Hybrid vehicle control device

Abstract

To provide a control device of a hybrid vehicle improved in safety.SOLUTION: A control device of a hybrid vehicle, which has a power source for travelling including an engine and a motor and a hydraulic start clutch arranged on a power transmission passage between the power source for travelling and a wheel, and switches a travelling mode into either of a first travelling mode in which the vehicle can travel when the start clutch is in a slip state and a second travelling mode in which the vehicle can travel while the start clutch is maintained in at least either of an engagement state and a release state, comprises a determining part that determines whether an own vehicle is in a travelling state in which high-accuracy travelling control is required or not and a switching part that switches the travelling mode to the second travelling mode when the determining part determines affirmatively.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] Some hybrid vehicles are provided with a hydraulic starting clutch between the engine and motor as a power source for driving and the wheels. In such hybrid vehicles, the vehicle can run with the starting clutch in a slipping state (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-327533 A Summary of the Invention [Problem to be solved by the invention]

[0004] When the starting clutch is slipping, the driving force of the engine or motor is transmitted to the wheels via the slipping starting clutch, causing variations in the driving force transmitted to the wheels and causing variations in the accuracy of the driving control. In particular, if the starting clutch slips during a driving condition that requires highly accurate driving control, it is not possible to realize highly accurate driving control, which may affect safety.

[0005] SUMMARY OF THE PRESENT EMBODIMENTS Accordingly, an object of the present invention is to provide a control device for a hybrid vehicle with improved safety. [Means for solving the problem]

[0006] The object of the present invention is to provide a vehicle having a power source for driving including an engine and a motor, and a hydraulic starting clutch provided on a power transmission path between the power source for driving and wheels, and to provide a first driving mode in which the starting clutch is in a slipping state and a second driving mode in which the starting clutch is in a slipping state. Without slippingRunning while maintaining at least one of the engaged and disengaged states do a control device for a hybrid vehicle that switches the driving mode to either the first driving mode or the second driving mode, and a determination unit that determines whether the host vehicle is in a driving state that requires high-precision driving control, and when a positive determination is made by the determination unit, When the temperature of the hydraulic oil supplied to the starting clutch is equal to or lower than a lower limit value that does not affect the control accuracy of the starting clutch, The driving mode is controlled to the second driving mode. control A part and When a negative determination is made by the determination unit, and when a positive determination is made by the determination unit and the temperature is greater than the lower limit value, the driving mode is controlled to the first driving mode. This can be achieved by a control device for a hybrid vehicle.

[0007] The driving state may include a state in which automatic parking control is being executed to automatically park the host vehicle.

[0008] The driving state may include a state in which an automatic following control is being executed to cause the host vehicle to automatically follow a preceding vehicle.

[0009] The traveling state may include a case where the host vehicle is traveling with a distance between the host vehicle and an obstacle around the host vehicle being equal to or smaller than a predetermined value. Effect of the Invention

[0011] According to the present invention, a control device for a hybrid vehicle with improved safety can be provided. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle. [Diagram 2] FIG. 2 is a flowchart showing an example of the driving mode control executed by the ECU. [Diagram 3] FIG. 3 is a flowchart showing a modified example of the driving mode control executed by the ECU. [Figure 4] FIG. 4 is a schematic diagram of a hybrid vehicle according to a modified example. [Diagram 5] FIG. 5 is a flowchart showing an example of the driving mode control executed by the ECU of the hybrid vehicle according to the modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] [General configuration of hybrid vehicle] 1 is a schematic diagram of a hybrid vehicle 1. The hybrid vehicle 1 has an engine (ENG) 10, which is a power source for driving, a front motor (Fr-MG) 12, and a rear motor (Rr-MG) 18. The hybrid vehicle 1 also has front wheels 2f, rear wheels 2r, a K0 clutch 11, a starting clutch 13, an automatic transmission (TM) 14, a front power control unit (Fr-PCU) 15, a battery (BAT) 16, a rear power control unit (Rr-PCU) 17, a hydraulic control device 19, and an ECU (Electronic Control Unit) 20, etc.

[0014] The engine 10 is, for example, a spark ignition gasoline engine, but is not limited to this and may be a compression ignition diesel engine.

