JP2017105377A - Drive control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device of a hybrid vehicle which can suppress the power consumption of a battery, and can improve the traveling performance of the vehicle.SOLUTION: A drive control device of a hybrid vehicle comprises a motion permission range setting part 10A for setting motion permission ranges in which gap filling, a stop IS, and EV traveling are permitted at an HCU 10. The motion permission range setting part 10A sets the motion permission range of the gap filling to the widest range. The motion permission range setting part 10A sets the motion permission ranges of the gap filling, the stop IS, and the EV traveling according to a charge state of a third power storage device 33. The motion permission range setting part 10A sets the motion permission range of the stop IS wider than the motion permission range of the EV traveling. The motion permission range setting part 10A sets a motion permission range of assist traveling narrower than the motion permission range of the EV traveling.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive control device for a hybrid vehicle.

  In general, a hybrid vehicle includes an engine and an electric motor that is driven by electric power supplied from a battery. The hybrid vehicle travels using only the electric motor when starting, and the driving force of the electric motor is used as the driving force of the engine during acceleration. Run with the attached.

  Conventionally, what was described in patent document 1 as this kind of hybrid vehicle is known. In the device described in Patent Document 1, a clutch provided between an engine and a transmission mechanism is connected or disconnected by an actuator. The thing of patent document 1 reduces the feeling of deceleration by the cutting | disconnection of the clutch at the time of a gear shift, and improves the driving | running | working performance of a vehicle by giving the driving force of an electric motor to a drive wheel at the time of gear shift operation. In addition, the device described in Patent Document 1 applies the driving force of the electric motor to the drive wheels not only at the time of shifting but also at the time of starting or accelerating the vehicle.

Japanese Patent No. 3644207

  However, the device described in Patent Document 1 has a problem that the power consumption of the battery increases because the driving force of the electric motor is applied to the driving wheels at all times of starting, accelerating, and shifting. . On the other hand, when the frequency of driving the electric motor is reduced in order to reduce the power consumption of the battery, there is a problem that the feeling of deceleration during the shift operation cannot be reduced and the running performance of the vehicle is deteriorated.

  Therefore, an object of the present invention is to provide a drive control device for a hybrid vehicle that can suppress the power consumption of the battery and improve the running performance of the vehicle.

  One aspect of the invention of a hybrid vehicle that solves the above-described problems is an engine, an automatic transmission that includes an actuator that engages and disengages a clutch, and a shift stage. The actuator is driven according to operating conditions, and the automatic transmission includes: A shift control unit for controlling a shift operation, a battery, an electric motor driven by electric power supplied from the battery and connected to a power transmission path from the automatic transmission to a drive wheel, the engine, and the shift A control unit, and a vehicle control unit that controls the electric motor, wherein the vehicle control unit applies a motor torque of the electric motor to the drive wheels when the clutch is disengaged in association with the speed change operation. Operation, a second control operation for automatically stopping the engine when a preset automatic stop condition is satisfied, and the electric motor as a drive source In the hybrid vehicle drive control device that executes the third control operation to be performed when the operation is permitted, an operation permission range in which the first control operation, the second control operation, and the third control operation are permitted is set. The operation permission range setting unit is configured to set the operation permission range of the first control operation most widely.

  ADVANTAGE OF THE INVENTION According to this invention, the power consumption of a battery can be suppressed and the driving performance of a vehicle can be improved.

FIG. 1 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention, and is a configuration diagram of the hybrid vehicle. FIG. 2 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating priorities of the gap filling function, the stop IS function, the EV traveling function, and the assist traveling function. FIG. 3 is a diagram showing a hybrid vehicle according to an embodiment of the present invention, and is a diagram showing an operating point correction map stored in the HCU. FIG. 4 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating an assist amount determination map stored in the HCU. FIG. 5 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating a function limiting operation executed by the HCU. FIG. 6 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating an operation permission range set in an operation permission range setting unit of the HCU.

  Embodiments of the present invention will be described below with reference to the drawings. Hereinafter, a vehicle equipped with a drive control device according to an embodiment of the present invention will be described.

  As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, drive wheels 5, and an HCU (vehicle control unit that comprehensively controls the hybrid vehicle 1 ( Hybrid Control Unit) 10, ECM (Engine Control Module) 11 for controlling the engine 2, TCM (Transmission Control Module) 12 for controlling the transmission 3, ISGCM (Integrated Starter Generator Control Module) 13, and INVCM (Invertor Control) Module) 14, a low voltage BMS (Battery Management System) 15, and a high voltage BMS 16.

