JP2011005904A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To urge a driver to revoke EV travel in a hybrid vehicle for switching to an EV drive mode and releasing the EV drive mode by a manual operation.SOLUTION: A controller for a hybrid vehicle, including an engine 10; a transmission (a multistage transmission 30) for outputting to drive wheels by performing speed change of the output of the engine 10; a motor/generator 20; and a speed-change operation means 71 having a speed change position for every speed change stage, when selecting a speed change stage of the transmission or a speed change range position, when a speed-change range of the transmission is selected, and an EV drive mode selected position, when the EV-drive mode that causes the vehicle to travel only with the output of the motor/generator 20 is selected, and operating the transmission by selecting by a driver's operation, the speed-change position, the speed-change range position, or the EV-drive mode selected position, generates vibration to a vehicle body when a travel continuous condition of the EV travel performed accompanying the selection of the EV-drive mode is not satisfied.

Description

  The present invention relates to a control apparatus for a hybrid vehicle including an engine and a motor / generator as power sources and a manual multi-stage transmission having a plurality of shift stages.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle including a manual multi-stage transmission that switches a gear position by a driver's operation. For example, a hybrid vehicle including this type of multi-stage transmission is disclosed in Patent Document 1 below. The hybrid vehicle disclosed in Patent Document 1 is provided with a shift operation unit that is used when switching the shift speed of a multi-stage transmission. The shift operation unit has not only a generally known select position corresponding to a desired shift stage but also a select position for selecting a travel mode (EV operation mode) using only the driving force of the motor. . In the hybrid vehicle disclosed in Patent Document 1, when the select lever is manually operated to the select position for the EV operation mode, the multi-stage transmission is in the neutral state, and the engine operation mode is switched to the EV operation mode.

  In Patent Document 2 below, when the battery reaches the required charge amount in the hybrid vehicle, the driver is notified via the display means, and the driver is informed that the battery is not sufficiently charged and cannot be shifted to EV driving. It is disclosed. Patent Document 3 below discloses a technique for notifying the driver that the end of EV traveling is approaching when the remaining capacity of the battery becomes equal to or less than a predetermined lower limit remaining capacity. Patent Document 4 below discloses that an indicator capable of EV traveling is calculated based on the state of the battery, and this is notified to the driver.

JP 2005-1567 A JP 2003-23703 A JP 2008-213713 A JP 2008-114791 A

  By the way, when the EV operation mode is selected, the remaining amount of electricity stored in the battery is reduced, so that the EV traveling cannot be continued. Therefore, in the hybrid vehicle as in Patent Document 1 that relies on the driver's operation to switch between the engine operation mode and the EV operation mode, the selection of the EV operation mode is performed when the remaining battery charge amount is insufficient. Must be released by the driver.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a technique for urging a driver to cancel EV travel in a hybrid vehicle control device that manually switches to the EV operation mode and cancels the EV operation mode. And

  In order to achieve the above object, according to the first aspect of the present invention, an engine as a power source, a transmission that shifts the output of the engine input to an input shaft and outputs the output from the output shaft to the drive wheel side, and A motor / generator operable as a power source different from the engine, a shift position for each shift stage when selecting a shift stage of the transmission, or a shift range position for selecting a shift range of the transmission; There is an EV operation mode selection position for selecting an EV operation mode for running only by the output of the motor / generator, and the shift position, the shift range position or the EV operation mode selection position is selected by the operation of the driver, and the shift is performed. And a speed change operation means for operating the machine, wherein a condition for continuing the EV running that is executed in accordance with the selection of the EV operating mode is satisfied. It is generating vibrations to the vehicle body when being not be.

  In a case where the travel continuation condition for the EV travel is not satisfied, it is desirable that the engine is controlled to generate the vibration as in the second aspect of the invention.

  If the EV continuation condition is not satisfied, it is desirable to reduce the engine speed below the idle speed to generate the vibration, as in the third aspect of the invention.

  Further, when the travel continuation condition for the EV travel is not satisfied while the engine is stopped, the engine is started and the engine speed is reduced below the idle speed as in the invention described in claim 4. It is desirable to generate the vibration.

  Here, when the engine is controlled, the engine and the transmission need not be mechanically connected as in the fifth aspect of the invention.

  According to a sixth aspect of the present invention, it is desirable to issue a warning that the EV running continuation condition is not satisfied before the vibration is generated by a method of stimulating the driver's vision and hearing.

  The hybrid vehicle control device according to the present invention reduces the remaining storage amount of the secondary battery in a situation where the driver has to manually switch to the EV operation mode and cancel the EV operation mode. The vehicle body is caused to vibrate when the running condition for EV running is not satisfied due to the above. In particular, in the case where the vibration is close to the state just before the engine stall, if the transmission is a manual multi-stage transmission, the driver of the vehicle equipped with the multi-stage transmission performs a shift operation on the shift operation means according to his / her own habits. Then, it is moved from the EV operation mode selection position to any one of the shift positions. Further, when the transmission is an automatic transmission, if the driver recognizes that the vibration is a signal for stopping the EV traveling, for example, the shift operation means is moved from the EV operation mode selection position to the shift range position. Can be operated. Thus, the hybrid vehicle control device according to the present invention can stop the EV traveling that can be ended only by the driver's manual operation by generating vibration in the vehicle body.