[0015] The front motor 12 functions as a generator that generates electricity by receiving the output torque of the engine 10, and as an electric motor that receives a supply of electric power and is driven. A battery 16 is connected to the front motor 12 via a front power control unit 15. The front power control unit 15 can store the electric power generated by the front motor 12 in the battery 16, and can also supply the stored electric power in the battery 16 to the front motor 12 to drive the front motor 12.

[0016] The K0 clutch 11 is provided on a power transmission path between the engine 10 and the front motor 12, and is capable of disconnecting the engine 10 from the front motor 12.

[0017] The automatic transmission 14 is disposed on the same axis as the engine 10, is disposed on the output side of the front motor 12, and is a transmission mechanism that transmits torque between the engine 10 and the front motor 12 and the front wheels 2f. The automatic transmission 14 transmits torque to the left and right front wheels 2f via a front differential gear 4f and a front drive shaft 3f.

[0018] The starting clutch 13 is provided on a power transmission path between the front motor 12 and the automatic transmission 14, and selectively transmits and cuts off the torque of the engine 10 and the front motor 12. The starting clutch 13 is a hydraulic multi-plate clutch that can continuously change the transmission torque capacity.

[0019] The output torque of the front motor 12 is transmitted to the left and right front wheels 2f via a front differential gear 4f and a front drive shaft 3f.

[0020] The hydraulic control device 19 uses the pressure (hydraulic pressure) of hydraulic oil as a working fluid to control the engagement, release, and slip of the K0 clutch 11 and the starting clutch 13, and the shifting operation of the automatic transmission 14. The hydraulic control device 19 is configured to include various known hydraulic control circuits controlled by the ECU 20, and is configured to include, for example, a plurality of oil passages, an oil reservoir, an oil pump, a plurality of solenoid valves, etc.

[0021] The rear motor 18 functions as a generator that generates electricity by receiving torque transmitted from the rear wheels 2r, and as an electric motor that receives power supply and is driven. The rear motor 18 is connected to a battery 16 via a rear power control unit 17. The rear power control unit 17 can store the power generated by the rear motor 18 in the battery 16, and can also supply the stored power of the battery 16 to the rear motor 18 to drive the rear motor 18. The output torque of the rear motor 18 is transmitted to the left and right rear wheels 2r via a rear differential gear 4r and a rear drive shaft 3r.

[0022] The ECU 20 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a non-volatile flash memory, and other storage devices. The ECU 8 executes a driving mode switching control, which will be described later, based on information from sensors and information previously stored in the ROM and storage device, in accordance with a control program previously stored in the ROM. The driving mode switching control is executed by a determination unit and a switching unit, which are functionally realized by the CPU, the ROM, the RAM, and the storage device. The details will be described later.

[0023] The ECU 20 is connected to the front power control unit 15 and the rear power control unit 17, and controls the operations of these devices.

[0024] [Driving mode] The ECU 20 switches the driving mode of the hybrid vehicle 1 to any one of a series driving mode, an electric driving mode, and a parallel driving mode. In the series driving mode, the K0 clutch 11 is engaged and the starting clutch 13 is released, the engine 10 generates power at the front motor 12, the generated power of the front motor 12 is charged to the battery 16, and the battery 16 drives the rear motor 18, so that the vehicle travels by the driving force of the rear motor 18. The series driving mode is suitable when the remaining capacity of the battery 16 is insufficient. In the series driving mode, only the rear motor 18 is used as a driving power source, so that the hybrid vehicle 1 cannot respond to a case where the required driving force of the hybrid vehicle 1 exceeds the maximum driving force of the rear motor 18. Thus, in the series driving mode, the starting clutch 13 is maintained in a released state.

[0025] In the electric traveling mode, the K0 clutch 11 is released and the starting clutch 13 is constantly engaged, and the vehicle travels using only the front motor 12 as a power source for traveling. In the electric traveling mode, the K0 clutch 11 and the starting clutch 13 may be released and the vehicle may travel using only the rear motor 18 as a power source for traveling. In the electric traveling mode, the engine 10 is stopped, so fuel efficiency is improved. In addition, the electric traveling mode is suitable when the remaining capacity of the battery 16 is sufficient. In the electric traveling mode, only the front motor 12 or the rear motor 18 is used as a power source for traveling, so that it is not possible to handle a case where the required driving force of the hybrid vehicle 1 exceeds the maximum driving force of the front motor 12 or the rear motor 18. Note that, when switching the traveling mode between the electric traveling mode and the series traveling mode, in order to avoid a shock when the starting clutch 13 is engaged or released, the starting clutch 13 may be kept in a released state in both modes and the vehicle may travel using only the rear motor 18. In any case, in the electric traveling mode, the starting clutch 13 is kept in an engaged or released state.

