JP2008285008A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle for preventing an effect to be exerted on durability of an engine even when an engine of which the operation has been suspended for a long term. <P>SOLUTION: A hybrid control unit 62 restricts an increase rate of the number of engine rotations when an engine 2 starts in the case where insufficient lubrication of the engine 2 occurs. For instance, if a vehicle speed is large to a certain extent when a traveling mode of the vehicle is switched from an EV travelling mode to an HV traveling mode, there is the possibility that the number of the engine rotations suddenly increases. Supplying engine oil to the engine 2 in an some extent of period after starting the engine 2 start enables solving the insufficient lubrication of the engine 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle that can prevent engine damage at the start of use of an engine that has not been used for a long period of time.

  Recently, hybrid vehicles have attracted attention as environmentally friendly vehicles. A hybrid vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by the inverter as a power source in addition to a conventional engine.

  In addition, there has been proposed a hybrid vehicle capable of extending a travelable distance only by the output of a motor by charging a DC power source using an external power source. When such a hybrid vehicle is repeatedly traveled for a short distance, only the motor is used frequently. That is, the engine may be hardly used.

  In general, the surface of each component of the engine is protected by an engine oil film. However, when a long period of time elapses with the engine stopped, a portion of the surface of the component member that is not covered with an oil film may occur. When the engine is operated in such a state, there is a high possibility that the performance of the engine will be affected.

Japanese Patent Application Laid-Open No. 5-270294 (Patent Document 1) discloses a technique for preventing corrosion and deterioration of each component member that occurs when an internal combustion engine is not used. This document discloses a control device for an electric vehicle having an internal combustion engine. The electric vehicle includes an electric motor, an electric motor driving battery, and an internal combustion engine, and the driving wheels are selectively driven by the electric motor or the internal combustion engine. The control device includes an internal combustion engine unused detection unit that detects that the internal combustion engine has not been used for a predetermined period, and an internal combustion engine forced drive unit that drives the internal combustion engine based on a detection signal of the internal combustion engine unused detection unit. .
JP-A-5-270294 JP 2004-100580 A

  For example, consider a case where the traveling state of a hybrid vehicle changes from a state where the hybrid vehicle travels using only a motor to a state where the hybrid vehicle travels using both an engine and a motor. If the vehicle speed is somewhat high at the time when the traveling state of the hybrid vehicle is switched, the engine speed may increase rapidly.

  When the engine has not been used for a long time, there is a high probability that the engine is in a poorly lubricated state. If the engine operates with insufficient engine lubrication, friction may occur between engine components. This may reduce the durability of the engine. However, Japanese Patent Laid-Open No. 5-270294 does not particularly indicate such a problem.

  An object of the present invention is to provide a control device for a hybrid vehicle that can prevent the durability of the engine from being affected even if the engine that has been stopped for a long time is started.

  In summary, the present invention is a control device for a hybrid vehicle including an internal combustion engine, a motor, and a lubrication system that supplies lubricating oil to the internal combustion engine. The motor drives the hybrid vehicle. The internal combustion engine executes at least one of driving of the hybrid vehicle and power supply to the motor. The control device includes a mode setting unit and a control unit. The mode setting unit sets the operation mode of the hybrid vehicle to at least one of an HV mode for operating the internal combustion engine and an EV mode for stopping the internal combustion engine and operating the motor. The control unit controls the internal combustion engine and the motor according to the setting result of the mode setting unit. When the internal combustion engine is insufficiently lubricated while the internal combustion engine is stopped, the control unit limits the rate of increase in the rotational speed of the internal combustion engine when the internal combustion engine is started.

  Preferably, the hybrid vehicle further includes a power storage device that supplies power to the motor, and a connection unit for charging the power storage device from the outside of the hybrid vehicle.

  Preferably, the control unit determines that insufficient lubrication of the internal combustion engine has occurred when the stop period of the internal combustion engine is equal to or longer than a predetermined period.

  More preferably, a date information transmission unit that transmits current date information is provided outside the hybrid vehicle. The control unit receives date information from the date information transmission unit when the internal combustion engine is stopped and when the internal combustion engine is started, and calculates the stop period of the internal combustion engine.

  Preferably, the control unit starts the internal combustion engine in response to the mode setting unit changing the operation mode setting from the EV mode to the HV mode.

  Preferably, the control unit starts the internal combustion engine even when the operation mode set by the mode setting unit is the EV mode.

  Preferably, when the desired power is output from the internal combustion engine, the control unit sets the rotational speed of the internal combustion engine to a rotational speed corresponding to the desired power, and the lubrication state of the internal combustion engine corresponds to the desired power. The engine is started in advance.

  More preferably, the hybrid vehicle further includes a navigation system that acquires information on a current position of the hybrid vehicle. The control unit determines the start timing of the internal combustion engine based on information on the current position of the hybrid vehicle received from the navigation system.

  More preferably, the hybrid vehicle further includes a detection device that detects the presence of an entrance of a high-speed traveling road. The controller receives the detection result of the detection device and starts the internal combustion engine.

  More preferably, the detection device is an ETC vehicle-mounted device.

  ADVANTAGE OF THE INVENTION According to this invention, even if it starts after the engine mounted in the hybrid vehicle stops for a long period, it becomes possible to prevent that an engine durability is influenced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a diagram illustrating a main configuration of a hybrid vehicle 1 including a control device for a hybrid vehicle according to a first embodiment. As described below, the hybrid vehicle 1 is a vehicle including an engine and a motor as power sources.

  Referring to FIG. 1, hybrid vehicle 1 includes front wheels 20R and 20L, rear wheels 22R and 22L, an engine 2, a planetary gear 16, a differential gear 18, and gears 4 and 6.

