JP2010052610A - Device and method of controlling hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a hybrid vehicle from getting unable to travel due to engine trouble during transition from a driving motor traveling mode to a mode for traveling by driving an engine due to insufficient remaining capacity of a battery. <P>SOLUTION: A controller of the hybrid vehicle stores an engine state in the previous startup of the engine, and variably sets an engine start determination value by the previous engine state. When the probability that the engine is abnormal is high, the controller starts the engine quicker than usual by making the engine start determination value smaller, and then can detect an abnormality of the engine in the early stage so as to notify a user of the abnormality of the engine. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle control device and a control method therefor, and more particularly, to a hybrid vehicle control device and a control method therefor capable of traveling using power from an engine and power from an electric motor.

  Conventionally, in this type of hybrid vehicle, the engine, the planetary gear in which the crankshaft of the engine is connected to the carrier and the ring gear is connected to the drive shaft mechanically coupled to the axle, and the sun gear of the planetary gear are powered. A motor is proposed that includes a first motor that outputs power, a second motor that inputs and outputs power to the drive shaft, and a battery that can exchange power with the first motor and the second motor (for example, Patent Document 1). reference). In this hybrid vehicle, the required driving power is obtained based on the accelerator opening and the vehicle speed, and the required charging / discharging power is obtained based on the remaining capacity (SOC) of the battery, and based on the required driving power and the required charging / discharging power. The output from the engine is set to obtain the required vehicle power. For example, when the vehicle required power is low, the engine is stopped and the vehicle is driven by outputting power from the second motor to the drive shaft connected to the axle. When the vehicle required power is high, the engine is operated and the engine is operated. The vehicle travels by converting the torque of the power with the battery charge / discharge and outputting it to the drive shaft.

  By the way, there is known a self-diagnosis device that automatically detects engine abnormality so that the driver can easily understand the cause of failure. The engine is stopped when the engine output is unnecessary, such as when the vehicle is stopped, and when the conventional self-diagnosis device is applied to a vehicle that temporarily stops the engine as described above, there is a problem that an accurate failure diagnosis cannot be performed. Arise. In other words, it is conceivable to provide a backup circuit for storing the abnormality detection history immediately before the engine is stopped and to take over the stored contents after the engine is started. In particular, it is not preferable because there is a possibility that the accuracy of diagnosis may be reduced or a misdiagnosis may be caused due to a change in atmospheric conditions during engine stop.

In view of such circumstances, Patent Document 2 discloses that even if the engine stop condition is satisfied, the abnormality detection process can be completed in the current engine control by prohibiting the engine from being stopped until the abnormality detection process is completed. And the one that can complete the abnormality detection process at an early stage is disclosed.
JP-A-10-326115 In recent years, however, there is a so-called “plug-in hybrid vehicle” that can charge a battery from a household outlet or the like. Plug-in hybrid vehicles have more battery capacity than conventional hybrid vehicles and can be easily charged from household plugs. Driving and high-speed driving are controlled so as to be driven in a hybrid vehicle mode using an engine and a motor. Therefore, the opportunity to drive the vehicle by driving the engine is reduced compared to the conventional hybrid vehicle.

However, since the invention described in Patent Document 2 is based on the premise that the engine is driven, the plug-in hybrid vehicle having a small chance of running the vehicle by the engine has an opportunity to execute the abnormality detection process. Less. In the unlikely event that an abnormality has occurred in the engine and the abnormal state of the engine has not been detected, the remaining capacity of the battery will disappear due to long-distance drive motor travel, and the engine will start and the vehicle will travel Even if it is attempted to do so, the engine cannot be started because an abnormality has occurred in the engine. That is, there is a problem that it suddenly falls into a state where it cannot run.
The present invention has been made paying attention to this point, and the engine abnormality check is optimally performed before the drive motor travels to the mode in which the remaining capacity of the battery runs out and the engine starts and travels. The purpose is to implement.

