Control device of hybrid vehicle

Abstract

To provide a control device of a hybrid vehicle that enables engine start during manual driving with excellent responsibility and facilitates accurate control of driving torque and rotational speed of a pair of drive wheels during automatic driving.SOLUTION: In a hybrid vehicle 10 comprising an engine 12 and an electric motor MG as driving power sources, and a torque converter 20 with a lock-up clutch LU arranged in a power transmission path PT between the electric motor MG and a pair of drive wheels 14, an electronic control device 100 is configured such that: (a) it allows switching between automatic driving and manual driving; (b) during BEV driving and manual driving, it controls engagement and disengagement of the lock-up clutch LU in accordance with predetermined engagement and disengagement conditions; and (c) during BEV driving and automatic driving, it maintains the lock-up clutch LU in the engaged state.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle that includes an engine and an electric motor as a power source for driving, and a torque converter with a lock-up clutch provided in a power transmission path between the electric motor and a pair of drive wheels. [Background technology]

[0002] There is known a control device for a hybrid vehicle that includes an engine and an electric motor as a power source for driving, and a torque converter with a lock-up clutch provided in a power transmission path between the electric motor and a pair of drive wheels. For example, there is one described in Patent Document 1. The hybrid vehicle described in Patent Document 1 is capable of automatic driving that does not require acceleration / deceleration operation by the driver, and manual driving that follows acceleration / deceleration operation by the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-93212 A Summary of the Invention [Problem to be solved by the invention]

[0004] Patent Document 1 describes that the control states of the lockup clutch include a released state, a slip state, and an engaged state (meaning a fully engaged state excluding a slip state), but does not describe how the lockup clutch is controlled to be engaged or disengaged during manual driving and during automatic driving. Generally, the lockup clutch is controlled to be engaged or disengaged according to predetermined engagement and disengagement conditions.

[0005] When a BEV with only an electric motor as a power source is running, if the lock-up clutch is released according to a predetermined connection / disconnection condition, power transmission in the torque converter is performed via a fluid. In this case, even if the required drive torque increases, the engine can be started responsively while suppressing shocks that occur in the power transmission path. However, because the drive torque and rotation speed transmitted to the pair of drive wheels fluctuate depending on the performance characteristics of the torque converter, it becomes difficult to accurately control the drive torque and rotation speed at the pair of drive wheels.

[0006] When a BEV with only an electric motor as a power source is running, if the lock-up clutch is engaged according to a predetermined engagement / disengagement condition, the power transmission in the torque converter is in a state in which the pump wheel and the turbine wheel are directly connected without the use of a fluid. In this case, the drive torque and rotation speed transmitted to the pair of drive wheels do not fluctuate due to the performance characteristics of the torque converter, and it becomes easy to accurately control the drive torque and rotation speed at the pair of drive wheels. However, for example, if the required drive torque becomes large and the engine is started responsively, there is a risk that the shock generated in the power transmission path will become large.

[0007] The present invention has been made against the background of the above circumstances, and its object is to provide a control device for a hybrid vehicle that can start the engine responsively during manual driving, and that makes it easy to accurately control the drive torque and rotational speed of a pair of drive wheels during automatic driving. [Means for solving the problem]

[0008] The gist of the present invention is a control device for a hybrid vehicle that has an engine and an electric motor as power sources for driving, and a torque converter with a lock-up clutch provided in a power transmission path between the electric motor and a pair of drive wheels, which (a) is capable of switching between automatic driving and manual driving, (b) during BEV driving in which the power source is only the electric motor and during manual driving, performs connection and disconnection control of the lock-up clutch in accordance with predetermined connection and disconnection conditions, and (c) during BEV driving and automatic driving, the lock-up clutch is engaged. Effect of the Invention

[0009] According to the control device for a hybrid vehicle of the present invention, (a) automatic driving and manual driving can be switched, (b) during BEV driving in which the power source is only the electric motor and during the manual driving, the lock-up clutch is controlled to be connected and disconnected according to a predetermined connection and disconnection condition, and (c) during the BEV driving and the automatic driving, the lock-up clutch is engaged. This makes it possible to start the engine responsively during manual driving and to easily control the drive torque and rotation speed of a pair of drive wheels accurately during automatic driving. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a hybrid vehicle equipped with an electronic control device according to an embodiment of the present invention, and is also a functional block diagram showing essential parts of control functions for various controls in the hybrid vehicle. [Diagram 2] 2 is a schematic diagram of a hydraulic system for controlling the operations of the clutch K0, the torque converter, and the automatic transmission shown in FIG. 1. [Diagram 3] 4 is an example of a lockup switching map that is determined in advance as a lockup clutch engagement / disengagement condition. [Figure 4] 2 is an example of a flowchart illustrating a control operation of the electronic control device shown in FIG. 1. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. EXAMPLES

