JP2000274268A - Traveling control device for vehicle and engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent accidental ignition of an engine and the deterioration of emission by computing the slippage value of wheels, and when the slippage value exceeds the predetermined threshold value after starting the traveling by engine, controlling the engine for torque-reduction so as to converge the slip value to a target value. SOLUTION: At operation of a vehicle, an ECU 100 computes a slip ratio SL of each wheel 11-14 on the basis of a car speed estimated on the basis of each wheel speed and the real wheel speed, and computes a change ratio ΔSL of the slip obtained by differentiating the slip ratio SL. Discrimination is made as to whether or not the slip ratio SL exceeds a prescribed threshold SL0, and if 'YES', discrimination is made as to whether or not the change ratio ΔSL of the slip ratio exceeds the prescribed threshold ΔSL0. If 'YES' and in the case where a clutch 6 is turned on, control quantity of a traveling motor 2 and control quantity of an engine 1 are set by using a map in response to the required torque for torque-reduction, and the torque is reduced so as to converge the slip value to the target value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle travel control device and an engine control device.

[0002]

2. Description of the Related Art Conventionally, a traction control system is mounted on an ordinary automobile. This traction control system detects whether the wheels are likely to slip from the slip ratio of the wheels during acceleration, and when this condition is detected, reduces the output torque of the engine or increases the brake fluid pressure of the wheels to control the vehicle. The wheel slip is suppressed by increasing the power (Japanese Patent Laid-Open No. 7-125556).
No.). Further, there is a hybrid vehicle that performs torque control (Japanese Patent Application Laid-Open No. 7-336810). Further, in the case of an intake port injection type engine in which fuel is divided into two injections in one cycle, the latter injection is executed even when the torque is reduced after the first injection to prevent engine misfire or the like. Yes (Japanese Patent Laid-Open No. 9-
No. 112303)

At present, a point of view is to reduce the output torque by mounting a traction control system on a hybrid vehicle and controlling a motor having a high response and an engine having a large torque reduction amount. The prior art described above has not been proposed, and will be important in improving the running stability of vehicles in the future.

[0003] Hybrid vehicles and vehicles equipped with an automatic engine stop device have the problem that the catalyst is difficult to activate because the engine is repeatedly started and stopped according to the running conditions. Therefore, there is a technology for heating not only the hybrid vehicle but also the conventional method, in which the ignition timing is delayed to cause the unburned gas to flow through the catalyst to ignite the fuel. Since the ignition timing has already been retarded, if the ignition timing is further retarded, the compression ratio becomes insufficient, and problems such as misfiring tend to occur. Further, it is conceivable to perform a fuel cut on the cylinder in order to execute the torque reduction. However, when the fuel cut is performed, a drop in torque is large and a torque shock is increased.

[0004] It is known that bubbles are generated in the fuel during warm start because the fuel supply system is heated. If a large number of bubbles are contained, the desired fuel may not be injected. Therefore, the control pulse width of the fuel injection valve is widened, the valve opening time is lengthened, and the fuel injection amount is increased more than usual. However, it is difficult to detect how much air bubbles are contained in the fuel, and if there are no air bubbles, the fuel becomes excessive and the output torque of the engine increases when a torque down request is made. There are problems that the down time is delayed and the torque fluctuation is large.

Further, for example, in an intake port injection type engine, split injection in which injection is performed at least twice between a compression stroke and an intake stroke of a certain cylinder is executed to improve the mixing property of the air-fuel mixture. Even if there is a torque down request later, if the latter injection is stopped, a problem such as misfire is likely to occur. Therefore, the latter injection is executed without being stopped. However, it can be said that the direct injection type engine performs at least two divided injections from the intake stroke to the compression stroke. However, when the latter injection is performed, the output torque of the engine increases. Also, performing split injection at the start of the engine has the advantage that the temperature of the exhaust gas can be increased and the catalyst can be activated early. However, if the latter injection is stopped, unburned gas will be washed away and emission will deteriorate.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent engine misfiring and emission deterioration at the time of a torque down request by absorbing the engine torque fluctuation with a motor having good response. It is an object of the present invention to provide a vehicle travel control device for a vehicle that can perform the control.

It is another object of the present invention to provide an engine control device which can prevent engine failure and emission deterioration at the time of torque reduction.

[0008]

Means for Solving the Problems In order to solve the above problems and achieve the object, a vehicle traveling control device of the present invention has the following arrangement. That is, in a hub lid vehicle that runs using both a motor that generates a driving force by electric power of a battery and an engine that generates a driving force by an internal combustion engine, a wheel slip value is calculated, and the wheel slip is calculated based on the slip value. A slip detecting means for detecting, and a torque control means for controlling at least a torque down of the engine so that the slip value converges to a target value when the slip value exceeds a predetermined threshold value, wherein the control means includes at least the engine If the slip value exceeds a predetermined threshold after the start of traveling, the engine is torque-down controlled so as to converge the slip value to a target value,
The output torque of the motor is controlled so as to suppress a torque fluctuation caused by the torque down control.

[0009] Preferably, the torque control means performs a torque down control by reducing an amount of fuel injected into each cylinder of the engine.

[0010] Preferably, the torque control means increases the fuel injection amount until a predetermined period elapses after the start of the engine.

Preferably, the vehicle further comprises an engine temperature detecting means for detecting the engine temperature, and the fuel injection amount is increased when the engine temperature is equal to or higher than a predetermined temperature.

Preferably, the torque control means includes fuel injection control means for dividing the fuel injection into each cylinder of the engine into a plurality of injections in one cycle and injecting the fuel.
When the slip value exceeds a predetermined threshold and the engine is torque-down controlled after the execution of at least the first injection and before the next injection is executed, at least the next injection is executed and the next injection is executed. In the cycle, the fuel cut is executed, and the output torque of the motor is controlled so as to suppress the torque fluctuation caused by the torque down control.

Preferably, when the slip value exceeds a predetermined threshold value and the engine is torque-down controlled, at least the first injection is executed, the torque control means switches to the torque-down control. Control the output torque of the motor so as to suppress the torque fluctuation at the time of intervention.

Preferably, a catalyst for purifying exhaust gas is provided in an exhaust passage of the engine, and the torque control means includes an ignition timing control means for controlling an ignition timing of each cylinder. Thereafter, the ignition timing is set to the retard side until a predetermined period elapses, and the output torque of the motor is controlled so as to suppress a torque fluctuation caused by the torque down control.

Preferably, the engine is a direct injection gasoline engine that injects fuel directly into the combustion chamber.

[0016] Preferably, the vehicle further comprises a braking means for applying a braking force to the wheels, wherein the braking means converges the slip value to a target value when the slip value exceeds a predetermined threshold value. Executes torque reduction control by power.

The engine control device of the present invention has the following configuration. That is, a fuel injection unit which faces the combustion chamber of the engine and injects fuel into the combustion chamber, an injection amount setting unit which sets a fuel injection amount by the fuel injection unit according to an operation state of the engine, and an injection amount setting unit An injection control means for controlling the fuel injection means so as to divide the fuel injection into each combustion chamber of the engine into a plurality of times within one cycle and to inject the fuel into the combustion chamber in one cycle. An injection stopping unit for determining whether to stop the fuel injection by the fuel injection unit, wherein the injection control unit executes the second injection after the first injection is executed in the one cycle. By this time, if the injection stop means determines that the fuel injection has stopped, the second injection is executed.

Preferably, the injection control means includes:
The fuel injection amount in the second injection is set to increase as the fuel injection amount set by the injection amount setting means increases.

[0019] Preferably, the torque of the engine is reduced by stopping the fuel injection,
After the first injection is performed in the one cycle, the injection control means may perform the following operations until the second injection is performed.
When the injection stop means determines that the fuel injection is stopped, the second injection is stopped if the fuel injection amount in the first injection is equal to or more than a predetermined amount.

[0020]

As described above, according to the first aspect of the present invention, at least when the slip value exceeds a predetermined threshold value after the engine starts running, the engine is torque-down controlled so that the slip value converges to the target value. In addition, by controlling the output torque of the motor so as to suppress the torque fluctuation caused by the torque down control, it is possible to perform a smooth torque reduction with a small torque fluctuation.

