JP6252086B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle that performs a rendering operation at the time of startup in a hybrid vehicle including a motor and an engine as drive sources.

  2. Description of the Related Art Conventionally, a hybrid vehicle is known that has a hydraulically driven clutch as a transmission element in a drive transmission path from an engine to a drive wheel through a drive motor (see, for example, Patent Document 1).

JP2012-232690A

In the above-described conventional technology, a drive force transmission element such as a hydraulic drive clutch is provided in the drive transmission path, but this drive force transmission element has an oil viscosity that changes depending on the oil temperature. The time required for the vehicle to enter a startable state is increased.
Also, in recent years, in a hybrid vehicle or the like, a start-up effect operation that welcomes an occupant by a meter device is performed at the time of vehicle start-up.
However, when the start-up effect operation is performed in an active state in which the vehicle can run, it takes time until the start-time effect operation is started at a low temperature that requires time to enter the active state. There is a risk that the driver may feel uneasy such as the occurrence of vehicle abnormality.

  The present invention has been made paying attention to the above problem, and provides a control device for a hybrid vehicle capable of suppressing the driver from feeling uneasy by optimizing the start timing of the start-up performance operation at a low temperature or the like. For the purpose.

In order to achieve the above object, the present invention provides:
In the hybrid vehicle, there is provided a start-time effect operation control means for executing a start-time effect operation using a vehicle-mounted meter device at the time of the start operation by the start operation means for operating the vehicle to be in a startable state. In the hybrid vehicle control device, the start-time effect operation of the start-time effect operation control means is set to a time point before the vehicle enters the activated state.

In the control apparatus for a hybrid vehicle of the present invention, the start-time effect operation control means sets the start of the start-time effect operation as a time point before the vehicle enters a startable state. For this reason, it is less likely to give the driver anxiety due to a delay in the start of the start-up stage production operation, compared with the case where the start-up stage production operation is started after entering the startup state.
In other words, when the start-up performance operation is performed after the vehicle is in the start-up state, and when it takes time for the vehicle to enter the start-up state at low temperatures, the start-up display operation is performed after the driver performs the start-up operation Takes time to execute. For this reason, there is a possibility that the driver may feel uneasy before the start time production operation is started.
On the other hand, in the present invention, since the start time effect operation is started before the vehicle is in the start state, even when it takes time to enter the start state, the start of the start time effect operation may be delayed. Therefore, the driver can be prevented from feeling uneasy due to this delay.

1 is an overall system diagram of a control apparatus for a hybrid vehicle according to a first embodiment. It is a front view of the meter apparatus provided in the vehicle to which the control apparatus of the hybrid vehicle of Embodiment 1 is applied. FIG. 5 is a control characteristic diagram showing a correspondence relationship between an oil temperature, a start-up control mode, and a start determination condition (READY condition) in the hybrid vehicle control apparatus of the first embodiment. FIG. 3 is a viscosity characteristic diagram showing a relationship between temperature and oil viscosity in the hybrid vehicle control apparatus of the first embodiment. 5 is a flowchart showing a part of a processing flow at the time of HOT restart start and normal high-voltage start in the start-up control of the hybrid vehicle control device of the first embodiment. 3 is a flowchart showing a part of a processing flow at the time of low-temperature high-voltage start-up and starter start-up in start-up control of the hybrid vehicle control device of Embodiment 1; FIG. 3 is a start control characteristic diagram showing a relationship among temperature, output, battery SOC, and control regions of normal high-voltage start, low-temperature high-voltage start, and starter start including a HOT restart start in the hybrid vehicle control apparatus of the first embodiment. . 6 is a time chart showing an operation example at the time of HOT restart start in the hybrid vehicle control apparatus of the first embodiment. 3 is a time chart illustrating an operation example at the time of normal high-voltage start in the hybrid vehicle control apparatus of the first embodiment. 5 is a time chart showing an operation example at the time of low-temperature high-voltage start in the hybrid vehicle control device of the first embodiment. 3 is a time chart showing an operation example at the start of the starter in the hybrid vehicle control apparatus of the first embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a hybrid vehicle control device of the present invention will be described below based on the embodiments shown in the drawings.
(Embodiment 1)
First, the configuration will be described.
The configuration of the FF hybrid vehicle (an example of a hybrid vehicle) to which the control device according to the first embodiment is applied will be described by dividing it into “entire system configuration” and “detailed control configuration”.

[Overall system configuration]
FIG. 1 shows an overall system of an FF hybrid vehicle. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

As shown in FIG. 1, the FF hybrid vehicle includes a starter motor 1, a horizontally installed engine 2, a first clutch 3, and a motor / generator (hereinafter referred to as a motor) 4 as a high electric motor, A second clutch 5 and a belt-type continuously variable transmission (hereinafter referred to as CVT) 6 are provided.
The output shaft of the CVT 6 is drivingly connected to the left and right front wheels 10R and 10L via the final reduction gear train 7, the differential gear 8, and the left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.

The starter motor 1 is a cranking motor that has a gear that meshes with an engine start gear provided on the crankshaft of the engine 2 and that rotates the crankshaft when the engine is started.
The engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the engine 2.

  The first clutch 3 is a normally open dry multi-plate friction clutch that is hydraulically operated and interposed between the engine 2 and the motor 4 as a drive transmission element, and is fully engaged / slip engaged / released by the first clutch oil pressure. Be controlled.

  The motor 4 is a three-phase AC permanent magnet synchronous motor connected to the engine 2 via the first clutch 3. The motor 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current to three-phase alternating current during power running and converts three-phase alternating current to direct current during regeneration is connected to a stator coil via an AC harness 27. It is connected.

  The second clutch 5 is a hydraulically operated wet multi-plate friction clutch interposed as a drive transmission element between the motor 4 and the left and right front wheels 10R, 10L as drive wheels, and is completely engaged by the second clutch hydraulic pressure. / Slip fastening / release is controlled. In the second clutch 5 of the first embodiment, the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the CVT 6 by the planetary gear are used. That is, the forward clutch 5a functions as the second clutch 5 during forward travel, and the reverse brake 5b functions as the second clutch 5 during reverse travel.

