JP2000027671A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To optimize regenerative power generation by a motor by feedback- controlling suction air amount according to a deviation between a real generated power and a desired generated power from the motor, and by feedback- controlling a regenerative torque of the motor according to a deviation between a real rotation speed of an engine and a given idling rotation speed. SOLUTION: An armature coil of a motor 2 where a rotor is connected with an output shaft of an engine 1 is connected with a battery device 5 through a conduction control circuit 15. A detection device 16 is provided for detecting current and voltage of this armature coil, and the detected data is provided for a motor controller 9. When present electricity accumulated amount becomes lower than a given value, a general management controller 12 increases a desired generated power by a regenerative operation of the motor 2, and feedback- controls suction air amount according to a deviation between a real generated power and a desired generated power from the motor 2. The controller feedback-controls a regenerative torque of the motor according to a deviation between a real rotation speed of the engine 1 and a given idling rotation speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a parallel type hybrid vehicle.

[0002]

2. Description of the Related Art A parallel-type hybrid vehicle includes, as a propulsion source, an engine and an electric motor having a rotor connected to an output shaft of the engine. Then, for example, the driving force of the electric motor is transmitted to the driving wheels of the vehicle together with the driving force of the engine when the vehicle is accelerating, thereby suppressing the output of the engine while ensuring the required acceleration performance of the vehicle. The fuel consumption and exhaust gas generation are reduced.

[0003] In this type of hybrid vehicle, for example, when the vehicle is decelerated, the rotor of the motor is rotated by the kinetic energy of the vehicle to generate regenerative power of the motor, and the generated energy is stored in the power source energy of the motor. In general, a power storage device (battery, capacitor, etc.) is charged.

In the hybrid vehicle, for example, as disclosed by the present applicant in Japanese Patent Application Laid-Open No. 9-280091, during idling operation of the engine, regenerative power generation of the electric motor is performed by the driving force of the engine, and the power generation is performed. Energy may be charged to the power storage device.

In this case, the target power generation amount of the motor is variably set according to, for example, the remaining capacity of the power storage device, and regenerative power generation of the motor is performed at the target power generation amount. At this time, in order to secure the output of the engine used for regenerative power generation of the electric motor, the opening degree of the throttle valve of the engine is adjusted according to the target electric power generation amount of the electric motor (the larger the target electric power generation amount, , The opening of the throttle valve is increased).

However, in the above technique, since the throttle valve is driven by uniquely determining the opening of the throttle valve in accordance with the target power generation amount of the motor, the change in the power generation amount of the motor In contrast, the intake air amount of the engine tends to be delayed. As a result, when the amount of power generated by the electric motor is changed, the idling speed of the engine tends to fluctuate. Further, even in a state where the target power generation amount of the electric motor is kept constant, the opening of the throttle valve is kept constant at this time. The idling rotation speed tends to fluctuate.

[0007]

SUMMARY OF THE INVENTION In view of the foregoing, the present invention has been made in consideration of the above circumstances, and at the time of idling operation of an engine, while maintaining the idling rotational speed of the engine at a desired rotational speed stably, an appropriate electric motor driven by the engine is used. An object of the present invention is to provide a control device for a hybrid vehicle that can perform regenerative power generation.

[0008]

In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention has an engine as a propulsion source of the vehicle and an electric motor having a rotor connected to an output shaft of the engine. In the control device for performing the regenerative power generation of the motor at a predetermined target power generation while adjusting the intake air amount of the engine at the time of idling operation of the engine, the actual power generation of the motor and the target power generation Intake air amount adjusting means for adjusting the intake air amount of the engine by feedback control so as to make the same, and feedback control of the regenerative torque of the electric motor so as to make the actual rotational speed of the engine coincide with a predetermined idling rotational speed. And a regenerative torque adjusting means for adjusting.

According to the present invention, during the idling operation of the engine, the intake air amount adjusting means feeds back the intake air amount of the engine so that the actual power generation amount of the electric motor matches the target power generation amount. Adjustment is performed by control (for example, if the actual power generation amount> the target power generation amount, the intake air amount of the engine is decreased, and if the actual power generation amount <the target power generation amount, the engine intake air amount is increased). Thus, the engine generates an output capable of performing regenerative power generation at the target power generation amount of the electric motor. Then, while performing such adjustment of the intake air amount, the regenerative torque adjusting means adjusts the regenerative torque of the electric motor by feedback control so that the actual engine speed matches the predetermined idling speed. In addition, the actual power generation amount of the electric motor substantially coincides with the target power generation amount, and the actual rotational speed of the engine substantially coincides with the predetermined idling rotational speed.