[0026] In the parallel driving mode, the K0 clutch 11 and the starting clutch 13 are engaged, and the vehicle travels in 4WD using the engine 10, front motor 12, and rear motor 18 as the driving power sources. Because the K0 clutch 11 is engaged, the rotation speed of the engine 10 and the rotation speed of the front motor 12 match. The parallel driving mode is suitable for cases where the driving force required for the hybrid vehicle 1 is large.

[0027] In the parallel running mode, the starting clutch 13 is slipped when the vehicle speed is low, for example, 10 km / h or less, to maintain a rotation speed at which the engine 10 does not stall. Specifically, the ECU 20 slips the starting clutch 13 by controlling the hydraulic pressure supplied to the starting clutch 13 via the hydraulic control device 19, thereby controlling the amount of torque transmitted by the starting clutch 13 from the engine 10 and front motor 12 side to the automatic transmission 14 side.

[0028] Here, the lower the temperature of the hydraulic oil supplied to the starting clutch 13, the higher its viscosity. Therefore, even if the hydraulic pressure is constant, the torque transmission amount of the starting clutch 13 varies depending on the oil temperature. Also, considering that the starting clutch 13 will continue to run while slipping, more friction plates are used in order to ensure heat resistance than the K0 clutch 11, and the amount of lubricating oil for lubricating the starting clutch 13 is also large. Therefore, the torque transmission amount of the starting clutch 13 varies due to the variation in the number of friction plates and the variation in the amount of lubricating oil. In this way, when the starting clutch 13 is in a slipping state, the torque transmission amount of the starting clutch 13 varies.

[0029] On the other hand, in the series traveling mode and the electric traveling mode, the starting clutch 13 is maintained either engaged or released, so such a problem does not occur. Therefore, at low vehicle speeds in the parallel traveling mode in which the starting clutch 13 is maintained in a slipped state, the accuracy of the traveling control of the hybrid vehicle 1 is more likely to decrease compared to the series traveling mode and the electric traveling mode in which the starting clutch 13 is maintained in a released or engaged state. The parallel traveling mode is an example of the first traveling mode. The series traveling mode and the electric traveling mode are examples of the second traveling mode.

[0030] [Operating mode] The ECU 20 can switch between a manual driving mode in which the driver manually performs driving operations and an automatic driving mode in which the vehicle is driven automatically. For this reason, devices for realizing the automatic driving are connected to the ECU 20. Specifically, an external sensor group 31, an internal sensor group 32, an input / output device 33, a GPS sensor 34, a map database 35, a navigation device 36, and a communication unit 37 are connected to the ECU 20.

[0031] The external sensor group 31 is a plurality of sensors that detect the external conditions, which are peripheral information of the hybrid vehicle 1, and includes, for example, a lidar, a radar, a camera, etc. The internal sensor group 32 is a plurality of sensors that detect the traveling state of the hybrid vehicle 1, and includes, for example, a vehicle speed sensor, an acceleration sensor, rotation speed sensors of the engine 10, the front motor 12, and the rear motor 18, an accelerator opening sensor, a throttle opening sensor, etc. The internal sensor group 32 also includes an SOC sensor that detects the remaining capacity of the battery 16, an oil temperature sensor that detects the temperature of the hydraulic oil supplied to the starting clutch 13 by the hydraulic control device 19, and a gradient sensor that detects the gradient of the road surface on which the hybrid vehicle 1 is located.

[0032] The input / output device 33 is a device that can input commands from the occupant and can output information to the occupant. For example, the input / output device 33 includes various operation switches, a microphone that can input voice, a display monitor, a speaker, and the like. The various operation switches include a manual switch that switches the driving mode to a manual driving mode or an automatic driving mode. Note that the driving mode may be switched to the manual driving mode or the automatic driving mode when a predetermined driving condition is met, regardless of the operation of the manual switch.

