JP2001045609A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase acceleration performance and attain smooth shifting-up by driving a motor by means of a control means and assisting engine power based on an assist amount predetermined at a second assist amount determining means when the acceleration intention of a driver using an acceleration intention discriminating means is higher than a prescribed level. SOLUTION: This controller determines whether a rotational speed NE is lower than a scramble assist operation lower limit value #NSCASTL (S301), sets a prescribed value #TMSCRHLD on a timer #SCRHLD at the time of lower rotational speed, that is, when the rotational speed is lower than the lower limit (S305), determines whether or not the rotational speed is lower than the scramble assist operation value #NSCASTH (8302), whether or not a control vehicle speed VP is lower than a scramble assist operation upper limit speed #VSCRAST (S303), whether or not it is kept from the previous cycle (S303) when the throttle full-open flag is 1 (S304), whether or not this cycle is generated by acceleration request when the throttle is fully opened in this cycle, and whether or not a variation DTHEM in throttle opening is larger than a threshold #DTHSCAST (S309). When the timer TSCRHLD is zero, processing is completed (S310).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle which can ensure acceleration performance even when a gear ratio is increased to improve fuel efficiency. .

[0002]

2. Description of the Related Art Hitherto, a hybrid vehicle equipped with a motor in addition to an engine as a driving source for running the vehicle has been known. As one type of this hybrid vehicle, there is a parallel hybrid vehicle using a motor as an auxiliary drive source for assisting the output of the engine. This parallel hybrid vehicle performs various controls, such as assisting the output of the engine by a motor during acceleration and charging the battery by deceleration regeneration during deceleration, for example, to secure the remaining capacity of the battery. While satisfying the driver's demands. (For example, Japanese Patent Application Laid-Open No. 7-123509)
Issue). If you need assistance,
It is determined whether or not the throttle opening exceeds a predetermined threshold. When the throttle opening exceeds the threshold, the motor is driven to assist the output of the engine.

[0003]

By the way, in the above-mentioned hybrid vehicle, many gasoline engine vehicles take various measures to improve fuel efficiency, such as storing energy stored in a battery as regenerative energy in a brake device as regenerative energy. In order to achieve further improvement, for example, measures to improve fuel efficiency by increasing the gear ratio, that is, shift settings that allow the engine to run at a low rotational speed are being studied. However, if the gear ratio is set to a high ratio in this way, for example, when approaching a curve, releasing the accelerator pedal and re-acceleration at the end of the curve, it is not possible to accelerate as expected because of the higher gear ratio There is a problem of being damaged. Further, when the gear ratio is set to a high ratio as described above, for example, the ratio difference of the second gear becomes larger than that of the first gear which is set to a normal gear ratio in order to secure a necessary torque at the time of starting. There is a problem that the difference in the engine speed at the time becomes large and the driving force has a step. Therefore, the present invention provides a control device for a hybrid vehicle that can improve acceleration performance and smooth upshifts.

[0004]

In order to solve the above-mentioned problems, the invention described in claim 1 provides an engine for outputting a propulsion force of a vehicle (for example, the engine E in the embodiment).
A motor (for example, the motor M in the embodiment) for generating an auxiliary driving force for assisting the output of the engine according to the driving state of the vehicle, and supplying power to the motor or at least regenerating the motor at the time of vehicle deceleration Assist determination means for determining whether or not the motor can assist the engine output according to the driving state of the vehicle, the hybrid vehicle including a power storage device (for example, the battery 3 in the embodiment) that stores regenerative energy obtained by the operation. (E.g., steps S125 and S136 in the embodiment) and first assist amount determining means (an auxiliary driving force for setting the motor in accordance with the operating state of the engine when assist determination is performed by the assist determining means) For example, Step S239 in the embodiment) and the first assist amount determination unit In a control apparatus for a hybrid vehicle including an assist control unit (for example, the motor ECU 1 in the embodiment) that performs assist by the motor based on an assist amount, an acceleration intention determination unit (for example, an execution intention determination unit) that determines a driver's intention to accelerate. Step S in the form
304, S308, S309), and when the driver's intention to accelerate is greater than or equal to a predetermined value by the acceleration intention determination means, an assist amount different from the first assist amount determination means (for example, the scramble assist calculation value SCRAS in the embodiment)
T) for setting a second assist amount (for example, step S401 in the embodiment), and when the driver's intention to accelerate is greater than or equal to a predetermined value by the acceleration intention determining means,
The output of the engine is assisted by driving the motor by the assist control unit based on the assist amount set by the second assist amount determination unit.

