JP5246062B2 - In-vehicle control device - Google Patents

Description

  The present invention relates to an in-vehicle control device that is mounted on a vehicle such as a hybrid vehicle and controls driving of the vehicle.

  2. Description of the Related Art As is well known, an internal combustion engine and a motor are mounted on a hybrid vehicle as an automobile, and the mounted internal combustion engine and the motor cooperate with each other based on instructions from a torque manager that supports the cooperation. It is configured to be driven. The internal combustion engine of such a hybrid vehicle is driven and controlled individually by a control device for controlling the internal combustion engine, and the motor is controlled by a control device for motor control, and the cooperation between the internal combustion engine and the motor is controlled by each control device. It is ensured by information transmission by communication between them.

  However, in recent years, in order to improve drivability such as ease of driving, high cooperation is required between the drive control (engine control) of the internal combustion engine and the motor drive control (motor control). Therefore, the delay of cooperative control that occurs between the control devices due to communication that requires a predetermined time for information transmission cannot be ignored.

  Therefore, Patent Document 1 describes an example of a hybrid vehicle having a control device configured to perform high cooperative control without delay in information transmission. The hybrid vehicle described in Patent Literature 1 includes an internal combustion engine that drives front wheels, a motor that drives rear wheels, and a single control device that drives and controls the internal combustion engine and the motor. Thereby, engine control and motor control are performed by one control device, and engine control and motor control are executed under high cooperation.

JP 2005-160252 A

  When engine control and motor control are processed by one control device, each control program corresponding to these controls is separately processed in the control device. At this time, the load amount required for the processing of the engine control program sequentially varies according to the state of the internal combustion engine such as the engine speed, and the load amount required for the processing of the motor control program also includes the motor speed such as the motor speed. It changes sequentially according to the state. For this reason, a control apparatus that processes these control programs is required to have a processing capability that can cope with the case where the load amounts of each control are all maximized in order to maintain their control performance. However, there are few cases where the amount of load of each control becomes maximum, and the control device that can handle the maximum value is operated efficiently because there is a lot of margin in the processing capacity for many hours. There was no problem.

  The present invention has been made in view of such a situation, and an object of the present invention is to control a control process for an internal combustion engine and a control process for a motor with a load variation by a single control device mounted on a vehicle such as a hybrid vehicle. It is desirable to provide an in-vehicle control device that can perform the above-described and efficiently use the control device.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
In order to solve the above-described problem, an invention according to claim 1 is an in-vehicle control device that controls driving of an internal combustion engine and a motor mounted on a vehicle, and includes drive control of the internal combustion engine and drive control of the motor. The vehicle-mounted control device includes an engine mode that is driven only by the internal combustion engine, and is driven by the cooperation of the internal combustion engine and the motor. The cooperative mode is set in advance, and when the control mode is the cooperative mode, the arithmetic unit is configured to change a load amount required for drive control of the internal combustion engine, which varies depending on a drive state of the internal combustion engine, and The internal combustion engine is controlled so that a total load amount that is a sum of load amounts required for drive control of the motor, which fluctuates depending on the drive state of the motor, does not exceed a maximum load amount that can be processed by the arithmetic unit When at least one of the driving state of the motor and the driving state of the motor is restricted, and high control performance is required for the driving control of the internal combustion engine according to the driving state of the vehicle, and the driving state of the internal combustion engine cannot be restricted The gist is to shift the control mode to the engine mode.

  The drive control of the internal combustion engine and the motor is performed by respective control programs, and the load amount required for the in-vehicle control device in these drive control processes varies sequentially depending on the drive state of the internal combustion engine and the motor. For this reason, in-vehicle control devices are generally required to be able to process the load amounts of the internal combustion engine drive control and the motor drive control, regardless of the maximum load amount. However, there are few cases where any load amount is the maximum load amount. Further, it is possible to cope with a vehicle driving state in which the maximum load amount is required only by driving control of the internal combustion engine or driving control of the motor.

  According to such a configuration, each load amount required for the drive control of the internal combustion engine and the motor is limited, and each drive control by one control device is possible under the same control conditions. . As a result, both the internal combustion engine and the motor are suitably driven and controlled by a single on-board control device as long as the load amount can be limited, in other words, as long as the limited control can be performed. Become so. As a result, high cooperation between the drive control of the internal combustion engine and the drive control of the motor is ensured, and the utilization efficiency of the processing capability of the in-vehicle control device is enhanced.

  When it is difficult to limit the load amount of the internal combustion engine, only the drive control of the internal combustion engine is shifted to enable subsequent drive control by one control device. As a result, even if the vehicle is in a driving state where it is difficult to limit the load amount, in other words, even when the driving by the limited driving control is insufficient, the vehicle is suitably controlled by the driving control of the internal combustion engine. It becomes possible to drive. As a result, the utilization efficiency of the processing capability of the in-vehicle control device can be improved, and the drive control of the vehicle can be suitably maintained even when the processing capability of the in-vehicle control device is exceeded. In addition, when the drive state is limited particularly when processing with a large amount of load is reduced, current consumption and heat generation of the arithmetic unit can be suppressed.