[0012] FIG. 1 is a schematic configuration diagram of a hybrid vehicle 10 (hereinafter simply referred to as “vehicle 10”) equipped with an electronic control device 100 according to an embodiment of the present invention, and is also a functional block diagram showing the main control functions for various controls in vehicle 10.

[0013] The vehicle 10 includes an engine 12 and an electric motor MG as power sources for traveling, and a power transmission device 16 provided on a power transmission path PT between the electric motor MG and a pair of drive wheels 14. The vehicle 10 is a hybrid vehicle. The vehicle 10 also includes a hydraulic control circuit 40, an inverter 42, a battery 44, a starter motor 46, and an electronic control device 100.

[0014] The engine 12 is a well-known internal combustion engine. The electric motor MG is a so-called motor generator having a function as an electric motor that generates mechanical power from electric energy (electric motor function) and a function as a generator that generates electric energy from mechanical power (generator function). The battery 44 exchanges electric power with the electric motor MG via the inverter 42. The electric motor MG is driven to rotate by the electric power stored in the battery 44 and outputs the power for running the vehicle 10. In this specification, unless otherwise specified, the terms torque, driving force, power, and force (power) are synonymous. The electric motor MG generates electric power by the power for running input from the engine 12 via the clutch K0, and generates electric power by converting the driven force input from the pair of driving wheels 14 side into electric power by regeneration. The generated electric power is charged to the battery 44 via the inverter 42.

[0015] The power transmission device 16 includes, in order from the engine 12 side, an engine connecting shaft 28, a clutch K0, an electric motor connecting shaft 30, a torque converter 20, an input shaft 32 which is an input rotating member of the automatic transmission 22, the automatic transmission 22, etc., all of which are well-known configurations, in a case 18 which is a non-rotating member attached to the vehicle body. The power transmission device 16 also includes an output shaft 34 which is an output rotating member of the automatic transmission 22, a propeller shaft 36, a differential 24, and a pair of axles 38, all of which are well-known configurations. The clutch K0 is an engagement device capable of connecting and disconnecting the power transmission between the engine 12 and the electric motor MG, and is, for example, a wet-type multi-plate hydraulic friction engagement device.

[0016] The torque converter 20 is a well-known torque converter. The torque converter 20 includes a pump wheel 20a connected to an electric motor connecting shaft 30, a turbine wheel 20b connected to an input shaft 32, and a lock-up clutch LU that directly connects the pump wheel 20a and the turbine wheel 20b. The torque converter 20 is a fluid-type power transmission device that can transmit power input from a driving power source (engine 12, electric motor MG) to the input shaft 32 via a fluid. The vehicle 10 includes, for example, a mechanical oil pump 26 connected to the pump wheel 20a. The oil pump 26 is rotationally driven by the driving power source (engine 12, electric motor MG) to discharge hydraulic oil OIL.

[0017] The starter motor 46 is a motor that starts the engine 12 and is a well-known motor that can crank the engine 12 by meshing with a ring gear engraved on the outer periphery of a flywheel, for example.

[0018] The hydraulic control circuit 40 supplies necessary hydraulic oil OIL to each part within the case 18 using, for example, the hydraulic pressure of hydraulic oil OIL discharged from a mechanical oil pump 26 connected to the pump impeller 20a as a source pressure.

[0019] In the vehicle 10, either a BEV driving mode or an engine driving mode can be selected. The BEV driving mode is a driving mode in which the engine 12 is stopped and the vehicle runs as a Battery Electric Vehicle (BEV) using only the electric motor MG as a power source for running. The engine driving mode is a driving mode in which the vehicle runs as an engine using at least the engine 12 as a power source for running. In the BEV driving mode, the clutch K0 is in a released state, and in the engine driving mode, the clutch K0 is in an engaged state.

[0020] FIG. 2 is a schematic diagram of a hydraulic system 50 that controls the operations related to the clutch K0, the torque converter 20, and the automatic transmission 22 shown in FIG.