[0005] With this configuration, when the driver's intention to accelerate is determined to be equal to or greater than a predetermined value by the acceleration intention determining means, the engine speed is set to the value set by the second assist amount determining means. The motor is driven by the assist amount according to the assist control means. by this,
Assisting by the motor can be performed in response to the driver's instantaneous assist request.

According to a second aspect of the present invention, when the driver's intention to accelerate is determined to be equal to or greater than a predetermined value by the acceleration intention determining means, the second assist amount determining means determines the acceleration based on the assist amount. Assist time setting means (for example, for setting an assist time by the assist control means, for example,
Step S305 in the embodiment), and when the assist is started by the assist control unit based on the set time set by the assist time setting unit, the assist amount set by the first assist amount setting unit is set. The assist amount is gradually increased by the assist control means (for example, step S40 in the embodiment)
5, S408, S409), when the time for performing the assist is over, the assist amount is gradually reduced (for example, steps S229, S230, S23 in the embodiment).
1) It is characterized by the following.

With this configuration, when the driver requests acceleration by the acceleration intention determining means, the assist amount is gradually increased until the assist amount is reached during the time set by the assist time setting means. Increase it to enable smooth acceleration. In addition, when the time for performing the assist by the assist time setting means ends, the assist amount is gradually reduced, so that the normal state (for example, the scramble assist request flag F_MA in the embodiment) is obtained.
(STSCR = 0) is smoothly performed.

According to a third aspect of the present invention, the acceleration intention determining means determines that the throttle opening is equal to or greater than a predetermined value (for example, step S which indicates whether or not the throttle is fully opened in the embodiment).
308), and when the change amount of the throttle opening (for example, step S309 in the embodiment) is equal to or more than a predetermined value (for example, 1 deg), it is determined that the intention to accelerate is equal to or more than a predetermined value. With such a configuration, it is possible to determine that the accelerator pedal is depressed by a large amount and instantaneously when the accelerator pedal is depressed.
The change in the throttle opening can be replaced by the change in the vehicle speed.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment applied to a parallel hybrid vehicle, in which the driving forces of both an engine E and a motor M are transmitted to front wheels Wf, Wf as driving wheels via a transmission T composed of a manual transmission. When the driving force is transmitted from the front wheels Wf, Wf to the motor M during deceleration of the hybrid vehicle, the motor M functions as a generator to generate a so-called regenerative braking force, and converts the kinetic energy of the vehicle body into electric energy. to recover.

The driving and the regenerating operation of the motor M are performed by the motor E
This is performed by the power drive unit 2 in response to a control command from the CU 1. The power drive unit 2 has a high-voltage battery 3 that exchanges electric energy with the motor M.
The battery 3 is, for example, a battery in which a plurality of cells are connected in series and a plurality of modules are connected in series. The hybrid vehicle is equipped with a 12 volt auxiliary battery 4 for driving various accessories, and the auxiliary battery 4 is connected to the battery 3 via a downverter 5. FI
The downverter 5 controlled by the ECU 11 reduces the voltage of the battery 3 and charges the auxiliary battery 4.

The FIECU 11 operates the fuel supply amount control means 6 for controlling the fuel supply amount to the engine E in addition to the motor ECU 1 and the downverter 5, and operates the starter motor 7 as well as the ignition timing. Perform control. Therefore, the FIECU 11, a signal from the vehicle speed sensor S ₁ for detecting the vehicle speed V based on the drive shaft rotation speed of the transmission, a signal from an engine rotational speed sensor S ₂ for detecting the engine rotational speed NE, the transmission T a signal from a shift position sensor S ₃ for detecting the shift position of a signal from a brake switch S ₄ for detecting operation of a brake pedal 8, a signal from a clutch switch S ₅ for detecting operation of a clutch pedal 9, a signal from a throttle opening sensor S ₆ for detecting the throttle opening state TH, a negative pressure sensor S intake pipe to detect the pressure PB intake pipe
The signal from ₇ is input. In FIG. 1, reference numeral 31 denotes a battery ECU that protects the battery 3 and calculates the remaining capacity SOC of the battery 3. The control modes of the hybrid vehicle include “idle stop mode”, “idle mode”, “deceleration mode”, “acceleration mode”, and “cruise mode”.

<Motor operation mode determination> Next, the motor operation mode determination for determining each of the above modes will be described with reference to the flowchart of FIG. In step S002, the neutral position determination flag F_NSW
Is determined whether the flag value of “1” is “1”. If the result of the determination in step S002 is "YES", that is, it is determined that the vehicle is in the neutral position, the flow proceeds to step S028, and the engine stop control execution flag F_FC
It is determined whether or not the MG flag value is “1”. If the decision result in the step S028 is "NO", the process shifts to an "idle mode" in a step S030, and the control ends. In the “idle mode”, the fuel supply following the fuel cut is restarted, and the engine E is maintained in the idle state. If the determination result in step S028 is “YE
If "S", the process proceeds to step S029, shifts to the "idle stop mode", and ends the control. In the idle stop mode, the engine is stopped under certain conditions.