The block diagram which shows the schematic structure about one Embodiment of the hybrid vehicle using the vehicle-mounted control apparatus which concerns on this invention. 3 is a graph showing an example of the load amount of the electronic control device in a stopped state in the embodiment, where (a) shows the relationship with the rotational speed of the internal combustion engine, and (b) shows the relationship with the rotational speed of the motor. , (C) shows the ratio between the load amount of the internal combustion engine and the load amount of the motor. 5 is a graph showing an example of the load amount of the electronic control device in the case of traveling of the internal combustion engine in the embodiment, where (a) shows the relationship with the rotational speed of the internal combustion engine, and (b) shows the rotational speed of the motor. (C) shows the ratio between the load amount of the internal combustion engine and the load amount of the motor. 5 is a graph showing an example of the load amount of the electronic control device in the case of motor running in the embodiment, where (a) shows the relationship with the rotational speed of the internal combustion engine, and (b) shows the relationship with the rotational speed of the motor. (C) shows the ratio between the load amount of the internal combustion engine and the load amount of the motor. In the same embodiment, it is a graph which shows an example of the load amount of the electronic controller in driving | running | working using an internal combustion engine and a motor, Comprising: (a) shows the relationship with the rotation speed of an internal combustion engine, (b) is the motor. The relationship with the rotational speed is shown, and (c) shows the ratio between the load amount of the internal combustion engine and the load amount of the motor. The graph which shows the relationship between the internal combustion engine rotational speed and motor rotational speed in driving | running | working which used the internal combustion engine and the motor in the same embodiment, and the adjustable range of the load amount of an electronic controller. The flowchart which shows the change process of the control mode of the electronic control apparatus in the embodiment. The graph which shows the relationship between the vehicle speed and control mode of the vehicle in the embodiment.

  Hereinafter, an embodiment of an in-vehicle control device according to the present invention will be described with reference to FIG. FIG. 1 is a diagram showing a schematic configuration of an electronic control device mounted on a hybrid vehicle as a vehicle using functional blocks.

  As shown in FIG. 1, the hybrid vehicle is provided with an internal combustion engine 10 and a second motor generator (second M / G) 11 as drive sources. This second M / G 11 corresponds to a motor.

  The internal combustion engine 10 is a power device such as a gasoline engine or a diesel engine, and generates driving force by burning gasoline fuel or diesel fuel (hereinafter referred to as fuel).

  The first motor generator (first M / G) 13 connected to the internal combustion engine 10 via the power split mechanism 12 generates power using the power of the internal combustion engine 10. The generated electric power is output to the power conversion unit 14 and supplied to a battery (not shown) that is a power storage device via the power conversion unit 14.

  The second M / G 11 generates driving force when electric power stored in the battery is supplied via the power conversion unit 14. In addition, power is generated using the rotational force received from the drive wheels 15 when the vehicle is decelerated or braked. The generated power is output to the power converter 14 and regenerated by being supplied to the battery via the power converter 14.

  The power conversion unit 14 is configured by an inverter, a converter, and the like, converts DC power supplied from the battery into AC power, and supplies the same power to the second M / G 11. In addition, the AC power input from the second M / G 11 is converted into DC power and also converted into the battery voltage level and output to the battery.

  The driving forces of the internal combustion engine 10 and the second M / G 11 are distributed by the power split mechanism 12 and transmitted to the drive wheels 15. More specifically, the power split mechanism 12 includes a planetary gear mechanism having three rotating shafts connected to the internal combustion engine 10 and the second M / G 11 and the first M / G 13 respectively. Then, the driving force of the internal combustion engine 10 is divided into the first M / G 13 and the driving wheel 15, and electric power is generated by the first M / G 13 and the driving wheel 15 is driven. The power split mechanism 12 distributes the driving force transmitted to the driving wheels 15 between the internal combustion engine 10 and the second M / G 11. The driving force distributed by the power split mechanism 12 is transmitted to the drive wheels 15 via a reduction gear and a differential gear (not shown).

Various sensors for grasping the driving state are provided in the vehicle. For example, a speed sensor 16 that detects the speed of the vehicle (vehicle speed), a depression amount sensor 17 that detects the amount of operation of an accelerator pedal (not shown), a shift position sensor 18 that detects the position of a shift lever (not shown), and the like are provided. It is done. The output signals from these sensors are input to an electronic control unit 20 that is provided in the vehicle and generally controls various devices mounted on the vehicle. The dotted arrows in FIG. 1 indicate signal input / output paths.

