JP2018069829A - Engine control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device for a hybrid vehicle which can start the engine according to a travel mode.SOLUTION: While a travel performance priority mode prioritizing travel performance of a hybrid vehicle 1 is selected as a travel mode (step S2), an engine control device starts an engine in order to start the hybrid vehicle when an engine start condition is established (step S1). While a mileage priority mode prioritizing suppression of fuel consumption of the hybrid vehicle is selected as a travel mode (step S2), it inhibits starting of the engine for the purpose of starting the hybrid vehicle even when an engine start condition is established (step S1).SELECTED DRAWING: Figure 3

Description

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

  Conventionally, in a hybrid vehicle, when a specific state in which the traveling load at the time of starting is a predetermined value or more is detected in a stopped state before starting, the engine is started in advance in preparation for starting, so that Patent Document 1 proposes a technique for reducing the wobbling.

JP 2000-38939 A

  However, when the conventional technology as proposed in Patent Document 1 is applied to a vehicle that allows the driver to select one of the driving modes that prioritize driving performance and the mode that prioritizes fuel consumption. When the mode giving priority to fuel consumption is selected, the engine is pre-started in preparation for starting, so that the driving performance is given priority over the fuel consumption. As described above, the conventional technique has a problem that the engine cannot be started in accordance with the traveling mode.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an engine control device for a hybrid vehicle that can start an engine in accordance with a travel mode.

  An engine control device for a hybrid vehicle according to the present invention that solves the above-described problems is a hybrid that uses an engine and a motor as drive sources, starts the engine according to a running state, and travels with the driving force of the motor and the engine. An engine control device for a vehicle, comprising: an operation mode selection unit capable of selecting, as an operation mode, a fuel efficiency priority mode that prioritizes suppressing fuel consumption of the hybrid vehicle; and an engine control unit that controls the engine, The engine control unit, when at least one of the engine start conditions is satisfied, that is, the amount of brake operation of the hybrid vehicle has become a predetermined amount or less and the amount of operation of the accelerator of the hybrid vehicle has become a predetermined amount or more, The engine is started to start the hybrid vehicle and the driving mode is The fuel economy priority mode is the state of being selected, the even engine starting condition is established, it prohibits possible to start the engine in order to start the hybrid vehicle as.

  The present invention can provide an engine control device for a hybrid vehicle that can start an engine in accordance with a traveling mode.

FIG. 1 is a configuration diagram illustrating a main part of a hybrid vehicle to which an engine control device for a hybrid vehicle according to an embodiment of the present invention is applied. FIG. 2 is a functional configuration diagram of the engine control device of the hybrid vehicle according to the embodiment of the present invention. FIG. 3 is a flowchart showing an engine control operation of the hybrid vehicle engine control apparatus according to the embodiment of the present invention. FIG. 4 is a timing chart for explaining the operation in the travel performance priority mode of the engine control apparatus for the hybrid vehicle according to the embodiment of the present invention. FIG. 5 is a timing chart for explaining the operation in the fuel efficiency priority mode of the hybrid vehicle engine control apparatus according to the embodiment of the present invention. FIG. 6 is a timing chart for explaining the operation when the direction indicator is operated in the travel performance priority mode of the engine control apparatus for a hybrid vehicle according to the embodiment of the present invention.

  An engine control apparatus for a hybrid vehicle according to an embodiment of the present invention uses an engine and a motor as drive sources, starts the engine according to a running state, and travels with the driving force of the motor and the engine. The control device includes an operation mode selection unit capable of selecting, as an operation mode, a fuel consumption priority mode that prioritizes suppression of fuel consumption of the hybrid vehicle, and an engine control unit that controls the engine. If at least one of the engine start conditions is satisfied, that is, the amount of brake operation of the vehicle is less than a predetermined amount and the amount of accelerator operation of the hybrid vehicle is greater than a predetermined amount, the engine is started to start the hybrid vehicle. When the fuel economy priority mode is selected as the driving mode, Even engine start condition is established, prohibits to start the engine in order to start the hybrid vehicle. Thereby, the engine control apparatus of the hybrid vehicle which concerns on one embodiment of this invention can start an engine according to driving | running | working mode.

  Hereinafter, an engine control device for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, a 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 (Hybrid Control Unit) 10 that comprehensively controls the hybrid vehicle 1. An ECM (Engine Control Module) 11 that controls the engine 2, a TCM (Transmission Control Module) 12 that controls the transmission 3, an ISGCM (Integrated Starter Generator Control Module) 13, an INVCM (Invertor Control Module) 14, A low voltage BMS (Battery Management System) 15 and a high voltage BMS 16 are included.

  The engine 2 is formed with a plurality of cylinders. In this 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 stop 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 including a parallel shaft gear mechanism, a clutch 26 constituted by a normally closed type dry clutch, a differential mechanism 27, and an actuator (not shown).