FIG. 1 is a diagram showing a configuration of a control apparatus for a hybrid vehicle according to the present invention. FIG. 2 is a diagram illustrating an example of the shift operation means and the EV operation mode switching means when the neutral state is selected. FIG. 3 is a diagram when an EV operation mode is selected, showing an example of the speed change operation means and the EV operation mode switching means. FIG. 4 is a flowchart for explaining the control operation of the EV travel cancellation request in the hybrid vehicle according to the present invention.

  Embodiments of a hybrid vehicle control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  An embodiment of a control apparatus for a hybrid vehicle according to the present invention will be described with reference to FIGS.

  First, an example of a hybrid vehicle to which the control device according to the present invention is applied will be described with reference to FIG. Reference numeral 1 in FIG. 1 indicates a hybrid vehicle of the present embodiment.

  The hybrid vehicle 1 includes a prime mover (engine 10) and a motor / generator 20 as power sources, and also includes a power transmission device including a manual multi-stage transmission 30 that transmits the output of each to the drive wheels WL and WR. ing. Specifically, in the hybrid vehicle 1, the output of the engine 10 that is input to the input shaft 41 and the engine 10 that is a power source is set to any one of a plurality of shift stages (gear stages 31 to 35, 39). It can be operated as a power source having a manual multi-stage transmission 30 that shifts and outputs from the output shaft 42 to the drive wheels WL and WR, and an output shaft 21 that is connected to the output shaft 42 of the multi-stage transmission 30. The motor / generator 20 is mounted. In the present embodiment, the output shaft 21 of the motor / generator 20 and the output shaft 42 of the multi-stage transmission 30 are connected via a gear pair 36.

  The engine 10 includes an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy, and heat and cooling are repeatedly performed on the gas inside the engine with a heat source outside the engine. An external combustion engine that is a heat engine that converts thermal energy into mechanical energy by expanding and contracting the gas can be considered. Here, a former reciprocating piston engine that uses gasoline as fuel and outputs mechanical power from an output shaft (crankshaft) 11 by reciprocating movement of a piston (not shown) will be described as an example.

  The engine 10 is provided with a fuel injection device and an ignition device (not shown). The operation of the fuel injection device and the ignition device is an engine of an electronic control device (hereinafter referred to as “engine ECU”) 101 for the engine. It is controlled by the control means. The engine control means controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device so as to control mechanical power output from the output shaft 11 of the engine 10 (that is, the engine Adjust the output torque).

  The engine ECU 101 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, a RAM (Random Access Memory) that temporarily stores calculation results of the CPU, and a prepared in advance. A backup RAM or the like for storing the recorded information or the like. The engine ECU 101 controls the starter motor 12 to start the engine 10.

  The motor / generator 20 converts the supplied power into mechanical power (that is, motor output torque) and outputs it from the output shaft 21, and the mechanical input to the output shaft 21. It also has a function as a generator (generator) that converts motive power into electric power and collects it. The motor / generator 20 is configured as, for example, a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by the stator 22 that is supplied with three-phase AC power from the inverter 25 to form the rotating magnetic field. And a rotor 23 as a rotor. The rotor 23 rotates integrally with the output shaft 21. Further, the motor / generator 20 is provided with a rotation sensor (resolver) (not shown) for detecting the rotation angle position of the rotor 23, and the rotation sensor sends a detection signal to an electronic control device for motor / generator (hereinafter referred to as a motor / generator). (Referred to as “motor / generator ECU”) 102. The motor / generator ECU 102 includes a CPU (not shown), a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. ing.

  In the motor / generator 20 of this embodiment, the output shaft 21 is connected to the output shaft 42 of the multi-stage transmission 30 via the gear pair 36, and if operating as a motor, the motor output torque is output to the output shaft 42 of the multi-stage transmission 30. If it operates as a generator, mechanical power from the output shaft 42 of the multi-stage transmission 30 is input to the output shaft 21. The gear pair 36 includes a first gear 36a and a second gear 36b that are in mesh with each other. The first gear 36 a is attached to the output shaft 21 of the motor / generator 20 so that it can rotate integrally with the rotor 23. On the other hand, the second gear 36b is formed to have a larger diameter than the first gear 36a, and is attached to the output shaft 42 so as to rotate integrally with the output shaft 42 of the multi-stage transmission 30. That is, the gear pair 36 creates an engagement state between the output shaft 21 and the output shaft 42 so that the rotation of the output shaft 21 of the motor / generator 20 and the rotation of the output shaft 42 of the multi-stage transmission 30 are interlocked. Yes, it operates as a speed reduction means when a rotational torque is input from the rotor 23 side, and operates as a speed increasing means when a rotational torque is input from the output shaft 42 side of the multi-stage transmission 30. Therefore, the motor / generator 20 is operated as a motor, thereby transmitting the motor output torque output from the rotor 23 to the multi-stage transmission 30 via the gear pair 36 functioning as a speed reduction unit. Further, the motor / generator 20 is operated as a generator, whereby the output torque from the output shaft 42 of the multi-stage transmission 30 is transmitted to the rotor 23 via the gear pair 36 that functions as speed increasing means.

  Here, the DC power from the secondary battery 26 can be converted into AC power by the inverter 25 and supplied to the motor / generator 20. The motor / generator 20 supplied with the AC power operates as a motor and outputs a motor output torque from the output shaft 21. On the other hand, when the motor / generator 20 is operated as a generator, the AC power from the motor / generator 20 is converted into DC power by the inverter 25 and recovered in the secondary battery 26 (that is, power regeneration is performed). ) Or braking force can be applied to the drive wheels WL and WR while power is regenerated (that is, regenerative braking is performed). At this time, when the mechanical power (output torque) output from the output shaft 42 of the multi-stage transmission 30 is input to the rotor 23 via the output shaft 21, the motor / generator 20 converts the input torque to AC. Convert to electricity. The operation of the inverter 25 is controlled by motor / generator control means of the motor / generator ECU 102.

