WO2015146771A1 - Hybrid vehicle, and hybrid-vehicle control method - Google Patents

Hybrid vehicle, and hybrid-vehicle control method Download PDF

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Publication number
WO2015146771A1
WO2015146771A1 PCT/JP2015/058215 JP2015058215W WO2015146771A1 WO 2015146771 A1 WO2015146771 A1 WO 2015146771A1 JP 2015058215 W JP2015058215 W JP 2015058215W WO 2015146771 A1 WO2015146771 A1 WO 2015146771A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
internal combustion
combustion engine
driving force
motor generator
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PCT/JP2015/058215
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French (fr)
Japanese (ja)
Inventor
治雄 鈴木
洋紀 瀬戸
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いすゞ自動車株式会社
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Publication of WO2015146771A1 publication Critical patent/WO2015146771A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/312—External to the vehicle
    • F16D2500/3125—Driving resistance, i.e. external factors having an influence in the traction force, e.g. road friction, air resistance, road slope
    • F16D2500/3127—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50825—Hill climbing or descending
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator, which can be assisted by the motor generator, and a hybrid vehicle control method.
  • a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator
  • the engine runs alone using only the internal combustion engine as a power source
  • the motor runs independently using only the motor generator as a power source
  • the internal combustion engine There are travel modes such as an assist travel that travels using both the motor and the motor generator as a power source, and a motor regenerative travel that generates electric power by the motor generator using the regenerative energy of the braking force of the hybrid vehicle.
  • an engine connected to a driving wheel via a clutch so that power can be transmitted, and power to the driving wheel without using a clutch.
  • a hybrid vehicle comprising an electric motor coupled in a communicable manner, a transmission stage for transmitting power input from the engine and the electric motor to drive wheels, and a transmission having a neutral stage for non-transmission of the power as a shift stage If the start control device determines that the vehicle is in a stopped state, the clutch is disengaged while the engine is stopped and the transmission gear stage is held in the travel stage until a start request is detected. Thereafter, a start control device for a hybrid vehicle that starts by driving an electric motor with a torque having a magnitude corresponding to the road surface gradient has been proposed. .
  • the driving force of the motor generator is relatively smaller than that of a small vehicle such as a passenger car compared to the driving force of the internal combustion engine.
  • the driving force required to start the vehicle is relatively small, so it can be generated by the motor generator that hybrid vehicles normally have, but when starting uphill, the driving force required for starting the vehicle is compared. Therefore, it becomes difficult to generate a driving force sufficient to obtain a desired acceleration with only the motor generator normally provided in the hybrid vehicle, and the driving force on the internal combustion engine side is required.
  • the internal combustion engine is started to operate at a certain engine speed, so that sufficient driving force is generated to apply the driving force. After that, the internal combustion engine is connected to the transmission, and the vehicle starts with both the driving torque generated by the motor generator and the driving force generated by the internal combustion engine.
  • the present invention has been made in view of the above, and an object of the present invention is to reduce the time required to start a vehicle on an uphill in a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator.
  • Hybrid vehicle and hybrid vehicle control method capable of shortening and starting the vehicle quickly, and eliminating the need to increase the driving force generated by the motor generator in consideration of starting by the motor traveling alone on an uphill Is to provide.
  • a hybrid vehicle of the present invention includes an internal combustion engine, a motor generator, and a transmission, and is capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator.
  • the control device that controls the hybrid vehicle includes a gradient detection unit that detects a gradient of a place where the hybrid vehicle is stopped when the vehicle is stopped, and the control device sets the gradient during the stop in advance using the gradient detection unit.
  • Motor vehicle start control for stopping the operation of the internal combustion engine and starting the vehicle with only the driving force of the motor generator when the vehicle starts If the gradient detecting means detects that the stopping gradient is an upward gradient equal to or greater than the determination inclination angle, the operation of the internal combustion engine is started before starting the vehicle.
  • the driving force of the internal combustion engine is set to an engine operating state that can be used for vehicle travel, and at the start of the vehicle, the internal combustion engine is connected to the transmission simultaneously with the start of driving of the motor generator.
  • the driving force of the internal combustion engine is added to the driving force of the machine to perform combined vehicle starting control for starting the vehicle.
  • a hybrid vehicle control method of the present invention includes an internal combustion engine, a motor generator, and a transmission, and is capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator.
  • this control method when the vehicle is stopped, the gradient of the place where the hybrid vehicle is stopped is detected, and it is detected that the gradient during the stop is less than a predetermined inclination angle for determining an upward gradient.
  • the operation of the internal combustion engine is stopped, and when the vehicle starts, motor vehicle start control is performed in which the vehicle starts only with the driving force of the motor generator, and the gradient during stopping is an ascending gradient greater than the determination inclination angle.
  • the internal combustion engine is operated before starting the vehicle so that the driving force of the internal combustion engine can be used for vehicle travel. Simultaneously with the start of driving of the motor generator, the internal combustion engine is connected to the transmission, the driving force of the internal combustion engine is added to the driving force of the motor generator, and the combined vehicle start control for starting the vehicle is performed. It is a method characterized by performing.
  • the hybrid vehicle and the hybrid vehicle control method of the present invention in a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator, an operating state in which driving force can be transmitted when the vehicle starts uphill Since the internal combustion engine connected to the transmission can be used for starting the vehicle, the time required for starting the vehicle on the uphill can be reduced, and the vehicle can be started quickly. It is possible to eliminate the need to increase the maximum driving force that can be generated by the motor generator in consideration of starting by the motor traveling alone on an uphill.
  • FIG. 1 is a diagram schematically showing the configuration of a hybrid vehicle according to an embodiment of the present invention, and shows a state in which both the driving force of an internal combustion engine and the driving force of a motor generator are transmitted to wheels. It is.
  • FIG. 2 is a diagram illustrating an example of a control flow of the hybrid vehicle control method according to the embodiment of the present invention.
  • a hybrid vehicle (HEV) 1 of this embodiment includes an engine (internal combustion engine) 10, a motor generator (running motor / generator) 20, and a transmission 30.
  • the vehicle is a vehicle that transmits the power of the motor generator 20 to the wheels 34 via the transmission 30, and the vehicle can use both the engine 10 and the motor generator 20 as a power source for traveling.
  • the parallel hybrid vehicle in FIG. 1 will be described as an example.
  • the parallel hybrid vehicle is not necessarily required, and the driving force of the internal combustion engine 10 and the driving force of the motor generator 20 are used in combination. Any hybrid vehicle can be used.
  • the power of the engine 10 is supplied from a torque converter 13 connected to the engine 10, a connected engine running clutch 14, a transmission 30 and a propeller shaft 31 to a differential device (differential gear) 32. And further transmitted to the wheel 34 via the axle 33.