  The transmission 3 is configured as a so-called AMT (Automated Manual Transmission). The actuator controlled by the TCM 12 switches the gear position in the transmission mechanism 25 and connects and disengages the clutch 26. 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. The motor generator 4 functions as an electric motor.

  Thus, the hybrid vehicle 1 forms a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle, and at least one of the engine 2 and the motor generator 4 outputs. It is designed to run with power.

  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 engine 2 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 the present embodiment, the second power storage device 31 is composed 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 a lithium ion battery, for example.

  The third power storage device 33 is a high voltage battery in which the number of cells is set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31, and generates an output voltage of 100V, for example. 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 the skidding of the hybrid vehicle 1, 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 and a low voltage BMS 15 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, thereby supplying power 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 opens the switch 41 and opens the switch 41. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20. When 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 for which stable power supply is always required. Thus, the switches 40 and 41 are controlled by the low voltage BMS 15.

  The low voltage BMS 15 stabilizes the protected load 38 while taking into account the charging state (remaining charge amount) of the first power storage device 30 and the second power storage device 31 and the operation requests to the general load 37 and the protected load 38. Therefore, the switches 40 and 41 may be controlled differently from the above-described example with priority given to operation.

  The high voltage power pack 34 includes an inverter 45, INVCM 14, and high voltage BMS 16 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. The computer unit includes a flash memory to be stored, an input port, and an output port.

  The ROMs of these computer units store various constants, various maps, etc., 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. .

  That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units are respectively 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. Function.

  In this 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.

  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.

  As shown in FIG. 2, the HCU 10 has a function as an operation mode selection unit 51 that can select a fuel consumption priority mode that prioritizes suppressing fuel consumption of the hybrid vehicle 1 as an operation mode.

  Various sensors including an operation mode changeover switch 60 for switching the operation mode of the hybrid vehicle 1 are connected to the input port of the HCU 10.

  Each sensor may not be directly connected to the HCU 10. That is, each sensor may be connected to another computer unit such as the ECM 11, and the HCU 10 may receive the detection result of each sensor from the corresponding computer unit.

  The HCU 10 switches the operation mode according to the state of the operation mode switch 60. The driving modes in the present embodiment include a driving performance priority mode that prioritizes the driving performance of the hybrid vehicle 1 and a fuel efficiency priority mode that prioritizes suppressing the fuel consumption of the hybrid vehicle 1.

  In the travel performance priority mode, the engine 2 and the motor generator 4 are driven in cooperation so that the travel performance of the hybrid vehicle 1 is improved. In the fuel efficiency priority mode, the motor generator 4 is driven preferentially and the drive of the engine 2 is suppressed so that the fuel efficiency of the hybrid vehicle 1 is increased.

  The hybrid vehicle 1 starts with the driving force of the engine 2 in addition to the driving force with the motor generator 4 when starting with the driving performance priority mode selected as the driving mode. For this reason, the fuel is consumed to start the engine 2 and the fuel efficiency is reduced, but the hybrid vehicle 1 starts without being held.

  When the hybrid vehicle 1 starts while the fuel economy priority mode is selected as the driving mode, the hybrid vehicle 1 starts with the driving force of the motor generator 4 without starting the engine 2. For this reason, the hybrid vehicle 1 is started until the vehicle speed is increased to some extent, but the fuel efficiency is improved because the engine 2 is not started.

  The input port of the ECM 11 includes a vehicle speed sensor 61 that detects the vehicle speed, a brake stroke sensor 63 that detects an operation amount of the brake pedal 62 (hereinafter also simply referred to as “brake stroke”), and an operation amount of the accelerator pedal 64 (hereinafter referred to as “the operation amount”). Various sensors including an accelerator opening sensor 65 and a direction indicator 66 are also connected.

  Each sensor may not be directly connected to the ECM 11. That is, each sensor may be connected to another computer unit such as the HCU 10, and the ECM 11 may receive a detection result of each sensor from the corresponding computer unit.

  The ECM 11 is a control unit that controls the engine 2 based on various sensors such as a vehicle speed sensor 61, a brake stroke sensor 63, an accelerator opening sensor 65, a direction indicator 66, and other information obtained from other controllers such as the HCU 10. 52 as a function.

  Hereinafter, the hybrid vehicle 1 travels at an extremely low vehicle speed while the engine 2 is automatically stopped by the idling stop function or when the engine is automatically stopped in the EV mode that travels only by the power output from the motor generator 4. (For example, when traveling at a speed of 0 km / h or more and less than 7 km / h).

  In the driving performance priority mode, the ECM 11 indicates that the brake stroke detected by the brake stroke sensor 63 is equal to or less than the predetermined amount Sth or that the accelerator opening detected by the accelerator opening sensor 65 is equal to or greater than the predetermined amount Ath. When at least one of the engine start conditions is established, the engine 2 is started to start the hybrid vehicle 1. The predetermined amount Sth and the predetermined amount Ath are adaptive values determined in advance through experiments.