  The electronic control unit 20 is mainly configured by a microcomputer including an arithmetic unit (CPU) 22 and a storage unit 25. In the storage device 25, various control programs such as an engine control program for driving and controlling the internal combustion engine 10, a motor control program for driving and controlling the second M / G 11, a calculation map, data calculated upon execution of control, and the like are stored. Retained. And the electronic control apparatus 20 grasps | ascertains the state of the vehicle based on the signal output from the various sensors provided in a vehicle, and performs various controls. When the electronic control device 20 is activated, the arithmetic processing of these various control programs is repeatedly executed by the arithmetic device 22.

  The electronic control unit 20 grasps the traveling state of the vehicle based on signals from the speed sensor 16, the depression amount sensor 17, the shift position sensor 18, and the like. Then, based on the grasped traveling state of the vehicle, the driving force of the internal combustion engine 10 and the second M / G 11 is distributed. Further, the engine speed corresponding to the load is calculated together with the required load of the internal combustion engine 10, and the motor speed corresponding to the load is calculated together with the required load of the second M / G11. And various control of the internal combustion engine 10, 2nd M / G11, and the power split mechanism 12 is performed. For example, the operating state of the internal combustion engine 10 such as the intake air amount, the fuel injection amount, and the ignition timing is controlled based on the required load (engine speed) to the internal combustion engine 10. Further, the operating state of the second M / G 11 is controlled by controlling the supply current of the power conversion unit 14 based on the required load (motor rotation speed) to the second M / G 11.

  Various control programs processed by the arithmetic device 22 give the arithmetic device 22 load amounts corresponding to the respective processing amounts. From this, if the maximum value of the load amount that can be processed by the arithmetic unit 22 is the maximum load amount Lmax, the maximum value of each load amount of each control program is reduced to the maximum load amount Lmax. A control program is set. In addition, when a plurality of control programs are executed at the same time, the arithmetic unit 22 is preset so that the sum of the load amounts is equal to or less than the maximum load amount Lmax. Alternatively, when the load amount exceeds the maximum load amount Lmax, the load amount is reduced by reducing the processing amount per unit time of each program and the total of the load amounts becomes less than the maximum load amount Lmax. To be adjusted. As such load adjustment, high priority programs are preferentially processed, or some programs and some processes are reduced in the amount of processing per unit time to temporarily delay them. It is also possible to perform such processing by omitting a part of the processing, thinning out the processing, or reducing the processing accuracy. In the present embodiment, it is assumed that the engine control program and the motor control program are simultaneously executed in the arithmetic unit 22.

In this embodiment, the storage device 25 has four modes (“mode 1” to “mode 4”) as control modes in which the driving force sharing between the internal combustion engine 10 and the second M / G 11 is determined according to the vehicle speed or the like. Is set as a mode map as map-like data. More specifically, the “mode 1 (engine mode)” is a mode in which the vehicle is driven only by the internal combustion engine 10 (running the internal combustion engine) under the condition that the vehicle speed is in a predetermined high speed range. ")" Is a mode in which the vehicle is driven (motor traveled) only by the second M / G 11 under the condition that the vehicle speed is in a predetermined low speed range that is lower than the high speed range. “Mode 3 (cooperation mode)” is a mode in which the vehicle is connected between the internal combustion engine 10 and the second M / G 11 under a condition that the vehicle speed is in a predetermined medium speed range consisting of a speed between a high speed range and a low speed range. This is a mode for driving (cooperating traveling) by cooperation, and “mode 4 (stop mode)” is a mode in which neither the internal combustion engine 10 nor the second M / G 11 is driven under the condition that the vehicle is stopped. That is, in this embodiment, the control mode is “mode 4” → “mode 2” → “mode 3” → “mode” until the speed of the vehicle in a stopped state where the speed is “0” reaches the high speed range. 1 ”. Conversely, the control mode is in the order of “mode 1” → “mode 3” → “mode 2” → “mode 4” until the vehicle reaches a stop state where the speed of the vehicle in the high speed range is “0”. Transition. As the high speed region, a speed region where the driving efficiency by only the internal combustion engine 10 is high is set. As the low speed region, a speed region where the driving efficiency by only the second M / G 11 is high is set. A speed region in which the driving efficiency by the cooperation of the internal combustion engine 10 and the second M / G 11 is high is set.