  The hybrid vehicle 1 is provided with a battery monitoring unit 29 that detects a state of charge (SOC) of the secondary battery 26. The battery monitoring unit 29 transmits a signal related to the detected state of charge of the secondary battery 26 (in other words, a signal related to the state of charge (SOC amount)) to the motor / generator ECU 102. The motor / generator ECU 102 is provided with battery control means for determining the charging state of the secondary battery 26 based on the signal and determining whether or not the secondary battery 26 needs to be charged.

  The power transmission device transmits the power (engine output torque and motor output torque) of the engine 10 and the motor / generator 20 to the left and right drive wheels WL and WR as driving force, and outputs the output torque related to the power in multiple stages. The transmission 30 and the final reduction device 60 are shifted and decelerated to change the size, and output to the drive shafts (drive shafts) DL and DR connected to the left and right drive wheels WL and WR.

  The manual multi-stage transmission 30 illustrated here has five forward speeds and one reverse speed, and the first speed gear stage 31, the second speed gear stage 32, A third gear stage 33, a fourth gear stage 34, and a fifth gear stage 35 are provided, and a reverse gear stage 39 is provided as a reverse gear stage. The forward shift speed is configured such that the gear ratio decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, the fourth speed gear stage 34, and the fifth speed gear stage 35. is doing. Further, the multi-stage transmission 30 is provided with an input shaft 41 to which the engine output torque of the engine 10 is transmitted, and an output shaft 42 arranged in parallel to the input shaft 41 with a space therebetween. Yes. Note that the multi-stage transmission 30 in FIG. 1 is a simple description of the configuration, and the arrangement of each shift stage is not necessarily in the form of FIG.

  The first speed gear stage 31 is constituted by a gear pair of a first speed drive gear 31a and a first speed driven gear 31b that are in mesh with each other. The first speed drive gear 31 a is disposed on the input shaft 41, while the first speed driven gear 31 b is disposed on the output shaft 42.

  The second speed gear stage 32 is constituted by a gear pair of a second speed drive gear 32a and a second speed driven gear 32b that are in mesh with each other. The second speed drive gear 32 a is disposed on the input shaft 41, while the second speed driven gear 32 b is disposed on the output shaft 42.

  The third speed gear stage 33 is constituted by a gear pair of a third speed drive gear 33a and a third speed driven gear 33b that are in mesh with each other. The third speed drive gear 33 a is disposed on the input shaft 41, while the third speed driven gear 33 b is disposed on the output shaft 42.

  The fourth speed gear stage 34 includes a gear pair of a fourth speed drive gear 34a and a fourth speed driven gear 34b that are in mesh with each other. The fourth speed drive gear 34 a is disposed on the input shaft 41, while the fourth speed driven gear 34 b is disposed on the output shaft 42.

  The fifth speed gear stage 35 is constituted by a gear pair of a fifth speed drive gear 35a and a fifth speed driven gear 35b that are in mesh with each other. The fifth speed drive gear 35 a is disposed on the input shaft 41, while the fifth speed driven gear 35 b is disposed on the output shaft 42.

  The reverse gear stage 39 includes a reverse drive gear 39a, a reverse driven gear 39b, and a reverse intermediate gear 39c. The reverse drive gear 39 a is disposed on the input shaft 41, while the reverse driven gear 39 b is disposed on the output shaft 42. The reverse intermediate gear 39c is in mesh with the reverse drive gear 39a and the reverse driven gear 39b, and is disposed on the rotation shaft 43.

  In the actual configuration of the multi-stage transmission 30, one of the drive gears of each shift stage is disposed so as to rotate integrally with the input shaft 41, while the remaining drive gears are connected to the input shaft 41. Are arranged to rotate relative to each other. In addition, the driven gear of each shift stage is arranged so that any one of the driven gears rotates integrally with the output shaft 42, while the rest is arranged so as to rotate relative to the output shaft 42.

  The input shaft 41 and the output shaft 42 are provided with sleeves (not shown) that move in the axial direction according to the driver's speed change operation. The sleeve on the input shaft 41 is disposed between the drive gears of the two shift stages that can rotate relative to the input shaft 41. On the other hand, the sleeve on the output shaft 42 is disposed between the driven gears of the two gears that can rotate relative to the output shaft 42. This sleeve moves in the axial direction via a link mechanism and a fork (not shown) connected to the shift operation means 71 when the driver operates the shift operation means 71. Then, the moved sleeve rotates the drive gear and the driven gear, which can be relatively rotated, located in the moved direction, together with the input shaft 41 and the output shaft 42. In the manual multi-stage transmission 30, the sleeve moves in a direction corresponding to the shift operation of the shift operation means 71 of the driver, thereby switching to the shift stage according to the shift operation or entering the neutral state. Switching is performed.