The invention of claim 1 is a control device for a hybrid vehicle capable of traveling by power from an engine and power from an electric motor, and is a drive request power determined from at least an accelerator opening, a shift position, and a vehicle speed, and at least a remaining battery. The vehicle required power is calculated from the battery required power determined from the capacity, and the engine start determination means for starting the engine when the vehicle required power exceeds a predetermined engine start determination value and the engine state during engine start are detected. An engine state detection unit, wherein the engine start determination unit makes the engine start determination value variable according to an engine state of the engine state detection unit.
According to a second aspect of the present invention, the engine start determination unit is configured such that the feedback amount of the air-fuel ratio control device in which the engine state detection unit feedback-controls the fuel supply amount based on a signal from the exhaust oxygen sensor or the air-fuel ratio sensor is a predetermined value. The start determination value is made smaller when it is detected as above.

  According to a third aspect of the present invention, the engine start determination means decreases the start determination value when the engine state detection means detects that the throttle deposit amount is equal to or greater than a predetermined value.

  The engine start determination means decreases the start determination value when the engine state detection means detects that the cranking time at the time of engine start is a predetermined value or more.

According to a fifth aspect of the present invention, the engine start determination unit decreases the start determination value when the engine state detection unit detects that the number of engine misfires is equal to or greater than a predetermined value.
The invention of claim 6 is a control device for a hybrid vehicle capable of traveling by power from an engine and power from an electric motor, wherein at least a required driving power determined from an accelerator opening, a shift position and a vehicle speed, and at least a remaining battery. The vehicle required power is calculated from the battery required power determined from the capacity, and the engine start determining means for starting the engine when the vehicle required power exceeds a predetermined engine start determination value, and without continuously starting the engine. Counting means for counting the number of trips traveled, and the engine start determination means reduces the start determination value when it is detected that the count by the count means is equal to or greater than a predetermined number.
The invention of claim 7 is a control device for a hybrid vehicle capable of traveling by power from an engine and power from an electric motor, wherein at least a required driving power determined from an accelerator opening, a shift position, and a vehicle speed, and at least a remaining battery. From the battery required power determined from the capacity, the vehicle required power is calculated, and when the vehicle required power exceeds a predetermined engine start determination value, an engine start determination means for starting the engine, and a control device for controlling the hybrid vehicle Detection means for detecting that the power supply means is shut off, and the engine start determination means, when the detection means detects that the power supply means is shut off, regardless of the engine start determination value, The engine is started.
The invention of claim 8 is a control device for a hybrid vehicle capable of traveling by power from an engine and power from an electric motor, wherein at least a required driving power determined from an accelerator opening, a shift position and a vehicle speed, and at least a remaining battery. Engine start determining means for calculating vehicle required power from battery required power determined from capacity and starting the engine when the vehicle required power exceeds a predetermined engine start determination value, and bonnet opening / closing means for detecting opening and closing of the bonnet When the ignition switch is switched from OFF to ON when the ignition switch is switched from OFF to ON, the engine start determination value is detected when the bonnet opening / closing means detects that the bonnet is opened when the ignition switch is OFF. Regardless, you can start the engine. It was used as a feature.
The invention of claim 9 is a control device for a hybrid vehicle capable of traveling by power from an engine and power from an electric motor, wherein at least driving demand power determined from an accelerator opening, a shift position, and a vehicle speed, and at least a remaining battery. An engine start determining means for calculating the vehicle required power from the battery required power determined from the capacity and starting the engine when the vehicle required power exceeds a predetermined engine start determination value; and a measuring means for measuring the engine stop time; The engine start determination means is characterized in that it is reduced when the measurement means is greater than or equal to a predetermined value.

  In each of the first to fifth aspects of the present invention, the engine state at the time of the previous engine start is stored, and at the time of the current vehicle operation, the engine start determination value is reduced according to the engine state at the time of the previous engine start. . At this time, even in a state where the remaining capacity of the battery remains, in order to start the engine quickly, an abnormal state of the engine can be detected quickly. As a result, the remaining capacity of the battery is reduced, and it is possible to quickly notify the driver of the engine abnormality before shifting from the drive motor travel mode to the mode in which the engine is started and operated. In other words, the engine abnormality can be detected at an early stage and the engine abnormality can be notified to the driver, so that the driver can bring the vehicle to a dealer or the like to repair the engine while the remaining battery capacity is available. It becomes possible.