  • the motive power of the motor generator 20 is generated when the electric power charged (accumulated) in the battery 22 is supplied to the motor generator 20 via the inverter 21, and this motive power is generated by the connected motor running clutch.
  • the transmission 30, and the propeller shaft 31 are transmitted to the differential device 32, and further transmitted to the wheels 34 via the axle 33.
  • one or both of the power of the engine 10 and the power of the motor generator 20 is transmitted to the wheels 34 via the transmission 30, and the hybrid vehicle 1 travels.
  • transmission and disconnection of the power of the engine 10 to the wheels 34 are performed by switching the connection and disconnection of the engine travel clutch 14, and by switching and connection of the motor travel clutch 23,
  • the power of the motor generator 20 is transmitted to and cut off from the wheels 34, but it is sufficient that the power of the engine 10 or the power of the motor generator 20 can be properly switched between transmission and interruption.
  • the travel clutch 23 may not be provided.
  • a hybrid system 2 including the engine 10, the motor generator 20, and the transmission 30, and a control device 40 for controlling the hybrid vehicle 1 are provided.
  • the control device 40 controls the engine 10 in general.
  • the overall control of the hybrid vehicle 1 including the overall control of the motor generator 20 by the inverter 21, the overall control of the hybrid system 2 including the connection / disconnection control of the engine travel clutch 14 and the connection / disconnection control of the motor travel clutch 23. And so on.
  • control device 40 that controls the hybrid vehicle 1 on which the hybrid system 2 is mounted includes a gradient detection means 41 that detects the gradient ⁇ of the place where the hybrid vehicle 1 is stopped when the vehicle is stopped.
  • the gradient detecting means 41 can be composed of a gradient sensor, an acceleration sensor (G sensor), etc., and is a measurement while the vehicle is not affected by acceleration, deceleration or vibration of the vehicle. can do. Further, in the gradient detecting means 41, the stopping gradient ⁇ is less than a preset ascending gradient determination inclination angle ⁇ c, or the stopping gradient ⁇ is an ascending gradient determination angle ⁇ c or higher. Detect if it is a gradient.
  • control device 40 stops the operation of the engine 10 when the gradient detecting means 41 detects that the stopped gradient ⁇ is less than the determination inclination angle ⁇ c, and at the time of starting the vehicle, the motor generator Motor vehicle start control for starting the vehicle with only the driving force Qm of the machine 20 is performed.
  • the engine 10 is operated before starting the vehicle to increase the driving force of the engine 10.
  • the engine is in an operating state that can be used for vehicle travel.
  • the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20, and the engine 10 is driven by the driving force Qm of the motor generator 20.
  • the combined vehicle start control for starting the vehicle is performed by applying the force Qe.
  • the control flow of FIG. 2 is called from the advanced control flow every time the hybrid vehicle 1 is started and the hybrid vehicle 1 stops.
  • the control flow of FIG. When the control flow of FIG.
  • the operation of the hybrid vehicle 1 is stopped by repeatedly returning, the control flow is shown to end together with the advanced control flow.
  • the process returns to an advanced control flow by interruption, and ends together with the advanced control flow.
  • step S11 it is determined in step S11 whether or not the stopping gradient ⁇ detected by the gradient detecting means 41 is less than a preset inclination angle ⁇ c for determination of an upward gradient. judge.
  • step S11 If it is determined in step S11 that the gradient ⁇ is less than the determination inclination angle ⁇ c (YES), the process goes to step S12, the operation of the engine 10 is stopped, and whether or not the vehicle starts in the next step S13. If the vehicle has not started (NO), the process returns to step S13 after a preset control time ⁇ ti has elapsed. On the other hand, if the vehicle starts in step S13 (YES), the process goes to step S14 to perform motor vehicle start control for starting the vehicle only with the driving force Qm of the motor generator 20, and when the vehicle start is completed, return is made. Go back to the advanced control flow.
  • step S11 determines whether the gradient ⁇ is greater than or equal to the determination inclination angle ⁇ c (YES). If it is determined in step S11 that the gradient ⁇ is greater than or equal to the determination inclination angle ⁇ c (YES), the process goes to step S15, where the engine 10 is operated before starting the vehicle to drive the driving force Qe of the engine 10 to the vehicle. Keep the engine running so that it can be used for driving. Since before the vehicle starts is before a vehicle start signal such as depression of an accelerator is issued, it is usually impossible to predict when this vehicle start signal is output.
  • the engine 10 is started when a preset start start time ta1 after the stop has elapsed since the vehicle stopped.
  • the post-stop start start time ta1 is calculated in consideration of the change interval of the signal of the area where the hybrid vehicle 1 travels or the route, or is calculated by learning during travel.
  • the standby time tb1 from the vehicle stop to the vehicle start in the hybrid vehicle 1 is sequentially stored, the average standby time tb2 from the vehicle stop to the vehicle start is sequentially calculated, and the calculated average standby time tb2 obtained by this learning is calculated.
  • the time tc1 (which can be calculated in advance by experiment) tc1 until the engine 10 enters the engine operating state where the driving force Qe of the engine 10 can be used for vehicle travel is subtracted.
  • the subtracted start time ta1 is calculated as the subtracted time (tb2-tc12).
  • step S16 it is determined whether or not the vehicle is started. If the vehicle is not started (NO), after a preset control time ⁇ ti has elapsed, the process returns to step S16. On the other hand, if the vehicle starts in step S16 (YES), the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20 in step S17, and the engine power is increased to the driving force Qm of the motor generator 20. The combined vehicle start control for starting the vehicle is performed by adding the driving force Qe of 10. When the vehicle start is completed, the return is made and the control flow returns to the advanced control flow.
  • the gradient ⁇ of the place where the hybrid vehicle 1 is stopped is detected, and the gradient ⁇ during the stop is a predetermined ascending inclination angle for determining the upward gradient.
  • the operation of the engine 10 is stopped, and when starting the vehicle, motor vehicle start control is performed in which the vehicle starts with only the driving force Qm of the motor generator 20, and the gradient during stopping
  • ⁇ is an upward gradient equal to or greater than the determination inclination angle ⁇ c
  • the engine 10 is operated before starting the vehicle so that the driving force Qe of the engine 10 can be used in vehicle driving.
  • the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20, and the driving force Qe of the engine 10 is added to the driving force Qm of the motor generator 20, Combined vehicle start control for performing both starts can be performed.
  • the engine 10, the motor generator 20, and the transmission 30 are provided, and the vehicle can travel with the driving force Qe of the engine 10 and the driving force Qm of the motor generator 20.