  As shown in FIG. 2, the shift operation means 71 includes a shift lever 71a used when the driver performs a shift operation, a so-called shift gauge 71b for guiding the shift lever 71a for each shift stage, the link mechanism, Consists of forks and the like. FIG. 2 shows the position of the shift lever 71a when the multi-stage transmission 30 is operated to the neutral state (that is, the state where torque cannot be transmitted between the input shaft 41 and the output shaft 42). Note that “1-5” and “R” on the shift gauge 71b in FIG. 2 indicate the shift positions of the first speed gear stage 31 to the fifth speed gear stage 35 and the reverse gear stage 39, respectively.

  In this hybrid vehicle 1, as an operation mode of the power source, an engine operation mode in which a drive force is generated in the drive wheels WL and WR only by the output of the engine 10, and a drive wheel WL only by an output as a motor of the motor / generator 20. EV driving mode for generating a driving force in WR and a hybrid operating mode for generating a driving force in driving wheels WL and WR by the outputs of both the engine 10 and the motor / generator 20 are prepared.

  In the hybrid vehicle 1 of the present embodiment, the driver's drive request to the hybrid vehicle 1 (that is, the required drive force to the hybrid vehicle 1 or the drive wheels WL and WR), the charged state of the secondary battery 26, the vehicle running state, etc. Accordingly, switching between the engine operation mode and the hybrid operation mode is performed. Here, the engine operation mode and the hybrid operation mode are selected when the shift lever 71a is located at any one of the shift positions 1 to 5 and R on the shift gauge 71b.

  On the other hand, for switching to the EV operation mode, EV operation mode switching means for switching the operation mode of the power source to the EV operation mode by the operation of the driver is used. In the present embodiment, the shift operation means 71 is provided with the function as the EV operation mode switching means. That is, the shift operation means 71 of this embodiment not only allows the driver to switch the gear position but also has a function as an EV operation mode switching means when the driver switches to the EV operation mode. For example, the shift operation means 71 has an EV operation mode selection position EV similar to the shift positions 1 to 5 and R on the shift gauge 71b, and the shift lever 71a is operated to the EV operation mode selection position EV. At this time, the multi-stage transmission 30 is set to the neutral state. Further, the shift operation means 71 is provided with an EV operation mode selection position detection means 72 for detecting whether or not the shift lever 71a is located at the EV operation mode selection position EV. The EV operation mode selection position detection means 72 is, for example, a position information detection sensor that can detect that the shift lever 71a is at the EV operation mode selection position EV as shown in FIG. Accordingly, in the speed change operation means 71, the driver moves the shift lever 71a to the EV operation mode selection position EV, so that the EV operation mode selection position detection means 72 detects the shift lever 71a at the EV operation mode selection position EV. Then, the detection signal is transmitted to the operation mode switching means 100a of the hybrid ECU 100 described later. The operation mode switching means 100a can determine that a switch from the engine operation mode or the hybrid operation mode to the EV operation mode is requested by receiving the detection signal.

  The shift operation means 71 detects shift positions 1 to 5 and R on the shift gauge 71b of the shift lever 71a, that is, detects which shift stage the driver has selected. Means 73 are provided. The shift position detecting means 73 may use, for example, a position information detection sensor that can detect which shift positions 1 to 5 and R the shift lever 71a is at. The detection signal is sent to the hybrid ECU 100. The hybrid ECU 100 is provided with a shift speed detection means 100b, and the shift speed detection means 100b determines a shift speed selected by the driver and the current shift speed based on the detection signal. Here, for the sake of convenience, the shift position detecting means 73 is illustrated as being separate from the EV operation mode selection position detecting means 72, but these are replaced with a shift lever position detecting means (not shown) integrated into one. May be. Here, the shift speed detection means 100b may be a known estimation means for estimating the current shift speed from the engine output torque of the engine 10 or the wheel speed.

  In the multi-stage transmission 30 of the present embodiment, the shift lever 71a is located anywhere on the shift gauge 71b, that is, the shift positions 1 to 5, R, the EV operation mode selection position EV, or the neutral position. Suppose that the gear pair 36 is engaged.

  Here, the engine output torque of the engine 10 is input to the input shaft 41 of the multi-stage transmission 30 via the clutch 50 shown in FIG. The clutch 50 engages with the output shaft 11 of the engine 10 and the input shaft 41 of the multi-stage transmission 30, and releases (disengages) the output shaft 11 and the input shaft 41 from the engaged state. The friction clutch device is configured to be able to be switched between a released state (non-engaged state) to be performed. The engaged state here refers to a state where torque can be transmitted between the output shaft 11 and the input shaft 41, and the released state (non-engaged state) refers to the output shaft 11 and the input shaft. This is a state where torque cannot be transmitted to the shaft 41.

  For example, the clutch 50 may be a dry or wet single plate clutch or a multi-plate clutch. Here, a friction type disc clutch is used that has a disk-like friction plate and transmits the engine output torque of the engine 10 to the input shaft 41 of the multi-stage transmission 30 by the frictional force of the friction plate. The clutch 50 performs an engaging operation to bring the output shaft 11 of the engine 10 and the input shaft 41 of the multi-stage transmission 30 into an engaged state, whereby engine output torque transmitted from the output shaft 11 is input to the input shaft. 41. As a result, in the multi-stage transmission 30, the engine output torque is shifted at any one of the respective shift stages (gear stages 31 to 35, 39) and transmitted to the output shaft 42. In the clutch 50, the operation mode switching operation (that is, the switching operation between the engaged state and the released state) is mechanically performed via a link mechanism, a wire, or the like according to the operation of the clutch pedal (not shown) by the driver. Is.

