system activation switch 1000 is pressed (YES in S100), the initial state of EV switch 1100 is set to the on state (S200). That is, even if the EV switch 1100 is not operated, the ON state of the EV switch 1100 is set. This indicates that the EV mode request for system activation has been confirmed (S300).

  If it is determined that the EV mode prohibition condition is not established based on various state quantities of the vehicle (YES in S500), the hybrid vehicle system is started without starting engine 120. At this time, the EV indicator lamp 1200 is turned on, and the driver can recognize that the EV mode request at the time of system startup is accepted (even if the user forgets to operate the EV switch 1100) (S600).

  On the other hand, if it is determined that the EV mode prohibition condition is not satisfied based on various state quantities of the vehicle (NO in S500), the EV mode request at the time of starting the system is discarded (S700). Then, the engine 120 is started in the normal mode, and the hybrid vehicle system is started (S800).

  As described above, according to the control device according to the present embodiment, in a hybrid vehicle including a system start switch and an EV switch, the EV is not used when the driver does not want to start the engine when starting the hybrid system. Even if the switch is forgotten to be operated, the system startup request in the EV mode of the driver can be reliably detected.

  Furthermore, even in such a case, except when the condition that EV running is impossible is satisfied (when EV mode is requested at the time of system startup and EV running is not possible even if the system is started without starting the engine) It is also preferable to start the system in the EV mode. The EV mode prohibition condition of S500 is set very limitedly, and the system activation in the EV mode is executed as much as possible. That is, in a normal hybrid vehicle, the system can be activated by the system activation switch when the brake pedal is depressed at the P position. At this time, since the brake pedal is depressed at the P position, the engine start shock hardly occurs in the vehicle. For this reason, the engine can be designed so that the engine can be started when the system is started even though the vehicle can travel in the EV mode. Otherwise, if the system is started in the EV mode except when a condition that prevents EV traveling is satisfied, the driver's request for starting the system in the EV mode is given priority over avoiding engine vibration. The system can be activated without starting the engine in a densely populated residential area at midnight or early morning.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the whole hybrid vehicle including the control apparatus which concerns on this Embodiment. It is a figure which shows a power split mechanism. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart which shows the control structure of the program performed by HV_ECU which is a control apparatus which concerns on this Embodiment.

Explanation of symbols

  120 Engine, 140 Motor Generator, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Travel Battery, 240 Inverter, 242 Boost Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 1000 System Start Switch 1,100 EV switch, 1200 EV indicator lamp.

Claims (10)

A control device for a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle, wherein the hybrid vehicle includes a first switch operated by a driver to activate a hybrid system, and the engine A second switch that is operated by a driver so as not to be operated, and the control device includes:
Means for detecting whether the first switch has been operated;
Control means for executing a startup process of the hybrid system in response to the operation of the first switch;
Detecting means for detecting the driver's request to execute the start-up process without operating the engine regardless of the operation state of the second switch when the first switch is operated; A hybrid vehicle control device. The controller further includes means for storing a state of the second switch;
When the first switch is operated, the detection means is in a state in which the second switch is operated as an initial state of the second switch regardless of an operation state of the second switch. The control device for a hybrid vehicle according to claim 1, further comprising means for detecting the driver's request to execute the start-up process without operating the engine.   The control device for a hybrid vehicle according to claim 1, wherein the control means includes means for executing the start-up process without operating the engine when the request is detected. The control device further includes means for detecting a start disapproval state when the engine is inactive and the start process cannot be executed without operating the engine based on the state of the vehicle,
The control means includes means for operating the engine to execute the start-up process when the start-up disapproval state is detected even when the request is detected. The control apparatus of the hybrid vehicle described in 2. A method of controlling a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle, wherein the hybrid vehicle includes a first switch operated by a driver to activate a hybrid system, and the engine A second switch that is operated by a driver so as not to be operated, and the control method includes:
Detecting whether the first switch has been operated;
A control step of executing a startup process of the hybrid system in response to the operation of the first switch;
Detecting the driver's request to execute the start-up process without operating the engine regardless of the operation state of the second switch when the first switch is operated, Control method of hybrid vehicle. The control method further includes storing a state of the second switch,
The detection step is a state in which when the first switch is operated, the second switch is operated as an initial state of the second switch regardless of an operation state of the second switch. The hybrid vehicle control method according to claim 5, further comprising: detecting the driver's request to execute the start-up process without operating the engine.   The hybrid vehicle control method according to claim 5 or 6, wherein the control step includes a step of executing the start-up process without operating the engine when the request is detected. The control method further includes a step of detecting a start disapproval state when the engine is inactive and the start process cannot be executed without operating the engine based on the state of the vehicle,
7. The control step according to claim 5, wherein the control step includes a step of operating the engine to execute the start-up process when the start-up disapproval state is detected even when the request is detected. Control method for hybrid vehicle.   The program which makes a computer implement | achieve the control method in any one of Claims 5-8.   A recording medium recording a program for causing a computer to implement the control method according to claim 5.

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