  Further, in the invention of claim 2, when the feedback amount of the air-fuel ratio control device that feedback-controls the fuel supply amount based on a signal from the exhaust oxygen sensor or the air-fuel ratio sensor is greater than or equal to a predetermined value, the engine start determination value is reduced. I did it. As a result, the remaining capacity of the battery is reduced, and the driver can be immediately notified of an abnormality in the air-fuel ratio of the engine before shifting from the drive motor travel mode to the mode in which the engine is started and operated. . In other words, since the air-fuel ratio abnormality of the engine can be detected at an early stage and the air-fuel ratio abnormality of the engine can be notified to the driver, the driver brings the vehicle to a dealer or the like while the remaining capacity of the battery is present, and the engine Can be repaired.

  Furthermore, in the invention of claim 3, the engine start determination value is made smaller when the throttle deposit amount is equal to or greater than a predetermined value. As a result, the remaining capacity of the battery is reduced, and the driver can be quickly notified of the abnormality of the throttle before the mode is changed from the drive motor travel mode to the operation mode in which the engine is started. In other words, because it is possible to detect a throttle abnormality at an early stage and notify the driver of the throttle abnormality, the driver must bring the vehicle to a dealer or the like to repair the engine while the remaining battery capacity is available. Is possible.

  In the invention of claim 4, when the cranking time at the previous engine start is a predetermined value or more, the engine start determination value is made smaller. This makes it possible to detect a state where the engine cannot be started due to a starter abnormality at an early stage, so that the driver can be informed of an abnormality in the engine system before the remaining capacity of the battery is lost and the vehicle becomes dangerous. Notification can be made at an early stage, and the driver can bring the vehicle to a dealer or the like and repair the engine before the vehicle becomes unable to run.

  In the fifth aspect of the invention, the engine start determination value is reduced when the previous engine misfire count is equal to or greater than a predetermined value. As a result, the remaining capacity of the battery is reduced, and it is possible to quickly notify the driver of the engine misfire abnormality before shifting from the drive motor travel mode to the mode in which the engine is started and operated. In other words, the engine misfire abnormality can be detected early and the engine misfire abnormality can be notified to the driver, so the driver can bring the vehicle to a dealer or the like to repair the engine while the remaining battery capacity is available. It becomes possible to do.

According to the sixth aspect of the invention, the number of trips that have been continuously run without starting the engine is counted, and the engine start determination value is made smaller when the number of counts exceeds a predetermined value. That is, if the number of times of running without starting the engine is a predetermined number or more, the engine can be easily started and the number of detections of the engine can be increased. For this reason, the driver can be notified of the engine abnormality early before the remaining capacity of the battery runs out and the vehicle becomes in a dangerous state where it becomes impossible to run. It is possible to bring in and repair the engine. The trip means that the ignition switch OFF → ON → OFF is one trip.
The invention according to claim 7 is characterized in that when the power supply means to the control device for controlling the hybrid vehicle is cut off, the engine is started regardless of the engine start determination means. When the driver removes the battery, it is when the vehicle is not operated for a long period of time or when parts of the engine are replaced. In other words, it is possible to detect at an early stage when an abnormality occurs in the engine due to deterioration over time or the like after leaving the vehicle for a long period of time, or when an abnormality occurs in the engine due to an engine part replacement error. For this reason, the driver can be notified of the engine abnormality early before the remaining capacity of the battery runs out and the vehicle becomes in a dangerous state where it becomes impossible to run. It is possible to bring in and repair the engine.
In the invention of claim 8, it is detected whether the bonnet is opened when the ignition switch is OFF, and if the opening history of the bonnet is detected when the ignition switch is switched from OFF to ON, the engine starts. The invention is characterized in that the engine is started regardless of the determination result of the determination unit. When the driver opens the hood, it is a time to replace the engine parts. When such a condition is detected, the engine parts can be started by starting the engine regardless of the engine start determination means. Even if an abnormality occurs in the engine due to a rearrangement error or the like, the abnormality of the engine can be detected at an early stage. For this reason, the driver can be notified of the engine abnormality early before the remaining capacity of the battery runs out and the vehicle becomes in a dangerous state where it becomes impossible to run. It is possible to bring in and repair the engine.