  The final reduction gear 60 decelerates the input torque input from the output shaft 42 of the multi-stage transmission 30 and distributes it to the left and right drive shafts DL and DR. This final reduction gear 60 has a pinion gear 61 attached to the end of the output shaft 42 and a ring that meshes with the pinion gear 61 and converts the rotational direction to an orthogonal direction while reducing the rotational torque of the pinion gear 61. A gear 62 and a differential mechanism 63 that distributes the rotational torque input via the ring gear 62 to the left and right drive shafts DL and DR are provided. The gear ratio between the pinion gear 61 and the ring gear 62 becomes the final reduction ratio of the final reduction gear 60.

  Furthermore, the hybrid vehicle 1 is provided with an electronic control unit (hereinafter referred to as “hybrid ECU”) 100 that comprehensively controls the operation of the entire vehicle. The hybrid ECU 100 includes a CPU (not shown), a ROM that stores a predetermined control program and the like in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. In addition, information such as detection signals of various sensors and control commands can be exchanged between the engine ECU 101 and the motor / generator ECU 102. In this embodiment, at least the hybrid ECU 100, the engine ECU 101, and the motor / generator ECU 102 constitute a hybrid vehicle control device.

  In the present embodiment, an operation mode switching means 100a is prepared for causing the hybrid ECU 100 to switch the operation mode of the power source. The operation mode switching means 100a includes, for example, a driver's drive request calculated by the drive request calculation means 100c of the hybrid ECU 100, information on the charge state of the secondary battery 26 sent from the motor / generator ECU 102, and the vehicle running state. Switching between engine operation mode and hybrid operation mode based on information (information such as vehicle lateral acceleration detected by vehicle lateral acceleration detection means (not shown), slip state of drive wheels WL and WR detected by wheel slip detection means) I do.

  When the engine operation mode is selected, the operation mode switching unit 100a causes the engine ECU 101 and the motor / generator ECU 102 to generate the required driving force according to the driving request of the driver using only the engine output torque of the engine 10 in principle. Send a control command. In this case, as the control command to the engine ECU 101, for example, information on the engine output torque of the engine 10 that satisfies the required driving force at the current shift stage or the shift stage after the shift operation is transmitted. Thereby, the engine ECU 101 controls the fuel injection amount of the engine 10 so as to generate the engine output torque. On the other hand, a control command is sent to the motor / generator ECU 102 so that the motor / generator 20 is not operated as a motor or a generator.

  In addition, when the hybrid operation mode is selected, the operation mode switching unit 100a basically obtains the required driving force according to the driving request of the driver by the engine output torque of the engine 10 and the output of the motor / generator 20 as a motor or a generator. Control commands are sent to the engine ECU 101 and the motor / generator ECU 102 so as to generate them. In this case, when both the engine output torque and the motor output torque are used, an engine that satisfies the required driving force at, for example, the current shift stage or the shift stage after the shift operation, as a control command to the engine ECU 101 and the motor / generator ECU 102. Information on output torque and motor output torque is transmitted to each. Thereby, the engine ECU 101 controls the fuel injection amount of the engine 10 so as to generate the engine output torque, and the motor / generator ECU 102 applies the motor output to the motor / generator 20 so as to generate the motor output torque. Control the amount of power supply. In this case, when the motor / generator 20 performs power regeneration, a control command is sent to the motor / generator ECU 102 to operate the motor / generator 20 as a generator.

  Further, when the EV operation mode is requested by the driver's operation of the speed change operation means 71, the operation mode switching means 100a provides the required driving force corresponding to the driver's drive request only by the motor output torque of the motor / generator 20. Control commands are sent to the engine ECU 101 and the motor / generator ECU 102 so as to generate them. In this case, information on the motor output torque of the motor / generator 20 that satisfies the required driving force is transmitted as a control command to the motor / generator ECU 102. Thereby, the motor / generator ECU 102 controls the inverter 25 so as to generate the motor output torque. At that time, a control command for stopping the operation of the engine 10 is sent to the engine ECU 101 in order to improve the fuel consumption performance.

  Here, in the EV operation mode, a control command is sent to the motor / generator ECU 102 so that regenerative braking can be performed when the driver requests deceleration of the vehicle by a brake operation or the like.

  Thus, in the hybrid vehicle 1 of the present embodiment, the EV operation is triggered by the operation of the EV operation mode switching means by the driver (the operation of the shift lever 71a of the speed change operation means 71 to the EV operation mode selection position EV). Switch to mode and do EV driving.

  By the way, when the EV operation mode is selected, the engine 10 is stopped and the secondary battery 26 cannot be charged. Therefore, the power of the secondary battery 26 continues to be consumed except when the power is being regenerated. . For this reason, when the remaining power storage amount of the secondary battery 26 is reduced, the hybrid vehicle 1 cannot continue the EV traveling. However, in this hybrid vehicle 1, switching between the EV operation mode and the engine operation mode or the hybrid operation mode depends on the operation of the EV operation mode switching means (operation of the shift lever 71a of the speed change operation means 71) by the driver. Therefore, if the driver does not recognize that the remaining power storage amount of the secondary battery 26 has become insufficient, the EV operation mode may continue to be selected, and EV driving may not be continued. .

  Therefore, the control device for the hybrid vehicle of the present embodiment informs the driver that the remaining power storage amount of the secondary battery 26 has become insufficient and it has become difficult to continue EV driving (that is, canceling EV driving). EV travel cancellation request means 100d is provided. This EV travel cancellation request means 100d is prepared in the hybrid ECU 100.