  The engine 2 is formed with a plurality of cylinders. In the present embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The engine 2 is connected with an ISG (Integrated Starter Generator) 20 and a starter 21. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that starts the engine 2 by rotating when supplied with electric power, and a function of a generator that converts rotational force input from the crankshaft 18 into electric power.

  In this embodiment, the ISG 20 is configured to restart the engine 2 from a stopped state by the idling stop function by functioning as an electric motor under the control of the ISGCM 13. The ISG 20 can also assist the traveling of the hybrid vehicle 1 by functioning as an electric motor.

  The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor to give the engine 2 a starting torque. As described above, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stop state by the idling stop function.

  The transmission 3 shifts the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 includes a constantly meshing transmission mechanism 25 composed of a parallel shaft gear mechanism, a clutch 26 constituted by a dry single-plate clutch, a differential mechanism 27, a clutch actuator 51 as an actuator, and a shift actuator 52. ing.

  The clutch actuator 51 is configured to connect and disconnect (disconnect and connect) the clutch 26 under the control of the TCM 12. The shift actuator 52 switches a gear position by moving a shift sleeve (not shown) of the transmission mechanism 25 under the control of the TCM 12. Hereinafter, shifting the clutch 26 by disengaging the clutch 26 is referred to as shifting.

  In this way, the transmission 3 is configured as a so-called AMT (Automated Manual Transmission) that can automatically shift gears under the control of the TCM 12. The transmission 3 constitutes an automatic transmission according to the present invention. The differential mechanism 27 is configured to transmit the power output by the speed change mechanism 25 to the drive shaft 23.

  The motor generator 4 is connected to the differential mechanism 27 via a power transmission mechanism 28 such as a chain. That is, the motor generator 4 is connected to a power transmission path from the transmission 3 to the drive wheels 5.

  The motor generator 4 functions as an electric motor and is driven by electric power supplied from the third power storage device 33. The motor generator 4 constitutes an electric motor in the present invention. The 3rd electrical storage apparatus 33 comprises the battery in this invention.

  As described above, the hybrid vehicle 1 constitutes a parallel hybrid system in which the engine 2 and the motor generator 4 are connected in parallel. The hybrid vehicle 1 travels with power generated by at least one of the engine 2 and the motor generator 4.

  The hybrid vehicle 1 assists the engine torque of the engine 2 by driving the motor generator 4 by running only by the engine torque generated by the engine 2, running by only the motor torque generated by the motor generator 4 (EV running), and the motor generator 4. Driving (assist driving) is possible. Thus, the hybrid vehicle 1 has an EV travel function and an assist travel function.

  The motor generator 4 also functions as a generator and generates power when the hybrid vehicle 1 travels. The motor generator 4 may be connected to any part of the power transmission path from the transmission 3 to the drive wheel 5 so as to be able to transmit power, and is not necessarily connected to the differential mechanism 27.

  The hybrid vehicle 1 includes a first power storage device 30, a low voltage power pack 32 including a second power storage device 31, a high voltage power pack 34 including a third power storage device 33, a high voltage cable 35, and a low voltage cable 36. And.

  The 1st electrical storage apparatus 30, the 2nd electrical storage apparatus 31, and the 3rd electrical storage apparatus 33 are comprised from the rechargeable secondary battery. First power storage device 30 is formed of a lead battery. The second power storage device 31 is a power storage device with higher output and higher energy density than the first power storage device 30.

  The second power storage device 31 can be charged in a shorter time than the first power storage device 30. In this embodiment, the 2nd electrical storage apparatus 31 consists of a lithium ion battery. The second power storage device 31 may be a nickel hydride storage battery.

  The first power storage device 30 and the second power storage device 31 are low-voltage batteries in which the number of cells is set so as to generate an output voltage of about 12V. The 3rd electrical storage apparatus 33 consists of nickel hydride storage batteries, for example.

  The third power storage device 33 is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31. The state such as the remaining capacity of the third power storage device 33 is managed by the high voltage BMS 16.

  The hybrid vehicle 1 is provided with a general load 37 and a protected load 38 as electric loads. The general load 37 and the protected load 38 are electric loads other than the starter 21 and the ISG 20.