  The hybrid vehicle 1 further includes a battery B, a booster unit 32 that boosts DC power output from the battery B, an inverter 36 that transfers DC power to and from the booster unit 32, and the engine 2 via the planetary gear 16. It includes a motor generator MG1 that is coupled and mainly generates electric power, and a motor generator MG2 whose rotating shaft is connected to the planetary gear 16. Inverter 36 is connected to motor generators MG <b> 1 and MG <b> 2 and performs conversion between AC power and DC power from booster unit 32.

  Planetary gear 16 has first to third rotation shafts. The first rotation shaft is connected to engine 2, the second rotation shaft is connected to motor generator MG1, and the third rotation shaft is connected to motor generator MG2.

  A gear 4 is attached to the third rotating shaft, and the gear 4 drives the gear 6 to transmit power to the differential gear 18. The differential gear 18 transmits the power received from the gear 6 to the front wheels 20R and 20L, and transmits the rotational force of the front wheels 20R and 20L to the third rotating shaft of the planetary gear via the gears 6 and 4.

  Planetary gear 16 serves to divide the power between engine 2 and motor generators MG1, MG2. That is, if the rotation of two of the three rotation shafts of the planetary gear 16 is determined, the rotation of the remaining one rotation shaft is forcibly determined. Accordingly, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 2 in the most efficient region, thereby realizing an overall energy efficient vehicle. Yes.

  A reduction gear that decelerates the rotation of motor generator MG2 and transmits it to planetary gear 16 may be provided, or a transmission gear that can change the reduction ratio of the reduction gear may be provided.

  Battery B, which is a power storage device, includes a secondary battery such as nickel metal hydride or lithium ion, for example, and supplies DC power to boost unit 32 and is charged by DC power from boost unit 32. The power storage device mounted on the hybrid vehicle 1 may be, for example, an electric double layer capacitor.

  Booster unit 32 boosts the DC voltage received from battery B and supplies the boosted DC voltage to inverter 36. Inverter 36 converts the supplied DC voltage into AC voltage, and drives and controls motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted into DC by inverter 36, and converted to a voltage suitable for charging battery B by boosting unit 32, and battery B is charged.

  Inverter 36 drives motor generator MG2. Motor generator MG2 assists engine 2 to drive front wheels 20R and 20L. During braking, the motor generator performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electric energy is returned to the battery B via the inverter 36 and the booster unit 32. Battery B is an assembled battery and includes a plurality of battery units B0 to Bn connected in series. System main relays 28 and 30 are provided between boost unit 32 and battery B, and the high voltage is cut off when the vehicle is not in operation.

  Hybrid vehicle 1 further includes a charging device 25 and a connector 26. The cable 43 is connected to the AC power supply 41 and the connector 26 outside the hybrid vehicle 1. An AC voltage (for example, AC 100 V) from the AC power supply 41 is input to the charging device 25 via the cable 43 and the connector 26. The charging device 25 converts the AC voltage from the AC power source 41 into a DC voltage suitable for charging the battery B, and supplies the DC voltage to the battery B.

  Not only the AC power supply 41 but also the terminal device 40 is connected to the cable 43. The terminal device 40 outputs information acquired from the server 45 to the cable 43 via the network NW. The charging device 25 outputs information received via the cable 43 (information transmitted by the server 45) to the control device 14. This information includes, for example, the date and time when charging of the hybrid vehicle 1 is started.

  Hybrid vehicle 1 further includes a control device 14. The control device 14 controls the engine 2, the inverter 36, the boosting unit 32, and the system main relays 28 and 30 in accordance with the driver's instruction and outputs from various sensors attached to the vehicle.

  As shown in FIG. 1, the hybrid vehicle 1 is configured to be rechargeable from the outside. Specifically, hybrid vehicle 1 includes a battery B that supplies electric power to motor generators MG1 and MG2, and a connector 26 for charging battery B from the outside of the vehicle. Note that the charging device 25 is not limited to be provided inside the hybrid vehicle 1 as described above, and may be installed outside the hybrid vehicle 1.

  FIG. 2 is a diagram illustrating functional blocks of the control device 14 of FIG. 1 and peripheral devices related to the control device 14. The control device 14 can be realized by hardware or software.

  Referring to FIG. 2, control device 14 includes a hybrid control unit 62 and a travel mode setting unit 64. The hybrid control unit 62 obtains the state of charge (SOC) of the battery B by integrating the charge / discharge current of the battery B. The hybrid control unit 62 performs throttle control of the engine 2 and detects the engine speed of the engine 2.

  The hybrid control unit 62 obtains information on the destination set by the occupant from the display unit 48 including the touch display. The hybrid control unit 62 uses the GPS antenna 50 and the gyro sensor 52 to grasp the current position of the vehicle, and displays the current position on the display unit 48 so as to overlap the road map data. The hybrid control unit 62 further performs a navigation operation for searching for and displaying a travel route from the current position to the destination. The GPS antenna 50 and the gyro sensor 52 constitute a navigation system that acquires information on the current position of the hybrid vehicle 1.

  Based on the output signal Acc of the accelerator position sensor 42 and the vehicle speed V detected by the vehicle speed sensor, the hybrid control unit 62 calculates an output (required power) requested by the driver. In addition to the driver's required power, the hybrid control unit 62 calculates a necessary driving force (total power) in consideration of the state of charge SOC of the battery B, and calculates the rotational speed required for the engine and the power required for the engine. Is further calculated. The hybrid control unit 62 performs throttle control of the engine 2 based on the required rotational speed and the required power.

  Hybrid control unit 62 calculates a driver required torque according to the traveling state of the vehicle, causes inverter 36 to drive motor generator MG2, and causes motor generator MG1 to generate power as necessary.

  The driving force of engine 2 is distributed between the amount of driving the wheels directly and the amount of driving motor generator MG1. The sum of the driving force of motor generator MG2 and the direct driving amount of the engine is the driving force of the vehicle.