[0021] In addition to the oil pump 26 and the hydraulic control circuit 40, the hydraulic system 50 includes an oil pan 52 provided in the lower part of the case 18, and an oil cooler 54 that warms the hydraulic oil OIL at low temperatures and cools the hydraulic oil OIL after warm-up is complete. The oil pump 26 is driven to rotate by the engine 12 and / or the electric motor MG to generate the original pressure of the hydraulic oil OIL to be supplied to the hydraulic control circuit 40. The oil pump 26 sucks up the hydraulic oil OIL that has returned to the oil pan 52 from a suction port 56 and discharges it to a discharge oil passage 58. The discharge oil passage 58 is connected to an oil passage in the hydraulic control circuit 40 (for example, a line pressure oil passage 60 through which the line pressure PL [Pa] flows).

[0022] The hydraulic control circuit 40 includes a primary regulator valve 62 that adjusts the line pressure PL using the hydraulic oil pressure output (generated) from the oil pump 26 as a base pressure, an AT / LU hydraulic control system 64 that controls the shifting operation of the automatic transmission 22 and the engagement / disengagement state (= connected state and disengaged state) of the clutch K0 using the line pressure PL as a base pressure, and a K0 hydraulic control system 66 that controls the engagement / disengagement state of the clutch K0 using the line pressure PL as a base pressure.

[0023] The AT / LU hydraulic control system 64 includes a plurality of solenoid valves 68 that adjust the pressure of hydraulic oil OIL supplied to the hydraulic actuator in the automatic transmission 22, control the hydraulic oil OIL supplied to the lockup clutch LU, switch the oil passage through which the hydraulic oil OIL flows, open the oil passage, and block the oil passage. The above-mentioned oil passages include, for example, an oil passage 70 connected to the hydraulic actuator in the automatic transmission 22, an oil passage 72 connected to the lockup clutch LU, a lubricating oil passage 74 connected to each part of the power transmission path PT including the automatic transmission 22, and a cooler oil passage 76 connected to the oil cooler 54. The AT / LU hydraulic control system 64 configured in this manner controls the supply and discharge of hydraulic oil OIL for operation related to the automatic transmission 22 and the torque converter 20 with the lockup clutch LU via the solenoid valves 68. Operations related to the automatic transmission 22 and the torque converter 20 with lock-up clutch LU include, for example, maintaining the gear ratio γat of the automatic transmission 22, the gear shifting operation of the automatic transmission 22, lubrication of various parts with the hydraulic oil OIL via the lubrication oil passage 74, warming and cooling of the hydraulic oil OIL via the oil cooler 54, and control of engagement and disengagement of the lock-up clutch LU.

[0024] The K0 hydraulic control system 66 includes a solenoid valve 78 that adjusts the pressure of hydraulic oil OIL supplied to the clutch K0. The K0 hydraulic control system 66 controls the operation of the clutch K0 by controlling the supply and discharge of hydraulic oil OIL for operation related to the clutch K0 via the solenoid valve 78. The operation related to the clutch K0 is, for example, control of engagement and disengagement of the clutch K0. The hydraulic oil OIL discharged in conjunction with the operation of the solenoid valves 68, 78, the hydraulic oil OIL supplied to each part of the power transmission path PT including the automatic transmission 22 via the lubricating oil passage 74, the hydraulic oil OIL discharged from the oil cooler 54, and the like are returned to the oil pan 52 via each drain oil passage 80, 82, 84.

[0025] Returning to FIG. 1, the vehicle 10 can switch between a manual driving mode and an automatic driving mode as a driving mode, that is, can alternatively select one of them. The manual driving mode is a driving method based on the manual operation of the driver, and the automatic driving mode is a driving method not based on the manual operation of the driver. The automatic driving mode is a driving mode in which the vehicle 10 is controlled to travel toward a target position based on a target position (= target position information) and a current position (= current position information) that are set in advance without depending on the operation by the driver. Note that "automatic driving" in the present invention refers to at least controlling acceleration and deceleration without depending on manual operation by the driver.