  The protected load 38 is an electric load that always requires a stable power supply. The protected load 38 includes a stability control device 38A that prevents a side slip of the vehicle, an electric power steering control device 38B that electrically assists the operating force of the steering wheel, and a headlight 38C. The protected load 38 also includes instrument panel lamps and meters (not shown) and a car navigation system.

  The general load 37 is an electric load that is temporarily used without requiring stable power supply as compared with the protected load 38. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

  The low voltage power pack 32 includes switches 40 and 41 in addition to the second power storage device 31. The first power storage device 30 and the second power storage device 31 are connected to the starter 21, the ISG 20, the general load 37 as an electrical load, and the protected load 38 via a low voltage cable 36 so as to be able to supply power. Yes. The first power storage device 30 and the second power storage device 31 are electrically connected in parallel to the protected load 38.

  The switch 40 is provided in the low voltage cable 36 between the second power storage device 31 and the protected load 38. The switch 41 is provided in the low voltage cable 36 between the first power storage device 30 and the protected load 38.

  The low voltage BMS 15 controls charging / discharging of the second power storage device 31 and power supply to the protected load 38 by controlling opening and closing of the switches 40 and 41. When the engine 2 is stopped due to idling stop, the low voltage BMS 15 closes the switch 40 and opens the switch 41, so that power is supplied from the second power storage device 31 having high output and high energy density to the protected load 38. It comes to supply.

  When the engine 2 is started by the starter 21 and when the engine 2 stopped by the idling stop control is restarted by the ISG 20, the low voltage BMS 15 closes the switch 40 and opens the switch 41. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20. In a state where the switch 40 is closed and the switch 41 is opened, power is also supplied from the first power storage device 30 to the general load 37.

  As described above, the first power storage device 30 supplies at least electric power to the starter 21 and the ISG 20 as starters for starting the engine 2. The second power storage device 31 supplies at least power to the general load 37 and the protected load 38.

  The second power storage device 31 is connected so as to be able to supply power to both the general load 37 and the protected load 38. However, the second power storage device 31 preferentially supplies power to the protected load 38 that always requires stable power supply. Thus, the switches 40 and 41 are controlled by the low voltage BMS 15.

  The low voltage BMS 15 is a charge state of the first power storage device 30 and the second power storage device 31 (also referred to as SOC: State Of Charge, remaining charge amount or charge capacity), and an operation request to the general load 37 and the protected load 38. In consideration of the above, the switches 40 and 41 may be controlled differently from the above-described example in order to prioritize that the protected load 38 operates stably.

  The high voltage power pack 34 includes an inverter 45 in addition to the third power storage device 33. The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so that electric power can be supplied.

  The inverter 45 is configured to mutually convert AC power applied to the high voltage cable 35 and DC power applied to the third power storage device 33 under the control of the INVCM 14. For example, when powering the motor generator 4, the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power by the inverter 45 and supplies the AC power to the motor generator 4.

  When the motor generator 4 is regenerated, the INVCM 14 converts the AC power generated by the motor generator 4 into DC power by the inverter 45 and charges the third power storage device 33.

  HCU10, ECM11, TCM12, ISGCM13, INVCM14, low voltage BMS15 and high voltage BMS16 are respectively CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), backup data, etc. Is constituted by a computer unit having a flash memory for storing, an input port, and an output port.

  The ROMs of these computer units store various constants and maps, and programs for causing the computer units to function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15 and high voltage BMS 16, respectively. Yes.

  That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units are referred to as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15, and high voltage BMS 16 in this embodiment. Each functions.

  In the present embodiment, the ECM 11 performs idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined stop condition is satisfied, and restarts the engine 2 by driving the ISG 20 via the ISGCM 13 when the predetermined restart condition is satisfied. . For this reason, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

  In the present embodiment, the ECM 11 stops the engine 2 with a predetermined stop condition that the vehicle is in a stopped state (the vehicle speed is zero). Thus, the hybrid vehicle 1 is provided with a stop IS (Idling Stop) function that performs idling stop when the vehicle stops.

  The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).

  The HCU 10 is connected to the INVCM 14 and the high voltage BMS 16 by a CAN communication line 48. The HCU 10, INVCM 14 and high voltage BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

  The HCU 10 is connected to the ECM 11, the TCM 12, the ISGCM 13 and the low voltage BMS 15 by a CAN communication line 49. The HCU 10, ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 mutually transmit and receive signals such as control signals via the CAN communication line 49. The HCU 10 controls the engine 2, the TCM 12, and the motor generator 4 by transmitting and receiving signals such as control signals.