  When the driver presses the EV priority switch 46, the operation of the engine 2 is restricted. Thereby, the traveling mode of the vehicle is set to an EV traveling mode in which the vehicle travels only with the driving force of motor generator MG2. The EV driving mode is suitable for reducing noise in a densely populated residential area in the middle of the night and early morning, and reducing exhaust gas in an indoor parking lot and garage. On the other hand, a normal traveling mode in which the engine 2 is in an operating state is referred to as an HV traveling mode.

  In the EV driving mode, 1) the EV priority switch 46 is turned off, 2) the state of charge SOC of the battery is lower than a predetermined value, 3) the vehicle speed becomes a predetermined value (for example, 55 km / h) or more, and 4) the accelerator. It is automatically canceled when any of the conditions that the opening degree is equal to or greater than the specified value is satisfied.

  When the traveling mode is the HV traveling mode, the engine 2 operates. Here, referring to FIG. 1, the output from engine 2 is divided into the driving force of front wheels 20R and 20L and the driving force for power generation by motor generator MG1. Electric power generated by motor generator MG1 is used to drive motor generator MG2. Therefore, during normal traveling, the front wheels 20R and 20L are driven by assisting the output from the engine 2 with the output from the motor generator MG2. Furthermore, at the time of high acceleration, the electric power supplied from battery B is further used for driving motor generator MG1, and the driving force of front wheels 20R and 20L further increases.

  The travel mode setting unit 64 sends the output signal Acc from the accelerator position sensor 42, the vehicle speed V detected by the vehicle speed sensor 44, and information sent from the EV priority switch 46 to indicate whether or not the driver has selected the EV travel mode. Based on the above, the travel mode of the hybrid vehicle 1 is set to one of the EV travel mode and the HV travel mode. The travel mode setting unit 64 outputs the set travel mode information to the hybrid control unit 62. Hybrid control unit 62 controls engine 2 based on information received from travel mode setting unit 64 and also controls inverter 36 to control operation of motor generator MG2.

  The hybrid controller 62 further receives information from an ETC (Electronic Toll Collection system) vehicle-mounted device 54. The ETC in-vehicle device 54 is used by inserting an ETC card issued by a credit card company or the like. The owner of this ETC card is certified as the person who pays the fee and the person who receives the fee. The ETC vehicle-mounted device 54 communicates information related to charges and the like wirelessly with an antenna deployed as infrastructure.

  In many cases, the antenna to be communicated with the ETC on-board unit 54 is provided at the entrance of the expressway. The ETC vehicle-mounted device 54 transmits information indicating that communication has been performed with the antenna to the hybrid control unit 62. That is, the ETC in-vehicle device 54 is a detection device that detects the presence of an entrance (toll gate) of an expressway on which the hybrid vehicle 1 travels. The hybrid control unit 62 receives information indicating that the entrance of the expressway has been detected from the ETC vehicle-mounted device 54.

  FIG. 3 is a schematic diagram for explaining the periphery of the engine 2. Referring to FIG. 3, engine 2 includes an intake passage 111 for introducing intake air into the cylinder head and an exhaust passage 113 for exhausting air from the cylinder head.

  An air cleaner 102, an air flow meter 104, an intake air temperature sensor 106, and a throttle valve 107 are provided in this order from the upstream side of the intake passage 111. The opening degree of the throttle valve 107 is controlled by an electronic control throttle 108. An injector 110 that injects fuel is provided near the intake valve of the intake passage 111.

  An air-fuel ratio sensor 145, a catalyst device 127, and an oxygen sensor 146 are arranged in the exhaust passage 113 in order from the exhaust valve side. The engine 2 further detects a vibration of the cylinder block, a piston 114 that moves up and down a cylinder provided in the cylinder block, a crank position sensor 143 that detects rotation of a crankshaft that rotates according to the up and down of the piston 114, and It includes a knock sensor 144 that detects the occurrence of knocking, and a water temperature sensor 148 attached to the cooling water passage of the cylinder block.

  The hybrid control unit 62 controls the electronic control throttle 108 according to the output of the accelerator position sensor 42 to change the intake air amount, and outputs an ignition instruction to the ignition coil 112 according to the crank angle obtained from the crank position sensor 143. Then, the fuel injection timing is output to the injector 110. Further, the fuel injection amount, the air amount, and the ignition timing are corrected according to the outputs of the intake air temperature sensor 106, the knock sensor 144, the air-fuel ratio sensor 145, and the oxygen sensor 146.

  Hybrid vehicle 1 further includes a fuel tank 180 that stores fuel FL, a pump 186, a charcoal canister 189, and a canister purge vacuum switching valve 191. The fuel FL sucked up by the pump 186 through the passage 185 is pressurized and sent to the passage 187. When the injector 110 is opened at a predetermined timing, the fuel FL is injected into the intake passage 111.

  The fuel vapor evaporated in the fuel tank 180 is adsorbed by the activated carbon inside the charcoal canister 189 via the passage 188. Then, the fuel vapor adsorbed by opening the canister purge VSV (vacuum switching valve) 191 by the hybrid control unit 62 is discharged into the intake passage 111 via the passages 190 and 192.

  When the driver operates the fuel supply door opening / closing switch 170, the lid 181 opens. The fuel cap 182 is removed, and the fuel FL is supplied to the fuel supply passage 183 from a fuel supply device such as a gas station.

  An oil pan 152 that stores engine oil 150 (lubricating oil) is provided below the engine 2. Engine oil 150 is pumped up by oil pump 154. The engine oil 150 pumped up by the oil pump 154 passes through an oil filter 156 for adsorbing foreign matter contained therein and is supplied to each component of the engine 2.

  The oil pump 154 may be a mechanical oil pump that is mechanically coupled to the crankshaft of the engine 2 and discharges oil to the oil passage by using the driving force of the engine 2, or the engine may be driven by a separately provided power source. An electric pump driven independently of the operation of 2 may be used. The oil supplied to each component of the engine 2 drops in the gap in the engine 2 or flows down along the inner wall of the engine 2 and returns to the oil pan 152. However, FIG. 3 schematically shows the circulation of the engine oil 150.