According to the second aspect of the present invention, the torque control means performs a torque down control by reducing a fuel injection amount injected into each cylinder of the engine, thereby obtaining a large torque reduction by fuel cut. A large torque fluctuation due to the fuel cut can be made substantially linear by the motor, and a smooth torque reduction with a small torque fluctuation can be performed.

According to the third aspect of the present invention, the torque control means increases the fuel injection amount until a predetermined period has elapsed since the start of the engine, so that the influence of air bubbles mixed in the fuel and the adhesion of the intake manifold are increased. While increasing the fuel injection amount so that the desired fuel is not supplied due to a shortage of fuel, if there is no air bubble mixed in at the time of this increase or the amount of adhered fuel becomes too large, the fuel becomes too large and the engine needs to be driven before the torque reduction request. Even if the output torque has increased, it is possible to obtain a large torque reduction by the fuel cut from this state, and to make the large torque fluctuation due to the fuel cut closer to linear by the motor to perform a smooth torque reduction with little torque fluctuation. it can.

According to the fourth aspect of the present invention, there is further provided an engine temperature detecting means for detecting an engine temperature, and the fuel injection amount is increased when the engine temperature is equal to or higher than a predetermined temperature, so that the fuel is mixed with the fuel particularly at a warm start. While increasing the fuel injection amount so that the desired fuel is not injected due to the effect of the air bubbles, if the amount of air bubbles is not mixed during this increase and the fuel becomes excessive, the output of the engine before the torque reduction request is made Even if the torque has increased, a large torque reduction can be obtained by the fuel cut from this state, while a large torque variation due to the fuel cut can be made closer to linear by the motor, and a smooth torque reduction with a small torque variation can be performed.

According to the fifth aspect of the present invention, the torque control means divides the fuel injection into each cylinder of the engine into a plurality of injections in one cycle and injects the divided fuel injections. If the slip value exceeds the predetermined threshold value and the engine is torque-down controlled before the time is executed, at least the next injection is performed, and in the next cycle, the fuel cut is performed, and the torque fluctuation caused by the torque-down control is performed. The output torque of the motor is controlled so as to suppress the flow of HC into the exhaust passage by injecting a part of the split injection and stopping the remaining injection, and performing the remaining injection as required. The delay of the torque reduction caused by performing the combustion can be executed as required by the torque reduction by the motor.

According to the sixth aspect of the present invention, when the slip value exceeds the predetermined threshold value and the engine is torque-down controlled, if at least the first injection has been executed, the torque control means switches to the torque-down control. By controlling the output torque of the motor so as to suppress the torque fluctuation at the time of intervention, the responsiveness of torque down is improved.

According to the present invention, a catalyst for purifying exhaust gas is provided in the exhaust passage of the engine, the torque control means controls the ignition timing of each cylinder, and a predetermined time period has elapsed since the start of the engine. By setting the ignition timing to the retard side until the start of the engine, and controlling the output torque of the motor so as to suppress the torque fluctuation caused by the torque down control, the catalyst temperature decreases in a hybrid vehicle where the engine repeatedly starts and stops. Since the ignition timing is retarded when the engine is started, the retardation easily causes fluctuations in the engine speed, and the engine speed becomes unstable. Even if the torque is reduced by the fuel cut in such a state, the torque fluctuation due to the decrease in the number of rotations can be suppressed, and the torque can be reduced as required by the motor.

According to the eighth aspect of the present invention, the engine is a direct injection gasoline engine that directly injects fuel into the combustion chamber, so that the torque fluctuation can be suppressed promptly with good responsiveness.

According to the ninth aspect of the present invention, there is further provided a brake means for applying a braking force to the wheels, and the brake means controls the convergence of the slip value to the target value when the slip value exceeds a predetermined threshold value. The amount of reduction in driving force can be increased by executing torque reduction control by power.However, even when braking force control by braking means has poor response and torque fluctuation due to engine torque reduction cannot be absorbed by a brake with poor response, In addition, the torque fluctuation can be absorbed by using a motor having good responsiveness.

According to the tenth aspect of the present invention, after the first injection is executed within one cycle, the injection control means
When the fuel injection stop means determines that the fuel injection has stopped before the second injection is performed, the second injection is performed to stop part of the split injection and stop the remaining injection. Misfires can be suppressed.

According to the eleventh aspect of the present invention, the injection control means sets the fuel injection amount in the second injection to increase as the fuel injection amount set by the injection amount setting means increases. Even when the first injection amount is increased to increase the gas temperature, the release of HC can be suppressed.

According to the twelfth aspect, the engine torque is reduced by stopping the fuel injection,
The injection control unit is configured to execute the fuel injection in the first injection when the injection stop unit determines that the fuel injection is to be stopped after the first injection is performed in one cycle and before the second injection is performed. If the amount is equal to or more than the predetermined amount, the second injection is stopped, so that the fuel is injected so as not to cause a misfire. Therefore, the torque can be reduced early without misfiring.

[0032]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle according to the present embodiment has a driving motor 2 driven by electric power supplied from a battery 3 and a liquid fuel such as gasoline as a power unit for generating driving force. The vehicle travels using the engine 1 driven by the explosive force, and travels only with the travel motor 2, travels only with the engine, or travels with both the travel motor 2 and the engine 1 according to the travel state of the vehicle described later. Running is realized.

The engine 1 transmits a driving force to the automatic transmission 7 by engaging the clutch 6 via the torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and a predetermined number of revolutions in accordance with a traveling state (or by a driver's operation), and transmits the converted torque via a gear train 9 and a differential mechanism 8. The power is transmitted to the driving wheels 11 and 12. Also,
The engine 1 drives a generator 4 to charge the battery 3.

The traveling motor 2 is driven by electric power supplied from the battery 3, and transmits a driving force to driving wheels 11 and 12 via a gear train 9.

The engine 1 is equipped with a direct-injection gasoline engine or a fuel-efficient type that delays the closing timing of an intake valve. The running motor 2 is, for example, an IPM synchronous motor having a maximum output of 20 kW. The battery 4 has, for example, a maximum output of 10 kW, and the battery 3 has, for example, a nickel-metal hydride battery having a maximum output of 30 kW.

The general control ECU 100 includes a CPU, a ROM,
It comprises a RAM, an interface circuit, an inverter circuit, etc., and controls the ignition timing and fuel injection amount of the engine 1, and also controls the output torque and the number of revolutions of the traveling motor 2 by changing the torque of the engine 1 and shifting the automatic transmission 7. Control to absorb shock. In addition, the general control ECU 100
Controls the electric power generated by the generator 4 during the operation of the engine 1 so as to be supplied to the traveling motor 2 or to charge the battery 3. Further, the overall control ECU 100
After receiving an operation signal and a stop signal of the air conditioner 50 from the air conditioning control ECU 200, the power of the battery 3 and the power recovered from the traveling motor 2 are adjusted to a predetermined voltage (for example, 100 V) by the inverter 15 as described later, and then the compressor It is supplied to the motor 51 and the auxiliary equipment motor 61.

When the air conditioner switch 52 is turned on by the occupant, the air conditioner control ECU 200 outputs an operation signal of the air conditioner 50 to the general control ECU 100 and also controls the air conditioner 50 and the compressor motor 5 so as to maintain the set temperature.
Control 1 When the air conditioning switch 52 is turned off by the occupant, the air conditioning control ECU 200 outputs a stop signal of the air conditioner 50 to the overall control ECU 100 and stops the control of the air conditioner 50 and the compressor motor 51.

The generator 4 is normally supplied with electric power from the battery 3 when the engine is started, and causes the engine to crank.