The CVT 6 is a transmission as a drive transmission element that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber.
The CVT 6 has a main oil pump 14, a sub oil pump 15, and a control valve unit (not shown) as a hydraulic system.
The main oil pump 14 is a pump mechanically driven by the motor shaft (= transmission input shaft) of the motor 4.
The sub-oil pump 15 is a pump that is driven by a motor (not shown) and is used as an auxiliary pump that mainly generates a hydraulic pressure for lubricating cooling.
The control valve unit forms the first and second clutch hydraulic pressures and the shift hydraulic pressure with the line pressure PL generated by regulating the pump discharge pressure from the main oil pump 14 as a source pressure.

  The first clutch 3, the motor 4 and the second clutch 5 constitute a one-motor / two-clutch drive system. ) ”And“ WSC mode ”. The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged, the second clutch 5 is engaged, and only the motor 4 is used as a drive source. Travel in this “EV mode” is referred to as “EV travel”. The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the engine 2 and the motor 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”. The “WSC mode” is a travel mode in which the first clutch 3 is engaged when the engine 2 is started and the second clutch 5 is slip-engaged with a transmission torque capacity corresponding to the required driving force.

  In principle, the motor 4 described above is driven as a generator during a braking operation to perform a regenerative operation. Therefore, a regenerative cooperative brake unit 16 that controls the total braking torque of the regenerative braking torque and the hydraulic braking torque at the time of braking operation is provided. The regenerative cooperative brake unit 16 includes a brake pedal 16a, a negative pressure booster 16b, and a master cylinder 16c. The negative pressure booster 16b is obtained by subtracting the regenerative braking force from the required braking force that appears in the pedal operation amount during braking operation. Coordinated control for regenerative / hydraulic pressure is performed, such as sharing by hydraulic braking force.

The power supply system of the FF hybrid vehicle includes a high-power battery 21 as a motor / generator power supply and a 12V battery 22 as a 12V system load power supply.
The high-power battery 21 is a secondary battery mounted as a power source for the motor 4. For example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used.
The high-power battery 21 has a built-in junction box (not shown) in which relay circuits for supplying / cutting off / distributing strong power are integrated. Further, the high-power battery 21 is provided with a cooling fan unit 24 having a battery cooling function and a lithium battery controller 86 for monitoring a battery charge capacity (battery SOC) and a battery temperature.

  The junction box (not shown) includes a high-voltage relay 21a. The high-power relay 21 a is a relay switch that controls power supply from the high-power battery 21 to the inverter 26, and is a normally-open switch whose opening / closing is controlled by the lithium battery controller 86. The high-power relay 21a is closed when the start button 103 for instructing the start of driving is turned on so that power can be supplied to the inverter 26.

  The high-power battery 21 and the motor 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. Further, the inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts the direct current from the DC harness 25 into the three-phase alternating current to the AC harness 27 during power running that drives the motor 4 by discharging the high-power battery 21. Further, the inverter 26 converts the three-phase alternating current from the AC harness 27 into the direct current to the DC harness 25 during regenerative charging of the high-power battery 21 by power generation by the motor 4.

  The 12V battery 22 is a secondary battery mounted as a power source for a 12V system load that is an auxiliary machine, and for example, a lead battery mounted in an engine vehicle or the like is used. The high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 into 12V. By controlling the DC / DC converter 37 with the hybrid control module 81, the charge amount of the 12V battery 22 is increased. The configuration is to be managed.

"Detailed Control Configuration"
As a control system for the FF hybrid vehicle, a hybrid control module 81 is provided as an integrated control means having a function of appropriately managing energy consumption of the entire vehicle.
Further, as a control means connected to the hybrid control module 81, an engine control module 82, a motor controller 83, a CVT control unit 84, and a lithium battery controller 86 are provided.
These control means including the hybrid control module 81 are connected via a CAN communication line 87 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged.

The hybrid control module 81 performs various controls based on input information from each control element (82, 83, 84, 86) and the sensor group 90.
The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the engine 2.
The motor controller 83 performs power running control, regeneration control, and the like of the motor 4 by the inverter 26.
The CVT control unit 84 performs the engagement hydraulic pressure control of the first clutch 3, the engagement hydraulic pressure control of the second clutch 5, the shift hydraulic pressure control of the CVT 6, and the like.
The lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21.

  The sensor group 90 is provided as a traveling state detection unit that detects the traveling state of the vehicle. The sensor group 90 includes an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, a temperature sensor 94, and a clutch stroke sensor 95. The temperature sensor 94 detects the oil temperature of the hydraulic pressure supply system by the main oil pump 14 directly or indirectly. The clutch stroke sensor 95 detects the clutch stroke of the first clutch 3, and at least detects that the first clutch 3 has been completely engaged.

Further, the parking range lock actuator and the 101 meter device 200 are included in the control targets on the output side of the hybrid control module 81.
The parking range lock actuator 101 is provided in the shift device 100 and locks the shift lever 102 at the parking position. The parking range lock actuator 101 is basically locked when the start button 103 is turned on, and unlocked in response to a depression signal from the brake pedal 16a. The parking range lock actuator 101 is locked and unlocked by priority given to control associated with start-up control described later.

The meter device 200 includes a speedometer 201, a rotation speed meter 202, a ready lamp 203, and a display unit 204.
Both meters 201 and 202 include hands 201a and 202a.
The display unit 204 is a device capable of displaying characters using, for example, a liquid crystal or an LED.

