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CN105593045B - 混合动力车辆的控制装置以及控制方法 - Google Patents

混合动力车辆的控制装置以及控制方法 Download PDF

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Publication number
CN105593045B
CN105593045B CN201380079983.6A CN201380079983A CN105593045B CN 105593045 B CN105593045 B CN 105593045B CN 201380079983 A CN201380079983 A CN 201380079983A CN 105593045 B CN105593045 B CN 105593045B
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China
Prior art keywords
clutch
pattern
engine
motor vehicle
mixed power
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CN105593045A (zh
Inventor
池田直泰
嵯峨贤
嵯峨贤一
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
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    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
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Abstract

公开了一种具备经由第一离合器(4)而连接的发动机(1)和电动发电机(2)的混合动力车辆的控制装置。在第一离合器(4)应该处于断开状态的“EV模式”下进行第一离合器(4)的诊断。混合动力车辆利用发动机(1)来驱动空调装置(41)的压缩机(42)，因此在空调装置(41)工作时变为“HEV模式”，但是当以规定车速以上的车速行驶规定时间时，在车辆停止时暂时设为“EV模式”，并执行第一离合器(4)的诊断。

Description

混合动力车辆的控制装置以及控制方法
技术领域
本发明涉及一种具备经由离合器而互相连接的发动机和马达来作为车辆驱动源的混合动力车辆的控制，特别是涉及一种利用发动机来驱动空调装置用压缩机的混合动力车辆的控制。
背景技术
已知一种具备发动机和马达来作为车辆驱动源的混合动力车辆。在专利文献1中公开了一种如下结构的混合动力车辆：电动发电机位于发动机与驱动轮之间，发动机与电动发电机以能够分离的方式经由离合器而连接，并且在电动发电机与变速机输入轴之间安装手动离合器。
另外，在专利文献2中公开了如下一种技术：在混合动力车辆中，考虑到由发动机驱动的空调装置用压缩机的负荷，对发动机和电动发电机的扭矩进行控制。
并且，在专利文献3中公开了一种诊断车辆的变速机内的离合器是否未固接的技术。
专利文献1：日本特开2013-159330号公报
专利文献2：日本特开2000-23309号公报
专利文献3：日本特开2002-327840号公报
发明内容
本发明的目的在于，在混合动力车辆中，在开始行驶后提前诊断安装在发动机与马达之间的离合器未固接的情况。