At this time, by adjusting the intake air amount of the engine and the regenerative torque of the electric motor by the feedback control as described above, the actual electric power generation amount of the electric motor and the actual rotational speed of the engine can be stably set to the respective targets. It is possible to maintain the power generation amount and the predetermined idling rotation speed.

For example, when the target power generation of the motor increases,
Since the intake air amount is adjusted by the intake air amount adjusting means to the increasing side, the actual engine speed tends to increase. At this time, the regenerative torque of the electric motor is adjusted to the increasing side by the regenerative torque adjusting means. Is done. Therefore, the tendency of the actual rotational speed of the engine to increase is suppressed, and at the same time, the actual power generation of the electric motor is increased so as to approach the target power generation.

Further, for example, when the friction of the engine increases, the actual engine speed tends to decrease.
The regenerative torque adjusting means adjusts the regenerative torque of the electric motor to a decreasing side. At the same time, when the regenerative torque of the motor is adjusted to decrease, the power generation amount of the motor tends to decrease. However, the intake air amount adjusting means adjusts the intake air amount to increase. As a result, the tendency of the actual number of revolutions of the engine to fall is suppressed, and at the same time, the tendency of the actual amount of power generated by the motor to decrease is also suppressed.

Therefore, according to the present invention, it is possible to perform appropriate regenerative power generation of the electric motor driven by the engine while maintaining the idling speed of the engine stably at a desired speed.

In the present invention, it is preferable that the target electric power generation amount of the electric motor is set in accordance with at least a power storage state of a power storage device storing power energy of the electric motor. This makes it possible to charge the power storage device with electric energy (energy generated by the electric motor) suitable for the power storage state.

In the present invention, it is preferable that the predetermined idling speed of the engine is set according to a target power generation amount of the electric motor. According to this, the electric motor is operated at a rotation speed at which the power generation efficiency (the ratio of the output energy (generation energy) of the electric motor to the mechanical input energy given to the electric motor from the engine) is good, and the regeneration of the electric motor is performed. Power generation can be performed.

By the way, the engine includes a bypass passage (intake passage) that bypasses the throttle valve in addition to a main intake passage provided with, for example, a throttle valve (intake air amount control valve). It is common to take the intake of the engine through. And an intake air amount control valve is also provided in this bypass passage,
For example, during idling operation immediately after starting the engine, compared to normal idling operation after running the vehicle,
It is common practice to increase the opening of the intake air amount control valve in the bypass passage (increase the intake air amount of the engine) to increase the idling speed of the engine.

When the present invention is applied to a hybrid vehicle equipped with an engine having two intake passages and having an intake air amount control valve in each intake passage, the intake air amount adjusting means is basically provided with More specifically, the intake air amount of the engine may be adjusted by adjusting the opening of one of the intake air amount control valves (for example, the throttle valve). In this case, in a situation where the opening degree of the other intake air amount control valve is made larger (for example, the intake air amount is increased) than in the normal idling operation as described above, the actual power generation amount of the electric motor becomes the target power generation amount. Even if the opening degree of the one intake air amount control valve is reduced to the minimum opening degree in a state larger than the above, a situation may occur in which the actual power generation amount of the motor does not decrease to the target power generation amount. In such a situation, the opening of the other intake air amount control valve is set to be larger than that during the normal idling operation in order to increase the engine speed more than the normal case. Is preferably higher than the normal idling speed.

Therefore, in the present invention, the engine can further take in air through two intake passages each having an intake air amount control valve. The intake air amount of the engine is adjusted by adjusting the opening degree of the intake air amount control valve of the one intake passage. The intake air amount of the other intake passage of the two intake passages is further adjusted. In the case where the opening degree of the quantity control valve is adjusted so as to increase the intake air quantity of the engine in order to increase the number of revolutions during idling operation of the engine under predetermined conditions, The regenerative torque adjusting means is configured such that when the opening of the intake air amount control valve of the other intake passage is adjusted to the side of increasing the amount of intake air, the intake air amount adjusting means adjusts the intake air amount on one side. When the opening degree of the intake air amount control valve passage is adjusted to the minimum opening degree, to limit the regenerative torque of the electric motor on the reduction side.

That is, in a state where the actual power generation amount of the motor is larger than the target power generation amount, the opening degree of the intake air amount control valve of the one side intake passage is adjusted by the intake air amount adjusting means to the minimum opening degree. (At this time, the actual power generation amount of the electric motor is larger than the target power generation amount), the opening degree of the intake air amount control valve of the other intake passage is made larger than in the normal case, and the engine Therefore, the regenerative torque of the electric motor is limited to the decreasing side. As a result, the engine speed can be appropriately increased.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIGS.