When the determination result in step S002 is "N
O ”, that is, when it is determined that the vehicle is in gear, the process proceeds to step S003, where the clutch connection determination flag F
It is determined whether or not the flag value of _CLSW is “1”. If the result of the determination is "YES" and the clutch is determined to be "disengaged", the flow proceeds to step S028. Step S
When the determination result in 003 is “NO” and the clutch is determined to be “engaged”, the process proceeds to step S004.

In step S004, it is determined whether the flag value of the IDLE determination flag F_THIDLMG is "1". If the result of the determination is "NO", that is, if it is determined that the throttle is fully closed, the flow proceeds to step S017.
If the result of the determination in step S004 is "YES", that is, if it is determined that the throttle is not fully closed, the flow proceeds to step S005, and the motor assist assist determination flag F
It is determined whether or not the flag value of _MAST is “1”. If the result of the determination in step S005 is "NO", the flow proceeds to step S017. If the result of the determination in step S005 is "YES",
The process proceeds to the “acceleration mode” of 013. Then, step S0
After reaching the acceleration mode of No. 13, in step S014, it is determined whether or not the flag value of the assist permission flag F_ACCAST is "1". If the determination result is "YES", the control is ended. If the result of the determination in step S014 is “NO”, the flow proceeds to step S017.

In step S017, it is determined whether or not the engine control vehicle speed VP is "0". The judgment result is “Y
If “ES”, that is, the vehicle speed is determined to be 0, the process proceeds to step S028. If the result of the determination in step S017 is "N0", that is, if it is determined that the vehicle speed is not 0, the flow proceeds to step S018. In step S018, the engine speed NE is compared with the cruise / deceleration mode lower limit engine speed #NERGNLx. Here, the cruise / deceleration mode lower limit engine speed #NERGNL
“x” in x is a value (including hysteresis) set in each gear.

If the result of determination in step S018 is that the engine speed NE ≦ the cruise / deceleration mode lower limit engine speed #NERGNLx, that is, it is determined that the engine is on the low rotation side, the flow proceeds to step S028. On the other hand, as a result of the determination in step S018, the engine rotational speed NE>
Cruise / deceleration mode lower limit engine speed #NERGN
If Lx, that is, it is determined to be on the high rotation side, the process proceeds to step S019. In step S019, it is determined whether the flag value of the brake ON determination flag F_BKSW is “1”. If the result of the determination in step S019 is "YES", that is, if it is determined that the brake is depressed, the flow proceeds to step S020. Step S
When the determination result in 019 is “NO”, that is, when it is determined that the brake is not depressed, step S021 is performed.
Proceed to.

In step S020, it is determined whether or not the flag value of the IDLE determination flag F_THIDLMG is "1". If the result of the determination is "NO", that is, if it is determined that the throttle is fully closed, the flow proceeds to the "deceleration mode" in step S025, and the control ends. In the deceleration mode, regenerative braking by the motor M is performed. Step S02
When the determination result at 0 is “YES”, that is, when it is determined that the throttle is not fully closed, the process proceeds to step S021.

In step S021, it is determined whether or not the value of the fuel cut execution flag F_FC is "1". If the determination result is "YES", that is, it is determined that the fuel is being cut, step S025 is performed.
Proceed to. If the determination result of step S021 is "NO", the "cruise mode" is set in step S024.
To end the control. In this cruise mode, the motor M is not driven and the vehicle runs with the driving force of the engine E.

<Zoning of Remaining Battery Capacity SOC> Next, zoning of the remaining battery capacity SOC (so-called remaining capacity zoning) will be described. The remaining capacity of the battery is calculated by the battery ECU 31, and is calculated based on, for example, voltage, discharge current, temperature, and the like. An example of this will be described. Zone A (SOC 4
On the basis of 0% to SOC 80% to 90%), zone B (tentative use area: SOC 20% to SOC 40%) is provided below the zone B, and zone C (overcharge area: SOC 0% to SOC 20%) is provided thereunder. Is partitioned. Above zone A, zone D (SO
C 80% to 90% to 100%). The detection of the remaining battery charge SOC in each zone is as follows.
In the zones A and B, the current value is integrated, and in the zones C and D, the voltage value and the like are detected due to the characteristics of the battery. The boundaries between the zones have upper and lower thresholds, and the thresholds are set differently when the remaining battery charge SOC increases and when the SOC decreases.