本发明是一种混合动力车辆的控制装置，该混合动力车辆具备经由离合器而互相连接的发动机和马达，利用所述发动机来驱动空调装置用压缩机，并且具有EV模式和HEV模式来作为行驶模式，其中，该EV模式是通过将所述离合器断开来使发动机从马达分离的模式，该HEV模式是通过将所述离合器接合来使发动机与马达一起旋转的模式，
在选择了所述EV模式时，该混合动力车辆的控制装置进行所述离合器的断开状态的诊断，并且在伴随空调装置的请求而选择了HEV模式时，该混合动力车辆的控制装置在车辆停止时基于到此为止的运转历史记录来暂时切换为EV模式，并执行所述诊断。
即，在选择了EV模式时，发动机与马达之间的离合器理应处于断开状态，因此例如能够根据马达转速与发动机转速之间的比较或者两者之间是否存在扭矩传递等来诊断离合器是否正常地处于断开状态。
另一方面，在利用发动机来驱动空调装置用压缩机的结构中，在需要空调作用时成为HEV模式并且离合器被控制为接合状态，因此无法诊断离合器是否固接。但是，在本发明中，在根据运转历史记录而认为驾驶室内已经被充分制冷时，在车辆停止时暂时切换为EV模式，在此期间进行离合器是否正常地处于断开状态的诊断。也就是说，在车辆停止时，基于到此为止的运转历史记录来决定是否允许空调装置的短时间的停止。由此，即使在HEV模式下开始运转的情况下，也提前完成离合器的诊断。
附图说明
图1是表示应用本发明的混合动力车辆的系统结构的结构说明图。
图2是表示混合动力车辆的模式切换的特性的特性图。
图3是第一离合器诊断处理的流程图。
图4是表示诊断用的行驶模式切换的处理的流程图。
图5是表示该实施例的作用的时序图。
具体实施方式
下面，基于附图来详细地说明本发明的一个实施例。
图1是示出FF(前置发动机/前置驱动)型混合动力车辆的系统结构来作为应用本发明的混合动力车辆的一例的结构说明图。
该混合动力车辆具备发动机1和电动发电机2来作为车辆的驱动源，并且具备皮带式无级变速机3来作为变速机构。在发动机1与电动发电机2之间安装有第一离合器4，在电动发电机2与皮带式无级变速机3之间安装有第二离合器5。
发动机1例如由汽油发动机构成，基于来自发动机控制器20的控制指令来进行启动控制以及停止控制，并且控制节气门的开度并进行燃油切断控制等。
在上述发动机1的输出轴与电动发电机2的转子之间设置的第一离合器4根据所选择的行驶模式使发动机1与电动发电机2结合或者使发动机1从电动发电机2分离，该第一离合器4基于来自CVT控制器21的控制指令利用由图外的液压单元生成的第一离合器液压来控制接合/断开。在本实施例中，第一离合器4是常开型的结构。
电动发电机2例如由三相交流的同步型电动发电机构成，与包括高电压电池12、逆变器13以及强电系继电器14的强电电路11相连接。电动发电机2基于来自马达控制器22的控制指令进行马达动作(所谓的动力运转)和再生动作这两个动作，其中，在该马达动作中，经由逆变器13接收来自高电压电池12的电力供给来输出正的扭矩，在该再生动作中，吸收扭矩来发电，并经由逆变器13进行高电压电池12的充电。
在电动发电机2的转子与无级变速机3的输入轴之间设置的第二离合器5进行包括发动机1和电动发电机2的车辆驱动源与驱动轮6(前轮)之间的动力的传递和切断该动力的传递，该第二离合器5基于来自CVT控制器21的控制指令利用由图外的液压单元生成的第二离合器液压来控制接合/断开。特别是，第二离合器5能够通过传递扭矩容量的可变控制而成为伴随滑动来进行动力传递的滑动接合状态，在不具备液力变矩器的结构中，能够进行平滑的起步并且实现缓慢行驶。
在此，上述第二离合器5实际上并非单一的摩擦元件，设置于无级变速机3的输入部的前进后退切换机构中的前进离合器或后退制动器被用作第二离合器5。用于将向无级变速机3输入的输入旋转方向在前进行驶时的正转方向与后退行驶时的反转方向之间切换的前进后退切换机构虽然没有详细地图示，但包括行星齿轮机构、在前进行驶时接合的前进离合器以及在后退行驶时接合的后退制动器，在前进行驶时前进离合器作为第二离合器5而发挥功能，在后退行驶时后退制动器作为第二离合器5而发挥功能。在成为第二离合器5的前进离合器和后退制动器二者均被断开的状态下，不进行扭矩传递，电动发电机2的转子与无级变速机3实质上被分离。此外，在本实施例中，前进离合器和后退制动器均为常开型的结构。