As shown in FIG. 2, in the direct injection gasoline engine 1, reference numeral 121 denotes an engine body, 122 denotes a cylinder block, 123 denotes a cylinder head, 124 denotes a piston, 125 denotes a combustion chamber, 126 denotes an intake port, and 127 denotes exhaust. Port 128, an intake valve, and 129 an exhaust valve. The cylinder head 123 is provided with a spark plug 130 facing the center of the combustion chamber 125, and the fuel is supplied to the combustion chamber 125 from the side toward the lower side of the ignition plug 130 in the combustion chamber 125 on the combustion chamber side wall of the cylinder head 123. A fuel injection valve 131 for injecting is provided. Piston 12
A cavity 132 is formed at the top of 4, and this cavity 132 reflects the fuel injected from the fuel injection valve 131 to the vicinity of the ignition plug 130. The exhaust passage 133 extending from the exhaust port 127 has an exhaust purification catalyst 13
4 are provided.

The fuel injection valve 131 is controlled by a general control ECU.
The operation is controlled by the engine 100, and the fuel to be injected in one cycle is divided into a plurality of times (for example, once each in the intake stroke and the compression stroke, or twice in the intake stroke, etc.) in a predetermined engine operating state. CO in the exhaust
The amount is increased and supplied to the exhaust purification catalyst 134. Therefore, the general control ECU 100 stores the engine speed,
Signals from sensors such as an accelerator opening, an intake air amount, and an engine water temperature are input.

The hybrid vehicle of the present embodiment is equipped with a traction control system. The traction control system includes brake devices 21 to 24 disposed on the wheels 11 to 14 and a brake control ECU 300 that controls brake fluid pressure to the brake devices 21 to 24. The brake control ECU 300 is an integrated control ECU 10
0 detects whether or not the driving wheels are likely to slip from the wheel speed change amounts (rates) of the driving wheels 11 and 12 and the driven wheels 13 and 14, and when this state is detected, the output of the engine 1 or the traveling motor 2 is detected. By reducing the torque or increasing the brake fluid pressure of the wheels to increase the braking force, the slip of the driving wheels during acceleration is suppressed.

Next, control of the engine, the generator, the motor for traveling, and the battery under the main conditions will be described with reference to Table 1 below. In Table 1, "power running" means a state in which a driving torque is being output.

[0044]

[Table 1] [During Stop] As shown in Table 1, when the vehicle is stopped, the engine 1, the generator 4, and the traveling motor 2 are stopped. However, the engine is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [Slow Start] As shown in Table 1, during slow start, the engine 1 and the generator 4 are stopped, and the traveling motor 2 outputs a driving torque. [At Sudden Start] As shown in Table 1, at the time of sudden start, the generator 4 and the traveling motor 2 output drive torque, and the engine 1
Is operated at high output after starting. The battery 3 discharges to the generator 4 and the traveling motor 2. [At the time of engine start] As shown in Table 1, at the time of engine start, the generator 1 outputs a driving torque to crank the engine 1 and the engine 1 is started. Battery 3 discharges to generator 4. [During steady low-load running] As shown in Table 1, during steady low-load running, the engine 1 and the generator 4 are stopped, and the running motor 2 outputs driving torque. The battery 3 discharges to the traveling motor 2. However, the engine 1 is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [During Steady Medium Load Travel] As shown in Table 1, during steady middle load travel, the traveling motor 2 is set to no output, and the engine 1
Is operated in a high efficiency region, and the battery 3 is
, The generator 4 charges the battery 3. [During Steady High Load Running] As shown in Table 1, during steady high load running, the engine 1 is operated at high output, and the generator 4 and the running motor 2 output drive torque. The battery 3 discharges to the generator 4 and the traveling motor 2. However, the generator 4 charges the battery 3 when the battery charge is low. [During Rapid Acceleration] As shown in Table 1, at the time of rapid acceleration, the engine 1 is operated at a high output, and the generator 4 and the traveling motor 2 output driving torque for traveling. The battery 3 discharges to the generator 4 and the traveling motor 2. [During deceleration (during regenerative braking)] As shown in Table 1, during deceleration, the engine 1 and the generator 4 are stopped, and the traveling motor 2 regenerates electric power as a generator to charge the battery 3.

Next, referring to FIGS. 3 to 8, a description will be given of a driving force transmission mode according to the running state of the hybrid vehicle of the present embodiment. [Starting and Running at Low Speed] As shown in FIG. 3, during starting and running at low speed, the engine & motor control ECU 100 drives only the running motor 2, and the driving force of the running motor 2 is transmitted via the gear train 9. The power is transmitted to the driving wheels 11 and 12. In addition, the traveling by the traveling motor 2 is also performed during the low-speed traveling after the start. [At the time of acceleration] As shown in FIG.
The motor control ECU 100 includes the engine 1 and the traveling motor 2
Are transmitted to the driving wheels 11 and 12 together with the driving force of the engine 1 and the traveling motor 2. [During Steady Travel] As shown in FIG. 5, during steady traveling, the engine & motor control ECU 100 drives only the engine 1 and transmits the driving force from the engine 1 to the drive wheels 11 and 12 via the gear train 9. . The time of steady running is a running in the region where the engine speed is the highest in fuel efficiency at about 2000 to 3000 rpm. [During deceleration (during regenerative braking)] As shown in FIG. 6, during deceleration, the clutch 6 is released, and the driving force of the drive wheels 11, 12 is regenerated to the traveling motor 2 via the gear train 9,
The battery 3 is charged by the driving motor 2 serving as a driving source. [During steady running & charging] As shown in FIG.
At the time of charging, the clutch 6 is engaged, the driving force is transmitted from the engine 1 to the driving wheels 11 and 12 via the gear train 9, and the engine 1 drives the generator 4 to charge the battery 3. [At the time of charging] As shown in FIG.
Is released so that the driving force is not transmitted from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the battery 3. [Electrical Configuration of Hybrid Vehicle] FIG. 9 is a block diagram showing the electrical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 9, the overall control ECU 100
Includes a signal from a vehicle speed sensor 101 for detecting a vehicle speed, and an engine speed sensor 10 for detecting a speed of the engine 1.
2, voltage sensor 10 supplied to engine 1
3, a signal from a throttle opening sensor 104 for detecting the opening of a throttle valve of the engine 1, a signal from a gasoline remaining amount sensor 105, and a signal from a remaining amount sensor 106 for detecting the remaining amount of the battery 3. A signal, a signal from a shift range sensor 107 for detecting a shift range by a select lever, and an accelerator stroke sensor 10 for detecting an amount of depression of an accelerator pedal by a driver.
8 and the signal 10 from the start switch 109
9. As other sensors, a signal from an oil temperature sensor for detecting the operating oil temperature of the automatic transmission 4 is input to control the ignition timing and the fuel injection amount for the engine 1 and the like. 2 to control the amount of power supply to the power supply 2. The overall control ECU 100 displays data on the operating state of the vehicle from the various sensor signals, the vehicle speed, the engine speed, the voltage, the gasoline remaining amount, the remaining battery charge amount, the shift range, the power supply system, and the like on a display unit such as an LCD. 16 is displayed.

The brake control ECU 300 is a general control EC.
It is communicably connected to U100 bidirectionally, receives a wheel speed signal from a wheel speed sensor, and calculates the slip amount (rate) of each wheel from the vehicle speed estimated from each wheel speed and the current wheel speed. Drive wheels 11 and 12 and driven wheels 13 and 14
It is detected from the wheel speed change amount (ratio) whether or not the driving wheels are likely to slip, and when this state is detected, the output torque of the engine or the driving motor is reduced or the output torque of the driving motor is converged to the target slip ratio. The braking pressure is increased in parallel for each channel to suppress the slip of the driving wheels during acceleration. When a posture control device described later is mounted, each signal is output from a yaw rate sensor, a lateral acceleration sensor, and a steering angle sensor. [Traction control of hybrid vehicle] Next, traction control of the hybrid vehicle of the present embodiment will be described.

FIG. 10 shows the overall control ECU 1 of this embodiment.
It is a flowchart which shows the traction control by 00.