  In the invention of claim 9, when it is detected that the engine stop time is equal to or longer than a predetermined time, the engine start determination value is reduced. In other words, the engine is started at an appropriate time so that the engine state can be detected without causing the engine or fuel to deteriorate over time and prevent the engine from starting. For this reason, the driver can be notified of the engine abnormality early before the remaining capacity of the battery runs out and the vehicle becomes in a dangerous state where it becomes impossible to run. It is possible to bring in and repair the engine.

Next, embodiments of the present invention will be described using examples.
Hereinafter, a control method of the fuel information display device according to the present invention will be described. FIG. 1 shows a hybrid vehicle 1 equipped with a charger 9 that can be charged from a household outlet 12 according to the present invention. The hybrid vehicle 1 includes an engine 2, a high-voltage battery 3, an inverter 4, a drive wheel 5, a planetary gear 6, and an electronic device. The electronic control unit 8 includes a hybrid control unit 81, a body control unit 82, an engine control unit 83, a motor control unit 84, a battery control unit 85, and the like.

  As shown in FIG. 2, the engine 2 detects an internal combustion unit 20, an intake pipe 21 that serves as a passage for air and fuel sucked into the internal combustion unit 20, an air filter 22 that removes dirt from the outside air, and an intake air amount. An air flow meter 23, a throttle valve 24 for controlling the amount of air taken in, a fuel injection 25 as a fuel injection valve for injecting fuel stored in the fuel tank into the intake port 20A of the internal combustion section 20, an internal combustion engine The exhaust passage 26 exhausts the gas burned in the section 20, the catalyst 27 that purifies the exhausted gas, the oxygen concentration sensor 28 installed on the upstream side of the catalyst, and the like. The throttle valve 24 is provided with a throttle opening detecting means 24A for detecting a throttle opening comprising a linear throttle position sensor, for example.

  Returning to FIG. 1, the high-voltage battery 3 is composed of a battery pack such as a lithium ion battery or a nickel metal hydride battery connected in series by a module in which a plurality of battery cells are integrated. The high-voltage battery can be charged from the household outlet 12 via the charger 9.

  The inverter 4 converts the direct current input from the battery 3 into an alternating current, and controls the motor generator 10 (mainly operating as a generator) and the motor generator 11 (mainly operating as a drive motor).

The planetary gear 6 transmits the torque output from the crankshaft of the engine 2 to the motor generator 10 and the propeller shaft 7 in a divided manner. The motor generator 11 is provided via a reduction gear 13, and the propeller shaft 7 is connected to the drive wheel 5 via a differential gear mechanism 14.
The electronic control unit 8 includes a battery control unit 85 that monitors the state of charge of the high-voltage battery 3, an engine control unit 83 that controls the intake air amount and fuel injection amount of the engine 2, the inverter 4, and the motor generator 10. , 11, a hybrid control device 81 that manages the power and torque to be output from the engine 2 and the motor generators 10, 11 to satisfy the vehicle required power, and unlocking doors, bonnets, etc. It is comprised from the body control apparatus 82 etc. which detect this.

  81 to 85 of each control device 8 are provided with a microcomputer including a CPU, a ROM and / or EEPROM storing a control program executed by the CPU, a RAM used as a working area, an input / output circuit, and the like. Each function of each electronic control unit 8 described below is realized by the CPU executing a control program. Each electronic control unit is connected to be communicable with each other. Each electronic control unit supplies power from a low-voltage battery (not shown).

The battery control device 85 receives the measurement values from the voltage measurement unit 15 that measures the output voltage of the high-voltage battery 3 and the current measurement unit 16 that measures the output current. The battery control device 85 receives these measurement values. The remaining battery capacity (hereinafter referred to as “SOC (State of Charge)”) is calculated based on the above.
The hybrid control device 81 will be described in detail below. The hybrid control device 81 requires a driver from an accelerator opening obtained from an accelerator position sensor provided in a vehicle (not shown), a shift position obtained from a shift position sensor, vehicle speed information Spd obtained from a vehicle speed sensor, and the like. The required drive power Pus is calculated. For example, if the shift position is in the D range, the drive request torque Tus is calculated from the map information as shown in FIG. 3, and the drive request power is calculated from (Equation 1).
(Formula 1) Pus = Tus × Spd
Further, the battery required power Pbt required by the battery is calculated from the map information set based on the SOC output from the battery control device 85. For example, the battery required power Pbt is calculated from the map information as shown in FIG. FIG. 4 is a map in which the SOC is controlled at 60%. When the SOC is a value larger than 60%, a negative value is set so that power is discharged from the battery, and when the SOC is a value smaller than 60%. The map is a positive value so that the battery is charged.