皮带式无级变速机3具有输入侧的主皮带轮、输出侧的副皮带轮以及卷绕在二者之间的金属制的皮带，基于来自CVT控制器21的控制指令利用由图外的液压单元生成的主液压和副液压来连续地控制各皮带轮的皮带接触半径甚至变速比。该无级变速机3的输出轴经由未图示出的终减速机构而与驱动轮6相连接。
上述发动机1具备启动用的起动马达25。该起动马达25由与电动发电机2相比额定电压低的直流马达构成，与包括DC/DC转换器16和低电压电池17的弱电电路15相连接。起动马达25基于来自发动机控制器20的控制指令而被驱动，来转动发动机1的动力输出轴。
另外，该车辆具备包括压缩机42、冷凝器43以及未图示出的鼓风风扇等的空调装置41。该空调装置41的压缩机42构成为经由未图示出的电磁离合器被发动机1的输出机械性地驱动。
利用来自包括高电压电池12的强电电路11的电力经由DC/DC转换器16对上述低电压电池17充电。此外，包括发动机控制器20等的车辆的控制系统、车辆的空调装置41、音频装置以及照明等接受弱电电路15的电力供给。
上述混合动力车辆的控制系统除了具备上述的发动机控制器20、CVT控制器21以及马达控制器22以外，还具备进行车辆整体的综合控制的综合控制器23，这些各控制器20、21、22、23经由能够互相之间进行信息交换的CAN通信线24而连接。另外，具备加速踏板开度传感器31、发动机转速传感器32、车速传感器33以及马达转速传感器34等各种传感器，这些传感器的检测信号独立地或者经由CAN通信线24被输入到综合控制器23等各控制器。并且，请求空调装置41运转的来自空调开关44的信号ACSW被输入到综合控制器23。
如上所述那样构成的混合动力车辆具有电动汽车行驶模式(以下称为“EV模式”)、混合动力行驶模式(以下称为“HEV模式”)以及驱动扭矩控制起步模式(以下称为“WSC模式”)等行驶模式，根据车辆的运转状态、驾驶员的加速操作等来选择最佳的行驶模式。
“EV模式”是使第一离合器4为断开状态、仅将电动发电机2作为驱动源来行驶的模式，具有马达行驶模式和再生行驶模式。在驾驶员的请求驱动力比较低时选择该“EV模式”。
“HEV模式”是使第一离合器4为接合状态、将发动机1和电动发电机2作为驱动源来行驶的模式，具有马达辅助行驶模式、行驶发电模式以及发动机行驶模式。在驾驶员的请求驱动力比较大时以及存在基于高电压电池12的充电状态(SOC)、车辆的运转状态等的来自系统的请求时，选择该“HEV模式”。在来自空调开关44的信号ACSW为接通的情况下，选择“HEV模式”以驱动压缩机42。
“WSC模式”是在车辆起步时等的车速比较低的区域选择的模式，通过对电动发电机2进行转速控制并且对第二离合器5的传递扭矩容量进行可变控制，来使第二离合器5为滑动接合状态。
图2示出了基于车速VSP和加速踏板开度APO的上述的“EV模式”、“HEV模式”以及“WSC模式”的基本的切换特性。如图示那样，从“HEV模式”向“EV模式”转变的“HEV→EV切换线”和相反地从“EV模式”向“HEV模式”转变的“EV→HEV切换线”被设定为具有适当的迟滞。另外，在规定的车速VSP1以下的区域成为“WSC模式”。
接着，基于图3的流程图来说明第一离合器4的故障诊断。第一离合器4如上所述那样例如为常开型的结构，在选择了EV模式时，进行是否正常地处于断开状态的诊断。