  Specifically, the EV travel cancellation requesting means 100d detects that the remaining power storage amount of the secondary battery 26 is insufficient and it becomes difficult to continue EV travel. The information display unit displays a warning that “the remaining power storage amount of the secondary battery 26 has become insufficient, and it is difficult to continue EV driving”, a sound related to the warning, and a warning sound indicating the warning And at least one of the outputs is configured to be executed.

  However, it is also conceivable that the driver is not aware of the warning information display, voice, or the like, or the driver ignores the display or the like. For this reason, the EV travel cancellation request means 100d is configured to start the stopped engine 10 as the next stage. In general, since the interior of the vehicle during EV traveling is highly quiet, the driver is likely to notice the start sound of the engine 10 and the sound and vibration of the engine 10 after the start. Therefore, the driver feels something unusual because the engine 10 which is originally started only by his / her own operation has started. For example, for a driver who has not yet stopped EV travel while knowing that “the remaining power storage amount of the secondary battery 26 has become insufficient and it has become difficult to continue EV travel” at the previous stage, EV travel has finally started. It can be recognized anew that the remaining power storage amount of the secondary battery 26 that has just been continued has disappeared. In addition, the EV operation mode can be canceled by informing the driver who has not been able to grasp that fact at the previous stage in advance to stop the EV travel when such engine 10 starts. Can do.

  Although the vehicle side has taken such measures, it is possible that the driver still does not notice the EV travel cancellation request or the driver continues to ignore the cancellation request. Here, looking at a conventional vehicle equipped with an engine as a power source and a manual multi-stage transmission, the driver stops the engine while driving this type of vehicle (ie, so-called engine stall). Immediately before it is detected, a change in vibration from a certain kind of engine is detected through the vehicle body. At that time, the driver recognizes that the engine will stop due to insufficient rotation in this state. Therefore, the driver steps on the multi-stage transmission by depressing the clutch pedal in order to prevent the engine from stopping due to the engine stall. The EV travel cancel request means 100d of the present embodiment pays attention to the behavior of the driver, and, as the next step, is configured to generate vibration in the vehicle body, most preferably equivalent to that just before the engine stall. For example, since the engine 10 has already been started at this stage, the EV travel cancellation request unit 100d is configured to reduce the rotational speed of the engine 10 and to actually create the state immediately before the engine stall.

  Hereinafter, the control operation of the EV travel cancellation request will be described based on the flowchart of FIG.

  First, the EV travel cancellation request unit 100d determines whether or not the operation mode is the EV operation mode, and determines whether or not the SOC amount of the secondary battery 26 is lower than a predetermined value α ( Step ST1). That is, the EV travel cancellation request unit 100d determines whether or not the travel continuation condition for EV travel is not satisfied. At that time, the EV travel cancellation request unit 100d may determine the operation mode using information on the current operation mode in the operation mode switching unit 100a. Further, the EV travel cancellation request unit 100d uses information on the SOC amount of the secondary battery 26 transmitted from the battery control unit of the motor / generator ECU 102.

  Here, the predetermined value α is the SOC amount corresponding to the remaining power storage amount of the secondary battery 26 that has dropped to such an extent that EV traveling cannot be performed soon. For example, the predetermined value α is not only the electric power to the motor / generator 20 that enables EV traveling for a predetermined distance, but also the electric power necessary for vehicle control such as vehicle behavior control, the electric power for operating the starter motor 12, etc. It is possible to generate the power necessary for starting the engine 10 and the power necessary for the operation of comfort equipment such as acoustic equipment and air conditioners, that is, the minimum power that does not give the driver a sense of incongruity. The SOC amount corresponding to the sum of the remaining power storage amount and the margin is set in advance.

  When it is determined in step ST1 that the operation mode is the engine operation mode or the hybrid operation mode, or when it is determined that the SOC amount of the secondary battery 26 is equal to or greater than the predetermined value α, the EV travel cancellation request unit 100d Since the remaining power storage amount of the secondary battery 26 has a margin and the traveling continuation condition for EV traveling is satisfied, it is determined that it is not necessary to cancel the EV traveling, and this operation is temporarily terminated.

  On the other hand, if it is determined in step ST1 that the operation mode is the EV operation mode and it is determined that the SOC amount of the secondary battery 26 is lower than the predetermined value α, the EV travel cancellation request unit 100d Since the remaining battery charge amount of the secondary battery 26 decreases and the running condition for EV travel is not satisfied, it is determined that the EV drive needs to be canceled. A warning of the content that “continuation of driving has become difficult” is appealed to the driver's vision and hearing (step ST2).

  For example, the visually appealing warning is to display the content of the warning on the information display unit described above. Moreover, the warning that appeals to the auditory sense is that the content of the warning is output in the vehicle interior and the warning sound related to the warning is output in the vehicle interior. The EV travel cancellation request unit 100d causes the information display unit to execute at least one of display, sound, and warning sound. The EV travel cancel request means 100d informs the driver that the continuation of the EV travel is dangerous in this way, and prompts the driver to cancel the EV travel.

  Next, the EV travel cancellation request unit 100d determines whether or not the operation mode is the EV operation mode (step ST3). This determination is desirably performed after a predetermined time has elapsed after the warning in step ST2. This is because it takes a certain amount of time for the driver to recognize the warning and finish the operation of the speed change operation means 71, and at least if this time has not elapsed, it does not make sense to make this determination. Because.