As shown in FIG. 10, in step S2,
The general control ECU 100 controls the start switch 10 by the occupant.
When the start switch is turned on (YES in step S2), data is input from each sensor shown in FIG. 9 in step S4. Step S6
Then, the basic operation mode shown in Table 1 is set. In step S8, a basic control amount MB of the traveling motor 2 is calculated from the map shown in FIG. In step S10, FIG.
The basic control amount EB of the engine 1 is calculated from the map shown in FIG. As shown in the map of FIG. 12, in the region A1 where the required torque is low, the vehicle is driven only by the driving force of the motor 2, and in the region A2 where the required torque is medium, the vehicle is driven by the driving force of the engine 1 and the motor 2, and the required torque is reduced. In the high region A3, the vehicle is driven only by the driving force of the engine 1. Further, the basic control amount EB of the engine 1 is represented by a fuel injection amount and a throttle opening, and the basic control amount MB of the traveling motor 2 is represented by an electric energy.

In step S12, the above step S8,
From the basic control amounts MB and EB set at 10, the clutch 6
Set on / off. In step S14, the slip ratio (amount) SL of each wheel is calculated from the vehicle speed estimated from each wheel speed and the current wheel speed of the drive wheel (slip ratio SL = wheel speed / vehicle speed), and the slip ratio is calculated. A change rate ΔSL of the slip rate obtained by differentiating SL is calculated. In step S16, it is determined whether the slip ratio SL is equal to or greater than a predetermined threshold value SL0 (see FIG. 18). If the slip ratio SL is equal to or larger than the predetermined threshold value SL0 in step S16 (step S16
Is YES), the flag F1 is set to 1 in a step S18. The flag F1 is set when the traction control system is operating. That is, if F is being set, it indicates that the drive wheel slip suppression control is being performed. On the other hand, in step S16, the slip ratio SL is set to the predetermined threshold SL0.
If not (NO in step S16), the process proceeds to step S38 in FIG. 11 described below.

In step S20, it is determined whether or not the change rate ΔSL of the slip rate SL is equal to or greater than a predetermined threshold value ΔSL0 (see FIG. 18). If the change rate ΔSL is equal to or greater than the predetermined threshold value ΔSL0 in step S20 (YES in step S20),
Proceed to step S22. Change rate ΔSL of slip ratio SL
As shown in FIG. 18, the slip ratio is set to a predetermined threshold value SL0.
Represents the degree of increase (slope) of the slip ratio SL in the initial stage in which the slip ratio SL exceeds a predetermined threshold value ΔSL0.
If the change rate ΔSL is not equal to or more than the predetermined threshold value ΔSL0 in step S20 (NO in step S20), step S3
Proceed to 2.

In step S22, the on / off state of the clutch 6
Judge off. If the clutch 6 is on (the drive wheel and the engine 1 are connected) in step S22 (YES in step S22), the process proceeds to step S24, and the clutch 6 is off in step S22 (the drive wheel and the engine 1 are not connected). (Connected at step S22)
O), and proceed to step S26.

In step S24, the control amount MS of the traveling motor 2 is set to MS1 and the engine amount to the engine torque from the map shown in FIG. 13 in accordance with the required torque for reducing the torque, that is, the total required torque after the torque reduction instead of the torque reduction amount. 1 is set to ES1. On the other hand, in step S26, since the clutch 6 is turned off and only the traveling motor 2 is driven, the control amount MS of the traveling motor 2 is reduced to MS.
Set to 1 '.

In step S28, the control amount MT of the traveling motor 2 at the time of torque reduction is set to MS, and the control amount ET of the engine 1 is set to ES. In step S29, a correction process of a control amount MS of the traveling motor 2 described below is performed.
In step S30, the engine 1, the traveling motor 2, and the clutch 6 are controlled in accordance with the control amounts ET and MT determined in step S28 to reduce torque and suppress slip.

In step S32, the clutch 6 is turned on / off.
Judge off. If the clutch 6 is on in step S32 (YES in step S32), the process proceeds to step S34. If the clutch 6 is off in step S32 (NO in step S32), step S3 is performed.
Proceed to 6.

In step S34, the control amount MS of the traveling motor 2 is changed to MS2, and the control amount ES of the engine 1 is changed from the map shown in FIG. 14 according to the required torque for torque reduction.
Are set to ES2, respectively, and the process proceeds to step S28. on the other hand,
In step S36, since the clutch 6 is turned off and only the traveling motor 2 is driven, the control amount MS of the traveling motor 2 is controlled.
Is set to MS2 ', and the process proceeds to step S28.

In the step S24, as shown in FIG. 18, in the area A4 where the slip ratio SL is rapidly increasing in the step S16, it is necessary to immediately reduce the torque by feed forward, as shown in the map of FIG. The torque distribution of the traveling motor 2 is made larger than that of the engine 1 to improve the response of the torque down by feedforward. Then, in Step S34, Step S
In a region A5 in which the change rate ΔSL after the slip ratio SL suddenly increases at 16 and approaches the target value SLA in the decreasing direction, the torque distribution of the engine 1 is increased, that is, in the region A5.
After the torque is immediately reduced in step 4, the torque distribution of the engine 1 is increased as shown in the map of FIG. 14 with respect to the map of FIG.

In step S26, since the torque of the traveling motor 2 is reduced, the required torque shown in the map of FIG.
In FIG. 6, since the torque of the traveling motor 2 is reduced, the required torque shown in the map of FIG.

In steps S24 and S34, the torque distribution of the engine 1 may be set to zero to generate a reverse torque to obtain a large torque reduction.

Continuing the description, if the slip ratio SL is not equal to or larger than the predetermined threshold value SL0 in step S16 (NO in step S16), it is determined in step S38 shown in FIG. 11 whether the flag F1 is set. Step S3
8 if the flag F1 is being set (Y in step S38).
ES), since the traction control system is operating, the flow proceeds to step S40. In step S38, the flag F1 is set.
Has been reset (N in step S38).
O), since the slip ratio SL converges to the target value SLA and the traction control ends, the control amount MS of the traveling motor 2 is changed to MS2 and the control amount ES of the engine 1 in step S42.
Is reset, and in step S44, the control amount MT of the traveling motor 2 and the control amount ET of the engine 1 are changed in steps S8 and S10.
And set the basic control amounts MB and EB respectively in step S3.
Go to 0.

In step S40, it is determined whether the slip ratio SL has fallen below the target value SLA (see area A6 in FIG. 18). If the slip ratio SL falls below the target value SLA in step S40 (YES in step S40),
In step S46, the counter T1 is started or incremented. On the other hand, if the slip ratio SL is equal to or larger than the target value SLA in step S40 (NO in step S40), it is determined in step S48 whether the counter T1 has started (T1> 0?). If the counter T1 has been started in step S48, the process proceeds to step S46,
If it has not started, the process proceeds to step S20.

In step S50, the on / off state of the clutch 6
Judge off. If the clutch 6 is turned on in step S50 (YES in step S50), the process proceeds to step S52. If the clutch 6 is turned off in step S50 (NO in step S50), step S6 is performed.
Proceed to 8.

In step S52, the control amount MS of the traveling motor 2 is set to MS2 and the control amount ES of the engine 1 is set to ES2 from the map of FIG. In step S54, a difference ΔSLA between the slip ratio SL and the target value SLA is calculated (ΔSLA = SL−SLA).

In step S56, a feedback control amount MFB of the traveling motor 2 used for feedback control for converging the slip ratio SL to the target value SLA is calculated according to the difference ΔSLA between the slip ratio SL and the target value SLA. In step S58, the control amount MS2 in step S52 and the feedback control amount MFB in step S56.
Is set as the control amount MS of the traveling motor 2 (MS ← MS2 + MFB).

In step S68, the control amount MS of the traveling motor 2 is set to MS2 from the map shown in FIG. In step S70, only the traveling motor 2 with the clutch 6 turned off is driven, and a difference ΔSLA between the slip ratio SL and the target value SLA is calculated (ΔSLA = SL−SLA).
In step S72, a feedback control amount MFB ′ of the traveling motor 2 used for feedback control for converging the slip ratio SL to the target value SLA is calculated according to the difference ΔSLA between the slip ratio SL and the target value SLA. In step S74, the control amount MS2 of step S68 and the feedback control amount MFB 'of step S72 are added to set the control amount MS of the traveling motor 2 (MS ← M).
S2 + MFB ').