  As described above, the oil pan 152, the oil pump 154, and the oil filter 156 constitute a lubrication system that supplies the engine oil 150 to the engine 2 in accordance with the operation of the engine 2.

  In the hybrid vehicle 1 shown in FIG. 1, by increasing the capacity of the battery B, the electric vehicle traveling area can be expanded. However, for example, when the hybrid vehicle 1 is repeatedly traveled for a short distance, there is a high possibility that only the motor generator MG2 is used for driving the vehicle. That is, there is a possibility that the stop period of the engine 2 becomes longer.

  When the stop period of the engine 2 becomes longer, the engine oil 150 supplied to each component of the engine 2 falls due to, for example, gravity. For this reason, the engine oil film may not be formed on a part (or all) of the surface of the component. If the engine 2 is operated at a high speed in such a state (insufficient lubrication of the engine 2), friction may occur between the component parts, which may cause damage to the surface of the component parts or wear of the component parts. Occurs. This increases the possibility that the durability of the engine 2 will be reduced.

  In the first embodiment, when the engine 2 is insufficiently lubricated, the hybrid control unit 62 limits the rate of increase of the engine speed when the engine 2 is started. By supplying the engine oil 150 to the engine 2 for a certain period after the engine is started, insufficient lubrication of the engine 2 can be solved. Thereby, it becomes possible to prevent the durability of the engine 2 from being lowered.

  FIG. 4 is a diagram for explaining the rotational speed limiting process when the engine is started by the hybrid control unit 62. Referring to FIGS. 4 and 2, at time ta, the traveling mode of hybrid vehicle 1 is switched from the EV traveling mode to the HV traveling mode. The hybrid control unit 62 increases the engine speed from zero. At this time, the hybrid control unit 62 sets the increase rate of the engine speed to the increase rate a. The increase rate a is smaller than the increase rate b described later.

  At the time tb, the engine speed reaches Ne1. When the engine speed reaches a predetermined value Ne1, the hybrid control unit 62 sets the rate of increase of the engine speed to the rate of increase b. Note that there is no need to limit the rate of increase after the engine speed reaches the predetermined value Ne1.

  FIG. 5 is a flowchart showing engine speed limiting processing by the hybrid control unit 62 of FIG. Referring to FIGS. 5 and 2, when the processing is started, hybrid control unit 62 switches the travel mode of hybrid vehicle 1 from the EV travel mode to the HV travel mode based on information from travel mode setting unit 64. It is determined whether or not (step S1). When the travel mode of hybrid vehicle 1 remains in the EV travel mode (NO in step S1), the entire process ends. When the travel mode of hybrid vehicle 1 is switched from the EV travel mode to the HV travel mode (YES in step S1), the process proceeds to step S2.

  In step S2, the hybrid control unit 62 determines whether or not the engine stop period is equal to or longer than a predetermined period. This “predetermined period” is obtained, for example, by experiment or design. If the engine stop period is equal to or longer than the predetermined period (YES in step S2), hybrid control unit 62 starts the engine while limiting the rate of increase in engine speed (step S3).

  In step S3, the hybrid control unit 62 may perform motoring of the engine 2. When motoring engine 2, motor generator MG1 rotates the crankshaft of engine 2 but fuel is not injected. By performing the motoring of the engine 2, it becomes possible to suppress the fuel consumption.

  If the engine stop period is less than the predetermined period (NO in step S2), hybrid control unit 62 starts the engine without limiting the rate of increase in engine speed (step S4). When the process of step S3 or step S4 ends, the whole process ends.

  FIG. 6 is a diagram illustrating a method in which the hybrid control unit 62 in FIG. 2 calculates the engine stop period. Referring to FIG. 6, the engine stops at time t1. The hybrid control unit 62 starts measuring the engine stop period at time t1. At time t1, the travel mode of hybrid vehicle 1 is switched from the HV travel mode to the EV travel mode.

  During the operation of the hybrid vehicle 1, the hybrid control unit 62 is operated by the power of the battery B. Here, in general, the voltage of the battery B is higher than the operating voltage of the hybrid control unit 62. Although not shown in FIG. 1, for example, the hybrid vehicle 1 includes a DC / DC converter that converts the voltage of the battery B into the operating voltage of the hybrid control unit 62. Therefore, the hybrid control unit 62 is operated by the power of the battery B.

  The hybrid vehicle 1 stops at time t2. Next, at time t <b> 3, as shown in FIG. 1, the charging device 25 is connected to the AC power supply 41 via the connector 26 and the cable 43. Thereby, charging to the battery B is started. At time t4, charging of the battery B ends.

  During a period from time t1 to time t3, the hybrid control unit 62 operates by receiving the power of the battery B. On the other hand, in the period from time t3 to time t4 (that is, the charging period of the hybrid vehicle), the hybrid control unit 62 operates with electric power from the external power supply (AC power supply 41).

  After time t4, the hybrid control unit 62 operates again with the power of the battery B. The operation of the hybrid vehicle 1 starts at time t5. Since the engine is started at time ta, the hybrid control unit 62 ends the measurement of the engine stop period. The time ta shown in FIG. 6 corresponds to the time ta shown in FIG.

  In many cases, a control device mounted on a hybrid vehicle stops operation (or enters a standby state) in order to suppress battery power consumption when the hybrid vehicle is stopped. On the other hand, in the present embodiment, the hybrid controller 62 is operated by the power supply from the external power supply also during the period from time t3 to time t4, that is, during the period when the battery B is charged by the external power supply (AC power supply 41). Thereby, since the charging period of the battery B can be included in the engine stop period measured by the hybrid control unit 62, an accurate engine stop period can be obtained.