  Here, when the driver operates the shift operation means 71 and the operation mode has been switched to the engine operation mode or the hybrid operation mode, the present processing operation ends.

  On the other hand, as described above, when the driver does not notice even if the driver's visual or auditory sense is stimulated by display of warning information or voice, or when the driver ignores the display or the like, EV driving is still performed. Since the mode is still maintained and the EV traveling continues, an affirmative determination is made in step ST3. Therefore, the EV travel cancellation request unit 100d sends a command to the engine ECU 101 to start the stopped engine 10 even during EV travel (step ST4). At that time, the engine ECU 101 controls the starter motor 12 to start the engine 10. Although the clutch 50 is in the engaged state, the engine 10 can be started by the rotational torque of the starter motor 12 because the multi-stage transmission 30 is in the neutral state. This EV travel cancellation request means 100d informs the driver that the continuation of EV travel is dangerous by informing the driver of the start sound of the engine 10 and the vibration of the engine 10 after the start. Encourage cancellation of EV driving that was not handled.

  Next, the EV travel cancellation request unit 100d determines again whether or not the operation mode is the EV operation mode (step ST5). For the same reason as step ST3, this determination is desirably performed after a predetermined time has elapsed after the engine 10 is started in step ST4.

  Here, when the driver operates the shift operation means 71 and the operation mode has been switched to the engine operation mode or the hybrid operation mode, the present processing operation ends.

  On the other hand, as described above, even when a warning is displayed or the engine 10 is started, if the driver has not yet noticed the EV travel cancellation request or has ignored the EV travel cancellation request, the EV operation is still not performed. Since the mode is still maintained and the EV traveling continues, an affirmative determination is made in step ST5. Therefore, the EV travel cancellation request unit 100d sends a command to the engine ECU 101 to reduce the engine speed to be lower than the idle speed so that the engine 10 is brought into a state immediately before the engine stall (step ST6). At that time, the engine ECU 101 reduces the engine speed by, for example, reducing the throttle valve opening. The engine speed after the decrease is set to a speed at which the unique vibration change from the engine 10 can be transmitted to the driver immediately before the engine stall without stopping the engine 10. In this state, since the engine 10 and the multi-stage transmission 30 are not mechanically connected, the low rotation vibration from the engine 10 alone is different from the state just before the engine stall. It is transmitted to the driver through etc.

  Subsequently, the EV travel cancellation request unit 100d determines again whether or not the operation mode is the EV operation mode (step ST7). For the same reason as steps ST3 and ST5, this determination is desirably performed after a predetermined time has elapsed after the state immediately before the engine stall is created in step ST6.

  Here, if the EV operation mode has not yet been canceled, the EV travel cancellation request unit 100d returns to step ST6 and continues the state immediately before the engine stall.

  On the other hand, when the driver operates the shift operation means 71 and the operation mode has been switched to the engine operation mode or the hybrid operation mode, the present processing operation ends.

  As described above, the hybrid vehicle control device according to the present embodiment changes the transmission method to the driver step by step, and creates the state immediately before the engine stall after the engine 10 is started even when the EV is running as the last means. Thus, using the behavior of a driver driving a vehicle equipped with a manual multi-stage transmission, the driver is prompted to step on the clutch pedal, and the shift operation means 71 is operated to any one of the shift positions 1-5. For this reason, if this control device can stop the EV running at the stage of giving the warning, the fuel will not be consumed and it will not exceed it, but finally the EV running will be stopped by creating the state just before the engine stall. Thus, the stop of the vehicle due to the shortage of the remaining power storage amount of the secondary battery 26 can be finally avoided. Then, since the hybrid vehicle 1 can be operated in the engine operation mode to charge the secondary battery 26, the hybrid vehicle 1 can travel in the hybrid operation mode or the EV operation mode again.

  In the above-described embodiment, the motor / generator 20 in which the output shaft 21 is connected to the output shaft 42 of the multi-stage transmission 30 is illustrated. However, in the present invention, the output shaft 21 of the motor / generator 20 is used as the multi-stage transmission 30. The present invention can also be applied to a hybrid vehicle connected to the input shaft 41. However, in this case, when the shift lever 71a is moved to the EV operation mode selection position EV, the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, and the fourth speed gear stage. The multi-stage transmission 30 is configured so that any one of 34 or the fifth speed gear stage 35 is engaged, and the motor output torque is transmitted to the drive wheels WL and WR in the EV operation mode. To. Even in the hybrid vehicle configured as described above, the control device can obtain the same effect as described above by performing the above-described EV travel cancellation request stepwise.

  In the above-described embodiment, the clutch 50 is illustrated as being released by the depression operation of the clutch pedal. However, the present invention performs the switching operation of the clutch operation mode (that is, the switching operation between the engaged state and the released state). The present invention is also applicable to a hybrid vehicle equipped with a so-called automatic clutch that is automatically performed and a manual multi-stage transmission 30. For example, when the motor / generator 20 is connected to the output shaft 42 of the multi-stage transmission 30, the clutch may be engaged or disengaged during EV traveling, and the engine 10 may be in an operating state or a stopped state. Further, when the motor / generator 20 is connected to the input shaft 41 of the multi-stage transmission 30, the clutch is controlled to be released during EV traveling, but the engine 10 may be in an operating state or a stopped state. In any case, when the engine 10 is stopped, the same control as described above is performed. On the other hand, when the engine 10 is in an operating state (for example, an idle state), the engine rotation speed is reduced after the start process of the engine 10 is omitted to create a state immediately before the engine stall. Here, in the clutch engaged state, the vibration generated by the engine 10 is transmitted to the vehicle body via the power transmission system such as the multi-stage transmission 30. On the other hand, in the clutch released state, the vibration of the engine 10 alone is transmitted to the vehicle body as in the case of the clutch 50 described above. Also in the hybrid vehicle configured as described above, the control device performs the EV travel cancel request stepwise, thereby prompting the operation of the speed change operation means 71 and stopping the EV travel, so that the secondary battery 26 can be charged. The state can be protected from so-called battery exhaustion.