  Next, the relationship between the engine speed and the motor speed and the load amount in the arithmetic device 22 of the engine control program and motor control program used for driving control thereof will be described with reference to FIGS. FIG. 2 is a graph showing an example of the load amount of the arithmetic device 22 in the stopped state (mode 4), and FIG. 3 is a graph showing an example of the load amount of the arithmetic device 22 in the case of internal combustion engine travel (mode 1). It is. FIG. 4 is a graph showing an example of the load amount of the arithmetic device 22 in the case of motor travel (mode 2), and FIG. 5 is an example of the load amount of the arithmetic device 22 in cooperative travel (mode 3). It is a graph to show. 2 to 5, (a) is a graph showing the relationship between the engine speed and the load of the engine control program, and (b) is the motor speed and the load of the motor control program. (C) is a graph showing the ratio between the load amount of the internal combustion engine control program and the load amount of the motor control program. Further, FIG. 6 is a graph showing an example of the relationship between the load sharing between the internal combustion engine 10 and the second M / G 11 and their rotational speeds in “mode 3” as the control mode.

  When the control mode is “mode 4” (stopped state), the internal combustion engine 10 is not driven, so the load amount of the engine control program is maintained so that the internal combustion engine 10 can be driven as shown in FIG. It consists only of a constant load amount ELc, which is a load amount. The constant load amount ELc consists of only the minimum processing necessary to maintain the internal combustion engine 10 so that the internal combustion engine 10 can be driven, and the load amount is maintained at a substantially predetermined value regardless of the rotational speed of the internal combustion engine 10 (engine speed). Be drunk. In addition, since the second M / G 11 is not driven, the load amount of the motor control program includes only a constant load amount MLc that is a load amount for maintaining the motor to be drivable as shown in FIG. 2B. . The constant load amount MLc is composed of only the minimum processing necessary for maintaining the motor to be drivable, and the load amount is maintained at a substantially predetermined value regardless of the rotation speed (motor rotation speed) of the second M / G 11. It is. That is, as shown in FIG. 2C, the load amount of the arithmetic unit 22 is an integrated value of the constant load amount ELc and the constant load amount MLc.

  In the case of “mode 1” (internal combustion engine running) as the control mode, as shown in FIG. 3A, the load amount of the engine control program is a constant load amount that is maintained at a predetermined load amount regardless of the engine speed. ELc and a variable load ELv in which the load increases as the engine speed increases. The variable load ELv includes, for example, a load required for processing a signal from a sensor whose number of inputs increases according to the engine speed. On the other hand, since the second M / G 11 is not driven at this time, the load amount of the motor control program is, as shown in FIG. 3B, a constant load amount MLc that is maintained at a predetermined load amount regardless of the motor rotational speed. Consist only of. That is, the load amount of the arithmetic unit 22 is an integrated value of the constant load amount ELc, the constant load amount MLc, and the variable load amount ELv of the internal combustion engine 10, as shown in FIG. Therefore, in the present embodiment, the remaining load amount range obtained by subtracting the constant load amount ELc and the constant load amount MLc from the maximum load amount Lmax of the arithmetic unit 22 is a variable range of the variable load amount ELv of the internal combustion engine 10. The engine speed is set to be variable between 0 and the maximum value within the same variable range.

When the control mode is “mode 2” (motor running), the load amount of the motor control program is, as shown in FIG. 4B, a constant load amount MLc having a predetermined load amount regardless of the motor rotational speed, It consists of a variable load MLv in which the load increases as the motor speed increases. The variable load amount MLv includes a load amount required for processing a signal from a sensor whose number of inputs increases in accordance with the rotation speed of the second M / G 11. On the other hand, since the internal combustion engine 10 is not driven at this time,
As shown in FIG. 4A, the load amount of the engine control program consists only of a constant load amount ELc that is maintained at a predetermined value regardless of the engine speed. That is, as shown in FIG. 4C, the load amount of the arithmetic device 22 is an integrated value of the constant load amount MLc, the constant load amount ELc, and the second M / G11 variable load amount MLv. Therefore, in the present embodiment, the range of the remaining load amount obtained by subtracting the constant load amount MLc and the constant load amount ELc from the maximum load amount Lmax of the arithmetic unit 22 can vary the variable load amount MLv of the second M / G11. The motor rotation speed is set to be variable between 0 and the maximum value within the same variable range.

  When the control mode is “mode 3” (cooperative running), the load amount of the engine control program is a constant load amount ELc and a variable load amount ELv as shown in FIG. 5A similar to FIG. It consists of. At this time, the load amount of the engine control program becomes the maximum load amount Lmax at the maximum when the engine speed changes in the range of 0 to the maximum value. It is necessary to ensure the amount Lmax. However, in the present embodiment, since the maximum load amount Lmax of the arithmetic unit 22 must be used separately from the motor control program, a limit value Le is set as a load amount that can be used by the engine control program. For this reason, the arithmetic unit 22 can drive the internal combustion engine 10 only up to the engine speed limit Re, which is the limited speed as the engine speed at which the load of the engine control program becomes the limit value Le, that is, drive The state is restricted.