FIG. 1 schematically shows the overall system configuration of a hybrid vehicle equipped with a control device according to the present embodiment. In the figure, reference numeral 1 denotes an engine, 2 denotes an electric motor, 3 denotes a transmission including a clutch 4, Reference numeral 5 denotes a first power storage device, 6 denotes a second power storage device, 7 denotes driving wheels for driving the vehicle, 8 denotes an engine controller, 9 denotes a generator motor controller, 10 denotes a transmission controller, 11 denotes a power supply system controller, and 12 denotes general control. It is a controller.

The engine 1 is a main propulsion source of the vehicle, and transmits its driving force from an output shaft (crankshaft) not shown to a driving wheel 7 via a rotor (not shown) of the electric motor 2 and a transmission 3. Then, the vehicle is driven.

In this case, as shown schematically in FIG. 2, the engine 1 bypasses the main intake passage 30 provided with a throttle valve 1a, which is a main intake air amount control valve of the engine 1, and the throttle valve 1a. Air is sucked in through the bypass intake passage 31. The bypass intake passage 31 has an intake air amount control valve 1b (hereinafter referred to as a bypass valve 1b) for adjusting the flow rate of air passing therethrough.
Is provided). 2, 32 is a piston of the engine 1, 33 is an intake valve, and 34 is an exhaust valve.

Returning to the description of FIG. 1, the engine 1 has a rotation speed NE, an intake pressure PB, an engine temperature TW, and an opening degree θth (hereinafter referred to as a throttle opening degree θth) of the throttle valve 1a. A detection device 13 (hereinafter, referred to as an E / G sensor 13) for detecting an operating state of the engine 1 including the engine 1 is additionally provided. Data detected by the E / G sensor 13 such as the rotational speed NE is given to the engine controller 8.

Further, the engine 1 has a drive mechanism for operating the engine 1, an ignition device 14 a for igniting a mixture of fuel and air supplied to the engine 1, and a fuel supply device for supplying fuel to the engine 1. 14b, an actuator 14c for driving the throttle valve 1a, and an actuator 14d for driving the bypass valve 1b are additionally provided. Hereinafter, these drive mechanisms 14a to 14d are collectively referred to as an engine drive device 14.

The motor 2 has a rotor (not shown) coaxially connected to the output shaft of the engine 1 and an armature coil (not shown) of the motor 2 having a regulator / inverter circuit or the like. It is electrically connected to the positive and negative power supply terminals of the first power storage device 5 via a circuit 15 (hereinafter referred to as PDU 15).

The electric motor 2 uses the electric power stored in the first power storage device 5 as an energy source to assist the output of the engine 1 (the output of the driving wheel 7 together with the output of the engine 1).
(Hereinafter referred to as assist operation), kinetic energy transmitted from the drive wheels 7 when the vehicle decelerates, or during cruise or idling operation of the vehicle. An operation as a generator (hereinafter, referred to as a regenerative operation) that regenerates electric power for charging the first power storage device 5 or the second power storage device 6 using a part of the output of the engine 1 at the time as an energy source is selectively performed. Things. Each operation is performed by controlling power transfer between the electric motor 2 and the first power storage device 5 or the second power storage device 6 via the PDU 15.

A detection device 16 (hereinafter, referred to as a G / M sensor 16) for detecting the current Igm and the voltage Vgm of the armature coil of the motor 2 is provided along with the motor 2. The data detected by the M sensor 16 is given to the motor controller 9 to grasp the actual power generation amount and the like during the regenerative operation of the motor 2.

The first power storage device 5 stores a high-voltage power of, for example, about 100 to 180 V as a power supply for assisting the operation of the electric motor 2, and in the present embodiment, is constituted by an electric double layer capacitor. . Along with the first power storage device 5, the charge / discharge current Ib (first
The current flowing between the positive and negative power supply terminals of the power storage device 5) and the terminal voltage Vb (the voltage generated between the positive and negative power supply terminals of the power storage device 5)
17 (hereinafter referred to as U / C)
Sensor 17), and the U / C sensor 17
Is supplied to the power supply system controller 11 as data for ascertaining the amount of power stored in the first power storage device 5. In this case, the charging / discharging current Ib detected by the U / C sensor 17 includes a charging current flowing into the first power storage device 5 and a discharging current flowing out of the first power storage device 5.
Are capable of distinguishing and detecting those currents. still,
In the present embodiment, an electric double layer capacitor is used as the first power storage device 5, but a secondary battery such as a battery may be used.