  FIG. 7 is a flowchart for explaining an engine stop period measurement process executed by the hybrid control unit 62 of FIG. Referring to FIGS. 7 and 2, the power source of hybrid control unit 62 is battery B at the start of processing. Here, a device that supplies power for operation of the hybrid control unit 62 to the hybrid control unit 62 is referred to as a “power source”.

  Next, the hybrid controller 62 determines whether or not the engine 2 has stopped based on, for example, the engine speed (step S12). If the engine speed is not zero, the hybrid control unit 62 determines that the engine 2 is not stopped. In this case (NO in step S12), the entire process ends. On the other hand, when the engine speed is 0, the hybrid control unit 62 determines that the engine has stopped. In this case (YES in step S12), hybrid control unit 62 starts a count process (step S13). For example, the hybrid control unit 62 increases the count value by +1 every second.

  Subsequently, the hybrid control unit 62 determines whether or not charging of the battery B from the AC power supply 41 is started (step S14). With reference to FIG. 1, when the cable 43 is connected to the connector 26, the terminal device 40 outputs information (date / time information) acquired from the server 45 via the network NW to the cable 43. The charging device 25 outputs the date and time information received via the cable 43 to the control device 14.

  Referring to FIGS. 7 and 2 again, hybrid control unit 62 determines that charging of battery B has started when receiving this information. When charging of battery B is started (YES in step S14), the power source of hybrid control unit 62 is switched to the external power source (AC power source 41) (step S15).

  Next, the hybrid control unit 62 determines whether or not the charging of the battery B has been completed (step S16). The terminal device 40 transmits the date and time information acquired from the server 45 to the hybrid control unit 62 at regular time intervals. The hybrid control unit 62 determines that the charging of the battery B has been completed when the date and time information is not received for a predetermined period (for example, 1 minute). In this case (YES in step S16), the power source is switched to battery B (step S17). If charging of battery B has not ended (NO in step S16), hybrid control unit 62 repeats the process of step S16.

  Switching the power source of the hybrid vehicle 1 from the external power source to the battery means that the hybrid vehicle 1 can be started. When the hybrid vehicle 1 is started, the hybrid control unit 62 determines whether or not the engine needs to be started based on the information on the driving mode set by the driving mode setting unit 64 (step S18).

  When the traveling mode is set to the HV traveling mode, the hybrid control unit 62 determines that the engine needs to be started. In this case (YES in step S18), hybrid control unit 62 ends the counting operation (step S19). On the other hand, when the traveling mode is set to the EV traveling mode, the hybrid control unit 62 determines that it is not necessary to start the engine. In this case (NO in step S18), hybrid control unit 62 repeats the process of step S18.

  In the determination process in step S14, when the hybrid control unit 62 determines that charging of the battery B has not started (NO in step S14), the power source of the hybrid control unit 62 remains the battery B (step S14). S20). Even in such a case, the hybrid control unit 62 determines whether or not the engine needs to be started (step S21).

  When the traveling mode is set to the HV traveling mode, the hybrid control unit 62 determines that the engine needs to be started. In this case (YES in step S21), hybrid control unit 62 ends the counting operation (step S19). On the other hand, when the traveling mode is set to the EV traveling mode, the hybrid control unit 62 determines that it is not necessary to start the engine. In this case (NO in step S21), the process returns to step S14. That is, the processing performed in the order of steps S20, S21, and S14 represents that hybrid control unit 62 performs a counting operation with the electric power from battery B until charging of battery B is started.

  When the counting operation ends in step S19, the engine stop period measurement process ends.

  Thus, according to the present embodiment, control device 14 includes travel mode setting unit 64 and hybrid control unit 62. Based on the accelerator opening and the vehicle speed, the travel mode setting unit 64 stops the hybrid vehicle 1 in the HV travel mode in which the hybrid vehicle 1 travels by setting at least the engine 2 to the operating state, and the engine 2. And it sets to any one of EV driving modes which drive hybrid vehicle 1 by operating motor generator MG2. Hybrid control unit 62 controls engine 2 and motor generator MG2 in accordance with the setting result of travel mode setting unit 64. Hybrid control unit 62 controls motor generator MG2 by controlling inverter 36 that drives motor generator MG2.

  When the engine 2 is insufficiently lubricated, the hybrid control unit 62 limits the rate of increase in engine speed when the engine 2 is started. Thus, according to the present embodiment, it is possible to prevent the durability of the engine from being affected even if the engine that has been stopped for a long time is started.

  For example, if the vehicle speed is somewhat high at the time when the hybrid vehicle travel mode is switched from the EV travel mode to the HV travel mode, the engine speed may increase rapidly. However, according to the first embodiment, even in such a case, for example, it is possible to prevent an influence on engine components.

  In particular, when the hybrid vehicle shown in FIG. 1 (a vehicle that can travel a relatively long distance in the EV travel mode by being configured to be rechargeable from the outside) is expected to have more opportunities to select the EV travel mode. Is done. That is, it is expected that the possibility of stopping the engine for a long period of time is increased. By mounting the hybrid vehicle control device of the present embodiment on such a hybrid vehicle, it becomes possible to make the engine lubrication state appropriate when starting the engine.

[Embodiment 2]
The configuration of the control device for the hybrid vehicle according to the second embodiment is the same as the configuration of the control device 14 shown in FIG. The configuration of the hybrid vehicle provided with the control device is the same as the configuration of the hybrid vehicle 1 shown in FIG.

  In the second embodiment, when the high load operation of the engine is predicted, the hybrid control unit 62 starts the engine 2 in advance so that a desired engine speed and lubrication state can be obtained when the engine is operated at a high load. .

  Here, the “high load operation” means that the engine outputs desired power for traveling the hybrid vehicle 1. As a specific example of the high load operation, there is an operation of the engine when the hybrid vehicle 1 travels on an expressway, for example.