  On the other hand, the load amount of the motor control program is composed of a constant load amount MLc and a variable load amount MLv as shown in FIG. 5B similar to FIG. 4B. At this time, the load amount of the motor control program becomes the maximum load amount Lmax at the maximum when the motor rotation speed changes in the range between 0 and the maximum value. It is necessary to ensure the maximum load amount Lmax. However, in the present embodiment, the maximum load amount Lmax of the arithmetic unit 22 must be used separately from the engine control program, and thus a limit value Lm is set as a load amount that can be used by the motor control program. For this reason, the arithmetic unit 22 can rotate the second M / G 11 only up to the motor limit rotational speed Rm that is the rotational speed limited as the motor rotational speed at which the load amount of the motor control program becomes the limit value Lm. The state is restricted.

  At this time, the sum of the limit value Le of the internal combustion engine and the limit value Lm of the motor is set to be equal to or less than the maximum load amount Lmax of the arithmetic unit 22. As a result, in the arithmetic unit 22, the load amount of the engine control program and the load amount of the motor control program are leveled, and the torque between the internal combustion engine 10 and the second M / G 11 is maintained under a predetermined drive limit. Coordination control such as distribution is performed by a single electronic control unit 20 (arithmetic unit 22) in real time under high coordination. The engine speed limit Re and the motor speed limit Rm are set in advance in the storage device 25 as control mode map information.

  That is, as shown in FIG. 5C, the load amount of the arithmetic unit 22 includes the constant load amount ELc and the variable load amount ELv of the internal combustion engine 10, and the constant load amount MLc and the variable load amount MLv of the second M / G11. And the integrated value. Therefore, in the present embodiment, the range of remaining load amounts obtained by subtracting the load amounts of the constant load amount MLc and the constant load amount ELc from the maximum load amount Lmax of the computing device 22 is the variable load amount ELv and the second M of the internal combustion engine 10. / G11 variable load amount MLv is appropriately distributed. For this reason, in “Mode 3”, the engine speed cannot be set to the maximum value or the driving force (torque) associated with such high speed can be output, and the motor speed can be set to the maximum value or such high speed. The accompanying driving force (torque) cannot be output. On the other hand, within the variable range, the distribution between the variable load ELv of the internal combustion engine 10 and the variable load MLv of the second M / G 11 can be changed. In other words, in the variable range, the boundary point R3 that divides it can be set arbitrarily, and with this setting, the engine speed limit Re and the motor speed limit Rm are set arbitrarily within a predetermined range. Will be able to.

  More specifically, as shown in FIG. 6, a range in which the load amount of the engine control program and the load amount of the motor control program can be set in the variable range is determined by the boundary line BL. In the figure, if the region is in the upper right of the boundary line BL (the region where the load amount> the maximum load amount Lmax), the total load amount of each program exceeds the maximum load amount Lmax, and the engine speed limit is in the same region. It is impossible to set Re and the motor speed limit Rm. On the other hand, if the boundary line BL and the lower left area (the area where the load amount ≦ the maximum load amount Lmax), the total load amount of each program is equal to or less than the maximum load amount Lmax. The rotational speed Rm can be arbitrarily set. When the engine speed limit Re is increased in such an arbitrarily settable region, the load amount of the engine control program increases. Therefore, the boundary point R3 moves on the boundary line BL in the upper left direction indicated by the arrow a. At this time, the motor speed limit Rm is reduced in response to the increase in the engine speed limit Re. On the other hand, when the motor speed limit Rm is increased, the load amount of the motor control program increases, so that the boundary point R3 is set to move in the lower right direction indicated by the arrow b on the boundary line BL. At this time, the engine speed limit Re is decreased corresponding to the increase of the motor speed limit Rm.

  By the way, the engine speed limit Re can be increased by reducing the load of the engine control program. In the “mode 3”, the engine speed is considerably lower than the maximum speed, so that relatively high-speed arithmetic processing is not required to maintain the control performance. From this, it is possible to reduce the amount of calculation processing by reducing the angle synchronization processing of the internal combustion engine 10 or the like so that the minimum required driving torque, fuel consumption, and emission required for the vehicle can be secured, The engine speed limit Re can also be set high by increasing the interval to reduce the processing amount per unit time. The electronic controller 20 may automatically change the setting of the engine speed limit Re set in the mode map according to various vehicle conditions.

  Further, the motor speed limit Rm can be increased by reducing the load amount of the motor control program. In the “mode 3”, the motor rotation speed is considerably lower than the maximum rotation speed, so that relatively high-speed arithmetic processing is not required to maintain the control performance. From this, it is possible to reduce the amount of calculation processing by reducing the switching frequency used for driving the second M / G 11 so that the driving torque, fuel consumption, and emission required for the vehicle can be ensured to the minimum necessary. The motor limit rotational speed Rm can also be set high by increasing the interval of the execution cycle to reduce the processing amount per unit time. The electronic controller 20 may automatically change the setting of the motor speed limit Rm set in the mode map according to various vehicle conditions.