In step S60, it is determined whether or not the difference ΔSLA between the slip ratio SL and the target value SLA is equal to or more than a predetermined threshold value ΔSLA1, and if the difference ΔSLA is equal to or more than the predetermined threshold value ΔSLA1 (YES in step S60), the process proceeds to step S60. Proceeding to S62, the difference ΔSLA becomes equal to the predetermined threshold value ΔSLA1.
If not (NO in step S60), the process proceeds to step S66. In step S66, the flag F and the counter T are reset, and the flow advances to step S28 in FIG. 10 to execute the feedback control.

In step S62, it is determined whether or not the counter T has passed a predetermined period T1. If the predetermined period T1 has elapsed in step S62 (YES in step S62),
In step S64, the control amount MS of the traveling motor 2 and the control amount ES of the engine 1 are set from the map of FIG. 15 in which the engine control amount ES in the required torque is set to increase as the torque increases. Also, if the predetermined period T1 has not elapsed in step S62 (NO in step S62), FIG.
In step S28 of 0, feedback control is performed.

In step S62, the slip ratio SL
Is less than the predetermined threshold value SL0, the traction control is likely to end when the predetermined period elapses T1. Therefore, in step S64, the torque distribution of the engine 1 is increased to improve the responsiveness at the time of reacceleration. ing.

When the clutch is turned on in steps S32 and S50 (YES in steps S32 and S50), when the change rate ΔSL after the slip rate SL sharply increases is in the area A5 in which the change rate ΔSL moves in the decreasing direction and approaches the target value SLA. After a lapse of a predetermined period, the clutch 6 is turned off, and the slip ratio SL may be feedback-controlled by the traveling motor 2. In this case, the engine 1 and the traveling motor 2 To largely avoid the initial slip, and thereafter, the slip ratio SL is set to the target value SL by feedback control of the traveling motor 2.
A can be quickly converged.

The predetermined period T1 is a period during which the slip ratio SL sharply increases in an initial stage when the slip ratio SL exceeds the predetermined threshold value SL0 (region A4 in FIG. 18), and thereafter until the slip ratio SL approaches the target value SLA. (Area A5 in FIG. 18).

In step S52, the feedback control is executed by the traveling motor 2 after the area A5 in which the change rate ΔSL after the sudden increase of the slip rate SL in step S20 shifts in the decreasing direction and approaches the target value SLA. Responsiveness can be improved. Step S5
2, the control amount ES of the engine 1 is fixed or gradually increased, and the traveling motor 2 is controlled based on the difference ΔSLA.
Similarly to the above, the feedback control amount may be used.

In the above embodiment, the areas A4 and A5 in which the slip rate SL suddenly increases during the traction control and then the change rate ΔSL shifts in the decreasing direction and approaches the target value SLA.
Until then, ford forward greatly reduced the torque,
Thereafter, the slip ratio SL is made to converge to the target value SLA by feedback control, so that the motor with good responsiveness and the engine with large torque reduction can be efficiently controlled to suppress wheel slip. [Correction process of control amount MS of traveling motor 2] Next, FIG.
The process of correcting the control amount MS of the traveling motor 2 of 0 will be described.

FIG. 19 shows the overall control ECU 1 of this embodiment.
9 is a flowchart showing a process of correcting the control amount MS of the traveling motor 2 by 00.

As shown in FIG. 19, in a step S80, it is determined whether or not the flag F2 is set. If the flag F2 is set (YES in the step S80), the process proceeds to a step S82. If (NO in step S80), the process proceeds to step S84. Flag F
2 is set by the engine control described later, and is set when there is a torque reduction request at the time of a warm start of the engine.

In step S82, the torque is corrected by subtracting the torque correction amount a from the control amount MS of the traveling motor 2 (MS ← M
Sa). In step S82, when there is a torque reduction request at the time of the warm start, when the fuel cut (ignition stop) is executed in the cylinder of the previous explosion stroke, the torque deviation between the cylinder of the previous explosion stroke and the cylinder of the next explosion stroke is performed. Control amount M in order to suppress that the slip is more likely to occur.
The torque correction amount a is subtracted from S, and the amount of torque fluctuation (torque increase) is subtracted by the motor, so that the torque is reduced smoothly.

In step S84, it is determined whether or not the flag F3 has been set. If the flag F3 has been set (YES in step S84), the flow advances to step S86.
If it is not set (NO in step S84),
Proceed to step S88. The flag F3 is set by the engine control described later, and is set when the ignition timing retard amount is set to the upper limit at which the engine does not misfire.

In step S86, the control amount MS of the traveling motor 2 is corrected by subtracting the torque correction amount b (MS ← M
Sb). In step S86, the ignition delay amount of the engine is set to the upper limit value, and the torque reduction at the ignition retardation cannot be performed any more. Therefore, the torque correction amount b is subtracted from the motor control amount MS, and the remaining torque reduction is performed by the motor. Do.

In step S88, it is determined whether or not flag F4 is set. If it is set (YES in step S88), the flow advances to step S90.
If not set (NO in step 88), the routine returns. The flag F4 is set by the engine control described later, and is set when the fluctuation of the engine torque is large, the fuel injection amount in the first injection of the divided injection is small, and the second injection is executed. In step S90, the control is performed by subtracting the torque correction amount c from the control amount MS of the traveling motor 2 (MS ← MS−c). In step S90, since the latter stage injection of the engine is performed and the output torque of the engine increases, the torque correction amount c is subtracted from the control amount MS, and the torque fluctuation (torque increase) is absorbed by the motor, and the torque is reduced. I have. [Engine Control of Hybrid Vehicle] Next, engine control of the hybrid vehicle of the present embodiment will be described.

In the direct injection type engine shown in FIG.
U100 determines the operating state of the engine and calculates the injection timing and injection pulse width of the fuel injection valve 131. The determination of the engine operation state is performed based on the signals of the sensors shown in FIG. There is a determination and an acceleration determination based on a change in the accelerator opening. These decisions are:
This is done with reference to an electronically stored map. Then, based on these determination results, the fuel injection timing and the injection pulse width are controlled according to the operating state of the engine. <Engine Control upon Request for Torque Reduction> Next, the engine control of the hybrid vehicle according to the present embodiment will be described.

FIGS. 20 to 22 are flowcharts showing engine control by the general control ECU 100 of the present embodiment.

As shown in FIG. 20, in step S100, the central control ECU 100 inputs data from each sensor shown in FIG. In step S102, the control amount ET of the engine 1 set in step S28 of FIG. 10 or step S44 of FIG. 11 is read. In step S104, it is determined whether or not the engine start condition is satisfied according to the basic operation mode shown in Table 1. If the engine start condition is satisfied in step S104 (YE in step S104)
S), proceeding to step S106, if the engine start condition is not satisfied (NO in step S104), step S1
Proceed to 08.

In step S106, the counter T2 is started or incremented, and in step S108, the counter T2 is reset to zero. The counter T2 indicates the elapsed time from the start of the engine.

In step S110, when the condition that the brake is on, the vehicle speed is zero, the control amount ET is other than zero, or the condition that the flag F is set and the slip control is being performed is satisfied, the gear shifting shown in FIG. The shift speed is calculated from the control amount ET of the engine 1 and the vehicle speed V based on the map. In step S112, when the gear position is determined in step S110, the engine speed Ne is determined from the vehicle speed V.
The basic fuel injection amount TB is calculated from the control amount ET of the engine 1 with respect to the engine rotational speed Ne so as to satisfy the required torque of the engine based on the map. Step S88
Then, the basic throttle opening αB and the basic ignition timing θB are also set so that the stoichiometric air-fuel ratio combustion is performed based on the basic fuel injection amount TB. Further, based on the control amount ET, when the control amount ET is smaller than or equal to a predetermined value, it is determined that fuel cut is to be performed for a predetermined cylinder.

