JP5141535B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to the technical field of hybrid vehicle control devices.

  In the conventional hybrid vehicle control device, the vehicle speed and the accelerator opening are also taken into account so that the regeneration amount by the motor generator increases as the speed decreases based on the selected shift speed of the manual shift mode at the time of deceleration request and fuel cut. A target regeneration amount is calculated, and regeneration control of the motor generator is performed so that the target regeneration amount is obtained. Thus, a pseudo engine brake feeling corresponding to the shift stage is generated while maintaining the actual shift stage of the automatic transmission. On the other hand, when the fuel is not cut during deceleration, regeneration control of the motor generator is prohibited.

Specifically, in the manual shift mode, it is determined whether or not it is a deceleration request by detecting a downshift operation by a manual shift lever operation. If it is a deceleration request, the actual fuel injection amount is determined. Is equal to zero, that is, whether or not fuel cut control is being performed, and it is determined that it is not a downshift operation during overtaking acceleration. An example of a technique related to the above description is described in Patent Document 1.
JP 2005-102365 A

However, since the conventional hybrid vehicle control device determines whether or not acceleration is necessary based on the fuel cut control, when the driver switches the shift mode from the automatic shift mode to the manual shift mode, it is determined whether or not acceleration is necessary. It takes time. Therefore, transition to the delay occurs in the regenerative control, it is possible that low down occurs in the amount of regeneration.

An object of the present invention, it is possible to judge the acceleration necessity early is to provide a control apparatus for a hybrid vehicle capable of reducing the increase in the amount of regeneration.

In order to achieve the above-described object, according to the present invention, when the driver switches from the automatic transmission mode to the manual transmission mode, the driving mode of the vehicle is set to an engine usage driving mode in which driving is performed by including at least the engine as a power source . When the selected shift speed is higher than the shift speed immediately before the shift mode is switched, the vehicle travel mode is set to a motor travel mode in which the engine is stopped and travel is performed using only the power of the motor generator as a power source.

In the present invention, since it is determined whether or not acceleration is necessary by comparing the shift speed of the automatic shift mode and the selected shift speed of the manual shift mode, it is possible to quickly determine whether or not acceleration is necessary. the increase in the amount of regeneration may FIG Rukoto.

  Hereinafter, the best mode for carrying out the present invention will be described based on examples.

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

  The engine E is a gasoline engine or a diesel engine, and controls the valve opening degree of the throttle valve and the like based on a control command from the engine controller 1 described later. The engine output shaft includes a flywheel FW.

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

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. Control by applying. The motor generator MG operates as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (this state is referred to as “powering”). When the rotor is rotated by an external force, both ends of the stator coil are operated. Functions as a generator that generates electromotive force in the battery and charges the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of motor generator MG is connected to the input shaft of automatic transmission AT via a damper (not shown).

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

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

The first clutch CL1 and the second clutch CL2 are wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid, but may have other configurations.
The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

[Shift mode]
In each travel range of the automatic transmission AT, there is an “automatic shift mode” that automatically switches the gear stage (shift stage) according to the running state, and a gear stage that is selected by the driver (selected shift stage). The fixed “manual shift mode” is set. These two shift modes can be switched according to the driver's selection. Specifically, switching is performed by an ON / OFF signal of a later-described shift mode switching switch (shift mode switching means) 26 operated by the driver. Hereinafter, the “automatic transmission mode” is referred to as “AT mode”, and the “manual transmission mode” is referred to as “M mode”.

  When the driver selects the AT mode, the AT controller 7 selects a gear position according to a shift map that has been set and stored in advance based on the driving conditions (accelerator opening APO and vehicle speed VSP), and the gear of the automatic transmission AT is selected. The gear is automatically switched to the gear selected by the map.