  For this reason, for example, depending on the driving conditions of the vehicle, when it has a device (restart device, driving force switching device) that can stop driving under optimal conditions according to various conditions such as output and fuel consumption, The electronic control unit 20 can change the engine speed limit Re and the motor speed limit Rm set in the mode map based on the information. For example, when the vehicle in “mode 1” decelerates by a fuel cut that stops the fuel supply to the internal combustion engine 10, the engine control program at the time of deceleration reduces the amount of processing load related to the fuel supply. It is possible to shift to “mode 3” in which the engine speed limit Re is increased by the same amount. As a result, regeneration by the second M / G 11 at a higher vehicle speed can be performed, and fuel consumption can be improved.

  Next, control mode switching processing will be described with reference to FIG. FIG. 7 is a flowchart showing a switching process for switching the control mode. This switching process is executed after the arithmetic unit 22 is activated by turning on the power.

  As shown in FIG. 7, when the execution of the switching process is started, the arithmetic unit 22 selects “mode 4” as the control mode (step S1 in FIG. 7). When “mode 4” is selected, it is determined whether or not the vehicle is started (step S2 in FIG. 7). If the vehicle does not start (NO in step S2 in FIG. 7), the stop state continues, so that “mode 4” is continuously selected for the switching process (step S1 in FIG. 7). On the other hand, when the vehicle is started (YES in step S2 in FIG. 7), since the driving by the second M / G 11 is necessary, the arithmetic unit 22 selects “mode 2” as the control mode (step S3 in FIG. 7).

  When “mode 2” is selected, the second M / G 11 determines whether or not driving is in progress (step S4 in FIG. 7). When the second M / G 11 is not being driven, such as in a stopped state (NO in step S4 in FIG. 7), “mode 4” is selected as the switching process (step S1 in FIG. 7). On the other hand, when the second M / G 11 is being driven, such as when the second M / G 11 is being driven (YES in step S4 in FIG. 7), the arithmetic unit 22 determines whether or not to drive the internal combustion engine 10. (Step S5 in FIG. 7). Whether or not to drive the internal combustion engine 10 is determined based on, for example, whether or not the speed has shifted from a low speed range to a medium speed range. When the internal combustion engine 10 is not driven (NO in step S5 in FIG. 7), for example, since the speed is in the low speed range, the switching process continues to select “mode 2” (step S3 in FIG. 7). On the other hand, when the internal combustion engine 10 is driven (YES in step S5 in FIG. 7), for example, the speed has become a medium speed range, so the arithmetic unit 22 selects “mode 3” as the control mode (step in FIG. 7). S6).

  When “mode 3” is selected, it is determined whether or not the internal combustion engine 10 needs to be driven (step S7 in FIG. 7). Whether or not the internal combustion engine 10 needs to be driven is determined based on, for example, whether or not the speed has shifted from a medium speed range to a low speed range. If driving of the internal combustion engine 10 is not necessary (NO in step S7 in FIG. 7), for example, the speed has become a low speed range, so that “mode 2” is selected as the switching process (step S3 in FIG. 7). On the other hand, when the internal combustion engine 10 needs to be driven, for example, because the speed is in the middle speed range (YES in step S7 in FIG. 7), the arithmetic unit 22 determines whether to stop driving the second M / G 11 or not. Judgment is made (step S8 in FIG. 7). Whether or not to stop the driving of the second M / G 11 is determined based on, for example, whether or not the speed has shifted from the medium speed range to the high speed range. If the driving of the second M / G 11 is not stopped (NO in step S8 in FIG. 7), for example, the speed is in the middle speed range, so the switching process continues to select “mode 3” (step S6 in FIG. 7). . On the other hand, when the driving of the second M / G 11 is stopped (YES in step S8 in FIG. 7), for example, the speed has become the high speed range, so the arithmetic unit 22 selects “mode 1” as the control mode (FIG. 7). Step S9).

  When “mode 1” is selected, it is determined whether to drive the second M / G 11 (step S10 in FIG. 7). Whether or not to drive the second M / G 11 is determined based on, for example, whether or not the speed has shifted from the high speed range to the medium speed range. When the second M / G 11 is not driven (NO in step S10 in FIG. 7), for example, the speed is in the high speed range, so the switching process continues to select “mode 1” (step S9 in FIG. 7). On the other hand, when the second M / G 11 is driven (YES in step S10 in FIG. 7), for example, the speed is in the middle speed range, so the switching process selects “mode 3” (step S6 in FIG. 7).