The second power storage device 6 includes the controllers 8
, An ignition device 14a, an audio device (not shown), and other low-voltage electronic devices 18 (e.g., electronic devices that operate using a power supply having a voltage lower than the voltage of the first power storage device 5 (for example, 12 V)). In this embodiment, for example, a 12 V battery (a secondary battery such as a lead storage battery) is used.

The positive and negative power supply terminals of the second power storage device 6
In addition to being connected to the low-voltage electronic device 18, the positive / negative output of the first power storage device 5 via the step-down converter 19 (DC / DC converter) to receive power from the first power storage device 5 or the electric motor 2 during the regenerative operation. Connected to terminal.

Although a battery is used as the second power storage device 6 in this embodiment, an electric double layer capacitor or the like may be used as in the first power storage device 5.

In addition to the step-down device 19, the input current Ii to the step-down device 19 is detected in order to detect the power input from the first power storage device 5 or the generator motor 2 during the regenerative operation. And sensor 21 for detecting input voltage Vi
Is provided. The detection data of the input current Ii and the input voltage Vi by the sensor 21 are as follows:
The detected value I is given to the power system controller 11 and
The input power to the step-down converter 19 (= Ii ·
Vi. This corresponds to the power consumption of the 12 V system).

The transmission 3 cuts off the power transmission between the engine 1 and the generator motor 2 and the driving wheels 6 by the operation of the clutch 4 and shifts the power transmission. An actuator 22 for performing a disconnecting operation of the clutch 4 is provided. Further, the transmission 3 has an operation position SP of a shift operation lever (not shown) for setting the operation state by a driver of the vehicle.
For example, a detecting device 23 (hereinafter, referred to as a T / M sensor 23) for detecting an operation state of the transmission 3 is provided.
Data detected by the sensor 23 is provided to the transmission controller 10.

Each of the controllers 8 to 12 is constituted by using a microcomputer, and has a bus line B so that various kinds of data can be exchanged with each other.
It is connected via L.

Among these controllers 8 to 12, the engine controller 8 controls the operation of the engine 1 via the engine drive unit 14, and the motor controller 9 controls the operation of the motor 2 via the PDU 15. , Transmission controller 10
Is a controller for controlling the operation of the transmission 3 (including the clutch 4) via the actuator 22.

Further, the power supply system controller 11
This is a controller that determines the amount of charge (remaining capacity) of the first power storage device 5 based on the detection data of the / C sensor 16 (charge / discharge current Ib and terminal voltage Vb of the power storage device 5).

In this case, the power storage amount of the first power storage device 5 is grasped, for example, as follows. That is, the charge / discharge current Ib and the terminal voltage Vb, which are detection data of the U / C sensor 16,
, That is, the charge / discharge power of the first power storage device 5 (discharge power is positive and charge power is negative) is sequentially calculated from the fully charged state of the first power storage device 5 and integrated (cumulatively added). Go.
Then, the accumulated value (remaining capacity) of the first power storage device 5 is determined by subtracting this integrated value from the total amount of energy that can be released in the fully charged state of the first power storage device 5 (capacity in the fully charged state). I do. In addition, there are various other methods for grasping the charged amount of the first power storage device 5. For example, the charged amount is grasped while performing correction according to the temperature of the first power storage device 5. Alternatively, the power storage amount of the first power storage device 5 may be grasped only from the terminal voltage Vb.

The general management controller 12 is a controller that performs overall operation management processing of the system according to the present embodiment, and grasps a required driving state of the vehicle and an engine corresponding to the grasped driving state. 1 and the target operation state of the electric motor 2 (specifically, the target output and the target rotation speed of the engine 1, the target auxiliary output during the assist operation of the generator motor 2, the target generation output during the regenerative operation, etc.) Is performed to the engine controller 8 or the electric motor controller 9.

The general management controller 12 receives various data (for example, data such as the number of revolutions NE of the engine 1 and the amount of power stored in the first power storage device 5) from the other controllers 8 to 11 in order to perform the processing. Other than given, vehicle speed Vcar
And a sensor 25 for detecting an operation amount Ap of an accelerator pedal (not shown) of the vehicle (hereinafter, referred to as an accelerator operation amount Ap).

According to the configuration of the present invention, the general control controller 12 and the engine controller 8 constitute an intake air amount control means, and the general control controller 12 and the motor controller 9 constitute a regenerative torque control means. is there.