[0026] During driving in the manual driving mode, i.e., during manual driving, the accelerator opening θacc [%] and the actual vehicle speed V [km / h] operated by the driver are applied to a driving demand map, for example, to calculate the required driving amount requested by the driver to the vehicle 10. The driving demand map is, for example, a map in which the relationship between the accelerator opening θacc and the vehicle speed V and the driving demand amount is determined in advance experimentally or by design and stored. The driving demand amount is a load on the power source (for example, a required driving torque Trdem [Nm] that is a required amount of the driving torque Tr [Nm] at the pair of driving wheels 14), and corresponds to the "power load" in the present invention. The engine torque Te [Nm] that is the output torque of the engine 12, the MG torque Tmg [Nm] that is the output torque of the electric motor MG, and the gear ratio γat of the automatic transmission 22, etc. are controlled so as to realize the required driving torque Trdem. For example, when the vehicle is in BEV driving and manual driving, the MG torque Tmg is controlled so as to realize the required driving torque Trdem based on the manual operation of the driver. At this time, if it is determined that the required drive torque Trdem cannot be realized by the MG torque Tmg alone, the engine 12 is started and the vehicle is switched from BEV driving to engine driving. As a result, in order to realize the required drive torque Trdem, the engine torque Te can be used in addition to the MG torque Tmg, and the required drive torque Trdem is realized. Since the request to switch from BEV driving to engine driving during manual driving is due to an increase in the required drive torque Trdem based on the driver's manual operation, the engine needs to be started with good responsiveness. If the engine is started with good responsiveness, the drive torque Tr transmitted from the power transmission path PT to the pair of drive wheels 14 increases in a short period of time, which may cause a shock. In order to suppress the occurrence of this shock, it is necessary to release the lock-up clutch LU and transmit power in the torque converter 20 via a fluid.

[0027] During driving in the autonomous driving mode, i.e., during autonomous driving, for example, map data stored in advance in the navigation system, the current position of the vehicle 10, surrounding information of the vehicle 10 (positions and traveling direction of other vehicles, etc.), and the vehicle speed V and acceleration Acc [m / sec 2 ] etc., a travel plan for the vehicle 10 along the target route set by the driver is created, that is, the course of the vehicle 10 is determined.

[0028] The inclination angle of the road along which the vehicle 10 will travel and the like are acquired based on the course of the vehicle 10 and the above-mentioned map data, and the future required driving torque Trdem is predicted according to the current vehicle speed V and the inclination angle of the road along which the vehicle 10 will travel and the like. In this way, during autonomous driving, the future required driving torque Trdem is predicted from the driving plan, and the engine 12 and the electric motor MG are automatically controlled so that the actual driving torque Tr becomes as predicted with respect to the predicted required driving torque Trdem.

[0029] For example, when the vehicle is in BEV driving and automatic driving, the MG torque Tmg is controlled to realize the predicted required drive torque Trdem. When the future required drive torque Trdem is predicted to be greater than a predetermined torque judgment value Trdem_jdg, the engine 12 is started in advance to switch from BEV driving to engine driving. The predetermined torque judgment value Trdem_jdg is a predetermined judgment value that is experimentally or design-wise determined in advance to determine that the future required drive torque Trdem cannot be realized by the MG torque Tmg alone. The predetermined torque judgment value Trdem_jdg corresponds to the "predetermined load judgment amount" in the present invention. In this way, the switch from BEV driving to engine driving during automatic driving is performed based on a prediction that the required drive torque Trdem during automatic driving will be greater than the predetermined torque judgment value Trdem_jdg, for example.

[0030] For example, when the vehicle is in BEV driving and autonomous driving, if it is predicted that the future state of charge value SOC [%] will be less than a predetermined engine start threshold SOC_jdg, the engine 12 is started in advance to switch from BEV driving to engine driving. The state of charge value SOC is the ratio of the amount of charge actually stored to a predetermined full charge capacity of the battery 44. The predetermined engine start threshold SOC_jdg is a predetermined threshold for determining that the state of charge value SOC is at a value at which the engine 12 needs to be automatically started and the battery 44 needs to be charged.

[0031] Since the request to switch from BEV driving to engine driving during automatic driving is known in advance based on the driving plan of the vehicle 10, the period required for engine start is set longer than that for switching from BEV driving to engine driving during manual driving. Since it is sufficient to start the engine 12 in such a long period for switching from BEV driving to engine driving during automatic driving, there is no need to start the engine with good responsiveness. Therefore, when switching from BEV driving to engine driving during automatic driving, engine start is performed in the above-mentioned long period so as to suppress shocks occurring in the power transmission path PT compared to switching from BEV driving to engine driving during manual driving.