  • the engine 10 when the vehicle starts on an uphill, the engine 10 that is in an operation state capable of transmitting the driving force Qe can be connected to the transmission 30 and the driving force Qe of the engine 10 can be used for vehicle startup. It is necessary to increase the maximum driving force Qmmax that can be generated by the motor generator 20 in consideration of the start by the motor traveling alone on an uphill, by shortening the time required for starting the vehicle in the vehicle. It can be lost.
  • Hybrid vehicle HEV
  • Hybrid system 10
  • engine internal combustion engine
  • Torque converter 14
  • Clutch for engine travel 20
  • Motor generator (motor / generator for travel)
  • Inverter 22
  • Battery 23
  • Motor running clutch 30
  • Transmission 28
  • Axle 34
  • Wheel 40
  • Gradient detection means Qe Engine driving force
  • Qm Motor generator driving force
  • Qmmax Maximum driving force ⁇ generated by motor generator Gradient ⁇ c at stopping

Abstract

During vehicle departure, when the inclination (α) of the stopped vehicle is less than a determination tilt angle (αc), vehicle departure is performed using only the driving force (Qm) of a motor generator (20). When the inclination (α) of the stopped vehicle is equal to or more than the determination tilt angle (αc), an internal combustion engine (10) is operated prior to vehicle departure to establish an engine operation state in which the driving force (Qe) of the internal combustion engine (10) can be used for vehicle travel, and, during vehicle departure, the internal combustion engine (10) is connected to a transmission (30) at the same time as driving of the motor generator (20) is started, and the driving force (Qe) of the internal combustion engine (10) is added to the driving force (Qm) of the motor generator (20) to perform vehicle departure. As a result, in this hybrid vehicle (1) which is provided with the internal combustion engine (10) and the motor generator (20), and which is capable of being assisted by the motor generator (20), the time required for vehicle departure on upward slopes is shortened, and vehicle departure is performed swiftly.

Description

ハイブリッド車両及びハイブリッド車両の制御方法Hybrid vehicle and control method of hybrid vehicle
　本発明は、内燃機関と電動発電機を備え、電動発電機でアシスト可能なハイブリッド車両及びハイブリッド車両の制御方法に関する。 The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator, which can be assisted by the motor generator, and a hybrid vehicle control method.
　内燃機関と電動発電機を備え、電動発電機でアシスト可能なハイブリッド車両では、内燃機関のみを動力源として走行するエンジン単独走行、電動発電機のみを動力源として力行走行するモータ単独走行、内燃機関と電動発電機の両方を動力源として走行するアシスト走行、ハイブリッド車両の制動力の回生エネルギーを利用して電動発電機で発電するモータ回生走行等の走行形態がある。 In a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator, the engine runs alone using only the internal combustion engine as a power source, the motor runs independently using only the motor generator as a power source, and the internal combustion engine There are travel modes such as an assist travel that travels using both the motor and the motor generator as a power source, and a motor regenerative travel that generates electric power by the motor generator using the regenerative energy of the braking force of the hybrid vehicle.
　この従来技術のハイブリッド車両では、車両発進時においては、燃費の向上のために内燃機関は車両停止時にはアイドリングストップし、始動して車両発進するときに、所望のトルクを得られるエンジン回転数に達するまで時間がかかるので、始動時は、即座に大きなトルクを発生できる電動発電機だけで、つまり、モータ単独走行で、車両発進に必要な駆動力を発生させている。 In this conventional hybrid vehicle, when starting the vehicle, the internal combustion engine is idling stopped when the vehicle is stopped to improve fuel efficiency, and reaches the engine speed at which a desired torque can be obtained when starting and starting the vehicle. Therefore, at the time of starting, only the motor generator that can generate a large torque instantly, that is, the driving force necessary for starting the vehicle is generated by the motor alone.
　この例として、例えば、日本出願の特開２００７－１９６７６５号公報に記載されているように、クラッチを介して駆動輪へ動力伝達可能に連結されたエンジンと、クラッチを介さずに駆動輪へ動力伝達可能に連結された電動機と、エンジン及び電動機から入力される動力を駆動輪へ伝達するための走行段及び動力を非伝達とするための中立段を変速段として有するトランスミッションとを備えたハイブリッド車両の発進制御装置で、車両が停車状態にあると判定されると、発進要求が検出されるまでの間、エンジンを停止させたままクラッチを切断状態とするとともにトランスミッションの変速段を走行段に保持し、その後、路面勾配に応じた大きさのトルクで電動機を駆動して発進するハイブリッド車両の発進制御装置が提案されている。 As an example of this, for example, as described in Japanese Patent Application Laid-Open No. 2007-196765, an engine connected to a driving wheel via a clutch so that power can be transmitted, and power to the driving wheel without using a clutch. A hybrid vehicle comprising an electric motor coupled in a communicable manner, a transmission stage for transmitting power input from the engine and the electric motor to drive wheels, and a transmission having a neutral stage for non-transmission of the power as a shift stage If the start control device determines that the vehicle is in a stopped state, the clutch is disengaged while the engine is stopped and the transmission gear stage is held in the travel stage until a start request is detected. Thereafter, a start control device for a hybrid vehicle that starts by driving an electric motor with a torque having a magnitude corresponding to the road surface gradient has been proposed. .
　この車両発進方法は、トラックやバスなどの大型車両では、内燃機関の駆動力に比べて電動発電機の駆動力が乗用車等の小型車に比べて相対的に小さくなるので、平地発進又は下り坂発進のときは、車両発進に必要な駆動力は比較的小さいので、ハイブリッド車両が通常備えている電動発電機で発生することができるが、上り坂発進になると、車両発進に必要な駆動力が比較的大きくなり、ハイブリッド車両が通常備えている電動発電機だけで所望の加速度を得るだけの駆動力を発生することが難しくなり、内燃機関側の駆動力が必要になる。 In this vehicle starting method, for large vehicles such as trucks and buses, the driving force of the motor generator is relatively smaller than that of a small vehicle such as a passenger car compared to the driving force of the internal combustion engine. In this case, the driving force required to start the vehicle is relatively small, so it can be generated by the motor generator that hybrid vehicles normally have, but when starting uphill, the driving force required for starting the vehicle is compared. Therefore, it becomes difficult to generate a driving force sufficient to obtain a desired acceleration with only the motor generator normally provided in the hybrid vehicle, and the driving force on the internal combustion engine side is required.