[Control at startup]
Next, start-up control executed when the hybrid vehicle according to the first embodiment is started will be described.
In the hybrid control module 81, when an activation operation in which the start button 103 is input is performed, the activation control for setting the vehicle in an activated state in which the vehicle can travel is executed. In this activated state, at least the motor 4 can be driven immediately, the clutches 3 and 5 and the CVT 6 can be operated, and the negative pressure booster 16b of the regenerative cooperative brake unit 16 can operate. It is a formed state. The negative pressure is formed in the intake portion as the engine 2 is driven. This negative pressure is stored in a pressure accumulator (not shown), and therefore when the negative pressure has already been stored, the engine 2 Is not required.

In addition, the hybrid control module 81 executes display control by the meter device 200 in accordance with the input operation (start-up operation) of the start button 103. And as this display control, a start state display operation and a start time effect operation are executed.
The activation state display operation is an operation for reporting whether or not the vehicle is in an activation state in which the vehicle can travel by the ready lamp 203. That is, it can be reported that the vehicle is in an activated state by continuously turning on the ready lamp 203. In addition, when the ready lamp 203 blinks, it can be reported that the vehicle is in a non-activated state.

The start-up effect operation is an effect display in which the driver is greeted when the start-up operation is performed, and is executed in parallel with the start-up state display operation.
As the start-up production operation, a normal meter production operation and a normal display production operation are performed.
The normal meter effect operation is an operation in which the hands 201a and 202a of both meters 201 and 202 are reciprocally rotated by ascending and descending as indicated by arrows Ya, Yb and Yc, Yd in FIG.
Further, the normal display effect operation is a preset display on the display unit 204, for example, a message for greeting the driver, or a display of the state of the in-vehicle device or the vehicle.

  Further, in the first embodiment, the display warning display effect operation is performed as the warning effect operation using the display unit 204. In this display warning display effect operation, when it is predicted that it will take some time from the start operation to the start state, it is being controlled to be in the start state, such as “System ready” or “Wait for driving” Alternatively, it is displayed that it takes time to reach an activated state (running enabled state).

Next, startup control will be described.
This start-up control is a control for setting the vehicle in a startable state when the start operation for turning on the start button 103 is performed as described above.

In the startup control, four modes of startup control are executed as modes of startup control according to the difference in temperature detected by the temperature sensor 94.
First, the difference in the mode of start control will be described.
FIG. 3 shows four modes of start control for each temperature range and ready conditions (startup determination conditions) to be described later.
Four temperature ranges, namely, a cryogenic temperature region, a low temperature region, a normal temperature region, and a warm-up region are set as the temperature regions that divide the mode of start control. These temperature ranges are set based on the lubricating oil characteristics shown in FIG.

FIG. 4 shows the relationship between temperature and viscosity of the lubricating oil used for fastening both clutches 3 and 5.
The cryogenic temperature region is an extremely low temperature region below the temperature Ts1 (starter start determination temperature) set within the range of tens of degrees below zero to tens of degrees below zero, and the region where the oil viscosity becomes extremely high. is there. In this extremely low temperature range, it takes a long time until the line pressure is formed after the main oil pump 14 starts driving.

  The low temperature region is a low temperature region from a temperature Ts1 to a temperature Ts2 (starting time determination temperature) around zero degrees, and a region where the oil viscosity is high to some extent. Even in this low temperature range, a certain amount of time is required until the line pressure is formed after the main oil pump 14 starts driving.

The normal temperature range is a temperature range from the temperature Ts2 to a temperature Ts3 that is about the normal temperature, and the main oil pump 14 can form a line pressure immediately after the start of driving.
Further, the warm-up region is a temperature region that is equal to or higher than the temperature Ts3, and is a region in which the oil temperature is increased to the normal temperature or higher after running once. In the warm-up area, the main oil pump 14 can form a line pressure immediately after the start of driving, as in the normal temperature area.

As start-up control, starter start is performed in the cryogenic temperature range, low temperature high voltage start is performed in the low temperature range, normal high voltage start is performed in the normal temperature range, and HOT restart start is performed in the warm-up range.
In the first embodiment, the ready condition (starting state determination) is set after the engagement determination of the first clutch 3 in the cryogenic temperature range and the low temperature range, and the ready condition (starting determination condition) is set after the normal temperature range and after warming up. Is after connection of the high voltage relay 21a.

Next, the flow of processing in start-up control and display control by the hybrid control module 81 will be described with reference to the flowcharts of FIGS. Note that the first clutch 3 and the second clutch 5 are disengaged at the start of the start-up control.
This start-up control is started when the start button 103 is input.
In the first step S101, the ready lamp 203 starts blinking and the parking range lock actuator 101 is locked, and the process proceeds to step S102.

In step S102, it is determined whether or not the battery output is greater than a preset battery output threshold value Pbalim1 and the oil temperature Toil is greater than a preset temperature Ts3. The battery output is a value obtained by converting the output voltage of the high-power battery 21 into power. Further, the battery output threshold value Pbalim1 is set to a value at which a necessary driving force can be obtained by the motor 4 in accordance with each start control mode in the startup control.
In step S102, if battery output> Pbalim1 and Toil> Ts3, the process proceeds to step S103. Otherwise, the process proceeds to step S111.

In step S102 described above, step S111 that proceeds in the case of NO determination in step S102, and step S121 that proceeds in the case of NO determination in step S111, any start-up control that is the above-described start-up control mode is performed. Determine whether to execute.
That is, if YES is determined in step S102, a HOT restart start is executed. If YES is determined in step S111, low-temperature high-voltage start is executed. If YES in step S121, normal high-voltage start control is executed. If NO in step S121, starter start is executed.

  FIG. 7 is a start control characteristic diagram showing the relationship between the temperature, output, and battery SOC and the above-described normal high voltage start, low temperature high voltage start, and starter start control ranges. As described above, the starter start is executed when the battery SOC is low or at a very low temperature, and the low temperature and high voltage start is executed in a low temperature range higher than the starter start range or in a region where the battery SOC is high. In addition, normal high-voltage start is performed in a high temperature range and a region where the battery SOC is higher than the starter start range. Note that the HOT restart start region is set to a high temperature region that is equal to or higher than a predetermined value in the normal high voltage start region.