[0032] The electronic control device 100 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM. The electronic control device 100 corresponds to the "control device" in the present invention.

[0033] Various signals (e.g., engine rotation speed Ne [rpm], input shaft rotation speed sensor 92, output shaft rotation speed sensor 94, MG rotation speed sensor 96, accelerator opening sensor 98, battery sensor 88, etc.) based on detection values ​​by various sensors (e.g., engine rotation speed sensor 90, input shaft rotation speed sensor 92, output shaft rotation speed sensor 94, MG rotation speed sensor 96, accelerator opening sensor 98, battery sensor 88, etc.) are input to the electronic control device 100. The engine rotation speed Ne [rpm], input shaft rotation speed Nin [rpm] which is the same as turbine rotation speed Nt, output shaft rotation speed Nout corresponding to vehicle speed V, MG rotation speed Nmg [rpm] which is the same as pump rotation speed Np, accelerator opening θacc which is the driver's accelerator operation amount which indicates the magnitude of the driver's acceleration operation, and state of charge value SOC of the battery 44 are input. Note that the engine rotation speed Ne is the rotation speed of the engine 12, and the turbine rotation speed Nt is the rotation speed of the turbine impeller 20b. The input shaft rotation speed Nin is the rotation speed of the input shaft 32. The pump rotation speed Np is the rotation speed of the pump impeller 20a, and the MG rotation speed Nmg is the rotation speed of the electric motor MG.

[0034] The electronic control device 100 outputs various command signals (e.g., an engine control signal Se for controlling the engine 12, a shift control signal Sat for controlling the shifting of the automatic transmission 22, an LU control signal Slu for controlling the engagement and disengagement of the lock-up clutch LU, a K0 control signal Sk0 for controlling the engagement and disengagement of the clutch K0, an MG control signal Smg for controlling the rotation of the electric motor MG via the inverter 42, a starter motor control signal Ss for controlling the rotation of the starter motor 46, etc.) to each device (e.g., the engine 12, the hydraulic control circuit 40, the inverter 42, the starter motor 46, etc.) provided in the vehicle 10.

[0035] The electronic control device 100 functionally includes a BEV driving determination unit 102, a driving mode determination unit 104, and a lock-up clutch control unit 106.

[0036] The BEV running determination unit 102 determines whether the vehicle 10 is running as a BEV.

[0037] The driving mode determination unit 104 determines whether the vehicle 10 is in an autonomous driving state.

[0038] When the BEV driving determination unit 102 determines that the vehicle is in BEV driving and the driving mode determination unit 104 determines that the vehicle is in autonomous driving driving, the lockup clutch control unit 106 controls the lockup clutch LU to an engaged state.

[0039] When the BEV driving determination unit 102 determines that the vehicle is not in BEV driving mode or when the driving mode determination unit 104 determines that the vehicle is in manual driving mode, the lockup clutch control unit 106 controls the engagement and disengagement state of the lockup clutch LU according to a predetermined engagement and disengagement condition. The predetermined engagement and disengagement condition is, for example, a predetermined lockup switching map.

[0040] Fig. 3 is an example of a lockup switching map that is determined in advance as a condition for engaging / disengaging the lockup clutch LU. In Fig. 3, the engaging / disengaging state of the lockup clutch LU is set based on the vehicle state of the vehicle 10 expressed on a two-dimensional coordinate system of the output shaft rotation speed Nout and the accelerator opening θacc. In the lockup switching map, the vehicle speed V or the like may be used instead of the output shaft rotation speed Nout, and the throttle valve opening θth or the required drive torque Trdem or the like may be used instead of the accelerator opening θacc.

[0041] In the lockup switching map, an ON-OFF switching line for switching the lockup clutch LU from an engaged state (=ON state) to a released state (=OFF state) and an OFF-ON switching line for switching the lockup clutch LU from a released state (=OFF state) to an engaged state (=ON state) are predefined. For example, in Fig. 3, when a point represented by the variables, the actual output shaft rotation speed Nout and the accelerator opening θacc, crosses the ON-OFF switching line or the OFF-ON switching line, it is determined that the release control or engagement control of the lockup clutch LU is started.

[0042] Fig. 4 is an example of a flowchart illustrating the control operation of the electronic control unit 100 shown in Fig. 1. The flowchart in Fig. 4 is repeatedly executed while the vehicle is traveling.