  In the above-described embodiment, the engine 10 is used to actually create the state immediately before the engine stall. However, the vibration to the vehicle body for stopping the EV traveling is not necessarily limited to this mode. For example, a vibration generating device such as an excitation rod may be provided on the vehicle body or the like, and the vibration generated on the vehicle body may be generated by controlling the vibration generating device to the EV travel cancellation requesting means 100d. At that time, it is preferable to use a vibration generating device that generates vibration corresponding to the state immediately before the engine stall, whereby the state immediately before the engine stall is created in a pseudo manner.

  Moreover, in the above-described embodiment, the case where the remaining power storage amount of the secondary battery 26 is reduced is exemplified as the case where the EV running continuation condition is not satisfied, but the EV driving continuation condition is not satisfied. Is not necessarily limited to this, and includes all conditions that make it impossible to continue EV traveling. For example, the case where the system related to EV traveling falls into a state different from the normal state is applicable.

  Further, the present invention may be applied to a vehicle having a configuration different from that of the hybrid vehicle 1 described above. For example, the present invention is applicable to a hybrid vehicle that includes an engine and a manual multi-stage transmission, and further includes an in-wheel motor on each wheel. In this hybrid vehicle, for example, general shift operation means having shift positions 1 to 5 and R are prepared. However, the neutral position in this speed change operation means is set as the EV operation mode selection position, and when the shift lever is settled at the neutral position, the in-wheel motor is driven as a motor for EV running. In this hybrid vehicle as well, the control may be performed in the same manner as in the above-described example. The vibration generated thereby prompts the operation of the speed change operation means, stops the EV traveling, and changes the storage state of the secondary battery from the battery up. I can protect it.

  In the above-described embodiment, the manual multi-stage transmission 30 is exemplified as the transmission, but the transmission may be an automatic transmission regardless of whether it is stepped or continuously. In a hybrid vehicle equipped with this automatic transmission, not only the shift range position for selecting the shift range of the automatic transmission but also the EV operation mode selection position similar to the above example on the shift gauge of the shift operation means. An EV is prepared, and a driver operates a shift lever to select a shift range position such as a D range or an EV operation mode selection position EV. In such a hybrid vehicle, for example, it is desirable to let the driver recognize by hand or the like that the state (vibration) immediately before the engine stall in the above example is a signal for stopping EV travel. As a result, the hybrid vehicle control device allows the driver who senses the vibration to operate the shift operation means from the EV operation mode selection position EV to the shift range position even if the EV travel is not stopped by a warning. EV travel can be stopped. Therefore, also in the control device for the hybrid vehicle on which the automatic transmission is mounted, the same effect as the above example can be obtained.

  As described above, the hybrid vehicle control device according to the present invention is useful as a technique for prompting the driver to cancel EV travel in a hybrid vehicle that manually switches to the EV operation mode and cancels the EV operation mode. .

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Engine 12 Starter motor 20 Motor / generator 26 Secondary battery 29 Battery monitoring unit 30 Multistage transmission 50 Clutch 71 Shift operation means 71a Shift lever 71b Shift gauge 72 EV operation mode selection position detection means 73 Shift position detection means 100 Hybrid ECU
DESCRIPTION OF SYMBOLS 100a Operation mode switching means 100b Shift speed detection means 100c Drive request calculation means 100d EV travel cancellation request means 101 Engine ECU
102 Motor / generator ECU

Claims (6)

An engine that is a power source, a transmission that shifts the output of the engine input to the input shaft and outputs the output from the output shaft to the drive wheels, and a motor / generator operable as a power source different from the engine; Selecting an EV operation mode in which the vehicle is driven only by the shift position for each shift stage when selecting the shift stage of the transmission or the shift range position for selecting the shift range of the transmission and the output of the motor / generator. And a shift operation means for operating the transmission by selecting a shift position, a shift range position or an EV operation mode selection position by a driver's operation. In the control device,
A hybrid vehicle control device that generates vibrations on a vehicle body when a running continuation condition of EV running executed in accordance with selection of the EV driving mode is not satisfied.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein when the traveling continuation condition for the EV traveling is not satisfied, the engine is controlled to generate the vibration.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein when the traveling continuation condition for the EV traveling is not satisfied, the vibration is generated by lowering the rotational speed of the engine to be lower than the idle rotational speed.   The engine is started when the EV continuation condition is not satisfied while the engine is stopped, and the vibration is generated by reducing the rotational speed of the engine to be lower than the idle rotational speed. Item 2. A control device for a hybrid vehicle according to Item 1.   The hybrid vehicle control device according to claim 2, 3 or 4, wherein the engine and the transmission are not mechanically connected when the engine is controlled.   The warning that the driving continuation condition of the EV driving is not satisfied before the vibration is generated is performed by a method of stimulating the driver's vision and hearing. The control apparatus of the hybrid vehicle as described in one.

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