[0033] The GPS sensor 34 receives positioning signals from multiple GPS satellites, thereby measuring the absolute position (latitude, longitude, etc.) of the hybrid vehicle 1. The map database 35 is a device that stores map information used by the navigation device 36. The map information includes road position information, gradient information, road shape (curvature, etc.) information, and position information of intersections and branching points. The navigation device 36 searches for a target route on the road to the destination input by the driver, and provides guidance along the target route. The target route is calculated based on the current position of the hybrid vehicle 1 measured by the GPS sensor 34 and the map information stored in the map database 35.

[0034] The communication unit 37 communicates with various servers via a network including a wireless communication network such as the Internet to obtain map information and traffic information, and updates the map information in the map database 35 through communication with the ECU 20. The communication unit 37 also communicates with other vehicles and roads through vehicle-to-vehicle communication and road-to-vehicle communication to obtain information.

[0035] In the autonomous driving mode, the ECU 20 creates a driving plan along a target route set by the driver based on map information, the current position of the hybrid vehicle 1, its surrounding information, vehicle speed, acceleration, etc., and causes the hybrid vehicle 1 to drive according to the driving plan.

[0036] The automatic driving modes include automatic parking control and automatic following control. Automatic parking control is control for automatically parking the hybrid vehicle 1, specifically, control for automatically driving the hybrid vehicle 1 to a target parking position that is set automatically or manually. Automatic following control is control for automatically following the preceding vehicle while maintaining a certain distance or more between the hybrid vehicle 1 and the preceding vehicle.

[0037] As described above, at low vehicle speeds in the parallel driving mode in which the starting clutch 13 is maintained in a slipped state, the accuracy of the driving control of the hybrid vehicle 1 is likely to decrease compared to the series driving mode or the electric driving mode in which the starting clutch 13 is maintained in a released or engaged state. Here, in the above-mentioned automatic parking control and automatic following control, the driving of the hybrid vehicle 1 is automatically controlled, so a more accurate driving control is desired. This is because in the automatic parking control, there may be obstacles or other vehicles around the hybrid vehicle 1, and in the automatic following control, for example, in a traffic jam, it is necessary to maintain a distance from the vehicle ahead. However, in this case, if the driving mode is controlled to the above-mentioned parallel driving mode, there is a risk that the accuracy of the driving control of the hybrid vehicle 1 cannot be ensured. Therefore, the ECU 20 executes the following driving mode control.

[0038] [Driving mode switching control] 2 is a flowchart showing an example of the driving mode switching control executed by the ECU 20. The driving mode switching control is repeatedly executed while the ignition switch of the hybrid vehicle 1 is on. The ECU 20 judges whether or not the hybrid vehicle 1 is in a driving state in which high-precision driving control is required (step S1). A driving state in which high-precision driving control is required is specifically a case in which automatic parking control or automatic following control is being executed. Step S1 is an example of a process executed by the judgment unit.

[0039] If the answer is Yes in step S1, the ECU 20 judges whether or not it is possible to predict that the required driving force for the hybrid vehicle 1 will be maintained at a small value (step S2). Specifically, if the automatic parking control is being executed, and the gradient of the road surface at the current position of the hybrid vehicle 1 is equal to or less than a predetermined value, for example, equal to or less than a few percent, the answer is Yes in step S2, and if the gradient is greater than the predetermined value, the answer is No in step S2. Also, if the automatic tracking control is being executed, and the gradient of the road surface from the current position of the hybrid vehicle 1 to a predetermined distance on the target route is equal to or less than a predetermined value, the answer is Yes in step S2, and if the gradient is greater than the predetermined value, the answer is No in step S2. The predetermined value is an upper limit value of the gradient at which the vehicle can be driven without using the engine 10 as a power source for driving. The ECU 20 may obtain information on the gradient from the gradient sensor or the map database 25 described above, or may obtain the information via a network.

[0040] If the answer is No in step S1 or S2, the ECU 20 controls the driving mode to the parallel driving mode (step S4). This is because if the answer is No in step S1, problems are unlikely to occur even if the accuracy of the driving control of the hybrid vehicle 1 is not high. Also, if the answer is No in step S2, this is because it is possible to predict that the required driving force will increase to the extent that it is desirable to use the engine 10 as a driving power source, and it is necessary to prioritize securing the driving force of the hybrid vehicle 1 over the accuracy of the driving control.