  On the other hand, when the driver selects the M mode, the AT controller 7 shifts to the gear stage selected by the driver regardless of the driving conditions and the shift map, and is fixed to that gear stage unless the driver operates. The Even when the driver selects the M mode, it may be configured to automatically upshift if the upper limit rotational speed (rev limit) of engine E or motor generator MG is exceeded.

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

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

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

Next, the control system of the hybrid vehicle of Example 1 will be described.
The control system of the hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, an AT controller 7, a second clutch, in addition to various sensors and switches described later. It has a hydraulic unit 8, a brake controller 9, and an integrated controller 10.
Each controller (the engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10) is connected via the CAN communication line 11 so that information can be exchanged.

  Various sensors and switches include an engine speed sensor 12, a resolver 13, a first clutch oil pressure sensor 14, a first clutch stroke sensor 15, an accelerator opening sensor (accelerator off detection means) 16, a vehicle speed sensor 17, and a second clutch oil pressure sensor. 18, wheel speed sensor 19, brake stroke sensor 20, motor speed sensor 21, second clutch output speed sensor 22, second clutch torque sensor 23, brake oil pressure sensor 24, battery power sensor 25, and shift mode changeover switch 26. Have.

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

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

  Based on the first clutch pressure from the first clutch hydraulic pressure sensor 14, the first clutch stroke C1S from the first clutch stroke sensor 15, and the first clutch control command from the integrated controller 10, the first clutch controller 5 A command for controlling the engagement / release of CL 1 is output to the first clutch hydraulic unit 6. The integrated controller 10 inputs information on the first clutch stroke C1S via the CAN communication line 11.

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

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

The integrated controller 10 mainly has a function of managing energy consumption of the entire vehicle and running the vehicle with the highest efficiency.
The integrated controller 10 includes a motor rotation speed Nm from the motor rotation speed sensor 21, a second clutch output rotation speed N2out from the second clutch output rotation speed sensor 22, a second clutch torque TCL2 from the second clutch torque sensor 23, a brake Information such as the brake pressure from the hydraulic sensor 24, the selected shift mode from the shift mode switch 26, the usable power capacity of the battery 4 (hereinafter referred to as the battery SOC) from the battery power sensor 25, and the CAN communication line 11 Information obtained through the engine, that is, engine speed Ne (first clutch CL1 input speed), first clutch stroke C1S, first and second clutch pressure, accelerator opening APO, vehicle speed VSP, brake stroke BS, etc. Enter.
The integrated controller 10 outputs the target engine torque calculated based on the engine speed Ne or the like to the engine controller 1 and controls the operation of the engine E.

  The integrated controller 10 includes a travel mode switching unit (travel mode switching means) 10a. The travel mode switching unit 10a receives the first clutch control command calculated based on the engine speed Ne (first clutch CL1 input speed), the motor speed Nm (first clutch CL1 output speed), and the like. 5 to control engagement (including slip engagement) and release of the first clutch CL1. Specifically, by automatically outputting the first clutch control command to the first clutch controller 5 according to the running state, the EV running mode and the HEV running mode are automatically switched.

FIG. 2 shows an example of the travel mode map. In this mode map, the EV travel mode and the HEV travel mode are set, and the travel mode is selected from the accelerator opening APO and the vehicle speed VSP. As shown in FIG. 2, when the accelerator opening APO is equal to or less than a predetermined value APO1 and the vehicle speed VSP is equal to or less than the predetermined value VSP1, the EV travel mode is selected, and otherwise, the HEV travel mode is selected.

However, even if the EV travel mode is selected, the HEV travel mode is forcibly selected if the battery SOC is equal to or less than a predetermined value.
As described above, the HEV travel mode has three travel modes, the engine travel mode, the motor assist travel mode, and the travel power generation mode, and the accelerator opening APO, the vehicle speed VSP, and the battery SOC are also determined for each of these travel modes. However, the description is omitted in FIG. Although not shown, hysteresis is set on the transition lines between the EV travel mode and the HEV travel mode to prevent hunting.