Hereinafter, each start control will be described.
In step S102, if battery output> Pbalim1 and Toil> Ts3, the HOT restart starting from step S103 is executed.

In this case, in step S103, the drive of the motor 4 is started, and after the normal meter effect operation and the normal display effect operation are executed, the process proceeds to the next step S104. The normal meter effect operation is an operation of reciprocally turning the hands 201a and 202a of the meters 201 and 202 of the meter device 200 as described above.
Further, the normal display effect operation is an operation of performing a preset effect display at the start time by the display unit 204 of the meter device 200.
These normal meter operation and normal display operation are finished when a preset operation of about several seconds is finished, as shown in a time chart of FIG.

  In continuing step S104, the starting process by the motor 4 is performed, and after connecting the high power relay 21a, it progresses to step S105. The starting process by the motor 4 is a starting operation for driving the motor 4 and operating the main oil pump 14 to raise the line pressure necessary for traveling. Using this line pressure, the clutches 3 and 5 are engaged and the CVT 6 is shifted.

  In the next step S105, whether or not the CVT 6 is operable, that is, whether or not the vehicle is in a startable state is determined based on the hydraulic pressure or the motor rotation speed. If the CVT 6 can be operated (activated), the process proceeds to step S106. If the CVT 6 is not activated (non-activated), the determination in step S105 is repeated.

  In step S106 which proceeds when the CVT 6 becomes operable pressure (starting state), the ready lamp 203 is turned on to indicate that it is in the starting state, and the parking range lock actuator 101 is unlocked, End control.

As described above, when the HOT restart is started, the control is performed when the oil temperature is sufficiently high, and the main oil pump 14 is operated only by driving the motor 4 to form the line pressure. At this time, since a sufficient line pressure can be formed by the main oil pump 14, the first clutch 3 is engaged, that is, the engine is not started. When starting, the engine 2 starts with the driving force of the motor 4 and starts the engine 2 in accordance with the required torque.
Then, in the display control of the activation state by the ready lamp 203, the ready lamp 203 is blinked when the start button 103 is turned on to indicate that it is in the non-activation state. When the CVT 6 becomes operable after the connection of the high power relay 21a, the ready lamp 203 is switched to the lighting state to display that it is in the activated state.
In the production control by the meter device 200, the normal meter production operation and the normal display production operation are executed from the time when the start button 103 is turned on, and the production accompanying the start-up is performed.

Next, in step S111 that proceeds when the YES condition (battery output> Pbalim1, Toil> Ts3) is not satisfied in step S102, the battery output is larger than the battery output threshold Pbalim2, and the oil temperature Toil is equal to the temperature Ts2 and the temperature Ts3. It is determined whether it is within the range.
And when both conditions are satisfied, it progresses to step S112, and when both conditions are not satisfied, it progresses to step S121.

When the process proceeds to step S112, normal high-voltage start is executed.
In this normal high power start, after starting the normal meter effect operation and the normal display effect operation in step S112, the process proceeds to step S113.
In the next step S113, similarly to step S104, the starting process by the motor 4 is started, and after connecting the high power relay 21a, the process proceeds to step S114.

  In the next step S114, it is determined whether or not the CVT 6 is operable, that is, whether or not it is in an activated state. If the CVT 6 is operable (starting state), the process proceeds to step S115. If the CVT 6 is not operable (non-starting state), the determination in step S114 is repeated.

In step S115, when the CVT 6 is operable (in the activated state), the ready lamp 203 is turned on and the parking range lock actuator 101 is unlocked. Then, the process proceeds to step S116.
In step S116, the first clutch 3 is engaged and the engine 2 is started. At the time of start, the driving force of the engine 2 and the motor 4 is made available, and the startup control is terminated.

As described above, at the time of normal high-voltage start, the start process is executed in which the main oil pump 14 is driven by the motor 4 to form the line pressure. Thereafter, the first clutch 3 is engaged and the engine 2 is started, and the driving force of the engine 2 and the motor 4 is used when starting.
The display control of the activation state by the ready lamp 203 starts blinking when the start button 103 is turned on as in the case of the start of the HOT restart, and first displays that it is in the non-activation state. Thereafter, when the CVT 6 becomes operable after the connection of the high power relay 21a, it is switched to the lighting state to display that it is in the activated state.
In the production control by the meter device 200, the normal meter production operation and the normal display production operation are executed when the start button 103 is turned on.

In step S121 which proceeds when NO is determined in step S111, it is determined whether or not the battery output is larger than the battery output threshold value Pbalim3 and the oil temperature Toil is a low temperature state within the range of the temperature Ts1 and the temperature Ts2.
If both conditions are satisfied, the process proceeds to step S122 and low-temperature high-voltage start is performed as a low-temperature start process. If both conditions are not satisfied, the process proceeds to step S131 and starter start is performed as a low-temperature start process. .

  When the process proceeds to step S122 and the low temperature high voltage start is executed, in step S122, after starting the normal meter effect operation and the display warning display effect operation, the process proceeds to step S123. The display warning display effect operation is an operation for displaying on the display unit 204 that a time is required until the vehicle is ready to run (activated state) in a non-activated state such as during system preparation.

In the subsequent step S123, the starting process by the motor 4 is started and the high power relay 21a is connected. Then, the process proceeds to step S124, the first clutch 3 is engaged, the engine is started, and then the process proceeds to step S125.
In this step S125, it is determined whether or not the first clutch 3 is in the fully engaged state based on whether or not the first clutch 3 is in the fully engaged state. After the fully engaged state (activated state), the process proceeds to step S126. The complete engagement state is determined based on the detection value of the clutch stroke sensor 95.

  In step S126, which proceeds when the activation state is determined, after the ready lamp 203 is turned on, the display warning display effect operation is terminated, and the parking range lock actuator 101 is unlocked (P range lock OFF), the activation control is terminated.