[0043] First, in step S10 (hereinafter, step will be omitted) corresponding to the function of the BEV driving determination unit 102, it is determined whether the vehicle 10 is in BEV driving. If the determination in S10 is YES, in S20 corresponding to the function of the driving mode determination unit 104, it is determined whether the vehicle 10 is in autonomous driving driving. If the determination in S20 is YES, in S30 corresponding to the function of the lockup clutch control unit 106, the lockup clutch LU is controlled to an engaged state. If the determination in S10 is NO and if the determination in S20 is NO, in S40 corresponding to the function of the lockup clutch control unit 106, the engagement and disengagement state of the lockup clutch LU is controlled according to the lockup switching map. After execution of S30 and after execution of S40, the process returns in both cases.

[0044] According to this embodiment, (a) automatic driving and manual driving can be switched, (b) during BEV driving and manual driving, the lockup clutch LU is controlled to be connected / disconnected according to a lockup switching map, and (c) during BEV driving and automatic driving, the lockup clutch LU is engaged. This allows the engine to be started responsively during manual driving, and makes it easy to accurately control the drive torque Tr and rotation speed of the pair of drive wheels 14 during automatic driving.

[0045] According to this embodiment, the switching from BEV driving to engine driving during automatic driving is performed based on a prediction that the required drive torque Trdem during automatic driving will be greater than a predetermined torque determination value Trdem_jdg. Since the switching from BEV driving to engine driving during automatic driving is performed in advance based on a prediction of the required drive torque Trdem, the responsiveness of the engine start is not required as much as during manual driving. Therefore, even if the lock-up clutch LU is engaged during automatic driving and BEV driving, the occurrence of a shock caused by switching from BEV driving to engine driving is suppressed.

[0046] According to this embodiment, switching from BEV driving to engine driving during automatic driving is performed based on a prediction that the state of charge value SOC of the battery 44, which receives and transmits power to and from the electric motor MG, will be less than the engine start threshold value SOC_jdg. Since switching from BEV driving to engine driving during automatic driving is performed in advance based on a prediction of the state of charge value SOC, the responsiveness of engine start is not required as much as during manual driving. Therefore, even if the lock-up clutch LU is engaged during automatic driving and BEV driving, the occurrence of a shock caused by switching from BEV driving to engine driving is suppressed.

[0047] According to this embodiment, when the vehicle is in manual driving mode or when the engine is running, the lockup clutch LU is controlled to be connected and disconnected according to a predetermined lockup switching map. This allows the engine to be started with good responsiveness while suppressing the occurrence of shocks, and also facilitates improvement in fuel efficiency of the engine 12 when the engine is running.

[0048] It should be noted that the above is an embodiment of the present invention, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art without departing from the spirit of the present invention. [Explanation of symbols]

[0049] 10: hybrid vehicle, 12: engine, 14: pair of drive wheels, 20: torque converter, 44: battery, 100: electronic control device (control device), LU: lock-up clutch, MG: electric motor, PT: power transmission path, SOC: state of charge value, SOC_jdg: engine start threshold, Trdem: required drive torque (power load), Trdem_jdg: predetermined torque judgment value (predetermined load judgment amount)

Claims

1. A control device for a hybrid vehicle including an engine and an electric motor as a driving power source, and a torque converter with a lock-up clutch provided in a power transmission path between the electric motor and a pair of drive wheels, It is possible to switch between automatic driving and manual driving, During the BEV traveling in which the power source is only the electric motor and during the manual driving traveling, the lock-up clutch is controlled to be connected and disconnected in accordance with a predetermined connection and disconnection condition, During the BEV driving and the automatic driving, the lock-up clutch is engaged. A control device for a hybrid vehicle.

2. The switching from the BEV driving to the engine driving including at least the engine in the power source during the autonomous driving is performed based on a prediction that the power load during the autonomous driving will be greater than a predetermined load judgment amount.

2. The control device for a hybrid vehicle according to claim 1.

3. The switching from the BEV driving to the engine driving including at least the engine in the power source during the autonomous driving is performed based on a prediction that a state of charge value of a battery that exchanges electric power with the electric motor will be less than an engine start threshold.

2. The control device for a hybrid vehicle according to claim 1.

4. When the power source includes at least the engine and the vehicle is running, the lock-up clutch is controlled to be engaged or disengaged in accordance with the predetermined engagement / disengagement condition.

4. The control device for a hybrid vehicle according to claim 1,

Images