Further, the vehicle required power Pvs is calculated from (Equation 2).
(Formula 2) Pvs = Pus + Pbt
The vehicle required power Pvs is compared with a preset engine start determination value Pest. If the vehicle required power Pvs is large, the engine is started. If the vehicle required power Pvs is small, the engine 2 is stopped and only the drive motor 11 is driven. The vehicle 1 is controlled. It should be noted that the engine start determination value is a map set in advance so as to decrease as the vehicle speed increases as shown in FIG.

  That is, if the high-voltage battery 3 is charged at the home outlet 12, the battery required power Pbt increases to a negative value, and consequently the vehicle required power Pvs decreases, so that the drive motor is not started without starting the engine. The vehicle can run only with 11, and the frequency of use of the engine 2 is reduced.

  Next, FIG. 6 shows a flowchart of the engine starting operation of the hybrid vehicle 1 of the embodiment thus configured.

  In step S1, it is checked whether the ignition switch is switched from OFF to ON. If YES, the engine state at the previous engine start is read in step S2. If NO, the routine ends. The engine state at the previous engine start in step S2 is the engine state stored in step S8.

  In step S3, vehicle information such as the accelerator opening, the vehicle speed, the shift position, the battery voltage value, and the battery current value is captured.

  In step S4, the drive request power Pus, the battery request power Pbt, the engine start determination value Pest, and the vehicle request power Pvs described in the upper stage are calculated based on the vehicle information captured in step S3.

In step S5, based on the information read in S2, the engine start determination value Pest calculated in S4 is corrected. The details of the correction process will be described later.
In step S6, it is checked whether the vehicle required power Pvs is equal to or greater than the engine start determination value Pest after the correction process. If YES, the engine is started in step S7, and the engine state is detected and the engine state is stored in step S8. If NO, the engine is stopped in step S9. The engine state detection and engine state storage processing in step S8 will be described in detail later.

In step S10, if the engine state detected in S8 is abnormal as compared with the engine abnormality determination threshold, the driver is notified by a lamp or the like.
In step S11, it is confirmed whether or not the ignition switch has been turned OFF. If YES, the process ends. If NO, the process returns to step S3.

  Next, the process of step S8 and step S5 will be described in detail. As a first embodiment of steps S8 and S5, the time required for engine cranking is stored as shown in FIG. 7, and the correction coefficient for the engine start determination value is calculated based on the cranking time as shown in FIG. . The longer the cranking time, the more effective the engine start determination correction coefficient is set to a smaller value. That is, if it was detected that the engine was difficult to start at the time of the previous engine start due to deterioration of the starter motor over time, etc., during the current run, the engine is easily started, and an engine abnormality is detected at an early stage. The driver can be notified. By doing so, it is possible to avoid the risk that the engine becomes abnormal and unable to travel when the battery capacity is lost during long-distance travel and the mode is shifted from drive motor travel to travel using the engine. If this engine start determination correction coefficient is set to 0 times, the engine can be started immediately regardless of the required vehicle power.

  As a second embodiment of steps S8 and S5, the number of misfire detections is stored as shown in FIG. 8, and the correction coefficient of the engine start determination value is calculated based on the number of misfire detections as shown in FIG. It is more effective to set the engine start determination correction coefficient to a smaller value as the number of misfire detections increases. In other words, if it is detected that the engine is difficult to start at the time of the previous engine start due to an abnormality such as a spark plug, this vehicle traveling makes it easy to start the engine, detects an abnormality in the engine system at an early stage, The driver can be notified. By doing so, it is possible to avoid a risk that the battery capacity is lost during long-distance driving, and the engine system becomes abnormal and cannot run when the driving motor driving is shifted to the driving mode using the engine. If this engine start determination correction coefficient is set to 0 times, the engine can be started immediately regardless of the required vehicle power.