As described above, at the time of low-temperature high-voltage start, the motor 4 is driven, the first clutch 3 is engaged and the engine 2 is started, and the main oil pump 14 is driven by the motor 4 and the engine 2 at start-up.
Further, in the display control of the activation state by the ready lamp 203, the blinking is started when the start button 103 is turned on to display the non-activation state. Then, when it is determined that the first clutch 3 is fully engaged so that it is in the activated state, the ready lamp 203 is switched to a lighting state in order to display the activated state.
Then, in the effect control by the meter device 200, the normal meter effect operation is started when the start button 103 is turned on. On the other hand, since it takes time to enter the start state at the low temperature and high voltage start, the display warning display effect operation is performed from the time when the start button 103 is turned on in parallel with the blinking of the ready lamp 203, and the start state in which the vehicle can run. Display that it takes time to become. This display warning display effect operation is maintained until the first clutch 3 is engaged and is determined to be in the activated state, at which point the effect display ends.

  When NO is determined in step S121, that is, in step S131 and the subsequent steps when the battery output is less than the battery output threshold value Pbalim3 or when the oil temperature Toil is lower than the temperature Ts1, the starter start is performed as a low temperature start process. Execute control.

First, in step S131, start of the engine 2 is started by the starter motor 1, and then the process proceeds to step S132.
In step S132, the end of engine cranking is determined based on the engine speed, and the process proceeds to step S133 in the end of engine cranking determination.

In step S133, the normal meter effect operation and the display warning display effect operation are started, and then the process proceeds to step S134.
In step S134, the high-power relay 21a is connected and the motor 4 is started, and then the process proceeds to step S135 and the first clutch 3 is engaged.
In step S136, it is determined whether or not the first clutch 3 is in a completely engaged state (activated state). After the fully engaged state (activated state), the process proceeds to step S137.

  In step S137, after the ready lamp 203 is turned on, the display warning display effect operation is ended, and the parking range lock actuator 101 is unlocked (P range lock OFF), the startup control is ended.

As described above, when the starter is started, the engine 2 is started by the starter motor 1 without using the motor 4, and then the motor 4 is driven and the first clutch 3 is fastened, and the main oil pump 14 is turned on. It is driven by the motor 4 and the engine 2.
Further, in the display control of the activation state by the ready lamp 203, the blinking is started when the start button 103 is turned on to display the non-activation state. Thereafter, when the first clutch 3 is completely engaged, it is determined to be in an activated state, and the ready lamp 203 is switched to a lighting state to display the activated state.
The effect control by the meter device 200 starts the normal meter effect operation and the display warning display effect operation when the engine 2 is started by the starter motor 1 and power is secured, not when the start button 103 is turned on. The display warning display effect operation is maintained until the first clutch 3 is engaged and is determined to be in the activated state, and is terminated at that time.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described. In describing the operation of the first embodiment, problems to be solved by the first embodiment will be described based on a comparative example.

  This comparative example is an example in which the ready lamp 203 shown in the first embodiment is used, the blinking of the ready lamp 203 indicates that the engine is in the non-starting state, and the lighting state is displayed. Further, in this comparative example, when the start button 103 is turned on, the ready lamp 203 blinks, and when the high-power relay 21a is connected for starting by the motor 4, the ready lamp 203 is turned on.

However, in a low-temperature environment, connecting the high-power relay 21a to drive the motor 4 does not indicate an activated state.
That is, in a low temperature environment, the oil viscosity increases, and the responsiveness of both clutches 3 and 5 may decrease. In such a case, even if the high-power relay 21a is connected and the motor 4 has a rotational speed that drives the main oil pump 14, the clutches 3 and 5 may not be sufficiently engaged. Therefore, even if the driver performs a start operation even when the ready lamp 203 is lit, both the clutches 3 and 5 may not be engaged, and the vehicle may not start or sufficient acceleration performance may not be obtained.
Therefore, it can be said that the display of the activation state and the non-activation state by the ready lamp 203 is inappropriate.

The control device for a hybrid vehicle according to the first embodiment solves such a problem.
Hereinafter, the operation of the first embodiment will be described based on the time charts of FIGS.
First, the operation at the time of HOT restart start when the oil temperature Toil is higher than the temperature Ts3 will be described with reference to the time chart of FIG.
In this time chart, a start-up operation for turning on the start button 103 is performed at time t1. Then, at the time t2 when the processing time tshori for determining the activation operation has elapsed from the time t1, the ready lamp 203 starts blinking, and the parking range lock actuator 101 is also locked (S101).
Further, a HOT restart determination is made according to the battery output and the oil temperature Toil (S102), and a normal display effect and a normal meter effect are executed almost simultaneously with the flashing of the ready lamp 203 (S103).

Then, starting by the motor 4 is started, driving of the main oil pump 14 is started, and the line pressure is increased. At the same time, the ready lamp 203 is turned on at time t3 when the CVT 6 is operable to be determined (YES in S105), indicating that it is in the activated state. At the same time, the parking lock is released (S106).
In the time chart of FIG. 8, it is determined that the CVT 6 is operable, that is, that the CVT 6 is in an activated state because the motor rotation speed exceeds the set rotation speed Nm. Moreover, it can determine with the connection of the high electrical relay 21a, or the rise of a line pressure instead of the determination by this motor rotation speed with the determination of being in a starting state.

In the case of the above-described HOT restart start, the oil temperature Toil is sufficiently high and the hydraulic pressure response is ensured. For this reason, if the driver performs a starting operation after the time point t3 when the ready lamp 203 is lit, the second clutch 5 is immediately engaged, and the rotation of the motor 4 is transmitted to the left and right front wheels 10R and 10L that are drive wheels. can do.
In this case, since the battery output is sufficiently secured, the vehicle can start without delay with respect to the start operation, and sufficient power can be obtained even when starting on a slope.

Next, the operation at the time of normal high voltage start when the oil temperature Toil is normal temperature between the temperatures Ts2 to Ts3 will be described with reference to the time chart of FIG.
In this example, the start button 103 is operated at time t11. Then, from the time t12 after the elapse of the processing time tshori for determining the activation operation, the ready lamp 203 starts blinking, and the parking range lock actuator 101 is also locked (S101). Further, the normal display effect and the normal meter effect are executed almost simultaneously with the flashing of the ready lamp 203 (S103).