  In the present embodiment, the TCM 12 drives the clutch actuator 51 and the shift actuator 52 according to the driving conditions, and controls the speed change operation of the transmission 3.

  The hybrid vehicle 1 of this embodiment has a gap filling function. The gap filling function is a function of driving the motor generator 4 during transmission of the transmission 3 and applying the torque of the motor generator 4 to the drive wheels 5.

  The HCU 10 implements the gap filling function by executing the gap filling control operation when the operation is permitted. In the gap filling control operation, the HCU 10 causes the motor generator 4 to generate a motor torque equal to the engine torque that cannot be transmitted by the drive wheels 5 during gear shifting. By this gap filling function, the feeling of deceleration due to the disengagement of the clutch 26 during the shift is suppressed, and the running performance of the vehicle can be improved.

  The HCU 10 executes a gap filling control operation for applying the motor torque of the motor generator 4 to the drive wheels 5 when the clutch 26 is disengaged due to the speed change operation when the operation is permitted. Further, the HCU 10 executes a stop IS control operation for automatically stopping the engine 2 when the operation is permitted when a preset automatic stop condition is satisfied.

  Further, the HCU 10 executes an EV traveling control operation for traveling with the motor generator 4 as a driving source when the operation is permitted. Further, the HCU 10 executes an assist travel control operation for assisting the engine torque of the engine by powering the motor generator 4 when the operation is permitted.

  These gap filling control operation, stop IS control operation, EV travel control operation, and assist travel control operation correspond to the first control operation, the second control operation, the third control operation, and the fourth control operation in the present invention, respectively.

  As shown in FIG. 2, the priority order corresponding to the state of charge of the third power storage device 33 is set in each control operation of the gap filling, stopping IS, EV traveling, and assist traveling. In FIG. 2, the gap filling with priority 1 is the highest priority, the stationary IS with priority 2 is the second highest priority, the EV driving with priority 3 is the third highest priority, Assist travel with a priority of 4 is set to the fourth highest priority.

  These priorities are realized by setting operation permission ranges for gap filling, stopping IS, EV traveling, and assist traveling, respectively.

  The HCU 10 includes an operation permission range setting unit 10A (see FIG. 1). The operation permission range setting unit 10A sets operation permission ranges for control operations of gap filling, stopping IS, EV traveling, and assist traveling, respectively. To do.

  The operating point correction map shown in FIG. 3 is stored in the ROM of the HCU 10. In this operating point correction map, the vertical axis represents engine torque [N · m], and the horizontal axis represents engine rotation speed [rpm]. The HCU 10 corrects an operating point composed of a combination of the engine torque and the engine rotational speed with reference to the operating point correction map during assist traveling.

  A curved target operating point line is set in the operating point correction map, and this target operating point line defines an engine torque for operating the engine 2 at an operating point with the highest thermal efficiency for each engine speed. It is a thing. In addition, an elliptical equi-efficiency line is set in the operating point correction map. This isothermal efficiency line is a line formed by connecting points having the same thermal efficiency to the operating point on the target operating point line.

  The HCU 10 controls the engine 2 and the motor generator 4 so that the sum of the engine torque generated by the engine 2 and the motor torque generated by the motor generator 4 is equal to the torque required by the driver.

  At this time, the HCU 10 corrects the operating point of the engine 2 to be lowered to P2 on the target operating point line when the driver's required torque is P1 larger than P2 on the target operating point line, for example, during vehicle acceleration. To do.

  Then, the HCU 10 causes the motor generator 4 to generate motor torque so as to assist (complement) the difference torque between P1 and P2 (decrease in engine torque).

  The assist amount determination map shown in FIG. 4 is stored in the ROM of the HCU 10. In this assist amount determination map, a correlation between the state of charge of the third power storage device 33 (indicated by SOC in the drawing) and the motor torque (assist amount) is set.

  In the assist amount determination map, the motor torque is set so as to increase as the state of charge increases. The HCU 10 determines the motor torque with reference to the assist amount determination map during assist travel.

  As described above, the HCU 10 sets the motor torque of the motor generator 4 according to the state of charge of the third power storage device 33 when the assist travel is executed. The corrected operating point is not necessarily set on the target operating point line, but changes in accordance with the state of charge of the third power storage device 33 in a region near the target operating point line.