在混合动力车辆的运转过程中，以规定的运算周期反复执行图3的流程图所示的例程。此外，在图示例中，例如在综合控制器23中执行该诊断处理，但是也可以在其它控制器、例如CVT控制器21等中执行诊断处理。在图3的步骤1中判定车辆的系统是否为可行驶的“READY-ON”状态。在由驾驶员对未图示出的车辆的主开关进行了接通操作之后，在经过系统的初始化、液压的升高等规定的处理之后成为“READY-ON”状态。在行驶后，当由驾驶员对车辆的主开关进行断开操作时，仍是在经过规定的处理之后系统成为“READY-OFF”状态。
如果是“READY-ON”状态，则从步骤1进入步骤2，判定表示第一离合器4的诊断已经诊断过的标志的状态。在本实施例中，在一个行程(trip)(指从接通主开关起直到断开主开关为止的期间的一次运转期间)期间内，进行一次诊断就够了，因此如果已经诊断过，则结束图3的例程。
另外，如果还没有进行诊断，则进入步骤3，判定是否处于“EV模式”。如果不处于“EV模式”，则不进行第一离合器4的诊断，结束图3的例程。在处于“EV模式”的情况下，进入步骤4，进行第一离合器4的诊断。该第一离合器4的诊断是判定在第一离合器4应该为断开状态的“EV模式”下第一离合器4是否正常地处于断开状态的诊断，例如在电动发电机2旋转过程中，通过比较电动发电机2的转速Nm与发动机1的转速Ne来进行该第一离合器4的诊断。如果第一离合器4处于断开状态，则发动机1的转速Ne变为0或者与电动发电机2的转速Nm相比非常低的值。因而，在发动机1的转速Ne比较接近电动发电机2的转速Nm的情况下，能够判定为第一离合器4处于固接状态。或者，也能够单纯在发动机1的转速Ne为某个阈值以上时判定为第一离合器4处于固接状态。
当步骤4的诊断结束时，设置在步骤2中判定的已诊断的标志。另外，当在步骤1中判定为“READY-OFF”时，在步骤5中表示已诊断的标志等被初始化。因而，在下一个行程时，再次执行诊断。
此外，在图示例中第一离合器4为常开型的结构，但是即使第一离合器4为常闭型的结构也同样能够进行诊断。
如上所述，第一离合器4的断开状态的诊断只在第一离合器4应该处于断开状态的“EV模式”下进行，因此如果在成为“READY-ON”之后在“EV模式”下开始行驶，则能够立即进行诊断。与此相对，如上所述，在来自空调开关44的信号ACSW为接通的情况下，选择“HEV模式”以驱动压缩机42。因而，如果从开始行驶时间点起空调开关44的信号ACSW就为接通，则无法得到第一离合器4的诊断机会。
因此，在本实施例中，在伴随空调装置41的请求而选择了“HEV模式”时，暂时切换为“EV模式”以执行第一离合器4的诊断。
图4是表示与该空调装置41的请求和第一离合器4的强制的诊断相关联的运转模式的选择及切换的处理的流程图。在综合控制器23中，在混合动力车辆的运转过程中以规定的运算周期反复执行该流程图所示的例程。
在图4的步骤11中判定车辆的系统是否处于“READY-ON”状态。如果不处于“READY-ON”状态，则结束例程。
接着，在步骤12中判定来自空调开关44的信号ACSW是否为接通。如果空调装置41停止、即信号ACSW为断开，则进入步骤13，按照其它模式选择条件(上述的请求驱动力、高电压电池12的充电状态等)而允许选择“EV模式”。因而，如果空调装置41为关闭，则多数情况下在“EV模式”下开始行驶，按照上述的图3的处理来执行第一离合器4的诊断。
如果空调装置41开启(信号ACSW为接通)，则在经过步骤14的后述的标志FL的判定后进入步骤15，选择“HEV模式”。此外，除了后述的固定期间(例如5秒)的强制切换为“EV模式”的期间以外，标志FL通常为“0”。
因而，在空调装置41进行动作过程中基本上在“HEV模式”下运转，但在该“HEV模式”下运转的过程中，反复进行步骤16～19的判定。在步骤16中，与上述的步骤2同样地判定表示第一离合器4的诊断已经诊断过的标志的状态。在本实施例中，在一个行程期间进行一次诊断，因此如果已诊断，则结束图4的例程。