In this way, the control mode is shifted.
Next, the relationship between the vehicle speed and the control mode of a vehicle equipped with such an electronic control device 20 will be described with reference to FIG. FIG. 8 is a graph showing the selection relationship of the control modes when the vehicle travels. In FIG. 8, motor driving / regeneration “ON” indicates that the second M / G 11 drives the vehicle, “OFF” indicates that the second M / G 11 does not drive the vehicle, and the internal combustion engine “ON” indicates the internal combustion engine. When the engine 10 drives the vehicle, “OFF” indicates a case where the internal combustion engine 10 does not drive the vehicle. For “Mode 1” to “Mode 4”, “O
“N” indicates that the mode is selected as the control mode, and “OFF” indicates that the mode is not selected as the control mode. In the present embodiment, any one of “mode 1” to “mode 4” is alternatively selected, and a plurality of them are not selected redundantly.

  As shown in FIG. 8, when the stopped vehicle is stopped after reaching the vehicle speed PT1 (PT5), the control mode shifts from “mode 4” to “mode 2” during acceleration and “mode 2” during deceleration. → Move to “Mode 4”. That is, the vehicle is driven only by the second M / G 11. The vehicle speed PT1 (PT5) belongs to the low speed range.

  Next, when the stopped vehicle is stopped after reaching the vehicle speed PT2 (PT6), the control mode shifts from “mode 4” to “mode 2” to “mode 3” during acceleration and to “mode 3” during deceleration. “→” Mode 2 ”→“ Mode 4 ”. That is, during acceleration, the vehicle is driven only by the second M / G 11 when in “mode 2”, and driven by the cooperation of the internal combustion engine 10 and the second M / G 11 when “mode 3”. Although the vehicle speed PT2 (PT6) is reached in “mode 3”, the electronic control unit 20 of the vehicle determines that “mode 1” is suitable for traveling at the vehicle speed PT2 (PT6), and sets the control mode. The mode is switched to “Mode 1”. Further, the vehicle is driven by the cooperation of the internal combustion engine 10 and the second M / G 11 when in “mode 3” during deceleration, and is driven only by the second M / G 11 when in “mode 2”. Although the vehicle is traveling at the vehicle speed PT2 (PT6) in “mode 1”, if deceleration is detected in advance based on the operation amount of the accelerator pedal or the operation of the shift gear, the electronic control device 20 of the vehicle In order to perform more regeneration, the control mode is switched to “mode 3” before deceleration.

  Further, when the stopped vehicle is stopped after reaching the vehicle speed PT3 and the vehicle speed PT4, at the time of acceleration, as in the above-described vehicle speed PT2 (PT6), “mode 4” → “mode 2” → “mode 3” And “mode 1” is set during traveling. When the vehicle speed PT3 is decelerated to the vehicle speed PT4, the electronic control device 20 of the vehicle is temporarily switched from “mode 1” to “mode 3” for regeneration. Further, at the time of deceleration from the vehicle speed PT4, the electronic control unit 20 cannot detect the deceleration in advance, and therefore shifts to “mode 3” where regeneration is possible from the middle of the deceleration.

  Next, when the stopped vehicle changes from the vehicle speed PT7 to PT11 and stops, the mode shifts from “mode 4” to “mode 2” to “mode 3” to “mode 1” during acceleration and to “ The mode is shifted from “mode 1” → “mode 3” → “mode 2” → “mode 4”. Unlike the case of the above-described vehicle speed PT2 (PT6), the vehicle speed reaches the high speed range when accelerating up to the vehicle speed PT7 and cannot maintain "mode 3". Therefore, the control mode is changed from "mode 3" to "mode 3" during the acceleration. “Mode 1” is entered. When decelerating from the vehicle speed PT11, since the vehicle speed is in a high speed range, the control mode for regeneration cannot be changed, and the mode is decelerated in “mode 1”, and the vehicle speed is changed to “mode 3” which can be regenerated after the vehicle speed becomes the medium speed range. It has migrated. Note that between the vehicle speeds PT8 to PT11, the vehicle speed is in the high speed range, and the control mode cannot be set to “mode 3”.

As described above, according to the electronic control device of the present embodiment, the effects listed below can be obtained.
(1) The drive control of the internal combustion engine 10 and the second M / G 11 is performed by separate control programs, respectively, and the load amount required by the arithmetic unit 22 (electronic control unit 20) in the drive control processing is the internal combustion engine. 10 and the state of the second M / G 11 are sequentially changed. For this reason, the arithmetic unit 22 is normally required to be able to process the load amounts of the drive control of the internal combustion engine 10 and the drive control of the second M / G 11 both of which are the maximum load amount Lmax. However, there are few cases where any load amount becomes the maximum load amount Lmax. Maximum load Lm
A vehicle driving state in which ax is required may be dealt with only by driving control of the internal combustion engine 10 or driving control of the second M / G 11.