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

  The integrated controller 10 sets the upper limit value and the lower limit value of the battery SOC based on the usable power capacity (battery SOC) of the battery 4 detected by the battery power sensor 25. Thus, the battery usage area is controlled. Then, the integrated controller 10 outputs the target motor generator torque Tm calculated based on the motor rotation speed Nm and the like to the motor controller 2 and controls the operation of the motor generator MG within the set battery usage range.

The integrated controller 10 includes a shift mode switching detection unit (shift mode switching detection unit) 10b and a gear stage detection unit 10c (shift stage detection unit) in addition to the travel mode switching unit (travel mode switching unit) 10a.
The shift mode switching detection unit 10b detects the shift mode switching by the driver based on the ON / OFF signal of the shift mode switch 26.
The gear stage detection unit 10c detects the driver's selected gear stage (hereinafter referred to as M gear stage) in the M mode according to the position of the shift lever.

The traveling mode switching unit 10a switches the transmission mode of the automatic transmission AT between the AT mode and the M mode according to the transmission mode detected by the transmission mode switching detection unit 10b.
In addition, when the driver switches the shift mode from the AT mode to the M mode, the travel mode switching unit 10a determines the EV travel mode according to the accelerator opening APO, the shift speed of the immediately preceding automatic transmission AT, and the driver's selected shift speed. EV driving mode permission processing is performed to permit the transition to. Hereinafter, the EV travel mode permission process will be described.

[EV drive mode permission processing]
FIG. 3 is a flowchart showing a flow of EV travel mode permission processing in the EV travel mode, and each step will be described below.

  In step S1, the accelerator opening APO is read from the accelerator opening sensor 16, and it is determined whether or not the accelerator opening APO is equal to or less than a predetermined value APO1. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S6. This step is a step of determining whether or not the accelerator opening APO is within the EV travel mode region.

  In step S2, it is determined whether or not the current gear stage (hereinafter referred to as AT gear stage) is smaller than the driver's selected gear stage (hereinafter referred to as M gear stage). If YES, the process proceeds to step S5. If NO, the process proceeds to step S3. This step is a step of determining whether or not the driver requests acceleration.

  In step S3, it is determined whether or not the accelerator opening APO read in step S1 is 0/8 (zero). If YES, the process proceeds to step S4. If NO, the process proceeds to step S6. This step is a step for determining accelerator OFF.

  In step S4, it is determined whether or not the vehicle is decelerating. If YES, the process proceeds to step S5. If NO, the process proceeds to step S6. Here, whether the vehicle is decelerating is determined by reading the vehicle speed VSP from the vehicle speed sensor 17 and determining that the vehicle is decelerating when the vehicle speed VSP is decreasing. Further, an acceleration sensor that detects vehicle longitudinal acceleration may be provided, and it may be determined that the vehicle is decelerating based on a signal from the acceleration sensor.

  In step S5, “EV drive mode permission”, that is, the EV drive mode is maintained, and the process proceeds to return.

  In step S6, “EV drive mode is not permitted”, that is, the EV drive mode is changed to the HEV drive mode, and the process is returned to return.

  FIG. 4 is a flowchart showing the flow of the EV travel mode permission process in the HEV travel mode and the M mode, and each step will be described below. In addition, the same step number is attached | subjected to the step which performs the process same as the process at the time of EV driving mode shown in FIG. 3, and description is abbreviate | omitted.

In step S7, it is determined whether or not the EV travel mode permission counter is equal to or greater than a predetermined value TIM1. If YES, the process proceeds to step S5, in the case of NO, the routine proceeds to step S 8.

  In step S8, the EV drive mode permission counter is incremented, and the process proceeds to step S6.

  In step S5, “EV drive mode permission”, that is, the transition from the HEV travel mode to the EV travel mode is performed, and the process proceeds to return.

  In step S6, “EV drive mode not permitted”, that is, the HEV drive mode is maintained, and the process proceeds to return.