  As a third embodiment of step S8 and step S5, when a throttle deposit abnormality is detected as shown in FIG. 9, the throttle deposit abnormality counter is incremented and stored, and the engine is started by the throttle deposit counter as shown in FIG. A correction coefficient for the determination value is calculated. The larger the throttle deposit counter, the more effective it is to set the engine start determination correction coefficient to a smaller value. In other words, if it was detected that deposits accumulated on the throttle path and the engine was difficult to start when the engine was started last time, it is easier to start the engine during the current run, and abnormalities in the engine system are detected early. The driver can be notified. By doing so, it is possible to avoid a risk that the battery capacity is lost during long-distance driving, and the engine system becomes abnormal and cannot run when the driving motor driving is shifted to the driving mode using the engine. If this engine start determination correction coefficient is set to 0 times, the engine can be started immediately regardless of the required vehicle power.

  As a fourth embodiment of steps S8 and S5, when the fuel feedback control amount is not less than a predetermined value as shown in FIG. 10, the fuel system abnormality counter is incremented and stored as a fuel system abnormality, as shown in FIG. A correction coefficient for the engine start determination value is calculated by the fuel system abnormality counter. It is more effective to set the engine start determination correction coefficient to a smaller value as the fuel system abnormality counter is larger. In other words, if an abnormality has occurred in the fuel system (injector, fuel pump, etc.) at the time of the previous engine start and the engine is difficult to start, the engine can be easily started during the current run. An abnormality in the engine system can be detected and notified to the driver. By doing so, it is possible to avoid a risk that the battery capacity is lost during long-distance driving, and the engine system becomes abnormal and cannot run when the driving motor driving is shifted to the driving mode using the engine. If this engine start determination correction coefficient is set to 0 times, the engine can be started immediately regardless of the required vehicle power.

  Another embodiment is shown in FIG. A description of portions similar to those in FIG. 6 is omitted.

  When the ignition switch is turned from OFF to ON in step S23, the number of trips read in step S22 is incremented. When the engine is started, the number of trips is cleared (set to 0) in step S29. In this way, the number of trips that have not started the engine continuously is detected. Further, as shown in FIG. 16, the correction coefficient for the engine start determination value in step S26 is calculated based on the number of trips in which the engine has not been started continuously. If this engine start determination correction coefficient is set to 0 times, the engine can be started immediately regardless of the required vehicle power. In other words, even if the engine has not been started for a long time, the engine can be checked periodically, so when the drive motor travels to the mode that uses the engine, the engine is abnormal and cannot travel. The danger of falling into can be avoided.

  Another embodiment is shown in FIG. A description of the same parts as in FIG. 6 will be omitted.

  In step S42, the shut-off history of power supply to the control device 81 or the bonnet open history is checked while the ignition switch is OFF. If YES, the process proceeds to S step 47 and the engine is started. That is, when it is detected that the engine may have been left for a long period of time or when it has been detected that the engine parts have been replaced, the engine is started immediately. Thereby, since the engine can be checked quickly, it is possible to avoid the danger that the engine becomes abnormal and unable to travel when the drive motor travels to the travel mode using the engine.

  Another embodiment is shown in FIG. A description of the same parts as in FIG. 6 will be omitted.

  In step S71, the engine stop counter is incremented, and in step S68, the engine stop counter is cleared. That is, when it is detected that the engine has been stopped for a long time, the engine start determination value is corrected in step S65 based on the engine stop time of FIG. Thereby, since the engine can be checked quickly, it is possible to avoid a risk that the engine system becomes abnormal and cannot run when the drive motor travels to a mode where the engine travels using the engine. Although not shown, since the engine does not start even when the ignition switch is OFF, it is more effective if the configuration is such that the engine stop time is counted even while the ignition switch is OFF.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

It is a block diagram which shows the schematic of the structure of the hybrid vehicle which is one Example of this invention. It is a block diagram which shows the schematic of the structure of the engine which is one Example of this invention. It is explanatory drawing which shows an example of the map for drive request torque setting. It is explanatory drawing which shows an example of the map for battery request power setting. It is explanatory drawing which shows an example of an engine starting determination map. It is a flowchart which shows an example of the engine starting method of this invention. It is a flowchart which shows an example of the state detection of an engine system | strain. It is a flowchart which shows an example of the state detection of an engine system | strain. It is a flowchart which shows an example of the state detection of an engine system | strain. It is a flowchart which shows an example of the state detection of an engine system | strain. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is a flowchart which shows an example of the engine starting method of this invention. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is explanatory drawing which shows an example of the coefficient which correct | amends an engine starting determination value. It is a flowchart which shows an example of the engine starting method of this invention. It is a flowchart which shows an example of the engine starting method of this invention.