　そのため、電動発電機で発生する駆動力だけでは車両発進が遅い場合は、内燃機関の運転を開始して、ある程度のエンジン回転数になり、駆動力を加えるのに十分な駆動力を発生するようになってから、内燃機関を変速機に接続して、電動発電機で発生する駆動トルクと内燃機関で発生する駆動力の両方で車両発進を行っている。 Therefore, when the vehicle starts slowly with only the driving force generated by the motor generator, the internal combustion engine is started to operate at a certain engine speed, so that sufficient driving force is generated to apply the driving force. After that, the internal combustion engine is connected to the transmission, and the vehicle starts with both the driving torque generated by the motor generator and the driving force generated by the internal combustion engine.
　しかしながら、この方法では、上り坂での車両発進時に、電動発電機で発生する駆動力だけでは車両発進で必要な駆動力に不足することを検知してから、又は、電動発電機の駆動開始と共に、内燃機関の運転を開始するので、実際に車両が発進及び所定の加速度を得られる駆動力を発生できるまでの時間が長くなり、交差点でのアイドリングストップ等の場合に、運転者が車両の発進が遅いとの違和感を持つことになるという問題がある。 However, in this method, when the vehicle starts on an uphill, it is detected that the driving force necessary for starting the vehicle is insufficient with only the driving force generated by the motor generator, or when the driving of the motor generator is started. Since the operation of the internal combustion engine is started, it takes a long time until the vehicle can actually start and generate a driving force capable of obtaining a predetermined acceleration. In the case of idling stop at an intersection, the driver starts the vehicle. However, there is a problem of having a sense of incongruity with being slow.
　一方、モータ単独走行で、上り坂車両発進もできるような大きさの駆動力を持つ電動発電機を備える場合には、電動発電機の大きさや重量やコストが増加するという問題がある。 On the other hand, when a motor generator having a driving force large enough to be able to start an uphill vehicle by traveling alone is provided, there is a problem that the size, weight and cost of the motor generator increase.
　一方、車両走行中の車両の勾配の計測は加速や減速の影響があるため難しいが、停車中の車両及び車両が停止している場所の勾配は、加速や減速の影響を除外できるので、容易に、勾配センサや加速度センサ（Ｇセンサ）で検出することができる。 On the other hand, it is difficult to measure the gradient of the vehicle while it is running because it is affected by acceleration and deceleration, but the gradient of the stopped vehicle and the place where the vehicle is stopped is easy because the influence of acceleration and deceleration can be excluded. Further, it can be detected by a gradient sensor or an acceleration sensor (G sensor).
日本出願の特開２００７－１９６７６５号公報Japanese Patent Application Publication No. 2007-196765
　本発明は、上記のことを鑑みてなされたものであり、その目的は、内燃機関と電動発電機を備え、電動発電機でアシスト可能なハイブリッド車両において、上り坂での車両発進にかかる時間を短縮できて迅速に車両発進することができ、また、上り勾配におけるモータ単独走行による発進を考慮して電動発電機の発生駆動力を大きくする必要を無くすことができるハイブリッド車両及びハイブリッド車両の制御方法を提供することにある。 The present invention has been made in view of the above, and an object of the present invention is to reduce the time required to start a vehicle on an uphill in a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator. Hybrid vehicle and hybrid vehicle control method capable of shortening and starting the vehicle quickly, and eliminating the need to increase the driving force generated by the motor generator in consideration of starting by the motor traveling alone on an uphill Is to provide.
　上記の目的を達成するための本発明のハイブリッド車両は、内燃機関と電動発電機と変速機を備え、前記内燃機関の駆動力と前記電動発電機の駆動力で走行可能なハイブリッド車両において、当該ハイブリッド車両を制御する制御装置が、停車時において当該ハイブリッド車両が停車している場所の勾配を検出する勾配検出手段を備え、前記制御装置が、前記勾配検出手段で、停車中の勾配が予め設定した上り勾配の判定用傾斜角度未満の勾配であることを検出した場合は、前記内燃機関の運転を停止し、車両発進時には、前記電動発電機の駆動力のみで車両発進を行うモータ車両発進制御を行い、前記勾配検出手段で、停車中の勾配が前記判定用傾斜角度以上の上り勾配であることを検出した場合は、車両発進前に、前記内燃機関の運転を行って前記内燃機関の駆動力を車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、前記電動発電機の駆動開始と同時に前記内燃機関を前記変速機に接続して、前記電動発電機の駆動力に前記内燃機関の駆動力を加えて、車両発進を行う併用車両発進制御を行うように構成される。 In order to achieve the above object, a hybrid vehicle of the present invention includes an internal combustion engine, a motor generator, and a transmission, and is capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator. The control device that controls the hybrid vehicle includes a gradient detection unit that detects a gradient of a place where the hybrid vehicle is stopped when the vehicle is stopped, and the control device sets the gradient during the stop in advance using the gradient detection unit. Motor vehicle start control for stopping the operation of the internal combustion engine and starting the vehicle with only the driving force of the motor generator when the vehicle starts If the gradient detecting means detects that the stopping gradient is an upward gradient equal to or greater than the determination inclination angle, the operation of the internal combustion engine is started before starting the vehicle. The driving force of the internal combustion engine is set to an engine operating state that can be used for vehicle travel, and at the start of the vehicle, the internal combustion engine is connected to the transmission simultaneously with the start of driving of the motor generator. The driving force of the internal combustion engine is added to the driving force of the machine to perform combined vehicle starting control for starting the vehicle.
　上記の目的を達成するための本発明のハイブリッド車両の制御方法は、内燃機関と電動発電機と変速機を備え、前記内燃機関の駆動力と前記電動発電機の駆動力で走行可能なハイブリッド車両の制御方法において、車両停車時において当該ハイブリッド車両が停車している場所の勾配を検出し、停車中の勾配が予め設定した上り勾配の判定用傾斜角度未満の勾配であることを検出した場合は、前記内燃機関の運転を停止し、車両発進時には、前記電動発電機の駆動力のみで車両発進を行うモータ車両発進制御を行い、停車中の勾配が前記判定用傾斜角度以上の上り勾配であることを検出した場合は、車両発進前に、前記内燃機関の運転を行って前記内燃機関の駆動力を車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、前記電動発電機の駆動開始と同時に前記内燃機関を前記変速機に接続して、前記電動発電機の駆動力に前記内燃機関の駆動力を加えて、車両発進を行う併用車両発進制御を行うことを特徴とする方法である。 In order to achieve the above object, a hybrid vehicle control method of the present invention includes an internal combustion engine, a motor generator, and a transmission, and is capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator. In this control method, when the vehicle is stopped, the gradient of the place where the hybrid vehicle is stopped is detected, and it is detected that the gradient during the stop is less than a predetermined inclination angle for determining an upward gradient. The operation of the internal combustion engine is stopped, and when the vehicle starts, motor vehicle start control is performed in which the vehicle starts only with the driving force of the motor generator, and the gradient during stopping is an ascending gradient greater than the determination inclination angle. If this is detected, the internal combustion engine is operated before starting the vehicle so that the driving force of the internal combustion engine can be used for vehicle travel. Simultaneously with the start of driving of the motor generator, the internal combustion engine is connected to the transmission, the driving force of the internal combustion engine is added to the driving force of the motor generator, and the combined vehicle start control for starting the vehicle is performed. It is a method characterized by performing.