  That is, in the HEV driving mode and the M mode, the accelerator opening APO is in the EV driving mode region and the M gear stage is higher than the AT gear stage for a predetermined time (the EV driving mode permission counter starts from zero). If it continues (until it reaches the predetermined value TIM1), it is determined that there is no acceleration request from the driver, and a transition is made to the EV travel mode. That is, by sufficiently confirming that there is no driver acceleration request and permitting the EV driving mode, fuel consumption can be suppressed without impairing power performance.

  FIG. 5 shows the EV travel mode permission conditions by the EV travel mode permission processing. In the figure, “◯” indicates “EV drive mode permission”, and “EV drive mode not permitted” otherwise. Further, in the “EV drive mode not permitted” region, “x” represents engine start.

  As shown in FIG. 5, when the accelerator opening APO is in the EV travel mode region (APO ≦ APO1), the EV travel mode is permitted when the M gear stage is higher than the AT gear stage. Even when the M gear stage is the same as or lower than the AT gear stage, the EV running mode is permitted when the accelerator is off and the vehicle is decelerating.

Next, the operation will be described.
The permission or disapproval of the EV travel mode when the operating point changes on the shift map of FIG. 6 will be specifically described. FIG. 7 shows operating conditions at each operating point in FIG. 6 and EV travel mode permission (OK) / non-permission (NG) determination results. Each operating point is assumed to be in the EV area on the mode map.

  If the operating point changes from (1) to (2), it is determined that there is an acceleration request because the AT gear stage (4th gear) = M gear stage (4th gear) and the accelerator is ON. To do. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1 to step S2 to step S3 to step S6.

  When the operating point changes from (1) to (3), the accelerator is OFF, so it is determined that the vehicle is decelerating and the EV driving mode is permitted. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, and step S5.

  When the operating point changes from (3) to (4), since it is AT gear stage (3rd gear) <M gear stage (4th gear), it is determined that there is no acceleration request and the EV travel mode is permitted. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1 to step S2 to step S5.

  When the operating point changes from (3) to (5), AT gear stage (3rd gear)> M gear stage (1st gear). Mode not allowed. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, and step S6.

  When the operating point changes from (3) to (6), the accelerator is OFF, so it is determined that the vehicle is decelerating and the EV driving mode is permitted. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, and step S5.

  When the operating point changes from (6) to (7), since AT gear stage (1st gear) = M gear stage (1st gear), it is judged that there is an acceleration request in the operation requesting downshift, and EV driving Mode not allowed. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, and step S6.

  The permission or disapproval of the EV travel mode when the operating point changes on the shift map of FIG. 8 will be specifically described. FIG. 9 shows operating conditions and EV driving mode permission (OK) / non-permission (NG) determination results at each operating point in FIG. Each operating point is assumed to be in the EV region on the mode map, and the accelerator is ON and the brake is OFF.

  When the operating point changes from (1) to (2), since it is AT gear stage (second gear) <M gear stage (third gear), it is determined that there is no acceleration request and the EV driving mode is permitted. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1 to step S2 to step S5.

  When the operating point changes from (2) to (5), it is determined that there is an acceleration request and the EV driving mode is not permitted. At this time, in the flowchart of FIG. 4, the process proceeds from step S1 to step S2 to step S6.

  When the operating point changes from (2) to (6), it is determined that there is a deceleration request, and the EV driving mode is permitted after a predetermined time. At this time, in the flowchart of FIG. 4, until the EV travel mode permission counter reaches the predetermined value TIM1, the flow from step S1 → step S2 → step S7 → step S8 → step S6 is repeated to permit the EV travel mode permission. After the counter reaches the predetermined value TIM1, the flow proceeds from step S1, step S2, step S7, step S5.

  When the operating point changes from (3) to (4), AT gear stage (4th gear)> M gear stage (3rd gear). Mode not allowed. At this time, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, and step S6.