In step S114, the throttle valve and the valve actuator of the automatic transmission are driven to set the throttle opening θB calculated in steps S110 and S112 and the gear position. In step S116, it is determined whether or not the current cylinder corresponds to the cylinder for which fuel cut is to be performed. If it is not a fuel cut cylinder in step S116 (NO in step S116), step S13 in FIG.
0, and if it is a fuel cut cylinder (YES in step S116), the routine returns.

As shown in FIG. 21, in step S130, a correction amount TC for correcting the basic fuel injection amount TB based on the oxygen concentration in the exhaust gas or the like is calculated. This correction amount T
C is the reference amount TC when the air-fuel ratio is richer than the stoichiometric air-fuel ratio.
From the feedback correction amount TFB (TC ← TC
−TFB), at the time of lean operation, the feedback correction amount TFB is added from the reference amount TC (TC ← TC + TFB).

In step S132, it is determined whether or not the counter T2 is equal to or longer than a predetermined period T20, and it is determined whether or not a predetermined period has elapsed since the start of the engine. Step S132
If the counter T2 is equal to or longer than the predetermined period T20 (YES in step S132), the process proceeds to step S135, and if the counter T2 is shorter than the predetermined period T20 (step S132).
132, NO), and proceeds to step S134.

In step S134, it is determined whether or not the engine water temperature W at the time of starting the engine is equal to or higher than a predetermined temperature W0. If the engine water temperature W is equal to or higher than the predetermined temperature W0 in step S134 (YES in step S134), it is determined that the engine is warm starting, and the process proceeds to step S136. If the engine water temperature W is lower than the predetermined temperature W0 (step S134). N
O), and proceed to step S135.

In step S136, a correction amount TW for correcting the basic fuel injection amount TB with the engine coolant temperature W in consideration of the fuel shortage due to the vapor is calculated. Step S1
At 35, the correction amount TW is reset.

In steps S134 → S136, the amount may be increased irrespective of a warm start or a cold start in order to improve ignitability.

In step S140, it is determined whether or not fuel cut (ignition stop) has been executed in the cylinder for which the fuel injection amount was calculated in the previous sampling. Step S140
If the fuel cut (ignition stop) is executed (YES in step S140), the process proceeds to step S142, and if the fuel cut (ignition stop) is not executed (step S140).
(NO at 140), the process proceeds to step S141. In step S140, it is determined whether the output torque distribution of the engine at the time of the torque down request is large, that is, whether the torque down by the engine is large.

At step S142, the flag F2 is set, and at step S141, the flag F2 is reset.

In step S144, a calculation is performed to estimate the catalyst temperature CT. The estimation calculation of the catalyst temperature CT is performed from the engine stop time and the engine water temperature W at the time of starting the engine. Note that the estimation may be made based on the engine temperature. In step S146, it is determined whether the catalyst temperature CT is lower than the activation temperature CT0. If the catalyst temperature CT is lower than the activation temperature CT0 in step S146 (YE in step S146)
S), the process proceeds to step S150, and if the catalyst temperature CT is equal to or higher than the activation temperature CT0 (NO in step S146), the process proceeds to step S152.

In step S150, since the catalyst temperature has not been activated, a correction amount θC for correcting the basic fuel injection amount TB based on the catalyst temperature CT is calculated. The correction amount θC is an ignition retard amount for delaying the ignition timing.

In step S156, the basic ignition retard amount θB when the catalyst temperature CT has not reached the activation temperature and the correction amount θC in step S150 are added to set the ignition timing retard amount θT of the engine 1. To increase the exhaust gas temperature (θT = θB + θC).

On the other hand, in step S152, the catalyst temperature CT
Has reached the activation temperature and does not need to be activated by split injection, so the flag F3 is reset, and step S15
The control amount (fuel injection amount) T in the late injection of the engine 1 at 4
The correction amount TC of step S130 and step S13 are added to T2.
The control amount TT2 for batch injection in the latter period is set by adding the correction amount TW of No. 6 (TT2 = TB + TW + TC). still,
In step S154, the control amount TT to be injected all at once in the previous period
1 may be set.

In step S158, it is determined whether the ignition timing retard amount θT of the engine 1 is equal to or greater than a predetermined value θT0. If the ignition timing retard amount θT is equal to or more than the predetermined value θT0 in step S158 (YES in step S158), the process proceeds to step S160, and the ignition timing retard amount θT is set to the predetermined value θT.
If it is less than T0 (NO in step S158), the process proceeds to step S164. In step S158, it is determined whether or not the retard amount θT of the ignition timing has reached the limit value θT0 for misfiring.

In step S160, the ignition timing retard amount θT has reached the limit value θT0 at which the engine 1 misfires, and it is impossible to reduce the torque by the ignition timing delay. θT0 is set, and the flag F3 is set in step S162.

In step S164, the ignition timing retard amount θ
Since T has not reached the limit value θT0 at which the engine 1 misfires, and the torque can be reduced by retarding the ignition timing, the flag F3 is reset.

In step S166, the correction amount TC of step S130 and the correction amount TW of step S136 are added to the basic control amount TB of the engine 1 to set the control amount TT of the engine 1 (TT = TB + TW + TC).

In step S168, the first injection amount TT1 and the second injection amount TT2 of the divided injection are calculated from the control amount TT of the engine 1 respectively. In step S168, for example, the ratio between the first-stage injection amount TT1 and the second-stage injection amount TT2 is set to 50%, and as the first-stage injection amount TT1 increases, the second-stage injection amount TT2 increases.
Is set to increase.

As shown in FIG. 22, in step S170, it is determined whether or not the injection timing set in steps S168 and S154 is the former injection timing.
If it is the first-time injection timing in step S170 (YES in step S170), the fuel for the first-time injection amount TT1 is injected in step S172. In step S172, it is determined whether it is the late injection timing. If it is the late injection timing in step S172 (YE in step S172)
S), the fuel of the late injection amount TT2 is injected in step S174, and if it is not the late injection timing in step S172 (NO in step S172), step S182 is performed.
Proceed to.

In step S176, the process waits until the ignition timing comes, and the ignition is performed in step S180.

In step S182, the control amount ET of the engine 1 is read, and in step S184, the difference ΔET between the previous value ETn−1 and the current value ETn of the engine control amount ET is calculated (ΔET = ETn−1−ETn). Step S186
Then, it is determined whether or not the difference ΔET is smaller than a predetermined value −ET0. If the difference ΔET is smaller than the predetermined value −ET0 in step S186 (YES in step S186), the process proceeds to step S188, and if the difference ΔET is equal to or larger than the predetermined value −ET0 (NO in step S186), the process proceeds to step S174. In step S186, it is determined whether the positive output torque distribution of the engine at the time of the torque down request before the late injection is small, that is, whether the engine has a large torque down due to slippage or the like and it is necessary to immediately stop the ignition combustion. Is determined.

In step S188, it is determined whether or not the previous injection amount TT1 is equal to or more than a predetermined amount TT10. If it is less than the predetermined amount TT10 (NO in step S188), step S19 is performed.
When the flag F4 is reset to 0, the process returns.
If it is 10 or more (YES in step S188), the flag F4 is set in step S192, and the process proceeds to step S174.
And wait for the late injection timing. If the predetermined amount TT10 in step S188 is not ignited, the fuel injection amount is set to such an extent that the flow of HC does not cause a problem. If the first injection amount TT1 is equal to or more than the predetermined amount TT10 at the time of a torque down request, the latter injection is stopped. Since the HC runoff is a problem, the latter-stage injection is executed. If the first-stage injection amount TT1 is less than the predetermined amount TT10, the latter-stage injection is stopped because the HC run-off does not become a problem even if fuel is cut off in the latter-stage injection.

Step S132 → S134 → S13
In No. 6, the fuel injection amount is increased until a predetermined period T2 has elapsed since the start of the engine, so that the desired fuel is not injected due to the bubbles mixed in the fuel during the warm start. Even if the amount is increased, even if the output torque of the engine increases at the time of a torque reduction request due to excessive fuel due to no air bubbles mixed therein, the torque fluctuation is absorbed by the motor in step S82 and a smooth torque reduction is performed. Can be performed.