  Referring to FIG. 2, hybrid control unit 62 predicts high-load operation of the engine based on information from, for example, GPS antenna 50 and gyro sensor 52. Specifically, when the hybrid control unit 62 determines that the hybrid vehicle 1 is heading toward the entrance of the expressway, the engine even if the travel mode condition of the hybrid vehicle 1 satisfies the EV travel mode. 2 is started.

  The hybrid control unit 62 may start the engine when the ETC vehicle-mounted device 54 receives radio waves from an antenna provided at the entrance (toll gate) of the highway. In this case, the ETC vehicle-mounted device 54 transmits information indicating that the radio wave has been received to the hybrid control unit 62. The hybrid control unit 62 receives this information and starts the engine 2. Accordingly, even when the engine speed increases when the hybrid control unit 62 travels on the highway, the engine lubrication state is improved, so that it is possible to prevent the engine durability from being affected.

  FIG. 8 is a flowchart showing the engine speed limiting process according to the second embodiment. Referring to FIGS. 8 and 2, when the process is started, hybrid control unit 62 determines whether or not the travel mode of hybrid vehicle 1 is the EV travel mode based on information from travel mode setting unit 64. (Step S31). When the travel mode of hybrid vehicle 1 is not the EV travel mode, that is, when the travel mode of hybrid vehicle 1 is the HV travel mode (NO in step S31), the entire process ends. If the travel mode of hybrid vehicle 1 is the EV travel mode (YES in step S31), the process proceeds to step S32.

  In step S32, the hybrid control unit 62 determines whether or not a high-load operation of the engine occurs within a certain time from the current time (for example, it may be several seconds after the current time or may be several minutes after the current time). judge. For example, based on information from the navigation system (or ETC vehicle-mounted device 54), the hybrid control unit 62 determines that the hybrid vehicle 1 is heading to the entrance of the highway. In this case, the hybrid control unit 62 determines that a high load operation of the engine occurs after a certain time from the current time. When hybrid control unit 62 determines that high load operation of engine 2 occurs (YES in step S32), hybrid control unit 62 determines whether the lubrication state of engine 2 is good (step S33). Similar to the first embodiment, the hybrid control unit 62 performs the processing shown in FIGS. 6 and 7 to obtain the stop period of the engine 2. The hybrid control unit 62 determines that the lubrication state of the engine 2 is not good when the stop period of the engine 2 is equal to or longer than the predetermined period.

  If the lubrication state of engine 2 is not good (NO in step S33), hybrid control unit 62 starts the engine while limiting the rate of increase in engine speed (step S34). The increase rate in this case is determined according to the timing at which desired power is output from the engine. By setting the rate of increase in this way, when the desired power is output from the engine, the engine speed becomes the speed corresponding to the desired power, and the engine lubrication state corresponds to the desired power. It becomes. When the process of step S34 ends, the entire process ends.

  On the other hand, when the engine stop period is less than the predetermined period, the hybrid control unit 62 determines that the engine lubrication state is good. In this case (YES in step S33), the entire process ends.

  Note that in the case of NO in step S32, that is, if the hybrid control unit 62 determines that there is no situation where the engine is operated at a high load after a certain time from the present time, the entire process ends.

  Thus, in the second embodiment, the hybrid control unit 62 starts the engine 2 even when the travel mode set by the travel mode setting unit 64 is the EV travel mode. Thereby, even when the engine 2 has been stopped for a long time, when the hybrid vehicle 1 is driven using the power of the engine 2, the lubrication state of the engine 2 can be made good.

  Further, in the second embodiment, the hybrid control unit 62 is configured such that when the desired power is output from the engine 2, the rotational speed of the engine 2 becomes the rotational speed corresponding to the desired power, and the lubrication state of the engine 2 is desired. The engine 2 is started in advance so as to be in a state corresponding to the power of the engine. This makes it possible to output a desired torque at an appropriate timing from the engine that has been stopped for a long time.

  In the second embodiment, similarly to the first embodiment, when the engine that has been stopped for a long time is started, the rate of increase in the engine speed is limited. Thereby, it is possible to prevent an influence on the durability of the engine due to the rapid increase in the number of engine lines while the engine is insufficiently lubricated.

  Note that the control processing of the hybrid control unit 62 in the second embodiment is not limited to starting the engine 2 in preparation for traveling on the highway. For example, the hybrid control unit 62 may start the engine when it is detected from the information of the navigation system (the GPS antenna 50 and the gyro sensor 52) that the hybrid vehicle 1 is traveling toward the mountain road. When the hybrid vehicle 1 climbs a mountain road, the engine may perform a high load operation. According to the second embodiment, when the hybrid vehicle 1 climbs a mountain road, the engine speed is set to a speed corresponding to the required power of the engine, and the engine lubrication state is set to a state corresponding to the required power of the engine. can do.

[Embodiment 3]
In the first and second embodiments, the engine stop period is calculated based on the information of the charging start date and time acquired via the charging device 25. In the third embodiment, the engine stop period is calculated by a method different from the first and second embodiments.

  FIG. 9 is a diagram illustrating a main configuration of a hybrid vehicle 1A including the hybrid vehicle control device according to the third embodiment. Referring to FIG. 9, connector 26 is provided inside hybrid vehicle 1 </ b> A, and charging device 25 is provided outside hybrid vehicle 1. The DC voltage from the charging device 25 is directly input to the battery B. In this respect, the hybrid vehicle 1A is different from the hybrid vehicle 1 of FIG.

  Further, the hybrid vehicle 1A is different from the hybrid vehicle 1 of FIG. 1 in that a control device 14A is provided instead of the control device 14. The control device 14A receives date information (information indicating the current time) transmitted from the date information transmitting unit 45A. The date information transmission method and transmission mode are not particularly limited. For example, the date information transmission unit 45A is a broadcasting station (or transmission antenna) that transmits radio broadcast radio waves or television broadcast radio waves. The control device 14 acquires the current date information by receiving radio broadcast radio waves or television broadcast radio waves. In another example, the date information transmitting unit 45A is a transmitting station that transmits a radio wave (a radio signal including time information) received by the radio timepiece. The control device 14A may acquire date information by receiving radio waves from the transmitting station.