  FIG. 6 shows an operation permission range set in the operation permission range setting unit 10A (see FIG. 1). The vertical axis in FIG. 6 indicates the state of charge (denoted as SOC in the figure), and the state of charge increases as it goes upward.

  Operation permission range setting unit 10 </ b> A sets the operation permission ranges for gap filling, stopping IS, and EV traveling, respectively, according to the state of charge of third power storage device 33.

  In FIG. 6, the operation permission range for gap filling is set to be the widest, the operation permission range for stop IS is set to the second largest, the operation permission range for EV travel is set to the third widest, and the operation permission range for assist travel is set. Is the fourth most widely set.

  In this way, the operation permission range setting unit 10A sets the operation permission range for the stop IS wider than the operation permission range for EV travel. The operation permission range setting unit 10A sets the operation permission range for assist travel narrower than the operation permission range for EV travel.

  The function limiting operation executed in the hybrid vehicle drive control apparatus configured as described above will be described with reference to the flowchart shown in FIG.

  In the function limiting operation shown in FIG. 5, first, the HCU 10 determines whether or not the state of charge of the third power storage device 33 is equal to or less than a fourth predetermined value (step S1). When it is determined in step S1 that the state of charge is greater than the fourth predetermined value (NO in step S1), as shown in FIG. 6, charging is performed within the operation permission ranges of assist travel, EV travel, stop IS, and gap filling. Since there is a state, the HCU 10 permits all these control operations.

  If it is determined in step S1 that the state of charge is less than or equal to the fourth predetermined value (YES in step S1), the HCU 10 determines whether or not the state of charge of the third power storage device 33 is less than or equal to the third predetermined value. (Step S3). The third specified value is a value smaller than the fourth specified value.

  If it is determined in step S3 that the state of charge is greater than the third predetermined value (NO in step S3), as shown in FIG. (Step S4), and this flowchart is ended.

  As described above, when the state of charge is equal to or less than the fourth specified value and greater than the third specified value, the assist travel is restricted.

  When it is determined in step S3 that the state of charge is equal to or smaller than the third predetermined value (YES in step S3), the HCU 10 determines whether or not the state of charge is equal to or smaller than the second predetermined value (step S5). The second specified value is a value smaller than the third specified value.

  If it is determined in step S5 that the state of charge is larger than the second predetermined value (NO in step S5), as shown in FIG. 6, the HCU 10 determines that the state of charge is outside the operation permission range for EV travel. The travel is restricted (step S6), and this flowchart ends.

  As described above, when the state of charge is equal to or less than the third specified value and greater than the second predetermined value, the assist travel is restricted and the EV travel is restricted.

  If it is determined in step S5 that the state of charge is less than or equal to the second predetermined value (YES in step S5), the HCU 10 determines whether or not the state of charge is less than or equal to the first predetermined value (step S7). The first specified value is a value smaller than the second specified value.

  If it is determined in step S7 that the state of charge is greater than the first predetermined value (NO in step S7), as shown in FIG. 6, the HCU 10 stops because the state of charge is outside the permitted operation range of the stop IS. IS is prohibited (step S8), and this flowchart is terminated.

  As described above, when the state of charge is equal to or less than the second specified value and greater than the first predetermined value, the assist travel is restricted, the EV travel is restricted, and the stop IS is prohibited.

  When it is determined in step S7 that the state of charge is equal to or less than the first predetermined value (YES in step S7), as shown in FIG. 6, the charge state is outside the permitted operation range for gap filling. The gap filling is limited (step S9), and this flowchart is ended. The limitation of gap filling is to limit the motor torque for gap filling to a smaller value.

  Thus, when the state of charge is equal to or less than the first specified value, assist travel is restricted, EV travel is restricted, stop IS is prohibited, and gap filling is restricted.

  The operation and effect of the hybrid vehicle drive control apparatus of the present embodiment described above will be described.

  The drive control apparatus for a hybrid vehicle of this embodiment includes an operation permission range setting unit 10A that sets an operation permission range in which gap filling, stopping IS, and EV traveling are permitted, respectively. The operation permission range setting unit 10A sets the gap filling operation permission range to the widest range.

  With this configuration, gap filling is permitted even when the stop IS is prohibited and EV travel is restricted. When the stop IS is prohibited and EV traveling is restricted, the power consumption of the third power storage device 33 can be suppressed.