  The ECM 11 prohibits starting the engine 2 in order to start the hybrid vehicle 1 even if the engine start condition is satisfied in the fuel efficiency priority mode. However, when the direction indicator 66 is operating, there is a high possibility that the hybrid vehicle 1 makes a right turn or a left turn after starting.

  When turning right or left, immediately after the hybrid vehicle 1 starts, there is a possibility of entering a road that crosses the lane in which the vehicle opposite to the lane on which the hybrid vehicle 1 is traveling, and the hybrid vehicle 1 There is a high possibility that the vehicle 1 enters the intersecting road from the road where it is traveling and merges with other vehicles.

  For this reason, when the direction indicator 66 is operating, it is preferable that the hybrid vehicle 1 start without touching. For this reason, the ECM 11 starts the engine 2 when the engine start condition is satisfied when the direction indicator 66 is operating even when the fuel efficiency priority mode is selected.

  If the engine 2 is started when the vehicle speed detected by the vehicle speed sensor 61 exceeds the predetermined speed Vth after the hybrid vehicle 1 starts in the driving performance priority mode and the fuel efficiency priority mode, the ECM 11 2 is stopped. The predetermined speed Vth is a vehicle speed at which the hybrid vehicle 1 accelerates without being driven even when traveling by only the power output from the motor generator 4, and is a conforming value (for example, 7 km / h) determined in advance by experiments. .

  An engine start control operation of the hybrid vehicle engine control apparatus according to the embodiment of the present invention configured as described above will be described with reference to FIG. The engine start control operation described below is repeatedly executed while the HCU 10 and the ECM 11 are operating.

  First, in step S1, the ECM 11 determines whether or not the hybrid vehicle 1 is starting. For example, the ECM 11 determines that the hybrid vehicle 1 is starting when the engine start condition is satisfied while the hybrid vehicle 1 is traveling at an extremely low vehicle speed.

  Thereafter, the ECM 11 determines that the start of the hybrid vehicle 1 has been completed, that is, the hybrid vehicle 1 is not starting, when the vehicle speed of the hybrid vehicle 1 has reached or exceeded the extremely low vehicle speed.

  If it is determined that the hybrid vehicle 1 is not starting, the ECM 11 ends the engine start control operation. If it is determined in step S1 that the hybrid vehicle 1 is starting, the ECM 11 executes the process of step S2.

  In step S2, the ECM 11 determines whether or not the operation mode set in the HCU 10 is the fuel efficiency priority mode. If it is determined that the operation mode is the fuel efficiency priority mode, the ECM 11 executes the process of step S3. When it is determined that the driving mode is not the fuel efficiency priority mode, that is, when it is determined that the driving performance priority mode is selected, the ECM 11 executes the process of step S4.

  In step S3, the ECM 11 determines whether or not the direction indicator 66 is operating. In other words, the ECM 11 determines whether or not it is preferable that the hybrid vehicle 1 start without touching.

  If it is determined that the direction indicator 66 is not operating, the ECM 11 ends the engine start control operation. If it is determined that the direction indicator 66 is operating, the ECM 11 executes the process of step S4.

  In step S4, the ECM 11 starts the engine 2 if the engine 2 is not started. After executing the process of step S4, the ECM 11 executes the process of step S5.

  In step S5, the ECM 11 determines whether or not the vehicle speed detected by the vehicle speed sensor 61 is equal to or higher than the predetermined speed Vth. That is, the ECM 11 determines whether or not the hybrid vehicle 1 can be accelerated without being hit even if the vehicle travels only with the power output from the motor generator 4. If it is determined that the vehicle speed is not equal to or higher than the predetermined speed Vth, the ECM 11 ends the engine start control operation.

  If it is determined that the vehicle speed is equal to or higher than the predetermined speed Vth, the ECM 11 executes the process of step S6. In step S6, if the engine 2 is not stopped, the ECM 11 stops the engine 2 and ends the engine start control operation.

  The operation of the hybrid vehicle according to the embodiment of the present invention will be described with reference to FIGS. 4 to 6.

  FIG. 4 is a timing chart when the driving mode is the driving performance priority mode. In FIG. 4, the operating state (stop or start) of the engine 2, the brake stroke, the accelerator opening, and the vehicle speed are shown from the top. The vertical axis represents each value, and the horizontal axis represents time.

  In FIG. 4, when the brake stroke becomes equal to or less than the predetermined amount Sth at time t1, the engine start condition is satisfied, and the engine 2 is started by the ECM 11. When the accelerator opening increases at time t2, the vehicle speed increases due to the driving force of the engine 2 started and the driving force output from the motor generator 4.