  Since the configuration of other parts of hybrid vehicle 1A is the same as the configuration of the corresponding part of hybrid vehicle 1, the following description will not be repeated.

  FIG. 10 is a functional block diagram of the control device 14A shown in FIG. Referring to FIGS. 10 and 2, control device 14 </ b> A is different from control device 14 in that it further includes a storage unit 66. As shown in FIG. 10, the hybrid controller 62 receives date information from the date information transmitter 45A. The hybrid control unit 62 stores this date information in the storage unit 66.

  Even when a stop instruction is given to the hybrid vehicle 1, the storage unit 66 retains date information. For example, the memory | storage part 66 is comprised including a non-volatile memory | storage device (for example, flash memory). Further, for example, the storage unit 66 may be a volatile semiconductor memory to which power is supplied by a backup power source (not shown). Since the configuration of other parts of control device 14A is similar to the configuration of the corresponding portion of control device 14A, the following description will not be repeated.

  The hybrid control unit 62 receives date information sent from the date information transmitting unit 45A when the engine is stopped. Then, the hybrid control unit 62 stores date information acquired when the hybrid vehicle 1 is stopped in the storage unit 66. Therefore, even if the hybrid vehicle 1 stops after the travel mode of the hybrid vehicle 1 is switched from the HV travel mode to the EV travel mode, the date information when the engine is stopped is stored in the storage unit 66.

  Next, the hybrid controller 62 receives date information sent from the date information transmitter 45A when the engine is started. The hybrid control unit 62 calculates the engine stop period based on the date information acquired when the engine is started and the date information stored in the storage unit 66. By storing date information indicating the date and time when the engine is stopped in the storage unit 66, it is possible to accurately calculate the engine stop period.

  FIG. 11 is a flowchart for explaining the engine stop period calculation process executed by the hybrid control unit 62 of FIG. When the process is started with reference to FIG. 11, hybrid control unit 62 determines whether engine 2 has stopped based on, for example, the engine speed (step S <b> 41). If the engine speed is not zero, the hybrid control unit 62 determines that the engine 2 is not stopped. In this case (NO in step S41), the entire process ends. On the other hand, when the engine speed is 0, the hybrid control unit 62 determines that the engine has stopped. In this case (YES in step S41), the hybrid control unit 62 acquires date information transmitted from the date information transmitting unit 45A (step S42). This information is held in the hybrid control unit 62 until the process of step S44 described later is executed.

  Next, the hybrid control unit 62 determines whether or not the driver has instructed the stop of the hybrid vehicle 1 (step S43). When the stop of the vehicle is instructed by the driver (YES in step S43), the hybrid control unit 62 stores date information indicating the engine stop date and time acquired in step S42 in the storage unit 66 (step S44). When the process of step S44 ends, the hybrid vehicle 1 stops. Thereafter, the battery B mounted on the hybrid vehicle 1 is charged.

  In step S45 following step S44, the hybrid control unit 62 determines whether or not the driver has instructed activation of the hybrid vehicle 1 (step S45). When activation of hybrid vehicle 1 is instructed by the driver (YES in step S45), hybrid control unit 62 reads date information indicating the engine stop date and time from storage unit 66 (step S46).

  Subsequently, the hybrid control unit 62 determines whether the engine 2 needs to be started (step S47). Similarly to the first embodiment, the hybrid control unit 62 determines that the engine 2 needs to be started when the travel mode setting unit 64 switches the travel mode setting from the EV travel mode to the HV travel mode. Good. Similarly to the second embodiment, the hybrid control unit 62 determines that the engine 2 needs to be started when a high load operation of the engine 2 is predicted even when the traveling mode is the EV traveling mode. Also good.

  If it is not necessary to start engine 2 (NO in step S47), the process of step S46 is repeated. On the other hand, when the engine 2 needs to be started (YES in step S47), the hybrid control unit 62 acquires the current date information from the date information transmission unit 45A (step S49). The hybrid control unit 62 calculates the engine stop period based on the date information acquired when the engine is started and the date information stored in the storage unit 66 (step S50). When the process of step S50 ends, the entire process ends.

  In step S43, when the stop of the vehicle is not instructed (NO in step S43), the hybrid control unit 62 determines whether the engine 2 needs to be started (step S48). If it is not necessary to start engine 2 (NO in step S48), the process in step S43 is repeated. On the other hand, when engine 2 needs to be started (YES in step S47), the processes of steps S49 and S50 are executed to calculate the engine stop period. When the processes of steps S49 and S50 are performed, the hybrid control unit 62 calculates the engine stop period based on the engine stop date / time information stored therein and the engine start date / time information acquired from the date information transmission unit 45A. To do.

  Thus, according to the third embodiment, the control device 14A obtains date information from the outside when the engine is stopped and when the engine is started, and calculates the engine stop period. According to the third embodiment, the engine stop period calculation process can be simplified. Further, according to the third embodiment, the hybrid control unit does not have to measure the engine stop period, so that it is possible to suppress battery power consumption.

  In the present embodiment, an example is shown in which the present invention is applied to a series / parallel type hybrid system in which the power of the engine can be divided and transmitted to the axle and the generator by the power split mechanism. However, the present invention can be applied to a series type hybrid vehicle that uses an engine only to drive a generator and generates a driving force of an axle only by a motor that uses electric power generated by the generator. In a series type hybrid vehicle, when a motor is driven in response to a drive request, the battery alone may not provide sufficient power to the motor. In this case, the generator is generated by starting the engine, and the sum of the electric power of the battery and the electric power from the generator is supplied to the motor. The engine also starts when the battery SOC (State of Charge) decreases.