Next, the operation of the hybrid vehicle of the present embodiment, particularly, the operation during idling operation of the engine 1 will be described.

The overall management controller 12 has a sensor 24
Is Vcar 速 0, and the accelerator operation amount Ap detected by the sensor 25 is Ap ≒ 0.
(When Vcar and Ap are each sufficiently small values equal to or less than a predetermined value), it is determined that the engine 1 is in the idling operation state. At this time, the processing shown in the flowchart of FIG. Do.

That is, the overall management controller 12
First, detection data of the storage amount (remaining capacity) of the first power storage device 5 and the input power of the step-down converter 19 (power consumption of the 12 V system) are obtained from the power supply system controller 11 (STEP 3).
1).

Next, the overall management controller 12
The current storage amount of the first power storage device 5 obtained in TEP3-1 is compared with a predetermined value (Cm-δ) smaller by a predetermined amount δ (> 0) than a predetermined target value Cm of the storage amount (STEP3). -2). If the amount of stored power <Cm-δ, that is, if the amount of stored power is smaller than the target value Cm by a certain degree or more, the target power generation amount Pobj due to the regenerative operation of the electric motor 2 is obtained in STEP 3-1. The current input power (= Ii · Vi) of the step-down converter 19 is set to a value larger by a predetermined amount α1 (STEP 3-3).
In this case, the predetermined amount α1 in this case is a fixed value (constant value) in the present embodiment, but may be variably set as appropriate according to the operating state of the engine 1 and the like.

On the other hand, in STEP 3-2, the charged amount ≧ Cm−δ
In the case of, the general management controller 12 further calculates the current storage amount of the first power storage device 5 by the target value Cm.
Is compared with a predetermined value (Cm + δ) larger than the predetermined amount δ (STEP3-4), and when the storage amount ≧ Cm + δ, that is, when the storage amount becomes larger than the target value Cm by a certain degree or more, the electric motor The target power generation amount Pobj by the regenerative operation 2 is set to “0” (STEP 3-
5).

Also, in STEP 3-4, the charged amount <Cm + δ
(At this time, Cm−δ ≦ power storage amount <Cm + δ), that is, when the power storage amount ≒ Cm, the target power generation amount Pobj due to the regenerative operation of the electric motor 2 is converted to the current input power of the step-down device 19. (STEP 3-6).

Next, the supervisory controller 12 calculates the target idling rotational speed Nobj of the engine 1 from the target power generation amount Pobj set as described above according to the data table of FIG. Equal) (STEP 3-7). In this case, the target idling rotational speed Nobj of the engine 1 is basically equal to the power generation efficiency of the electric motor 2 (mechanical input to the electric motor 2) when performing regenerative electric power generation of the electric motor 2 at the target electric power generation amount Pobj. The rotation speed at which the power generation energy (output energy) to energy) is maximized is determined.

As described above, the general control controller 12, which has set the target power generation amount Pobj by the regenerative operation of the electric motor 2 and the target idling rotational speed Nobj of the engine 1,
The target power generation amount Pobj and the target idling speed Nobj
And the engine controller 8 and the electric motor controller 9
(STEP 3-8).

On the other hand, the engine controller 8 given the target power generation amount Pobj and the target idling rotational speed Nobj as described above performs the processing shown in the flowchart of FIG. 4 in a predetermined control cycle.

That is, the engine controller 8 first sets the motor controller 9 to the G / M sensor 16.
Of the current actual power generation Pg of the motor 2 grasped from the detection data (detection data of the current Igm and the voltage Vgm of the motor 2)
From the motor controller 9 (STE
P4-1).

Next, the engine controller 8 compares the actual power generation amount Pg with the target power generation amount Pobj given from the general management controller 12 as described above, and determines whether or not the target power generation amount Pobj is “0”. Judge (ST
EP4-2).

At this time, if Pg> Pobj or Pobj = 0, the command value of the throttle opening θth to be given to the engine drive mechanism 14 (more specifically, the actuator 14c) is changed from the current value. Predetermined amount Δθ
(For example, 0.01 degrees) is updated to a value (S
TEP4-3). In this case, the minimum value (lower limit value) of the throttle opening θth is “0” (the throttle valve 1a is fully closed), and the command value of the throttle opening θth updated in STEP 4-3 is “0”. When the value is less than, the command value is limited to “0”.

In step 4-2, Pg
If ≦ Pobj and Pobj ≠ 0, the engine controller 8 updates the command value of the throttle opening θth to a value increased from the current value by the predetermined amount Δθ (S
TEP4-4). In this case, if the command value of the throttle opening θth updated in STEP 4-4 exceeds a predetermined upper limit opening (for example, the opening of the throttle valve 1a in the fully open state), the command value is It is limited to the upper limit opening.