[0041] If the answer is Yes in step S2, the ECU 20 judges whether the remaining charge of the battery 16 is low, equal to or lower than a predetermined value (step S3). The predetermined value is an upper limit of the remaining charge of the battery 16 at which the remaining charge of the battery 16 may be insufficient to realize electric driving. If the answer is No in step S3, the ECU 20 controls the driving mode to the electric driving mode (step S5), and if the answer is Yes in step S3, the ECU 20 controls the driving mode to the series driving mode (step S6). In both the series driving mode and the electric driving mode, the starting clutch 13 is not maintained in a slipping state, so that the accuracy of the driving control can be ensured. In addition, by controlling to the series driving mode when the answer is Yes in step S3, the generated power of the front motor 12 can be used to charge the battery 16 using the engine 10 while driving with the rear motor 18. Steps S5 and S6 are as follows: control 1 is an example of a process executed by a unit.

[0042] In step S1, the case where either the automatic parking control or the automatic following control is being executed has been described as a driving state requiring high-precision driving control, but the present invention is not limited thereto. For example, regardless of whether the driving mode is the manual driving mode or the automatic driving mode, when the distance between the hybrid vehicle 1 and an obstacle in its vicinity is equal to or less than a predetermined value, the driving state may be determined as requiring high-precision driving control. The predetermined value is a distance at which the hybrid vehicle 1 may collide with an obstacle, for example, a distance of 4 meters around the hybrid vehicle 1. For example, when the hybrid vehicle 1 is parked even in the manual driving mode, it may collide with an obstacle in its vicinity. In such a case, the hybrid vehicle 1 can be prevented from colliding with an obstacle by controlling the driving mode to the electric driving mode or the series driving mode. In addition, the driving state requiring high-precision driving control may be a case where the distance between the hybrid vehicle 1 and an obstacle in its vicinity is equal to or less than a predetermined value, and the vehicle speed is a low vehicle speed equal to or less than a predetermined speed. The predetermined speed is set to a value slightly higher than the speed at which the starting clutch 13 may slip in the parallel driving mode, for example, 20 [km / h]. This is because when the vehicle speed drops to 20 km / h or less, there is a high possibility that the vehicle speed will drop to a level at which the starting clutch 13 may slip in the parallel driving mode. Note that the obstacles include other vehicles, pedestrians, bicycles, walls, fences, steps in the road surface, curbs, depressions, etc. The ECU 20 can obtain information about these obstacles from the lidar, radar, camera, etc. included in the external sensor group 31.

[0043] Step S2 does not have to be executed. For example, if the driving force of the hybrid vehicle 1 can be sufficiently secured by only the front motor 12 and the rear motor 18, the driving mode can be controlled according to the determination result of step S1 regardless of the required driving force.

[0044] In the above embodiment, the hybrid vehicle 1 is described as an example in which the front wheels 2f are driven by at least one of the engine 10 and the front motor 12, and the rear wheels 2r are driven by the rear motor 18, but the present invention is not limited to this. For example, the hybrid vehicle may be one in which the rear wheels are driven by the engine and the rear motor, and the front wheels are driven by the front motor.

[0045] In the above embodiment, a hybrid vehicle is controlled by a single ECU 23, but this is not limited to the above, and the above-mentioned control may be performed by multiple ECUs, such as an engine ECU that controls the engine 10, a front motor ECU that controls the front motor 12, a rear motor ECU that controls the rear motor 18, and a clutch ECU that controls the K0 clutch 11 and the starting clutch 13.

[0046] [Modification of driving mode control] Next, a modified example of the traveling mode control will be described. In carrying out this modified example, it is assumed that when the temperature of the oil supplied to the starting clutch 13 is relatively high, the torque transmission amount of the starting clutch 13 can be controlled with high precision even when the starting clutch 13 is in a slipping state. Fig. 3 is a flowchart showing a modified example of the traveling mode control executed by the ECU 20. Note that, in the modified example of the traveling mode control, the same processes as those in the traveling mode control shown in Fig. 2 are denoted by the same reference numerals, and duplicated explanations will be omitted.