In step S160, if the catalyst temperature is low after the engine is started, the ignition timing is set to the retard side, and the torque cannot be reduced by the motor in step S86 when the ignition is retarded when torque reduction is requested. By doing so, it is possible to suppress the torque from fluctuating due to the decrease in the number of revolutions due to the retardation of the ignition timing, and it is possible to execute the torque reduction by the motor as required.

Steps S186 → S188 → S19
In FIG. 24, as shown in FIG. 24, when there is a torque down request after the first injection of the split injection, if the first injection amount TT1 is equal to or more than the predetermined amount TT10 in step S188, the second injection is executed, and in step S90 the torque reduction control is performed. By controlling the output torque of the motor to suppress the torque fluctuation caused by the above, the flow of HC caused by injecting a part of the split injection and stopping the remaining injection is suppressed, and the remaining injection is performed. The required torque down delay can be executed as required by the torque down by the motor.

The above steps S186 → 188 → S190
Then, as shown in FIG. 24, when there is a torque reduction request after the first-stage injection of the split injection, if the first-stage injection amount TT1 is less than the predetermined amount TT10 in step S188, the second-stage injection is stopped and the torque is reduced early, The motor can suppress the drop of the torque and smoothly reduce the torque.

In the above step S168, the first injection amount T
By setting the late injection amount TT2 to increase as T1 increases, HC emission can be suppressed even when the first injection amount is increased to increase the exhaust gas temperature.

In step S188, if there is a torque reduction request by fuel cut after the first-stage injection is executed and before the second-stage injection is executed, if the fuel injection amount TT1 in the first-stage injection is equal to or less than the predetermined amount TT10, the second-stage injection is performed. By stopping the injection, the fuel is injected to such an extent that HC is not released, so that the torque can be reduced early without misfiring. Note that the split injection may be executed for uniform combustion at a high load. [Traction Control by Brake] Next, traction control by brake of the hybrid vehicle of the present embodiment will be described.

When the torque reduction control is executed by the brake control, if the torque fluctuation due to the engine torque reduction cannot be absorbed by the brake having low response, the torque fluctuation is absorbed by using a motor having good response. be able to.

FIG. 23 shows the general control ECU 1 of this embodiment.
It is a flowchart which shows the traction control by the brake by 00.

As shown in FIG. 23, when the process is started, in step S242, a signal is input from each sensor. In step S244, the slip ratio SL of each wheel is calculated.

At step S246, it is determined whether or not flag FTC has been reset. The flag FTC indicates whether or not traction control is being performed. If the FTC is set (FTC = 1), the traction control is performed. If the FTC is reset (FTC = 0), traction is not controlled. If the flag FTC is reset in step S246, the process proceeds to step S248, and it is determined whether or not the wheel slip ratio SL is equal to or greater than a traction control start threshold SL0. If the slip ratio SL of the wheel is equal to or more than the traction start threshold value SL0 in step S248, the flow advances to step S250 to set a flag FTC. In step S252, the braking pressure applied to each of the brake devices 21 to 24 is reduced to reduce the slip ratio SL to the target slip. Rate SLA.

If the flag FTC has been set in step S246, the flow advances to step S54 to determine whether or not the wheel slip ratio SL is equal to or less than the target slip ratio SLA.
If the wheel slip rate SL is equal to or less than the target slip rate SLA in step S254, the process proceeds to step S256, in which the braking pressure applied to each of the brake devices 21 to 24 is increased to converge the slip to the target slip rate SLA.

At step S258, the pressure increasing continuous time T3
It is determined whether or not a predetermined time T30 has elapsed. If it is determined in step S258 that the continuous pressure increase time T3 has not exceeded the predetermined time T30, the process returns. If the continuous pressure increase time T3 has exceeded the predetermined time T30 in step S258, the process returns to step S260 by resetting the flag FTC. .

If the wheel slip ratio SL exceeds the target slip ratio SLA in step S254, the process proceeds to step S262. In step S262, the difference ΔSLA between the wheel slip ratio SL and the target slip ratio SLA is equal to or greater than a predetermined value α. It is determined whether or not there is. If the difference between the slip rate SL of the wheel and the target slip rate SLA is equal to or more than the predetermined value α in step S262, the braking pressure applied to each of the brake devices 21 to 24 is reduced in step S264 to reduce the slip rate SL to the target slip rate SLA. Let it converge.

Further, if the difference ΔSLA between the wheel slip ratio SL and the target slip ratio SLA is smaller than the predetermined value α in step S262, the wheel acceleration Δv is determined in step S266.
Is greater than or equal to a first value va. If the wheel acceleration Δv is equal to or greater than the first value va in step S266,
The brake pressure applied to each of the brake devices 21 to 24 is increased to make the slip ratio SL converge to the target slip ratio SLA.

In step S266, the wheel acceleration Δv
Is smaller than the first value va, the process proceeds to step S270, and it is determined whether the wheel acceleration Δv is equal to or less than the second value vb. In step S270, the wheel acceleration Δv becomes the second value vb
If not, in step S272, each of the brake devices 21 to
The slip pressure SL is made to converge to the target slip rate SLA by reducing the braking pressure to 24. On the other hand, if the wheel acceleration Δv exceeds the second value vb in step S270, the braking pressure applied to each of the brake devices 21 to 24 is held in step S274. [Other Embodiments] As another embodiment, an attitude control device may be mounted on the hybrid vehicle of the present embodiment. The attitude control device suppresses sideslip of a front wheel or a rear wheel by applying a turning moment and a deceleration force to a vehicle body by performing torque reduction or braking control on each wheel. For example, when the rear wheels are likely to skid while the vehicle is turning (spin), a brake is mainly applied to the front outer wheels to apply an outward moment to suppress the entrainment behavior inside the turns. Also, when the front wheels are likely to skid to the outside of the turn due to skidding (drift-out), an appropriate amount of brake is applied to each wheel to apply an inward moment, and the turning radius is reduced by suppressing the engine output and adding a deceleration force. Is suppressed.

The attitude control will be described briefly. The brake control ECU 300 calculates the actual sideslip angle (hereinafter referred to as the actual sideslip angle) generated in the vehicle from the detection signals of the vehicle speed sensor, the yaw rate sensor, and the lateral acceleration sensor. (Hereinafter, referred to as an actual yaw rate) and a reference value referred to in the calculation of the estimated sideslip angle actually used for the attitude control from the actual sideslip angle. Further, the brake control ECU 300 calculates a target side slip angle and a target yaw rate as a target attitude of the vehicle from a detection signal of a steering steering angle sensor or the like, and calculates a difference between the estimated side slip angle and the target side slip angle or a difference between the actual yaw rate and the target yaw rate. When the difference exceeds a predetermined threshold value, posture control is started, and control is performed so that the estimated actual sideslip angle or actual yaw rate converges to the target sideslip angle or target yaw rate.

The above posture control is performed in step S16 of FIG.
May be executed in the preceding stage. In the present invention, the torque fluctuation caused by the engine torque reduction is controlled by the motor, but such a control may be performed by a generator connected to the engine. Although the present embodiment has been described by taking a hybrid vehicle as an example, such suppression control is performed in a vehicle that is equipped with an engine and a motor that is connected to the engine and that starts up by increasing the engine speed when the engine is started. You may.

The present invention can be applied to a modification or modification of the above embodiment without departing from the gist of the invention.

It goes without saying that the hybrid vehicle of this embodiment can be applied not only to the direct injection type engine but also to an intake port injection type engine which performs split injection during the exhaust stroke period and the intake stroke period.

The general control ECU 100 and the slip control ECU 300 may be either separate or integrated.

In a hybrid vehicle, when a direct injection engine is used for split injection, when a torque reduction request is generated after the first injection, a late injection is performed to prevent HC dripping. However, the present invention can also be applied to an automobile driven only by a normal direct injection engine.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram showing an engine mounted on the hybrid vehicle.

FIG. 3 is a diagram illustrating a transmission form of driving force when the hybrid vehicle according to the present embodiment starts and runs at a low speed.