　本発明のハイブリッド車両及びハイブリッド車両の制御方法によれば、内燃機関と電動発電機を備え、電動発電機でアシスト可能なハイブリッド車両において、上り坂での車両発進では、駆動力を伝達できる運転状態にしておいた内燃機関を変速機に接続して内燃機関の駆動力を車両発進に使用できるので、上り坂での車両発進にかかる時間を短縮できて迅速に車両発進することができ、また、上り勾配におけるモータ単独走行による発進を考慮して電動発電機で発生できる最大駆動力を大きくする必要を無くすことができる。 According to the hybrid vehicle and the hybrid vehicle control method of the present invention, in a hybrid vehicle that includes an internal combustion engine and a motor generator and can be assisted by the motor generator, an operating state in which driving force can be transmitted when the vehicle starts uphill Since the internal combustion engine connected to the transmission can be used for starting the vehicle, the time required for starting the vehicle on the uphill can be reduced, and the vehicle can be started quickly. It is possible to eliminate the need to increase the maximum driving force that can be generated by the motor generator in consideration of starting by the motor traveling alone on an uphill.
　つまり、車両停止時に登坂勾配にある場合は、電動発電機のみでは、発進後の加速が難しく、車両発進が遅れるため、内燃機関を早期に変速機に接続させて、車両発進に必要な駆動力を確保する。これにより、迅速に加速して車両発進を早期に完了することができる。一方、登坂勾配でない場合は、車両発進時から加速を電動発電機のみで行い、内燃機関側ではエンジン回転数を穏やかに上昇させてから内燃機関を変速機に接続する。これにより、燃費を向上させることができる。 In other words, when the vehicle is on an uphill slope when the vehicle is stopped, it is difficult to accelerate after starting with the motor generator alone, and the vehicle starting is delayed, so the driving force required for starting the vehicle by connecting the internal combustion engine to the transmission early Secure. Thereby, it can accelerate quickly and can complete vehicle start-up early. On the other hand, when the slope is not uphill, acceleration is performed only with the motor generator from the start of the vehicle, and the internal combustion engine is connected to the transmission after the engine speed is gently increased on the internal combustion engine side. Thereby, fuel consumption can be improved.
図１は、本発明に係る実施の形態のハイブリッド車両の構成を模式的に示した図で、内燃機関の駆動力と電動発電機の駆動力の両方を車輪に伝達している状態を示す図である。FIG. 1 is a diagram schematically showing the configuration of a hybrid vehicle according to an embodiment of the present invention, and shows a state in which both the driving force of an internal combustion engine and the driving force of a motor generator are transmitted to wheels. It is. 図２は、本発明に係る実施の形態のハイブリッド車両の制御方法の制御フローの一例を示す図である。FIG. 2 is a diagram illustrating an example of a control flow of the hybrid vehicle control method according to the embodiment of the present invention.
　以下、本発明に係る実施の形態のハイブリッド車両、及びハイブリッド車両の制御方法について、図面を参照しながら説明する。図１に示すように、この実施の形態のハイブリッド車両（ＨＥＶ）１は、エンジン（内燃機関）１０と電動発電機（走行用電動機兼発電機）２０と変速機３０を備え、エンジン１０の動力と電動発電機２０の動力を変速機３０を介して車輪３４に伝達する車両であり、エンジン１０と電動発電機２０の両方を走行用の動力源とすることができる車両である。 Hereinafter, a hybrid vehicle according to an embodiment of the present invention and a hybrid vehicle control method will be described with reference to the drawings. As shown in FIG. 1, a hybrid vehicle (HEV) 1 of this embodiment includes an engine (internal combustion engine) 10, a motor generator (running motor / generator) 20, and a transmission 30. The vehicle is a vehicle that transmits the power of the motor generator 20 to the wheels 34 via the transmission 30, and the vehicle can use both the engine 10 and the motor generator 20 as a power source for traveling.
　なお、ここでは、図１のパラレル型ハイブリッド車両を例にして説明するが、必ずしもパラレル型ハイブリッド車両でなくてもよく、内燃機関１０の駆動力と電動発電機２０の駆動力を併用して走行できるハイブリッド車両であればよい。 Here, the parallel hybrid vehicle in FIG. 1 will be described as an example. However, the parallel hybrid vehicle is not necessarily required, and the driving force of the internal combustion engine 10 and the driving force of the motor generator 20 are used in combination. Any hybrid vehicle can be used.
　図１に示すように、このエンジン１０の動力は、エンジン１０に接続するトルクコンバータ１３、接続状態のエンジン走行用クラッチ１４と変速機３０とプロペラシャフト３１を介して差動装置（デファレンシャルギア）３２に伝達され、更に、車軸３３を介して車輪３４に伝達される。 As shown in FIG. 1, the power of the engine 10 is supplied from a torque converter 13 connected to the engine 10, a connected engine running clutch 14, a transmission 30 and a propeller shaft 31 to a differential device (differential gear) 32. And further transmitted to the wheel 34 via the axle 33.
　一方、電動発電機２０の動力は、バッテリ２２に充電（蓄電）された電力がインバータ２１を介して電動発電機２０に供給されることで発生し、この動力は、接続状態のモータ走行用クラッチ２３と変速機３０とプロペラシャフト３１を介して差動装置３２に伝達され、更に、車軸３３を介して車輪３４に伝達される。 On the other hand, the motive power of the motor generator 20 is generated when the electric power charged (accumulated) in the battery 22 is supplied to the motor generator 20 via the inverter 21, and this motive power is generated by the connected motor running clutch. 23, the transmission 30, and the propeller shaft 31 are transmitted to the differential device 32, and further transmitted to the wheels 34 via the axle 33.
　これらにより、エンジン１０の動力と電動発電機２０の動力の一方又は両方が変速機３０を介して、車輪３４に伝達され、ハイブリッド車両１が走行する。 Thus, one or both of the power of the engine 10 and the power of the motor generator 20 is transmitted to the wheels 34 via the transmission 30, and the hybrid vehicle 1 travels.