After determining the command value for the throttle opening θth in this way, the engine controller 8 outputs the command value to the engine drive mechanism 14 (STEP 4-5).

At this time, the actuator 14c of the engine drive mechanism 14 drives the throttle valve 1a according to the command value of the throttle opening θth. Further, the fuel supply amount and the ignition timing of the engine 1 are controlled in the same manner as in the normal engine idling operation.

In a normal idling operation state of the engine 1 (for example, an idling operation during a stop after the vehicle is running), the engine controller 8 operates the throttle valve 1a in a fully closed state (basically, in the present embodiment, basically). Is the throttle valve 1a when the target power generation amount Pobj = 0 of the motor 2
Is in a fully closed state).
E is a predetermined idling rotational speed (this is Pobj =
(The target rotation speed Nobj corresponding to 0) is supplied to the engine 1 through the bypass intake passage 31.
The opening of the bypass valve 1b is adjusted via the actuator 14d so as to be sucked into the valve. However, for example, during the idling operation immediately after the start of the engine 1, the opening of the bypass valve 1b is adjusted to a larger opening than in the normal case in order to increase the rotation speed NE of the engine 1 as compared with the normal idling operation. You.

By the control processing of the engine controller 8 as described above, the throttle opening degree θth of the engine 1 and thus the intake air amount of the engine 1 are fed back so that the actual power generation amount Pg of the electric motor 2 matches the target power generation amount Pobj. It will be adjusted by control. In this case, in the present embodiment, the throttle opening degree θth is set to a predetermined amount Δθ in accordance with a comparison of a magnitude relationship between the actual power generation amount Pg and the target power generation amount Pobj.
Since the intake air amount is gradually increased and decreased (the intake air amount is gradually increased and decreased by a predetermined amount), the feedback control is performed in a so-called integral control. By such control, the output of the engine 1 is adjusted to an output capable of performing the regenerative power generation of the electric motor 2 with the target power generation amount Pobj.

In parallel with the control processing of the engine controller 8 as described above, the target power generation amount Pobj of the electric motor 2 is obtained.
The motor controller 9 given the target idling speed Nobj of the engine 1 from the general control controller 12 performs the processing shown in the flowchart of FIG. 5 in a predetermined control cycle.

That is, the motor controller 9 first obtains, from the engine controller 8, detection data of the current rotational speed NE of the engine 1 and a command value of the throttle opening θth (STEP 5-1).

Further, the motor controller 9 controls the STE
A deviation ΔNE (= NE−Nobj) between the current rotational speed NE of the engine 1 acquired in P5-1 and the target idling rotational speed Nobj given by the supervisory controller 12 is obtained (STEP 5-2).

Then, the motor controller 9 calculates the deviation ΔNE and the integrated value ΣΔNE of the deviation ΔNE up to the present.
(Integral value of ΔNE) and the motor 2 that performs the regenerative operation by the arithmetic processing of PI control (proportional integral control) of the following equation (1)
Of the regenerative torque Mt is determined (STEP 5-
3).

Mt = kp · ΔNE + ki · ΣΔNE (1) where kp and ki in the equation (1) are a gain constant of a proportional term and a gain constant of an integral term, respectively.

The regenerative torque Mt thus obtained
Is the regenerative torque to be generated by the regenerative operation of the electric motor 2 to make the actual rotational speed NE of the engine 1 coincide with the target idling rotational speed Nobj.

Next, the motor controller 9 sets the STE
It is determined whether or not the command value of the throttle opening θth acquired in P5-1 is “0” (whether or not the throttle valve 1a is in a fully closed state) (STEP 5-4).

At this time, if the command value of θth is ≠ 0, the limit processing for limiting the command value of the regenerative torque Mt obtained in STEP 5-3 to a predetermined upper limit value Mtmax or less (if the command value of the regenerative torque Mt is Processing for forcibly restricting the command value to the upper limit Mtmax when the upper limit Mtmax is exceeded)
(STEP 5-5), the power supply control of the electric motor 2 is performed by the PDU so as to generate the regenerative torque Mt of the command value.
15 (STEP 5-6).

By such control processing, the regenerative torque Mt of the electric motor 2 is basically changed to the actual rotational speed N of the engine 1.
E is adjusted by feedback control (PI control) so that E matches the target idling rotational speed Nobj. At this time, the output of the engine 1 is adjusted by adjusting the throttle opening θth (adjusting the intake air amount) as described above.
Since the output is adjusted to match the target power generation amount Pobj of the electric motor 2, the actual power generation amount Pg of the electric motor 2 (which is approximately equal to the product of the regenerative torque Mt and the actual rotation speed NE) is also substantially
It becomes equal to the target power generation amount Pobj.