Thereafter, the starting operation by the motor 4 is started, and at time t13 when the CVT 6 is operable (YES determination in S114), the ready lamp 203 is turned on to indicate that it is in the activated state. At the same time, the parking lock is released (S115).
At time t14, the first clutch 3 is engaged and the engine 2 is started.
Therefore, when starting, the driving force of the engine 2 and the motor 4 can be used, and the start operation can be started without delay, and sufficient power can be obtained even when starting on a slope. .

Even in the case of the above-described normal high-power start, although the hydraulic response is somewhat inferior to that at the time of HOT restart start, it is possible to obtain a startable state in which a necessary start operation is performed by the driving force of the motor 4 and the vehicle can run. For this reason, the ready lamp 203 is lit to indicate that it is in an activated state when the CVT 6 can be operated after the connection of the high power relay 21a, as in the case of the HOT restart start.
At the same time, by starting the engine 2 as well, it is possible to secure a driving force that can cope with a driver's sudden start operation and a slope start.

Next, the operation at the time of low-temperature high-voltage start in a state where the oil temperature Toil is a low temperature between the temperatures Ts1 and Ts2 and the hydraulic pressure response is somewhat low will be described with reference to the time chart of FIG.
In this case, the start button 103 is operated at time t21. Then, from the time t22 after the elapse of the processing time tshori for determining the activation operation, the ready lamp 203 starts blinking, and the parking range lock actuator 101 is also locked (S101).

Further, at the time of starting the low temperature and high voltage, the meter device 200 performs a normal meter effect on each of the meters 201 and 202 from the time t22 to inform the driver that the normal start-up control has been started. On the other hand, the display unit 204 performs a display warning display effect operation to display that it takes time to enter a startable state (S122).
Therefore, the driver can know that it is in the non-activated state not only by blinking of the ready lamp 203 but also by display on the display unit 204.

  Thereafter, the starting operation by the motor 4 is started from time t23 (S123), but the rise of the line pressure is delayed with respect to the rise at the time of normal high voltage start indicated by a dotted line. Then, an engagement command is output to the first clutch 3 at time t24 (S124), the engine 2 is started, and the first clutch 3 is completely engaged at time t25.

  Then, in response to the engagement of the first clutch 3, the ready lamp 203 is switched to the lighting state, and the activated state is displayed. At the same time, the display warning display effect operation is terminated, and further, the parking range lock actuator 101 is unlocked (S126).

As described above, in the case of the low-temperature high-voltage start, the meter effect operation is performed in conjunction with the start button 103 being turned on, and the driver can know that the normal start-up control has been started.
In addition, in the case of low-temperature high-voltage start, the oil viscosity increases, so it takes time to start up, but the driver can know that the start-up control has been started by the meter effect operation, You can avoid feeling distrust about not being in a state. Furthermore, since the display warning display effect is activated simultaneously with the blinking of the ready lamp 203, it takes more time to enter the activated state than the ready lamp 203 is blinking. You can be sure of what you are doing.
In addition, since the shift lever 102 is locked during this period, it is possible to prevent the driver from performing a travel start operation even though the shift lever 102 is not activated.

The blinking of the ready lamp 203 and the display warning display effect operation are ended when the first clutch 3 is engaged. That is, when the first clutch 3 is engaged, the second clutch 5 can also be reliably engaged, and traveling can be reliably started by the driving force of the engine 2 and the motor 4. In addition, when the engine 2 is started, it is possible to secure a driving force that can cope with a driver's sudden start operation and a slope start even at a low temperature when the battery output decreases.
Thus, on the condition that the first clutch 3 is engaged, the activation state is displayed by turning on the ready lamp 203 and ending the display warning display effect operation. For this reason, improper display indicating the activated state can be prevented in a state in which the clutches 3 and 5 cannot be engaged due to an increase in oil viscosity at a low temperature.

Next, the operation at the start of the starter when the oil temperature Toil is at a very low temperature of the temperature Ts1 or less and the hydraulic response is low will be described with reference to the time chart of FIG.
In this case, the start button 103 is operated at time t31. Then, the flashing of the ready lamp 203 is started from time t32 after the processing time tshori for determining the activation operation, and the parking range lock actuator 101 is also locked (S101).

Then, from time t32, the starter motor 1 is driven to start the engine 2 (S131). In this example, the engine 2 is in a complete explosion state at time t33.
Further, at the start of the starter, the meter device 200 does not perform the rendering operation in the meter device 200 from the time t32 when the engine 2 is cranked to the time t33. Therefore, power for cranking the engine 2 can be secured.

Thereafter, at time t33 when the start of the engine 2 is finished, a normal meter effect is performed to inform the driver that start-up control has been started. Further, the display unit 204 performs a display warning display effect operation and displays that it takes time to enter a startable state (S132 → S133).
Therefore, the driver can know that it is in the non-activated state not only by blinking of the ready lamp 203 but also by display on the display unit 204. Moreover, it can be known that normal start-up control is performed by the normal meter effect.

  Thereafter, the starting operation by the motor 4 is started from time t34 (S134). Also in this case, it takes time until the line pressure rises, and the line pressure necessary for the operation of the clutches 3 and 5 is formed at the time t35.

  Then, an engagement command is output to the first clutch 3 at time t36 (S135), the engagement determination of the first clutch 3 is started from time t37, and the first clutch 3 is completely engaged at time t38. .

Then, in response to the engagement of the first clutch 3 at t38, the ready lamp 203 is switched from the blinking state to the lighting state, and the display warning display effect operation is ended. At the same time, the parking range lock actuator 101 is unlocked (S137).
As described above, when the starter is started, the engine 2 is first started by the starter motor 1 in conjunction with the input of the start button 103. This eliminates the need for starting by the motor 4 in a state where the battery output is low, and can reliably start the hydraulic system at an extremely low temperature.
Further, during cranking of the engine 2 by the starter motor 1, since the power of the 12V battery 22 is not consumed by the rendering operation of the meter device 200, a reliable engine start can be achieved.