  As described above, in the hybrid vehicle control device of the first embodiment, when the driver switches from the AT mode to the M mode, the accelerator opening APO is in the EV travel mode region (APO ≦ APO1). When the gear stage is higher than the AT gear stage, it is determined that there is a deceleration request or no acceleration request, and the EV travel mode is permitted. On the other hand, when the M gear stage is equal to or lower than the AT gear stage, it is determined that there is an acceleration request, and the EV traveling mode is not permitted unless the vehicle is decelerating because the accelerator is OFF.

  In other words, in the first embodiment, the necessity of acceleration is determined by comparing the AT gear stage and the M gear stage. Therefore, the necessity of acceleration can be easily and quickly determined, and processing corresponding to the necessity of acceleration can be performed early. You can start.

  In particular, in the hybrid vehicle having the clutch (first clutch CL1) between the engine E and the motor generator MG as in the first embodiment, the first clutch CL1 can be fastened and released at an early stage. Has an effect. That is, the engine startability and acceleration can be improved in the HEV travel mode, that is, when the first clutch CL1 is engaged. Further, when the EV travel mode, that is, when the first clutch CL1 is disengaged, the friction accompanying the rotation of the engine E can be reduced, and the regeneration efficiency can be improved.

  In the first embodiment, even when the M gear stage is the same as or lower than the AT gear stage, the EV traveling mode is permitted when the accelerator is OFF and the vehicle is decelerating. That is, even if the selected gear stage of the driver in the M mode is equal to or lower than the gear stage of the AT mode, the driver does not request acceleration when the vehicle is decelerating with the accelerator off, and it is not necessary to start the engine E. Absent.

  Therefore, when the vehicle is decelerating with the accelerator off, by permitting the EV traveling mode, the EV traveling area can be expanded in the traveling scene, and the regenerative braking area can be expanded.

  Usually, since the driver often switches the shift mode from the AT mode to the M mode in response to an acceleration request, it is desirable to engage the first clutch CL1 and keep the engine E in a driving state. However, for the purpose of light deceleration, there is a case where the engine brake is used to decelerate using the M mode manual shift instead of the brake pedal.

  At this time, if the brake pedal is operated, the place where the energy is recovered by the cooperative regeneration of the motor generator MG is replaced with the engine brake, which leads to deterioration of the regeneration efficiency. On the other hand, in the first embodiment, even when the driver switches the shift mode from the AT mode to the M mode, the vehicle decelerates when the M gear is higher than the AT gear or when the accelerator is OFF. When the vehicle is in the EV driving mode, the deterioration of the regeneration efficiency can be suppressed.

Next, the effect will be described.
The hybrid vehicle control apparatus according to the first embodiment has the following effects.

(1) The engine E capable of applying driving force to the drive wheels RL and RR, the motor generator MG connected to the drive wheels RL and RR via the automatic transmission AT, and the speed change of the automatic transmission AT depending on the driver selection. A shift mode changeover switch 26 for switching the mode to one of the AT mode and the M mode, a shift mode change detection unit 10b for detecting the change of the driver from the AT mode to the M mode, and the selected gear stage of the driver in the M mode. When the gear stage detecting unit 10c to detect and the driver's selected gear stage when the driver switches from the AT mode to the M mode is higher than the gear stage immediately before the shift mode switching, the vehicle travel mode is set to the EV travel mode . a travel mode switching unit 10a you, with a. As a result, it is possible to determine whether or not acceleration is necessary at an early stage, and it is possible to increase the regeneration amount in the EV travel mode and suppress the acceleration delay in the HEV travel mode.

  (2) The accelerator opening sensor 16 that detects the accelerator off of the driver is provided, and the travel mode switching unit 10a sets the travel mode of the vehicle to the motor travel mode when the accelerator is off and the vehicle is decelerating. Thereby, expansion of a regenerative braking area | region can be aimed at.