在步骤17中判定车辆是否处于停止。此外，关于“车辆停止”，实际上判定车速VSP是否为可视为车辆停止的某个阈值以下，作为阈值，例如设定为4km/h左右。如果车辆未处于停止，则不进行为了诊断而强制向“EV模式”的切换。
接着，如果车辆处于停止，则进入步骤18，判定从车辆上次停止起直到车辆本次停止为止的期间内的行驶历史记录是否满足了规定的条件。例如，判定是否以50km/h以上的车速VSP进行了40秒的行驶。这是认为驾驶室内被充分地制冷、即使空调装置41短时间停止也无妨的条件。显然，本发明并不限定于该具体的数值例，根据车辆的大小等来适当地设定条件即可。另外，此处将车速VSP和行驶时间这二者作为了条件，但是例如也可以设为在短时间内也进行了固定车速以上的行驶的情况下或者不限定车速地进行了固定时间以上的行驶的情况下满足条件。
在满足步骤18的条件的情况下，进一步进入步骤19，作为附加条件，在车辆停止的时间点判定是否从成为“READY-ON”起经过了规定时间、例如125秒。这是由于：即使满足了步骤18的行驶条件，如果从车辆开始运转起经过的时间过短，则也有可能没有充分地进行制冷。如果步骤18或者步骤19的判定为“否”，则不进行在本次的车辆停止时的第一离合器4的强制的诊断，就结束例程。
在满足步骤18和步骤19的全部条件的情况下，从步骤19进入步骤20，强制地向“EV模式”进行切换。随着切换为该“EV模式”，第一离合器4被断开，发动机1停止。因而，压缩机42停止，空调装置41的制冷作用暂时丧失。
在步骤20中切换为“EV模式”之后，在步骤21中判定是否经过了规定时间、例如5秒。在步骤22中将标志FL设为“1”直到经过这5秒为止。然后，在经过了5秒的阶段，在步骤23中将标志FL设为“0”。与上述的步骤4的第一离合器4的诊断所需的时间相对应地设定该规定时间(5秒)。
在步骤14中判定标志FL的状态。在车辆处于停止且标志FL为“1”的期间，从步骤14进入步骤24，在步骤24中判定肯定的情况下，进入步骤20，持续“EV模式”。因而，在步骤18、19的条件成立之后的5秒期间内，即使空调装置41的信号ACSW为接通，也强制地变为“EV模式”。随之，上述的步骤3的判定为“是”，在步骤4中执行第一离合器4的诊断。
当切换为“EV模式”之后经过5秒时，在步骤23中标志FL变为“0”，因此从步骤14进入步骤15，之后再次变为“HEV模式”。随之，利用发动机1驱动压缩机42，空调装置41的制冷作用恢复。此外，在本实施例中，不判定在成为“EV模式”的5秒期间内是否完成了第一离合器4的诊断，成为“EV模式”的时间(5秒)和恢复为“HEV模式”的定时与诊断完成无关。
另一方面，在步骤24中，在强制地变为“EV模式”的期间(即5秒的期间)，判定车辆是否仍处于停止状态。也就是说，判定车辆是否再次开始行驶。在经过5秒之前车辆再次开始行驶的情况下，进入步骤25，重置作为步骤18的判定对象的行驶历史记录，并且将标志FL设为“0”。因而，从步骤14进入步骤15，立即变为“HEV模式”。
图5的时序图示出了上述实施例的作用的一例，除了车速VSP、发动机转速Ne以及标志FL以外，一并示出了用于说明的几个判定结果的信号。
在该例中，在车辆的系统变为“READY-ON”之后车辆立即开始行驶，在以50km/h以上的车速VSP经历了40秒以上的行驶之后，在时间t1使车辆停止。而且，在该车辆停止时，从“READY-ON”起经过了125秒以上。此外，如上述那样在车速VSP为4km/h以下时判定为车辆停止。