Explanation of symbols

1: Hybrid vehicle 2: Engine 3: High voltage battery 4: Inverter 5: Drive wheel 6: Planetary gear 7: Propeller shaft 8: Electronic controller 9: Charger 10: Motor generator (generator)
11: Motor generator (drive motor)
12: Home outlet 13: Reduction gear 14: Differential gear 15: Voltage measuring unit 16: Current measuring unit 81: Hybrid controller 82: Body controller 83: Engine controller 84: Motor controller 85: Battery controller 20: Internal combustion part 21: Intake pipe 22: Air filter 23: Air flow meter 24: Throttle valve 25: Fuel injection 26: Exhaust passage 27: Catalyst 28: Oxygen concentration sensor

Claims (10)

A hybrid vehicle control device capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. Engine start determination means for starting the engine when exceeding,
Engine state detection means for detecting the engine state during engine start,
The hybrid vehicle control apparatus characterized in that the engine start determination means makes the engine start determination value variable in accordance with an engine state of the engine state detection means.   When the engine start detection means detects that the feedback amount of the air-fuel ratio control device that feedback-controls the fuel supply amount based on a signal from the exhaust oxygen sensor or the air-fuel ratio sensor is greater than or equal to a predetermined value. 2. The control device for a hybrid vehicle according to claim 1, wherein the start determination value is made smaller.   2. The hybrid vehicle control device according to claim 1, wherein the engine start determination unit reduces the start determination value when the engine state detection unit detects that the throttle deposit amount is equal to or greater than a predetermined value. 3. .   2. The hybrid vehicle according to claim 1, wherein the engine start determination unit decreases the start determination value when the engine state detection unit detects that the cranking time at the time of engine start is a predetermined value or more. Control device.   2. The hybrid vehicle control device according to claim 1, wherein the engine start determination unit reduces the start determination value when the engine state detection unit detects that the number of engine misfires is equal to or greater than a predetermined value. . A hybrid vehicle control device capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. Engine start determination means for starting the engine when exceeding,
And counting means for counting the number of trips that have been run without starting the engine continuously,
The hybrid vehicle control apparatus according to claim 1, wherein the engine start determination means reduces the start determination value when it is detected that the number of times counted by the counting means is a predetermined number or more. A hybrid vehicle control device capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. Engine start determination means for starting the engine when exceeding,
A detection means for detecting that the power supply means to the control device for controlling the hybrid vehicle is shut off;
The hybrid vehicle control apparatus according to claim 1, wherein the engine start determination means starts the engine regardless of the engine start determination value when the detection means detects that the power supply means is shut off. A hybrid vehicle control device capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. Engine start determination means for starting the engine when exceeding,
A bonnet opening / closing means for detecting opening / closing of the bonnet is provided.
When the ignition switch is switched from OFF to ON and the bonnet opening / closing means detects that the bonnet is opened when the ignition switch is OFF, the engine start determination means is irrelevant to the engine start determination value. A hybrid vehicle control device for starting an engine. A hybrid vehicle control device capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. Engine start determination means for starting the engine when exceeding,
Measuring means for measuring the engine stop time,
The hybrid vehicle control apparatus according to claim 1, wherein the engine start determination means is decreased when the measurement means is equal to or greater than a predetermined value. A control method for a hybrid vehicle capable of running with power from an engine and power from an electric motor,
The vehicle required power is calculated from at least the drive required power determined from the accelerator opening, the shift position, and the vehicle speed, and at least the battery required power determined from the remaining capacity of the battery, and the vehicle required power has a predetermined engine start determination value. An engine start determination step for starting the engine when exceeding,
An engine state detecting step for detecting an engine state during engine start,
In the engine start determination step, the engine start determination value is made variable in accordance with the state of the engine state detection step.

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