　この図１の構成では、エンジン走行用クラッチ１４の接続及び断絶の切り替えにより、エンジン１０の動力の車輪３４への伝達と遮断を行い、また、モータ走行用クラッチ２３の接続及び断絶の切り替えにより、電動発電機２０の動力の車輪３４への伝達と遮断を行うが、エンジン１０の動力又は電動発電機２０の動力の伝達と遮断を適宜切り替えることができればよく、必ずしも、エンジン走行用クラッチ１４又はモータ走行用クラッチ２３を設けなくてもよい。 In the configuration of FIG. 1, transmission and disconnection of the power of the engine 10 to the wheels 34 are performed by switching the connection and disconnection of the engine travel clutch 14, and by switching and connection of the motor travel clutch 23, The power of the motor generator 20 is transmitted to and cut off from the wheels 34, but it is sufficient that the power of the engine 10 or the power of the motor generator 20 can be properly switched between transmission and interruption. The travel clutch 23 may not be provided.
　そして、エンジン１０と電動発電機２０と変速機３０を備えたハイブリッドシステム２、及び、ハイブリッド車両１の制御を行うための制御装置４０が設けられ、この制御装置４０により、エンジン１０の全般の制御、インバータ２１による電動発電機２０の全般の制御、エンジン走行用クラッチ１４の断接制御とモータ走行用クラッチ２３の断接制御を含むハイブリッドシステム２の全般の制御を含むハイブリッド車両１の全般の制御等々を行う。 A hybrid system 2 including the engine 10, the motor generator 20, and the transmission 30, and a control device 40 for controlling the hybrid vehicle 1 are provided. The control device 40 controls the engine 10 in general. The overall control of the hybrid vehicle 1 including the overall control of the motor generator 20 by the inverter 21, the overall control of the hybrid system 2 including the connection / disconnection control of the engine travel clutch 14 and the connection / disconnection control of the motor travel clutch 23. And so on.
　また、このハイブリッドシステム２を搭載するハイブリッド車両１を制御する制御装置４０は、停車時においてハイブリッド車両１が停車している場所の勾配αを検出する勾配検出手段４１を備えて構成される。 Further, the control device 40 that controls the hybrid vehicle 1 on which the hybrid system 2 is mounted includes a gradient detection means 41 that detects the gradient α of the place where the hybrid vehicle 1 is stopped when the vehicle is stopped.
　この勾配検出手段４１は、勾配センサや加速度センサ（Ｇセンサ）等で構成することができ、車両の加速や減速や振動の影響が無い停車中での計測であるので、精度よく勾配αを検出することができる。さらに、この勾配検出手段４１では、停車中の勾配αが予め設定した上り勾配の判定用傾斜角度αｃ未満の勾配であるか、停車中の勾配αがこの勾配の判定用傾斜角度αｃ以上の上り勾配であるかを検出する。 The gradient detecting means 41 can be composed of a gradient sensor, an acceleration sensor (G sensor), etc., and is a measurement while the vehicle is not affected by acceleration, deceleration or vibration of the vehicle. can do. Further, in the gradient detecting means 41, the stopping gradient α is less than a preset ascending gradient determination inclination angle αc, or the stopping gradient α is an ascending gradient determination angle αc or higher. Detect if it is a gradient.
　そして、制御装置４０は、勾配検出手段４１で、停車中の勾配αが判定用傾斜角度αｃ未満の勾配であることを検出した場合は、エンジン１０の運転を停止し、車両発進時には、電動発電機２０の駆動力Ｑｍのみで車両発進を行うモータ車両発進制御を行う。 Then, the control device 40 stops the operation of the engine 10 when the gradient detecting means 41 detects that the stopped gradient α is less than the determination inclination angle αc, and at the time of starting the vehicle, the motor generator Motor vehicle start control for starting the vehicle with only the driving force Qm of the machine 20 is performed.
　また、勾配検出手段４１で、停車中の勾配αが判定用傾斜角度αｃ以上の上り勾配であることを検出した場合は、車両発進前に、エンジン１０の運転を行ってエンジン１０の駆動力を車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、電動発電機２０の駆動開始と同時にエンジン１０を変速機３０に接続して、電動発電機２０の駆動力Ｑｍにエンジン１０の駆動力Ｑｅを加えて、車両発進を行う併用車両発進制御を行う。 Further, when the gradient detecting means 41 detects that the stopped gradient α is an upward gradient equal to or greater than the determination inclination angle αc, the engine 10 is operated before starting the vehicle to increase the driving force of the engine 10. The engine is in an operating state that can be used for vehicle travel. At the start of the vehicle, the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20, and the engine 10 is driven by the driving force Qm of the motor generator 20. The combined vehicle start control for starting the vehicle is performed by applying the force Qe.
　次に、本発明の実施の形態のハイブリッド車両の制御方法について、図２の制御フローを参照しながら説明する。この図２の制御フローは、ハイブリッド車両１の運転が開始さ、ハイブリッド車両１が停車する度に、上級の制御フローから呼ばれて、図２の制御フローが実施されると上級の制御フローに戻ることを繰り返し行い、ハイブリッド車両１の運転が停止されると、上級の制御フローと共に終了する制御フローとして示している。なお、図２の制御フローの途中でハイブリッド車両１の運転が停止されると、割り込みによりリターンに行って上級の制御フローに戻り、上級の制御フローと共に終了する。 Next, a hybrid vehicle control method according to an embodiment of the present invention will be described with reference to the control flow of FIG. The control flow of FIG. 2 is called from the advanced control flow every time the hybrid vehicle 1 is started and the hybrid vehicle 1 stops. When the control flow of FIG. When the operation of the hybrid vehicle 1 is stopped by repeatedly returning, the control flow is shown to end together with the advanced control flow. When the operation of the hybrid vehicle 1 is stopped in the middle of the control flow of FIG. 2, the process returns to an advanced control flow by interruption, and ends together with the advanced control flow.
　この図２の制御フローが開始されると、ステップＳ１１で、勾配検出手段４１で検出した停車中の勾配αが、予め設定した上り勾配の判定用傾斜角度αｃ未満の勾配であるか否かを判定する。 When the control flow of FIG. 2 is started, it is determined in step S11 whether or not the stopping gradient α detected by the gradient detecting means 41 is less than a preset inclination angle αc for determination of an upward gradient. judge.