  Furthermore, the present invention can also be applied to a parallel hybrid vehicle in which wheels are directly driven by an engine and a motor. In a parallel hybrid vehicle, the motor assists engine power and also functions as a generator for charging the battery. A parallel hybrid vehicle can travel while charging a battery by a generator.

  Both the series-type hybrid vehicle and the parallel-type hybrid vehicle have an operation mode in which the engine is activated, and an operation mode in which the engine is stopped and the motor is activated. Therefore, the present invention can be applied to these automobiles.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the main structures of the hybrid vehicle 1 provided with the control apparatus of the hybrid vehicle which concerns on Embodiment 1. FIG. It is the figure which showed the functional block of the control apparatus of FIG. 1, and the peripheral device relevant to the control apparatus. 2 is a schematic diagram for explaining the periphery of an engine 2. FIG. It is a figure explaining the limiting process of the rotation speed at the time of engine starting by the hybrid control part 62. FIG. 3 is a flowchart showing a process for limiting the engine speed by the hybrid control unit 62 of FIG. 2. It is a figure explaining the method by which the hybrid control part 62 of FIG. 2 calculates an engine stop period. 3 is a flowchart for explaining an engine stop period measurement process executed by a hybrid control unit 62 in FIG. 2. 6 is a flowchart showing engine speed limiting processing according to Embodiment 2; It is a figure which shows the main structures of 1 A of hybrid vehicles provided with the hybrid vehicle control apparatus which concerns on Embodiment 3. FIG. FIG. 10 is a functional block diagram of a control device 14A shown in FIG. It is a flowchart explaining the calculation process of the engine stop period which the hybrid control part 62 of FIG. 10 performs.

Explanation of symbols

  1,1A hybrid vehicle, 2 engine, 4,6 gear, 14,14A control device, 16 planetary gear, 18 differential gear, 20R, 20L front wheel, 22R, 22L rear wheel, 25 charging device, 26 connector, 28, 30 system main Relay, 32 Booster unit, 36 Inverter, 40 Terminal device, 41 AC power supply, 42 Accelerator position sensor, 43 Cable, 44 Vehicle speed sensor, 45 Server, 45A Date information transmission unit, 46 EV priority switch, 48 Display unit, 50 GPS antenna , 52 Gyro sensor, 54 ETC vehicle-mounted device, 62 Hybrid control unit, 64 Travel mode setting unit, 66 Storage unit, 102 Air cleaner, 104 Air flow meter, 106 Intake temperature sensor, 107 Throttle valve, 108 Electronic control Rottle, 110 injector, 111 intake passage, 112 ignition coil, 113 exhaust passage, 114 piston, 127 catalyst device, 143 crank position sensor, 144 knock sensor, 145 air-fuel ratio sensor, 146 oxygen sensor, 148 water temperature sensor, 150 engine oil, 152 oil pan, 154 oil pump, 156 oil filter, 170 oil supply door open / close switch, 180 fuel tank, 181 lid, 182 fuel cap, 183 fuel supply passage, 185, 187, 188, 190, 192 passage, 186 pump, 189 charcoal Canister, 191 Canister purge vacuum switching valve, B battery, B0-Bn battery unit, FL fuel, MG1, MG2 motor generator, NW network.

Claims (10)

A control device for a hybrid vehicle comprising an internal combustion engine, a motor, and a lubrication system that supplies lubricating oil to the internal combustion engine,
The motor drives the hybrid vehicle, and the internal combustion engine executes at least one of driving the hybrid vehicle and supplying power to the motor;
The controller is
A mode setting unit for setting the operation mode of the hybrid vehicle to at least one of an HV mode for operating the internal combustion engine and an EV mode for stopping the internal combustion engine and operating the motor;
A control unit for controlling the internal combustion engine and the motor according to a setting result of the mode setting unit,
The control unit controls the hybrid vehicle to limit the rate of increase in the rotational speed of the internal combustion engine when the internal combustion engine is started when the internal combustion engine is insufficiently lubricated while the internal combustion engine is stopped. . The hybrid vehicle
A power storage device for supplying power to the motor;
The hybrid vehicle control device according to claim 1, further comprising a connection unit for charging the power storage device from the outside of the hybrid vehicle.   2. The hybrid vehicle control device according to claim 1, wherein the control unit determines that insufficient lubrication of the internal combustion engine has occurred when a stop period of the internal combustion engine is equal to or longer than a predetermined period. 3. Outside the hybrid vehicle, a date information transmission unit for transmitting current date information is provided,
The hybrid vehicle according to claim 3, wherein the control unit receives the date information from the date information transmission unit when the internal combustion engine is stopped and when the internal combustion engine is started, and calculates a stop period of the internal combustion engine. Control device.   The control device for a hybrid vehicle according to claim 1, wherein the control unit starts the internal combustion engine in response to the mode setting unit changing the setting of the operation mode from the EV mode to the HV mode.   2. The hybrid vehicle control device according to claim 1, wherein the control unit starts the internal combustion engine even when the operation mode set by the mode setting unit is the EV mode. 3.   When the desired power is output from the internal combustion engine, the control unit has a rotational speed corresponding to the desired power, and the lubrication state of the internal combustion engine corresponds to the desired power. The hybrid vehicle control device according to claim 1, wherein the engine is started in advance so as to achieve the state. The hybrid vehicle further includes a navigation system that acquires information on a current position of the hybrid vehicle,
The hybrid vehicle control device according to claim 7, wherein the control unit determines a start timing of the internal combustion engine based on information on a current position of the hybrid vehicle received from the navigation system. The hybrid vehicle
It further comprises a detection device that detects the presence of the entrance to the expressway road,
The control device for a hybrid vehicle according to claim 7, wherein the control unit receives the detection result of the detection device and starts the internal combustion engine.   The control device for a hybrid vehicle according to claim 9, wherein the detection device is an ETC vehicle-mounted device.

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