  (3) In the HEV driving mode and the M mode, the driving mode switching unit 10a is in a state where the accelerator opening APO is in the EV driving mode region and the M gear is higher than the AT gear for a predetermined time ( If the EV travel mode permission counter continues from zero to the predetermined value TIM1, the operation proceeds to the EV travel mode. Thereby, fuel consumption can be suppressed without performing power performance.

(Other examples)
The best mode for carrying out the present invention has been described with reference to the embodiments based on the drawings. However, the specific configuration of the present invention is not limited to that shown in the embodiments, and the gist of the present invention. Even if there is a design change that does not change the value, it is included in the present invention.

  For example, in the embodiments, a hybrid vehicle having a clutch between an engine and a motor generator has been described as an example. However, the present invention is directed to an engine capable of applying a driving force to driving wheels, a driving wheel and an automatic transmission. The present invention can be applied to a hybrid vehicle having a motor generator connected to each other, and has the same effect as the embodiment.

1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment. 2 is an example of a travel mode map according to the first embodiment. 4 is a flowchart illustrating a flow of EV travel mode permission processing in an EV travel mode in the first embodiment. It is a flowchart which shows the flow of the EV driving mode permission process at the time of HEV driving mode in Example 1, and M mode. The EV drive mode permission conditions of the EV drive mode permission process in Example 1 are shown. It is a shift map which shows the change of an operating point. It is a figure which shows the EV driving mode permission effect | action of Example 1 when an operating point changes in FIG. It is a shift map which shows the change of an operating point. It is a figure which shows the EV driving mode permission effect | action of Example 1 when an operating point changes in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Clutch controller 6 Clutch hydraulic unit 7 Controller 8 Clutch hydraulic unit 9 Brake controller 10 Integrated controller 10a Travel mode switching part (travel mode switching means)
10b Shift mode switching detector (shift mode switching means)
10c Gear stage detector (shift stage detector)
DESCRIPTION OF SYMBOLS 11 Communication line 12 Engine speed sensor 13 Resolver 14 Clutch oil pressure sensor 15 Clutch stroke sensor 16 Accelerator opening sensor (accelerator off detection means)
17 Vehicle speed sensor 18 Clutch oil pressure sensor 19 Wheel speed sensor 20 Brake stroke sensor 21 Motor rotation speed sensor 22 Clutch output rotation speed sensor 23 Clutch torque sensor 24 Brake oil pressure sensor 25 Battery power sensor 26 Shift mode switching switch (shift mode switching means)

Claims (2)

An engine capable of imparting driving force to the drive wheels;
A motor generator coupled to the drive wheel via an automatic transmission;
Depending on the driver's selection, the shift mode of the automatic transmission is switched to one of an automatic shift mode in which the shift stage is automatically switched according to the driving state and a manual shift mode in which the shift stage is fixed to the selected shift stage of the driver. Shift mode switching means;
Shift mode switching detection means for detecting switching from the automatic shift mode to the means shift mode by the driver;
Shift speed detecting means for detecting a selected shift speed of the driver in the manual shift mode;
When the driver switches from the automatic transmission mode to the manual transmission mode, a traveling mode switching unit that sets the traveling mode of the vehicle to an engine use traveling mode that travels by including at least the engine as a power source;
Shift stage determining means for determining whether or not the selected shift stage of the driver is higher than the shift stage immediately before the shift mode switching when the driver switches from the automatic shift mode to the manual shift mode;
The travel mode switching means, when the gear position determining means by the driver of the selected gear is determined to be higher than the speed position of the transmission mode before switching the traveling mode of the vehicle, the motor generator stops the engine control apparatus for a hybrid vehicle, wherein the motor drive mode and to Turkey traveling power only as the power source. In the hybrid vehicle control device according to claim 1,
Accelerator-off detecting means for detecting driver's accelerator-off,
The hybrid vehicle control device, wherein the travel mode switching means sets the travel mode of the vehicle to the motor travel mode when the accelerator is off and the vehicle is decelerating.

Images