[0047] As shown in Fig. 3, if the answer is Yes in step S2, the ECU 20 judges whether the temperature of the hydraulic oil supplied to the starting clutch 13 is a low temperature equal to or lower than a predetermined temperature (step S2a). The predetermined temperature is a lower limit value of the oil temperature at which the torque transmission amount of the starting clutch 13 can be accurately controlled even if the starting clutch 13 is maintained in a slipping state, and the accuracy of the driving control of the hybrid vehicle 1 can be ensured. If the answer is Yes in step S2a, the processing from step S3 onwards is executed. Step S2a is an example of the processing executed by the judgment unit.

[0048] If the result of step S2a is No, the ECU 20 controls the traveling mode to the parallel traveling mode (step S4). This is because, if the result of step S2a is No, the control accuracy is stable even if the starting clutch 13 is in a slipping state, and the accuracy of the traveling control is unlikely to decrease even in the parallel traveling mode.

[0049] [Modification of hybrid vehicle] Next, a modified example of the hybrid vehicle will be described. FIG. 4 is a schematic diagram of a hybrid vehicle 1a which is a modified example. The hybrid vehicle 1a has an engine 10 and a single front motor 12 as a driving power source, and is not provided with a rear motor 18, unlike the hybrid vehicle 1 described above. The ECU 20a can control the driving mode to a parallel driving mode or an electric driving mode, but cannot control it to a series driving mode. This is because the hybrid vehicle 1a has only the front motor 12 as a driving power source motor. The electric driving mode in the modified hybrid vehicle 1a is a mode in which the K0 clutch 11 is released and the starting clutch 13 is engaged, and the vehicle travels using only the front motor 12 as a driving power source. The parallel driving mode is a mode in which the K0 clutch 11 and the starting clutch 13 are engaged and the vehicle travels using the engine 10 and the front motor 12 as a driving power source. The parallel driving mode is an example of a first driving mode. The electric driving mode is an example of a second driving mode.

[0050] 5 is a flowchart showing an example of the driving mode control executed by the ECU 20a of the hybrid vehicle 1a according to the modified example. In the modified example of the driving mode control, the same processes as those in the driving mode control shown in FIG. 2 are denoted by the same reference numerals and will not be described again.

[0051] If the answer is No in step S1 or S2, or Yes in step S3, the ECU 20a controls the driving mode to the parallel driving mode (step S4). If the answer is Yes in steps S1 and S2, or No in step S3, the ECU 20a controls the driving mode to the electric driving mode (step S5). In this way, even in the hybrid vehicle 1a of the modified example, the starting clutch 13 is not maintained in a slip state in the electric driving mode, so that the accuracy of the driving control can be ensured.

[0052] In the hybrid vehicle 1a, the front wheels 2f are driven by the engine 10 and the front motor 12, but the present invention is not limited to this, and the rear wheels may be driven by the engine and the motor.

[0053] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist of the present invention described in the claims. [Explanation of symbols]

[0054] 1, 1a Hybrid vehicles 10 Engine 12 Front motor 13 Starting clutch 18 Rear motor 20, 20a ECU (control device, judgment unit, switching unit)

Claims

1. A control device for a hybrid vehicle having a driving power source including an engine and a motor, and a hydraulic starting clutch provided on a power transmission path between the driving power source and wheels, the control device switching a driving mode between a first driving mode in which the starting clutch is in a slipping state and a second driving mode in which the starting clutch is not in the slipping state and the vehicle is in a state where at least one of an engaged state and a released state is maintained a determination unit that determines whether or not the host vehicle is in a driving state that requires highly accurate driving control; a control unit that controls the traveling mode to the second traveling mode when a positive determination is made by the determination unit and the temperature of the hydraulic oil supplied to the starting clutch is equal to or lower than a lower limit value that does not affect the control accuracy of the starting clutch, A control device for a hybrid vehicle, wherein when a negative judgment is made by the judgment unit, and when a positive judgment is made by the judgment unit and the temperature is greater than the lower limit value, the driving mode is controlled to the first driving mode.

2. The control device for a hybrid vehicle according to claim 1 , wherein the driving state includes a state in which an automatic parking control for automatically parking the host vehicle is being executed.

3. 3. The control device for a hybrid vehicle according to claim 1, wherein the driving state includes a state in which an automatic following control for automatically following a preceding vehicle is being executed.

4. 4. The control device for a hybrid vehicle according to claim 1, wherein the driving state includes a case where the vehicle is driving with a distance between the host vehicle and an obstacle around the host vehicle being equal to or smaller than a predetermined value.

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