On the other hand, as described above, when the opening of the bypass valve 1b is adjusted to increase the intake air amount, as in the idling operation immediately after the start of the engine 1, the feedback control (PI The regenerative torque of the electric motor 2 adjusted by the control (i.e., control) is larger than that during the normal idling operation. Therefore, the actual power generation amount P of the motor 2
g is likely to be maintained in a state larger than the target power generation amount Pobj. In such a state, the throttle opening θth is reduced by the control process of the engine controller 8 described above (see FIG. 4), and finally, θth = 0
(The throttle valve 1a is fully closed) (see the STEP
YES at 5-4).

At this time, the motor controller 9 determines whether or not the actual power generation amount Pg of the motor 2 is larger than the target power generation amount Pobj (STEP 5-7). If Pg> Pobj, the bypass valve 1b Is in a state where the opening degree is adjusted to increase the intake air amount.
Upper limit Mtmax of regenerative torque Mt used in limit processing
Is changed to a value smaller by a predetermined amount ΔMt (STEP 5-
8). After that, the limit processing in STEP5-5 is performed. In this case, the regenerative torque after change Mt
If the upper limit value Mtmax of is less than “0”, Mtmax =
Set to 0.

By such control processing, the opening of the bypass valve 1b is adjusted to the side of increasing the intake air amount, so that when the throttle opening θth is reduced to “0”, the upper limit of the regenerative torque Mt is increased. The value Mtmax is reduced by a predetermined amount ΔMt. For this reason, STEP5-
6, the regenerative torque Mt of the electric motor 2 controlled by the motor 6 is restricted to a decreasing side. As a result, the engine speed NE
Will increase to a rotation speed higher than the target idling rotation speed Nobj.

Incidentally, the motor controller 9 reduces the upper limit Mtmax of the regenerative torque Mt as described above,
If Pg ≦ Pobj in STEP5-7, the upper limit Mtmax is restored by the predetermined amount ΔMt (STEP5-9). In this case, when the upper limit value Mtmax returns to a predetermined value (the maximum value of the upper limit value Mtmax), the upper limit value Mtmax is held at the predetermined value.

By controlling the throttle opening θth and the regenerative torque Mt of the electric motor 2 as described above, the engine 1
During idling operation, the regenerative operation of the electric motor 2 is substantially controlled to the target power generation amount Pob while the rotational speed NE of the engine 1 is controlled stably to the target idling rotational speed Nobj.
It can be performed with the power generation of j.

In this case, the target power generation amount Pobj of the electric motor 2
Is set according to the power storage amount of the first power storage device 5 as described above, so that the power storage amount of the first power storage device 5 can be held at a power storage amount substantially near a predetermined target value Cm. That is, when the amount of power stored in the first power storage device 5 is smaller than the target value Cm by a certain degree or more (the amount of stored power <Cm-δ), the electric motor 2
Is the input power (12 V) of the step-down converter 19.
System power consumption) plus a predetermined amount α1.
If the amount of power stored in the first power storage device 5 is substantially equal to the target value Cm (Cm−δ ≦ power storage amount <Cm + δ), the motor 2
Is the input power of the step-down converter 19 (12 V
System power consumption). Further, the first power storage device 5
Is larger than the target value Cm by a certain degree or more (storage amount ≧ Cm + δ), the target power generation amount Pobj is “0”.
It is said. For this reason, the first power storage device 5 is charged by the regenerative operation of the electric motor 2 so that the stored energy is not consumed by the 12-V electronic device and the stored power amount of the predetermined target value Cm is maintained. .

Further, the target rotation speed Nobj of the engine 1 during idling operation is set to a rotation speed at which the power generation efficiency during the regenerative operation of the electric motor 2 is improved. The fuel consumption of the engine 1 can be reduced.

Further, in order to make the rotational speed NE of the engine 1 higher than in the normal idling operation, such as in the idling operation immediately after the start of the engine 1, the opening of the bypass valve 1b is increased on the increasing side of the intake air amount. In the case where is adjusted to, the regenerative torque Mt of the electric motor 2 is limited to the decreasing side, so that the rotational speed NE of the engine 1 can be appropriately increased without being excessively limited by the electric motor 2.