　このステップＳ１１の判定で、勾配αが、判定用傾斜角度αｃ未満の場合は（ＹＥＳ）、ステップＳ１２に行き、エンジン１０の運転を停止し、次のステップＳ１３で、車両発進であるか否かを判定し、車両発進でない場合は（ＮＯ）、予め設定した制御時間Δｔｉを経過した後ステップＳ１３に戻る。一方、ステップＳ１３で、車両発進である場合は（ＹＥＳ）、ステップＳ１４に行き、電動発電機２０の駆動力Ｑｍのみで車両発進を行うモータ車両発進制御を行い、車両発進が完了したら、リターンに行き、上級の制御フローに戻る。 If it is determined in step S11 that the gradient α is less than the determination inclination angle αc (YES), the process goes to step S12, the operation of the engine 10 is stopped, and whether or not the vehicle starts in the next step S13. If the vehicle has not started (NO), the process returns to step S13 after a preset control time Δti has elapsed. On the other hand, if the vehicle starts in step S13 (YES), the process goes to step S14 to perform motor vehicle start control for starting the vehicle only with the driving force Qm of the motor generator 20, and when the vehicle start is completed, return is made. Go back to the advanced control flow.
　一方、ステップＳ１１の判定で、勾配αが、判定用傾斜角度αｃ以上の場合は（ＹＥＳ）、ステップＳ１５に行き、車両発進前に、エンジン１０の運転を行ってエンジン１０の駆動力Ｑｅを車両走行に使用できるエンジン運転状態にしておく。この車両発進前とは、アクセルの踏込などの車両発進の信号が出される前であるので、通常は何時この車両発進の信号が出されるか予測できない。 On the other hand, if it is determined in step S11 that the gradient α is greater than or equal to the determination inclination angle αc (YES), the process goes to step S15, where the engine 10 is operated before starting the vehicle to drive the driving force Qe of the engine 10 to the vehicle. Keep the engine running so that it can be used for driving. Since before the vehicle starts is before a vehicle start signal such as depression of an accelerator is issued, it is usually impossible to predict when this vehicle start signal is output.
　そのため、予め設定した停止後始動開始時間ｔａ１を車両停止時から経過したら、エンジン１０を始動する。この停止後始動開始時間ｔａ１は、ハイブリッド車両１が走行する地域又は路線の信号の変化の間隔を考慮して算定したり、あるいは、走行中の学習によって算定したりする。 Therefore, the engine 10 is started when a preset start start time ta1 after the stop has elapsed since the vehicle stopped. The post-stop start start time ta1 is calculated in consideration of the change interval of the signal of the area where the hybrid vehicle 1 travels or the route, or is calculated by learning during travel.
　例えば、このハイブリッド車両１における車両停車から車両発進までの待機時間ｔｂ１を順次記憶して、車両停止から車両発進までの平均待機時間ｔｂ２を順次算出し、この学習で得た算出した平均待機時間ｔｂ２から、エンジン１０が運転を開始してから、エンジン１０の駆動力Ｑｅを車両走行に使用できるエンジン運転状態になるまでの始動用時間（予め実験などにより算定できるようにしておく）ｔｃ１を引き算して、この引き算した時間（ｔｂ２－ｔｃ１２）を算出される停止後始動開始時間ｔａ１とする。 For example, the standby time tb1 from the vehicle stop to the vehicle start in the hybrid vehicle 1 is sequentially stored, the average standby time tb2 from the vehicle stop to the vehicle start is sequentially calculated, and the calculated average standby time tb2 obtained by this learning is calculated. From the time when the engine 10 starts operating, the time tc1 (which can be calculated in advance by experiment) tc1 until the engine 10 enters the engine operating state where the driving force Qe of the engine 10 can be used for vehicle travel is subtracted. Thus, the subtracted start time ta1 is calculated as the subtracted time (tb2-tc12).
　その後、次のステップＳ１６で、車両発進であるか否かを判定し、車両発進でない場合は（ＮＯ）、予め設定した制御時間Δｔｉを経過した後、ステップＳ１６に戻る。一方、ステップＳ１６で、車両発進である場合は（ＹＥＳ）、ステップＳ１７で、電動発電機２０の駆動開始と同時にエンジン１０を変速機３０に接続して、電動発電機２０の駆動力Ｑｍにエンジン１０の駆動力Ｑｅを加えて、車両発進を行う併用車両発進制御を行い、車両発進が完了したら、リターンに行き、上級の制御フローに戻る。 Thereafter, in the next step S16, it is determined whether or not the vehicle is started. If the vehicle is not started (NO), after a preset control time Δti has elapsed, the process returns to step S16. On the other hand, if the vehicle starts in step S16 (YES), the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20 in step S17, and the engine power is increased to the driving force Qm of the motor generator 20. The combined vehicle start control for starting the vehicle is performed by adding the driving force Qe of 10. When the vehicle start is completed, the return is made and the control flow returns to the advanced control flow.
　なお、図２の制御の途中でハイブリッド車両１の運転が停止されると、割り込みによりリターンに行き、上級の制御フローに戻って、この上級の制御フローの終了とともに、図２の制御フローも終了する。 When the operation of the hybrid vehicle 1 is stopped in the middle of the control of FIG. 2, the return is made by interruption and the control flow returns to the advanced control flow, and the control flow of FIG. 2 ends with the completion of the advanced control flow. To do.
　この図２の制御フローに従った制御によれば、車両停車時においてハイブリッド車両１が停車している場所の勾配αを検出し、停車中の勾配αが予め設定した上り勾配の判定用傾斜角度αｃ未満の勾配であることを検出した場合は、エンジン１０の運転を停止し、車両発進時には、電動発電機２０の駆動力Ｑｍのみで車両発進を行うモータ車両発進制御を行い、停車中の勾配αが判定用傾斜角度αｃ以上の上り勾配であることを検出した場合は、車両発進前に、エンジン１０の運転を行ってエンジン１０の駆動力Ｑｅを車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、電動発電機２０の駆動開始と同時にエンジン１０を変速機３０に接続して、電動発電機２０の駆動力Ｑｍにエンジン１０の駆動力Ｑｅを加えて、車両発進を行う併用車両発進制御を行うことができる。 According to the control according to the control flow of FIG. 2, when the vehicle is stopped, the gradient α of the place where the hybrid vehicle 1 is stopped is detected, and the gradient α during the stop is a predetermined ascending inclination angle for determining the upward gradient. When it is detected that the gradient is less than αc, the operation of the engine 10 is stopped, and when starting the vehicle, motor vehicle start control is performed in which the vehicle starts with only the driving force Qm of the motor generator 20, and the gradient during stopping When it is detected that α is an upward gradient equal to or greater than the determination inclination angle αc, the engine 10 is operated before starting the vehicle so that the driving force Qe of the engine 10 can be used in vehicle driving. At the time of starting the vehicle, the engine 10 is connected to the transmission 30 simultaneously with the start of driving of the motor generator 20, and the driving force Qe of the engine 10 is added to the driving force Qm of the motor generator 20, Combined vehicle start control for performing both starts can be performed.