  According to such a configuration, each load amount required for driving control of the internal combustion engine 10 and the second M / G 11 is limited, and each driving control by one arithmetic unit 22 is performed under the same limiting condition. Is executed. Thus, both the internal combustion engine 10 and the second M / G 11 are suitably driven and controlled by the single arithmetic unit 22 as long as the load amount can be limited, in other words, within a range where the limited driving can be performed. Become so. As a result, high cooperation between the drive control of the internal combustion engine 10 and the drive control of the second M / G 11 is ensured, and the utilization efficiency of the processing capability of the arithmetic unit 22 (electronic control unit 20) is enhanced.

  (2) When it is difficult to limit the load amount of the internal combustion engine 10, only the drive control of the internal combustion engine 10 is shifted to enable subsequent drive control by one arithmetic unit 22 (electronic control unit 20). Thereby, in the case of a vehicle driving state in which the load amount is difficult to limit, in other words, even when the driving by the limited driving control is insufficient, the vehicle is preferably driven by the driving control of the internal combustion engine 10. Will be able to. As a result, the utilization efficiency of the processing capability of the arithmetic device 22 can be improved, and the vehicle drive control can be suitably maintained even when the processing capability of the arithmetic device 22 (electronic control device 20) is exceeded. become able to.

(3) Further, when the drive state is restricted by reducing the processing with a particularly large load, the current consumption and heat generation of the arithmetic unit 22 can be suppressed.
In addition, the said embodiment can also be implemented in the following aspects, for example.

  In the above embodiment, the control mode is exemplified for the case where the information is set as map data. However, the present invention is not limited to this, and the information about the control data may be calculated by a mathematical expression.

  In the above embodiment, the electronic control device 20 is illustrated as being mounted on a hybrid vehicle. However, the present invention is not limited to this, and the electronic control device may be mounted on a vehicle driven by an internal combustion engine or a vehicle driven only by a motor as long as it can control a plurality of drive sources.

  In the above embodiment, the case where the drive state is limited based on the engine speed and the motor speed is illustrated. However, the present invention is not limited to this, and the drive state may be limited based on drive torque, fuel consumption, and emissions. Thereby, the freedom degree of the control mode of a vehicle comes to be raised.

  Further, the drive state may be limited by a decrease in accuracy of angle synchronization processing in engine control or a decrease in switching frequency in motor control. As a result, processing with a particularly large amount of load can be reduced, and current consumption and heat generation of the arithmetic device can be further suppressed.

  -In above-mentioned embodiment, the drive state illustrated about the case regarding the speed of a vehicle. However, the present invention is not limited to this, and the driving state may relate to driving torque, fuel consumption, emission, and the like. Thereby, the freedom degree of the control mode of a vehicle comes to be raised.

In addition, the technical idea that can be grasped from the embodiment will be described together with the effects thereof.
(A) The amount of load required for drive control of the internal combustion engine is less during deceleration than during acceleration,
When the control mode is the engine mode, the arithmetic unit assigns a load amount for the drive control of the internal combustion engine, which decreases due to deceleration, as a load amount for the drive control of the motor, and when the vehicle speed is faster than during acceleration, The control mode is shifted to the cooperative mode.

  According to such a configuration, the vehicle traveling in the engine mode can be shifted to the cooperative mode at a high speed stage so that the motor can be driven and the regenerative operation by the motor can be performed. become. As a result, a regenerative operation at an early stage of the vehicle speed is possible, and fuel consumption is improved.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 11 ... 2nd motor generator (2nd M / G), 12 ... Power split mechanism, 13 ... 1st motor generator (1st M / G), 14 ... Electric power conversion part, 15 ... Drive wheel, 16 ... Speed sensor, 17 ... Depression amount sensor, 18 ... Shift position sensor, 20 ... Electronic control device as in-vehicle control device, 22 ... Arithmetic device, 25 ... Storage device.

Claims (1)

An in-vehicle control device for driving and controlling an internal combustion engine and a motor mounted on a vehicle,
One arithmetic unit that performs both the drive control of the internal combustion engine and the drive control of the motor,
In the in-vehicle control device, as a control mode indicating a driving mode of the vehicle, an engine mode driven only by the internal combustion engine and a cooperation mode driven by the cooperation of the internal combustion engine and the motor are set in advance. And
When the control mode is the cooperative mode, the arithmetic unit is configured to perform load control required for driving control of the internal combustion engine, which varies depending on the driving state of the internal combustion engine, and drive control of the motor, which varies depending on the driving state of the motor. Limiting at least one of the driving state of the internal combustion engine and the driving state of the motor so that the total load amount summed with the required load amount does not exceed the maximum load amount that can be processed by the arithmetic device. In addition, when high control performance is required for drive control of the internal combustion engine in accordance with the drive state of the vehicle and the drive state of the internal combustion engine cannot be restricted, the control mode is shifted to the engine mode. Control device.

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