  Moreover, since the power consumption of the 3rd electrical storage apparatus 33 can be suppressed, the electric power consumed for a gap filling can be ensured, and the running performance of a vehicle can be improved by implementation of a gap filling.

  As a result, the power consumption of the third power storage device 33 can be suppressed, and the running performance of the vehicle can be improved.

  Further, in the hybrid vehicle drive control device of the present embodiment, the operation permission range setting unit 10A sets the operation permission ranges for gap filling, stopping IS, and EV traveling according to the state of charge of the third power storage device 33, respectively. doing.

  With this configuration, when the state of charge of the third power storage device 33 is equal to or less than the second predetermined value, the stop IS is prohibited, EV travel is restricted, and gap filling is permitted. For this reason, the power consumption of the 3rd electrical storage apparatus 33 can be suppressed by prohibition of stop IS and restriction | limiting of EV driving | running | working.

  In the hybrid vehicle drive control device of this embodiment, the operation permission range setting unit 10A sets the operation permission range of the stop IS wider than the operation permission range of EV travel.

  With this configuration, when the state of charge of the third power storage device 33 is equal to or less than the third specified value, EV travel is restricted and the stop IS is permitted. For this reason, the power consumption of the 3rd electrical storage apparatus 33 can be suppressed by the restriction | limiting of EV driving | running | working.

  Further, in the hybrid vehicle drive control device of the present embodiment, the HCU 10 executes the assist running for assisting the engine torque of the engine 2 by powering the motor generator 4 when the operation is permitted. Further, the operation permission range setting unit 10A sets the operation permission range for assist travel narrower than the operation permission range for EV travel.

  With this configuration, when the state of charge of the third power storage device 33 is equal to or less than the fourth predetermined value, the assist travel is restricted, so that the power consumption of the third power storage device 33 can be suppressed by restricting the assist travel.

  In the hybrid vehicle drive control device of the present embodiment, the HCU 10 sets the motor torque of the motor generator 4 in accordance with the state of charge of the third power storage device 33 when the assist travel is executed.

  With this configuration, by setting the motor torque of the motor generator 4 for assist travel according to the state of charge of the third power storage device 33, the motor torque can be reduced when the state of charge of the third power storage device 33 is low. By reducing the motor torque, the power consumption of the third power storage device 33 can be suppressed, and the state of charge of the third power storage device 33 can be prevented from exceeding an appropriate range.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 Hybrid vehicle 2 Engine 3 Transmission (automatic transmission)
4 Motor generator (electric motor)
5 Drive wheels 10 HCU (vehicle control unit)
10A Operation permission range setting unit 12 TCM (shift control unit)
26 Clutch 33 Third power storage device (battery)
51 Clutch actuator (actuator)
52 Shift actuator (actuator)

Claims (5)

Engine,
An automatic transmission having an actuator for engaging and disengaging the clutch and changing the gear position;
A shift control unit that drives the actuator according to operating conditions and controls the shift operation of the automatic transmission;
Battery,
An electric motor driven by electric power supplied from the battery and connected to a power transmission path from the automatic transmission to a drive wheel;
A vehicle control unit that controls the engine, the shift control unit, and the electric motor;
The vehicle control unit is
A first control operation for applying a motor torque of the electric motor to the drive wheels when the clutch is disengaged with the shift operation;
A second control operation for automatically stopping the engine when a preset automatic stop condition is satisfied;
A drive control device for a hybrid vehicle that executes a third control operation that travels using the electric motor as a drive source, when the operation is permitted;
An operation permission range setting unit for setting an operation permission range in which the first control operation, the second control operation, and the third control operation are permitted;
The operation permission range setting unit sets the operation permission range of the first control operation most widely.   2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein the operation permission range setting unit sets an operation permission range of the second control operation wider than an operation permission range of the third control operation. The vehicle control unit executes a fourth control operation for assisting an engine torque of the engine by performing a power running operation of the electric motor when the operation is permitted.
3. The hybrid vehicle according to claim 1, wherein the operation permission range setting unit sets an operation permission range of the fourth control operation to be narrower than an operation permission range of the third control operation. 4. Drive control device.   The operation permission range setting unit sets operation permission ranges for the first control operation, the second control operation, the third control operation, and the fourth control operation, respectively, according to the state of charge of the battery. The drive control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein:   5. The drive control apparatus for a hybrid vehicle according to claim 4, wherein the vehicle control unit sets a motor torque of the electric motor in accordance with a state of charge of the battery when the fourth control operation is performed.