FIG. 4 is a diagram illustrating a driving force transmission mode during acceleration of the hybrid vehicle according to the embodiment.

FIG. 5 is a diagram illustrating a transmission form of driving force during steady running of the hybrid vehicle according to the present embodiment.

FIG. 6 is a diagram illustrating a form of transmission of driving force during deceleration of the hybrid vehicle according to the present embodiment.

FIG. 7 shows a steady running & of the hybrid vehicle of the present embodiment.
It is a figure explaining the transmission form of the driving force at the time of charge.

FIG. 8 is a diagram illustrating a form of transmission of driving force during charging of the hybrid vehicle of the present embodiment.

FIG. 9 is a block diagram showing an electric configuration of the hybrid vehicle according to the embodiment.

FIG. 10 is a flowchart illustrating traction control of the hybrid vehicle according to the embodiment.

FIG. 11 is a flowchart illustrating traction control of the hybrid vehicle according to the embodiment.

FIG. 12 is a diagram illustrating a relationship between an engine load and a motor load with respect to a required torque during a basic operation.

FIG. 13 is a diagram illustrating a relationship between an engine load and a motor load with respect to a required torque during traction control.

FIG. 14 is a diagram illustrating a relationship between an engine load and a motor load with respect to a required torque during traction control.

FIG. 15 is a diagram showing a relationship between an engine load and a motor load with respect to a required torque at the end of traction control.

FIG. 16 is a diagram showing a shift map of the automatic transmission according to the embodiment.

FIG. 17 is a diagram showing the relationship between the required torque and the basic fuel injection amount with respect to the engine speed.

FIG. 18 is a diagram illustrating traction control according to the present embodiment.

FIG. 19 is a flowchart showing a process of correcting the control amount MS of the traveling motor 2 by the overall control ECU 100 of the embodiment.

FIG. 20 is a flowchart showing engine control by the overall control ECU 100 of the present embodiment.

FIG. 21 is a flowchart showing engine control by the overall control ECU 100 of the present embodiment.

FIG. 22 is a flowchart showing engine control by the overall control ECU 100 of the present embodiment.

FIG. 23 is a flowchart illustrating traction control by a brake performed by the overall control ECU 100 according to the present embodiment.

FIG. 24 is a timing chart showing the output torque of the motor when there is a torque down request between the first injection and the second injection.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Traveling motor 3 Battery 4 Generator

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 17/00 F02D 29/00 C 3G301 29/00 41/04 330G 5H115 41/04 330 335G 335 43/00 301H 43/00 301 301J 301B F02N 11/04 D F02N 11/04 CB60K 9/00 E F02P 5/15 F02P 5/15 EF term (reference) 3D037 FA19 FA23 FA24 3G022 AA00 BA01 CA01 DA02 DA10 EA07 GA05 GA08 GA09 GA19 GA20 3G084 AA00 BA13 BA15 BA17 DA10 DA17 EA07 EA11 EB09 EB12 FA05 FA06 FA10 FA20 FA33 3G092 AA01 AA06 AC02 AC03 BA09 BB01 BB10 BB11 CA02 EA01 EA02 EA04 EA08 EA14 EA17 FA05 GB01 GA03 GA05 GA05 GB03 HE01Z HE06X HE06Z HE08Z HF02Z HF08Z HF12Z HF18Z HF19Z HF21Z HF24Z HF26X HF28Z 3G093 A A05 AA07 AA16 AB00 BA01 BA02 BA20 CA01 DA01 DA05 DA06 DB03 DB04 DB05 DB06 DB17 DB21 DB23 EA05 EA13 EB00 EB04 EC02 FA07 FA10 FA11 FB01 FB02 3G301 HA00 HA01 HA04 HA07 JA04 JA23 JA38 LA00 MA19 MA24 MA26 NA08 NE04 NE12 NE02 NE08 NE04 NE08 PF01Z PF03Z PF08Z 5H115 PG04 PI16 PI22 PI29 PI30 PO17 PU01 PU24 PU25 QA01 QE01 QE02 QE08 QE10 QI04 QI07 QN03 QN12 QN28 RB08 RE05 RE20 SE05 TE02 TE03 TE04 TE06 TE07 TE08 TI02 TO02 TO05 TO13 TO21 TO26 TO26

Claims (12)

[Claims] 1. A hub vehicle which travels by using a motor that generates driving force by electric power of a battery and an engine that generates driving force by an internal combustion engine calculates a slip value of a wheel, and calculates a wheel value based on the slip value. A slip detecting means for detecting a slip of, and a torque control means for controlling a torque down of at least the engine so as to converge the slip value to a target value when the slip value exceeds a predetermined threshold value, the control means comprising: At least when the slip value exceeds a predetermined threshold value after starting running by the engine, the engine is torque-down controlled so as to converge the slip value to a target value, and torque fluctuation due to the torque-down control is suppressed. A vehicle running control device for a vehicle, wherein the output torque of the motor is controlled as described above. 2. The vehicle travel control device according to claim 1, wherein said torque control means performs torque down control by reducing an amount of fuel injected into each cylinder of said engine. 3. The vehicle travel control device according to claim 1, wherein the torque control means increases the fuel injection amount until a predetermined period has elapsed after the start of the engine. 4. The vehicle running control according to claim 3, further comprising engine temperature detecting means for detecting the engine temperature, wherein the fuel injection amount is increased when the engine temperature is equal to or higher than a predetermined temperature. apparatus. 5. The torque control means includes fuel injection control means for dividing the fuel injection into each cylinder of the engine into a plurality of injections in one cycle and injecting the divided fuel injections in a single cycle. When the slip value exceeds a predetermined threshold value and the engine is torque-down controlled before the injection is performed, at least the next injection is performed, and in the next cycle, the fuel cut is performed, and the torque-down control is performed. The travel control device for a vehicle according to any one of claims 1 to 4, wherein the output torque of the motor is controlled so as to suppress a torque fluctuation caused by the vehicle. 6. The torque control means, when the slip value exceeds a predetermined threshold value and performs torque down control on the engine, at least when the first injection is executed, The travel control device for a vehicle according to claim 5, wherein the output torque of the motor is controlled so as to suppress the torque fluctuation. 7. An exhaust passage of the engine is provided with a catalyst for purifying exhaust gas, the torque control means includes an ignition timing control means for controlling an ignition timing of each cylinder, and a predetermined time after the start of the engine. 3. The motor according to claim 1, wherein the ignition timing is set to a retard side until a period elapses, and the output torque of the motor is controlled so as to suppress a torque fluctuation caused by the torque down control. Vehicle travel control device. 8. The vehicle travel control device according to claim 1, wherein the engine is a direct injection gasoline engine that injects fuel directly into a combustion chamber. 9. A braking device for applying a braking force to a wheel, wherein the braking device applies a torque by the braking force so that the slip value converges to a target value when the slip value exceeds a predetermined threshold value. The vehicle travel control device according to claim 1 or 8, wherein the down control is performed. 10. A fuel injection means which faces a combustion chamber of an engine and injects fuel into the combustion chamber, an injection amount setting means which sets a fuel injection amount by the fuel injection means according to an operation state of the engine, An injection control means for controlling the fuel injection means such that the fuel injection into each combustion chamber of the engine by the injection amount setting means is divided into a plurality of injections in one cycle, and the fuel injection means is controlled. An injection stopping unit that determines whether or not to stop the fuel injection by the fuel injection unit according to the following. The injection control unit performs the second injection after the first injection is performed in the one cycle. By the time,
When fuel injection stop is determined by the injection stop means,
An engine control device for performing the second injection. 11. The fuel injection control device according to claim 10, wherein the fuel injection amount in the second injection increases as the fuel injection amount set by the fuel injection amount setting device increases. An engine control device according to claim 1. 12. The torque reduction of the engine is executed by stopping the fuel injection, and the injection control means executes the second injection after the first injection is executed in the one cycle. By the time, when the fuel injection stop means determines that the fuel injection is stopped, the second injection is stopped if the fuel injection amount in the first injection is equal to or more than a predetermined amount. An engine control device according to any one of the preceding claims.