  FIG. 5 is a timing chart when the operation mode is the fuel efficiency priority mode. In FIG. 5, as in FIG. 4, the operating state (stop or start) of the engine 2, the brake stroke, the accelerator opening, and the vehicle speed are shown from the top. The vertical axis represents each value, and the horizontal axis represents time.

  In FIG. 5, when the brake stroke becomes equal to or less than the predetermined amount Sth at time t1, the engine start condition is satisfied, but the engine 2 is not started by the ECM 11 because the operation mode is the fuel consumption priority mode. When the accelerator opening increases at time t2 and the driving force output by the motor generator 4 increases, the vehicle speed starts to increase at time t3 slightly delayed from time t2.

  FIG. 6 is a timing chart when the driving mode is the fuel efficiency priority mode and the direction indicator 66 is operating. In FIG. 6, as in FIG. 4, the operating state (stopped or started) of the engine 2, the brake stroke, the accelerator opening, and the vehicle speed are shown from the top. The vertical axis represents each value, and the horizontal axis represents time.

  In FIG. 6, when the brake stroke becomes equal to or less than the predetermined amount Sth at time t1, the engine start condition is satisfied, and even if the operation mode is the fuel economy priority mode, if the direction indicator 66 is operating, the engine 2 is It is started.

  When the accelerator opening increases at time t2, the vehicle speed increases due to the driving force and the driving force output from the motor generator 4 to the started engine 2. When the vehicle speed becomes equal to or higher than the predetermined speed Vth at time t4, the engine 2 is stopped by the ECM 11.

  As described above, the engine control apparatus for a hybrid vehicle according to the present embodiment can select the fuel efficiency priority mode that prioritizes suppressing the fuel consumption of the hybrid vehicle 1 as the operation mode, and the fuel efficiency priority mode is selected as the operation mode. In the selected state, even if the engine start condition is satisfied, the fuel consumed to start the engine 2 is reduced by prohibiting the start of the engine 2 to start the hybrid vehicle 1. , Improving fuel economy. Therefore, the engine control apparatus for a hybrid vehicle according to the present embodiment can start the engine in accordance with the travel mode.

  In addition, when the direction indicator 66 is operating, the engine control device for the hybrid vehicle according to the present embodiment is configured so that the engine start condition is satisfied even if the fuel efficiency priority mode is selected. 2 is started, it is possible to start without holding the hybrid vehicle 1 when turning right or left after starting.

  Further, the engine control device for a hybrid vehicle according to the present embodiment stops the engine 2 if the engine 2 is started when the vehicle speed becomes equal to or higher than the predetermined speed Vth after the hybrid vehicle 1 starts.

  As described above, the hybrid vehicle engine control apparatus according to the present embodiment stops the engine 2 when the vehicle speed reaches the speed at which the hybrid vehicle 1 is not driven even if the vehicle is driven only by the power output from the motor generator 4. Therefore, fuel consumption can be improved.

  In the present embodiment, the HCU 10 has been described as having the function as the operation mode selection unit 51, but other controllers such as the ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15, and high voltage BMS 16 are engine control units 52. You may make it have the function as.

  Although the embodiments of the present invention have been disclosed above, it is obvious that changes can be made to the embodiments without departing from the scope of the present invention. The embodiments of the present invention are disclosed on the assumption that equivalents with such modifications are included in the invention described in the claims.

1 Hybrid vehicle (vehicle)
2 Engine 4 Motor generator (motor)
51 Operation Mode Selection Unit 52 Engine Control Unit 62 Brake Pedal (Brake)
64 Accelerator pedal (Accelerator)
66 Direction indicator

Claims (3)

In an engine control device for a hybrid vehicle that uses an engine and a motor as drive sources, starts the engine according to a running state, and runs with the driving force of the motor and the engine,
An operation mode selection unit capable of selecting a fuel efficiency priority mode giving priority to suppressing fuel consumption of the hybrid vehicle as an operation mode;
An engine control unit for controlling the engine,
The engine control unit
The hybrid vehicle is started when at least one of the engine start conditions is satisfied, that is, the brake operation amount of the hybrid vehicle has become a predetermined amount or less and the accelerator operation amount of the hybrid vehicle has become a predetermined amount or more. To start the engine,
In a state where the fuel consumption priority mode is selected as the operation mode, even if the engine start condition is satisfied, the hybrid vehicle is prohibited from starting the engine in order to start the hybrid vehicle. Engine control device. The hybrid vehicle has a direction indicator,
The engine control unit starts the engine when the engine start condition is satisfied even when the fuel efficiency priority mode is selected when the direction indicator is operating. The engine control device for a hybrid vehicle according to claim 1.   The engine control unit stops the engine if the engine is started when the vehicle speed becomes a predetermined speed or higher after the hybrid vehicle starts. 3. An engine control device for a hybrid vehicle according to 2.

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