　従って、上記のハイブリッド車両１及びハイブリッド車両の制御方法によれば、エンジン１０と電動発電機２０と変速機３０を備え、エンジン１０の駆動力Ｑｅと電動発電機２０の駆動力Ｑｍで走行可能なハイブリッド車両において、上り坂での車両発進では、駆動力Ｑｅを伝達できる運転状態にしておいたエンジン１０を変速機３０に接続してエンジン１０の駆動力Ｑｅを車両発進に使用できるので、上り坂での車両発進にかかる時間を短縮できて迅速に車両発進することができ、また、上り勾配におけるモータ単独走行による発進を考慮して電動発電機２０で発生できる最大駆動力Ｑｍｍａｘを大きくする必要を無くすことができる。 Therefore, according to the hybrid vehicle 1 and the hybrid vehicle control method, the engine 10, the motor generator 20, and the transmission 30 are provided, and the vehicle can travel with the driving force Qe of the engine 10 and the driving force Qm of the motor generator 20. In a hybrid vehicle, when the vehicle starts on an uphill, the engine 10 that is in an operation state capable of transmitting the driving force Qe can be connected to the transmission 30 and the driving force Qe of the engine 10 can be used for vehicle startup. It is necessary to increase the maximum driving force Qmmax that can be generated by the motor generator 20 in consideration of the start by the motor traveling alone on an uphill, by shortening the time required for starting the vehicle in the vehicle. It can be lost.
１　ハイブリッド車両（ＨＥＶ）
２　ハイブリッドシステム
１０　エンジン（内燃機関）
１３　トルクコンバータ
１４　エンジン走行用クラッチ
２０　電動発電機（走行用電動機兼発電機）
２１　インバータ
２２　バッテリ
２３　モータ走行用クラッチ
３０　変速機
３１　プロペラシャフト
３２　差動装置（デファレンシャルギア）
３３　車軸
３４　車輪
４０　制御装置
４１　勾配検出手段
Ｑｅ　エンジンの駆動力
Ｑｍ　電動発電機の駆動力
Ｑｍｍａｘ　電動発電機で発生する最大駆動力
α　停車時の勾配
αｃ　判定用傾斜角度 1 Hybrid vehicle (HEV)
2 Hybrid system 10 engine (internal combustion engine)
13 Torque converter 14 Clutch for engine travel 20 Motor generator (motor / generator for travel)
21 Inverter 22 Battery 23 Motor running clutch 30 Transmission 31 Propeller shaft 32 Differential (differential gear)
33 Axle 34 Wheel 40 Controller 41 Gradient detection means Qe Engine driving force Qm Motor generator driving force Qmmax Maximum driving force α generated by motor generator Gradient αc at stopping

Claims (2)

  1. 　内燃機関と電動発電機と変速機を備え、前記内燃機関の駆動力と前記電動発電機の駆動力で走行可能なハイブリッド車両において、
    　当該ハイブリッド車両を制御する制御装置が、停車時において当該ハイブリッド車両が停車している場所の勾配を検出する勾配検出手段を備え、
    　前記制御装置が、
    　前記勾配検出手段で、停車中の勾配が予め設定した上り勾配の判定用傾斜角度未満の勾配であることを検出した場合は、前記内燃機関の運転を停止し、車両発進時には、前記電動発電機の駆動力のみで車両発進を行うモータ車両発進制御を行い、
    　前記勾配検出手段で、停車中の勾配が前記判定用傾斜角度以上の上り勾配であることを検出した場合は、車両発進前に、前記内燃機関の運転を行って前記内燃機関の駆動力を車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、前記電動発電機の駆動開始と同時に前記内燃機関を前記変速機に接続して、前記電動発電機の駆動力に前記内燃機関の駆動力を加えて、車両発進を行う併用車両発進制御を行うように構成されることを特徴とするハイブリッド車両。     In a hybrid vehicle comprising an internal combustion engine, a motor generator, and a transmission, and capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator,
    The control device that controls the hybrid vehicle includes a gradient detection unit that detects a gradient of a place where the hybrid vehicle is stopped when the vehicle stops.
    The control device is
    When the gradient detecting means detects that the stopped gradient is less than a preset gradient angle for determining an upward gradient, the operation of the internal combustion engine is stopped, and the motor generator is started when the vehicle starts. Motor vehicle start control that starts the vehicle with only the driving force of
    When the gradient detecting means detects that the stopped gradient is an upward gradient equal to or greater than the determination inclination angle, the internal combustion engine is operated before starting the vehicle to drive the driving force of the internal combustion engine to the vehicle. When the vehicle starts, the internal combustion engine is connected to the transmission simultaneously with the start of driving of the motor generator, and the driving force of the motor generator is used to drive the internal combustion engine. A hybrid vehicle characterized by being configured to perform combined vehicle start control for applying a force to start the vehicle.
  2. 　内燃機関と電動発電機と変速機を備え、前記内燃機関の駆動力と前記電動発電機の駆動力で走行可能なハイブリッド車両の制御方法において、
    　車両停車時において当該ハイブリッド車両が停車している場所の勾配を検出し、
    　停車中の勾配が予め設定した上り勾配の判定用傾斜角度未満の勾配であることを検出した場合は、前記内燃機関の運転を停止し、車両発進時には、前記電動発電機の駆動力のみで車両発進を行うモータ車両発進制御を行い、
    　停車中の勾配が前記判定用傾斜角度以上の上り勾配であることを検出した場合は、車両発進前に、前記内燃機関の運転を行って前記内燃機関の駆動力を車両走行に使用できるエンジン運転状態にしておくと共に、車両発進時には、前記電動発電機の駆動開始と同時に前記内燃機関を前記変速機に接続して、前記電動発電機の駆動力に前記内燃機関の駆動力を加えて、車両発進を行う併用車両発進制御を行うことを特徴とするハイブリッド車両の制御方法。     In a control method of a hybrid vehicle comprising an internal combustion engine, a motor generator, and a transmission, and capable of traveling with the driving force of the internal combustion engine and the driving force of the motor generator,
    When the vehicle stops, the gradient of the place where the hybrid vehicle is stopped is detected,
    When it is detected that the stopping gradient is less than the preset inclination angle for determining the upward gradient, the operation of the internal combustion engine is stopped, and the vehicle is driven only by the driving force of the motor generator when starting the vehicle. Perform motor vehicle start control to start,
    When it is detected that the stopping gradient is an upward gradient equal to or greater than the determination inclination angle, the internal combustion engine is operated before starting the vehicle so that the driving force of the internal combustion engine can be used for vehicle travel. When the vehicle starts, the internal combustion engine is connected to the transmission simultaneously with the start of driving of the motor generator, and the driving force of the internal combustion engine is added to the driving force of the motor generator to A control method for a hybrid vehicle, characterized by performing combined vehicle start control for starting.
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