Although a detailed description is omitted in this specification, in the hybrid vehicle of the present embodiment, for example, when the vehicle is accelerating, the target output (mechanical rotational driving force) of the electric motor 2 is stored in the first power storage. The target output of the engine 2 is set according to the amount of power stored in the device 5 and the like, and the sum of the target output of the electric motor 2 and the output of the engine 2 becomes a vehicle propulsion output corresponding to the accelerator operation amount Ap of the vehicle. Is set. Then, the engine 1 and the electric motor 2 are controlled according to their target outputs.

Further, for example, when the vehicle is decelerated, fuel cut of the engine 1 is performed, and the kinetic energy of the vehicle is transmitted to the electric motor 2 to perform a regenerative operation of the electric motor 2. At this time, the target power generation of the motor 2 is set according to the vehicle speed Vcar and the like, and the regenerative operation of the motor 2 is controlled according to the target power generation.

In the present embodiment described above, the adjustment of the throttle opening θth (adjustment of the intake air amount) is performed by integral control. However, the throttle opening θth is adjusted in the same manner as the control of the regenerative torque of the electric motor 2. The command value of the opening degree θth is
From the actual power generation amount Pg and the target power generation amount Pobj.

In the above embodiment, the adjustment of the intake air amount such that the actual power generation amount Pg of the electric motor 2 matches the target power generation amount Pobj is performed by adjusting the throttle opening θth. May be adjusted by adjusting the opening of the bypass valve 1b.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of an embodiment of a control device for a hybrid vehicle according to the present invention.

FIG. 2 is an explanatory view schematically showing a configuration of an engine mounted on the hybrid vehicle of FIG. 1;

FIG. 3 is a flowchart for explaining the operation of the apparatus of FIG. 1;

FIG. 4 is a flowchart for explaining the operation of the apparatus of FIG. 1;

FIG. 5 is a flowchart for explaining the operation of the apparatus of FIG. 1;

FIG. 6 is a diagram for explaining the operation of the apparatus of FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 1a ... Throttle valve (intake air amount control valve), 1b ... Bypass valve (intake air amount control valve), 2 ... Electric motor, 5 ... Power storage device, 8 ... Engine controller (intake air amount adjustment means), 9 ... Electric motor controller (regenerative torque adjusting means), 12 ... General control controller (intake air amount adjusting means, regenerative torque adjusting means).

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/14 320 (72) Inventor Toru Yano 1-4-1 Chuo, Wako-shi, Saitama Inside the Technical Research Institute (72) Inventor Satoshi Sugiyama 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda Technical Research Institute (72) Inventor Hiroshi Tamagawa 1-4-1 Chuo, Wako-shi, Saitama Pref. F-term in the Technical Research Institute (reference) BB06 CC01 CC11 CC16 DD01 DD08 DD12 GG17 HA01 HB01 HB04 HB05 HB10

Claims (4)

[Claims] 1. A hybrid vehicle comprising an engine as a propulsion source of a vehicle and an electric motor having a rotor connected to an output shaft of the engine, wherein the idling of the electric motor is controlled while adjusting the intake air amount of the engine during idling operation of the engine. A control device for performing regenerative power generation at a predetermined target power generation amount, wherein the intake air amount adjustment of the engine is performed by feedback control so as to make the actual power generation amount of the electric motor coincide with the target power generation amount. And a regenerative torque adjusting means for adjusting the regenerative torque of the electric motor by feedback control so that the actual rotational speed of the engine matches a predetermined idling rotational speed. 2. The hybrid vehicle control device according to claim 1, wherein the target power generation amount of the electric motor is set according to at least a power storage state of a power storage device that stores power energy of the electric motor. 3. The control device for a hybrid vehicle according to claim 2, wherein the predetermined idling speed of the engine is set according to a target power generation amount of the electric motor. 4. The engine is capable of inhaling air through two intake passages each having an intake air amount control valve, and the intake air amount adjusting means is configured to intake air on one side of the two intake passages. The intake air amount of the engine is adjusted by adjusting the opening degree of the intake air amount control valve of the passage, and the intake air amount control valve of the other intake passage of the two intake passages is: The opening is adjusted so as to increase the intake air amount of the engine in order to increase the number of revolutions during idling operation of the engine under predetermined conditions. When the opening of the intake air amount control valve of the other intake passage is adjusted to increase the intake air amount, the opening of the intake air amount control valve of the one intake passage is adjusted by the intake air amount adjusting means. But When adjusted to a small degree, the control apparatus for a hybrid vehicle according to any one of claims 1 to 3, characterized in that to limit the regenerative torque of the electric motor on the reduction side.