Then, after the engine is started, the meter effect operation is performed, and the driver can know that the normal start-up control has been started. In the case of a starter starting at a very low temperature, since the viscosity of the oil becomes high, it takes time to enter the start-up state, but since the display warning display effect operation is performed, it takes time to enter the start-up state where the vehicle can run. You can know that you need. Therefore, the driver can be prevented from feeling uneasy due to the flashing time of the ready lamp 203 being long.
In addition, since the shift lever 102 is locked during this period, it is possible to prevent the driver from starting traveling despite the non-activated state.

  The blinking of the ready lamp 203 and the display warning display effect operation are ended when the first clutch 3 is engaged. That is, when the first clutch 3 is engaged, the second clutch 5 can also be reliably engaged, and traveling can be reliably started by the driving force of the engine 2 and the motor 4. In addition, when the engine 2 is started, it is possible to secure a driving force that can cope with a driver's sudden start operation and a slope start even at a low temperature when the battery output decreases.

In this way, on the condition that the first clutch 3 is engaged, the activation state is displayed by turning on the ready lamp 203 and ending the display warning display effect operation. For this reason, improper display indicating the activated state can be prevented in a state in which the clutches 3 and 5 cannot be engaged due to an increase in oil viscosity at a low temperature.
Note that the starter start described above is executed when the battery output is reduced even at a time other than extremely low temperatures.

(Effect of Embodiment 1)
The effects of the hybrid vehicle control device of the first embodiment are listed below together with the actions.
1) A control device for a hybrid vehicle according to Embodiment 1
A first clutch 3, a second clutch 5, and a CVT 6 as hydraulic transmission drive transmission elements interposed in a drive transmission system from the engine 2 and the motor 4 as a vehicle drive source to the left and right front wheels 10L and 10R as drive wheels. When,
A start button 103 as a starting operation means for operating the vehicle in a starting state capable of running;
A hybrid control module 81 as start-up control means for executing start-up control that sets the vehicle in a startable state in accordance with a start operation of the start button 103;
A control device for a hybrid vehicle comprising:
A hybrid control module 81 serving as a start-up stage production control means for performing a start-up stage production operation using a vehicle-mounted meter device 200 during a start-up operation by the start button 103 as the start-up operation means;
The start of the startup production operation of the hybrid control module 81 is a time point before the vehicle enters the startup state.
Therefore, even in situations where it takes time for the drive transmission element of the hydraulic drive to be able to transmit the drive, such as during start-up operation at low temperatures, it takes time for the vehicle to enter the start-up state. From the time before the state is reached, the start-up production operation is started.
Accordingly, it is possible to suppress the driver from feeling uncomfortable due to the start of the start time effect operation being delayed compared to the case where the start time effect operation is started after the vehicle is in the start state.

2) The control device for the hybrid vehicle of the first embodiment is
An activation state in which the processes of steps S105, S114, S125, and S136 are performed to determine whether or not the vehicle is in an activated state capable of traveling based on detection of the sensor group 90 serving as a vehicle state detection unit during the activation operation. A determination means,
The meter device 200 includes a ready lamp 203 that displays whether or not it is in the activated state,
In parallel with the start time presentation operation, the start time effect operation control means turns on the ready lamp 203 in the start state and the ready lamp in the non-start state according to the determination result of the start state determination means. An activation state display process for blinking 203 is executed.
Therefore, the driver can visually confirm whether or not the vehicle is in an activated state where the vehicle can travel, and can reduce the uncomfortable feeling given to the driver when it takes time to enter the activated state at a low temperature. Further, by displaying to the driver whether or not the vehicle is in the activated state, it is possible to prevent the driver from performing a start operation even when the vehicle is not in the activated state. In addition, the display of the activation state can be displayed by simple means, which is advantageous in terms of cost as compared with the display or notification using characters, sounds or voices.

3) The control device for the hybrid vehicle in the first embodiment
The meter device 200 includes a display unit 204 capable of displaying characters or graphics,
The hybrid control module 81 serving as the start time production operation control means is configured as a warning production operation when a preset warning operation condition is established, which is a determination condition that it takes time to enter the activation state. The display warning display effect operation is performed.
In the first embodiment, in a situation where it takes time to start, such as when starting at a low temperature, the ready lamp 203 blinks until the vehicle is in the starting state, and the display unit 204 performs display warning display effect operation. To do.
For this reason, when it takes time for the driver to enter the activated state, it can be known even by the display warning display effect operation in the display unit 204. Compared to the case without this operation, the driver feels uncomfortable due to the activation delay. Can not be given. In addition, it is possible to further suppress the driver performing the starting operation even when the vehicle is not in the activated state.

4) The control device for the hybrid vehicle in the first embodiment
A first clutch 3 and a second clutch 5 as hydraulic drive clutches that connect and disconnect transmission of driving force as the drive transmission element;
The warning operation condition includes that the oil temperature Toil for driving the clutch is lower than a startup time determination temperature (Ts2) indicating that a preset oil viscosity is equal to or higher than a predetermined value. To do.
Therefore, when it can be predicted that it will take time for the vehicle to be in an activated state because the oil viscosity is equal to or higher than a predetermined value, the display unit 204 can perform a display warning display effect operation to give a warning to the driver. .
In particular, it is possible to predict the time until the vehicle can start running by using the oil viscosity that drives both clutches 3 and 5 that transmit driving force from the driving source to the driving wheels, and display warning display effects. The necessity of performing the operation can be determined with high accuracy.