如图示那样，在以50km/h以上的车速VSP行驶了40秒时，历史记录条件的判定信号以脉冲状变为接通。与该判定信号上升同时地，发动机停止允许标志变为“1”。在车辆停止过程中，停车判定标志为“1”。当发动机停止允许标志和停车判定标志这两者同时为“1”时，上述的标志FL变为“1”来进行向“EV模式”的切换，发动机1停止。当从该发动机1停止起经过5秒时，5秒经过判定信号以脉冲状变为接通，在其上升的定时，发动机停止允许标志变为“0”。因而，标志FL变为“0”，运转模式再次变为“HEV模式”。也就是说，发动机1再次开始运转。
这样，在上述实施例中，在行驶模式为“EV模式”时，进行应该处于断开状态的第一离合器4是否正常地处于断开状态的诊断。而且，在根据空调装置41的请求而在“HEV模式”下运转的情况下，在车辆停止时，根据到此为止的行驶历史记录来判定是否允许短时间停止制冷作用，如果能够短时间停止制冷作用，则在固定时间的期间内进行向“EV模式”的切换，进行第一离合器4的诊断。因而，无论空调开关44是否为接通，都在各行程的比较早的阶段完成第一离合器4的诊断。
而且，随着向“EV模式”的切换，空调装置41的制冷作用短时间丧失，但是在上述实施例中，此时车辆处于停止状态，因此不用担心由窗玻璃的模糊而导致的视野的劣化。
另外，在上述实施例中，不考虑驾驶室内的温度、空调装置41的运转状态等而仅根据行驶历史记录来判断可否向“EV模式”切换，因此控制简单，例如能够不依赖于空调装置41侧的检测信号而仅利用综合控制器23进行处理。另外，即使在户外气温高之类的情况下，也能够可靠地执行第一离合器4的诊断。
此外，在图5的例子中，作为行驶历史记录的条件，将连续以规定车速(例如50km/h)以上的车速进行规定时间(例如40秒)的行驶设为条件，但是也可以在从车辆起步起直到停止为止的期间内，对以规定车速(例如50km/h)以上的车速行驶的时间进行累计，将该累计时间达到了规定时间(例如40秒)设为条件。

Claims (5)

1.一种混合动力车辆的控制装置，该混合动力车辆具备经由离合器而互相连接的发动机和马达，利用所述发动机来驱动空调装置用压缩机，并且具有电动汽车行驶模式和混合动力行驶模式来作为行驶模式，其中，该电动汽车行驶模式是通过将所述离合器断开来使发动机从马达分离的模式，该混合动力行驶模式是通过将所述离合器接合来使发动机与马达一起旋转的模式，
在选择了所述电动汽车行驶模式时，该混合动力车辆的控制装置进行所述离合器的断开状态的诊断，并且在伴随空调装置的请求而选择了混合动力行驶模式时，该混合动力车辆的控制装置在车辆停止时基于到此为止的运转历史记录来暂时切换为电动汽车行驶模式，并执行所述诊断。
2.根据权利要求1所述的混合动力车辆的控制装置，其特征在于，
作为所述运转历史记录，以在直到车辆停止为止的期间内以规定车速以上的车速行驶了规定时间为条件，允许向电动汽车行驶模式切换。
3.根据权利要求2所述的混合动力车辆的控制装置，其特征在于，
以在车辆停止时从车辆的系统成为可行驶状态起经过了规定时间为附加条件，允许向电动汽车行驶模式切换。
4.根据权利要求1～3中的任一项所述的混合动力车辆的控制装置，其特征在于，
在从接通车辆的主开关起直到断开所述主开关为止的期间内进行一次诊断。
5.一种混合动力车辆的控制方法，该混合动力车辆具备经由离合器而互相连接的发动机和马达，利用所述发动机来驱动空调装置用压缩机，并且具有电动汽车行驶模式和混合动力行驶模式来作为行驶模式，其中，该电动汽车行驶模式是通过将所述离合器断开来使发动机从马达分离的模式，该混合动力行驶模式是通过将所述离合器接合来使发动机与马达一起旋转的模式，
在该混合动力车辆的控制方法中，
在选择了所述电动汽车行驶模式时，进行所述离合器的断开状态的诊断，并且在伴随空调装置的请求而选择了混合动力行驶模式时，在车辆停止时基于到此为止的运转历史记录来暂时切换为电动汽车行驶模式，并执行所述诊断。
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