5) The control device for the hybrid vehicle in the first embodiment
The engine 2 includes a starter motor 1.
The hybrid control module 81 as the start control means executes a starter start for starting the engine 2 by the starter motor 1 when the starter start determination temperature (Ts1) is lower than a preset starter start determination temperature (Ts1).
Furthermore, when the starter start is executed, the start-up effect operation and the warning effect operation are executed after completion of the engine start.
When the engine is started by the motor 4 at a low temperature when the oil viscosity becomes high, it takes much time and the power may be consumed greatly until the first clutch 3 is completely engaged.
In such a case, by starting the engine 2 with the starter motor 1 first, it is possible to reduce the load when starting the motor 4 and reduce the time and power consumption required to increase the line pressure. As a result, the time required to enter the activated state can be shortened.
In addition, during start-up of the engine by the starter motor 1, the start-up effect operation and the warning effect operation are not executed, so that power consumption can be suppressed and the engine can be started more reliably. In addition, by not performing the start-up effect operation and the warning effect operation, the driver feels uncomfortable and reports that it is different from the normal start state, and it is possible to suppress starting operation in such a situation. .

6) The control device for the hybrid vehicle of Embodiment 1
A CVT 6 as a transmission is provided between the engine 2 and the motor 4 as the drive source and the left and right front wheels 10L and 10R as drive wheels,
The CVT 6 includes a parking lock mechanism including a parking range lock actuator 101 that regulates a shift change from a parking range that maintains the vehicle in a stopped state.
The hybrid control module 81 serving as the activation control unit locks the parking lock mechanism by locking the parking range lock actuator 101 when the activation state determination unit determines that the non-running state is possible. It is characterized by holding.
Therefore, the shift change from the parking range is restricted until the activation state determination means determines that the activation state.
Therefore, even if the driver does not notice the display by the ready lamp 203 or the display unit 204 or ignores it and operates the shift lever to the start side, it can be reliably prevented. As a result, it is possible to reliably prevent the driver from performing the starting operation even when the vehicle is not in the activated state.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on embodiment, about a specific structure, it is not restricted to this embodiment, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

In the embodiment, the front-wheel drive FF vehicle is exemplified as the hybrid vehicle. However, the present invention is not limited to this and can be applied to a rear-wheel drive vehicle and an all-wheel drive vehicle.
In the embodiment, a ready lamp is shown as the display means, and the non-travelable state and the travelable state are displayed by blinking and lighting. However, the present invention is not limited to this. For example, as a display means, character display or sound display may be performed by a display unit or the like. Therefore, the display method is not limited to blinking and lighting.
In the embodiment, the starter motor is provided. However, the starter motor may not be provided. In that case, only the low-temperature high-power start is executed as the low-temperature start-up process. Similarly, in the embodiment, an example in which the HOT restart start is performed has been described. However, only the normal high-voltage start may be executed at a set temperature or higher without performing the HOT restart start.
In the embodiment, the start button is shown as the activation operation means, but the present invention is not limited to this. For example, a well-known ignition key switch may be used, or a touch switch in a display device may be used.

1 Starter motor 2 Engine 3 First clutch (drive transmission element)
4 Motor / generator (motor)
5 Second clutch (drive transmission element)
6 Belt type continuously variable transmission (CVT: Drive transmission element)
10L, 10R Left and right front wheels (drive wheels)
14 Main oil pump 81 Hybrid control module (startup control means: startup presentation operation control means: startup state determination means)
90 sensor group (vehicle state detection means)
101 Parking range lock actuator (parking lock device)
103 Start button (startup operation means)
200 Meter Device 203 Ready Lamp 204 Display Unit Ts1 Temperature (Starter Start Determination Temperature)
Ts2 temperature (start-up time judgment temperature)

Claims (5)

A drive transmission element of hydraulic drive interposed in a drive transmission system from an engine and a motor to a drive wheel as a drive source of the vehicle;
An activation operation means for operation to activate the drive transmission element and to activate the vehicle so that the vehicle can travel;
Start control means for executing start-up control that sets the vehicle in a startable state according to the start operation of the start operation means;
A control device for a hybrid vehicle comprising:
At the time of the starting operation, a starting effect operation control means for executing a starting effect operation set in advance using a vehicle-mounted meter device ; and
An activation state determination unit that determines whether or not the vehicle is in an activation state in which the vehicle can travel based on detection of a vehicle state detection unit that detects a vehicle state during the activation operation;
The meter device includes a ready lamp that displays whether or not the activated state,
The start time effect operation control means sets the start of the start time effect operation as a time point before the vehicle enters the start state, and in parallel with the start time effect operation, the determination of the start state determination means According to a result, a control apparatus for a hybrid vehicle is configured to execute a start state display process of turning on the ready lamp in the start state and blinking the ready lamp in a non-start state . In the hybrid vehicle control device according to claim 1 ,
The meter device includes a display unit capable of displaying characters or graphics,
The startup production operation control means performs a warning production operation when a preset warning operation condition is established, which is a determination condition that it takes time to enter the activation state. A hybrid vehicle control device. In the hybrid vehicle control device according to claim 2 ,
A hydraulic drive clutch for connecting and disconnecting transmission of driving force as the drive transmission element;
The hybrid vehicle according to claim 1, wherein the warning operation condition includes that the oil temperature for driving the clutch is lower than a start time determination temperature indicating that a preset oil viscosity is equal to or higher than a predetermined value. Control device. In the hybrid vehicle control device according to claim 2 or 3 ,
The engine includes a starter motor,
It said activation control means, than said starter start determination temperature the oil temperature is set in advance of the oil supplied to the drive transmission element to a low Itoki, run the starter starting for starting the engine by the starter motor,
The start time effect operation control means executes the start effect operation and the warning effect operation after the start of the engine is completed when the starter start is executed. . An apparatus as claimed in any one of claims 1 to 4,
A transmission is provided between the drive source and the drive wheel,
The transmission includes a parking lock mechanism that regulates a shift change from a parking range that maintains the vehicle in a stopped state.
The control device for a hybrid vehicle, wherein the start control means is configured to hold the parking lock mechanism in a locked state when the start state determination means determines that the start state is the non-start state.