If the remaining capacity SOC in the battery ECU 31 cannot be calculated due to the replacement of the battery 3 due to replacement of the battery 3 or the like, the initial value of the SOC is assumed to be 20%, which is the boundary between the zones C and D. Until a predetermined amount (for example, about 20%) is further added to the provisional value, operation control mainly on charging is performed as much as possible. Thus, if the actual SOC is in zone B, zone A
When the remaining battery charge SOC is in the zone A, it is determined that the battery is remaining in the zone A or to enter the zone D by the voltage, and the operation control mainly for charging is stopped. Therefore, the current remaining capacity SOC of the battery 3 is detected.

[Assist Trigger Determination] FIGS. 3 and 4 are flowcharts of assist trigger determination, and more specifically, flowcharts for determining the assist / cruise mode based on the region. In step S100, it is determined whether or not the flag value of the energy storage zone C flag F_ESZONEC is “1”. If the judgment result is "YE
S ", that is, when it is determined that the remaining battery charge SOC is in the C zone, it is determined in step S137 whether the final assist command value ASTPWRF is equal to or less than 0. If the determination result in step S137 is “YES”,
That is, if it is determined that the final assist command value ASTORF is equal to or less than 0, 1.0 is substituted for the cruise power generation amount subtraction coefficient KTRGRGN in step S138,
In step S125, the motor assist determination flag F
"0" is substituted for _MAST and the routine returns.

If the result of the determination in steps S100 and S137 is "NO", a start assist trigger determination is made in step S101. This start assist trigger determination processing aims at improving the start performance,
This is a process for calculating the assist trigger value and the assist amount separately from the normal assist amount when the intake pipe negative pressure PB starts at a high negative pressure equal to or higher than a predetermined pressure. As a result of the process, the start assist control is required. If it is determined, "1" is set to the start assist request flag F_MASTSTR.

Next, in step S102, it is determined whether or not the start assist request flag F_MASTSTR is "1". If the flag value is "1", the flow proceeds to step S135 to deviate from the normal assist determination. Set the subtraction coefficient KTRGRGN of the cruise power generation to “0”,
In the next step S136, the motor assist determination flag F_
MAST is set to "1" and the routine returns. If the result of determination in step S102 is that the start assist request flag F_MASTSTR is not "1", the flow proceeds to scramble assist trigger determination processing in step S103. This scramble assist trigger determination process is a determination for improving the feeling of acceleration by temporarily increasing the assist amount during acceleration. Basically, when the change amount of the throttle is large, the flag value is set to “1”. Is to be assigned. Details will be described later.

Then, it is determined in a next step S104 whether or not a scramble assist request flag F_MASTSCR set in the scramble assist trigger determination processing is "1". If the flag value is "1", this assist is determined. The process proceeds to step S135 to exit from the trigger determination process. If the scramble assist request flag F_MASTSCR is not "1", the throttle assist trigger correction value DTH is determined in the next step S105.
An AST calculation process is performed. This correction value calculation processing is for obtaining the amount of increase in the assist trigger threshold value when there is a load due to an air conditioner or the like.

Next, in step S106, a threshold value MTHASTN as a reference for the throttle assist trigger is searched from the throttle assist trigger table. As shown by the solid line in FIG. 5, the throttle assist trigger table includes a throttle opening threshold value MTH which is a reference for determining whether or not to perform motor assist with respect to the engine speed NE.
ASTN is set, and a threshold value is set according to the engine speed NE.

Next steps S107 and S108
Then, the high throttle assist trigger threshold MTHASTH is calculated by adding the correction value DTHAST calculated in step S105 to the reference threshold MTHASTN of the throttle assist trigger calculated in step S106, and the high throttle assist trigger threshold MTHTH is calculated.
Difference #DM for setting hysteresis from ASTH
THAST is subtracted to obtain a low throttle assist trigger threshold value MTHASTL. When these high / low throttle assist trigger thresholds are described in a manner superimposed on the reference threshold MTHASTN in the throttle assist trigger table of FIG. 5, they are indicated by broken lines.

In step S109, the current value THEM of the throttle opening is set in steps S107 and S10.
The throttle assist trigger threshold MTHAST obtained in step 8
It is determined whether or not this is the case. The throttle assist trigger threshold value MTHAST in this case is a value having the above-described hysteresis, and when the throttle opening is increasing, the high throttle assist trigger threshold value MTHAS is set.
When TH and the throttle opening are in the direction of decreasing, the low throttle assist trigger threshold value MTHASTL is referred to, respectively.

If the result of the determination in step S109 is "YES", that is, if the present value THEM of the throttle opening is equal to the throttle assist trigger threshold MTHAST
If it is equal to or greater than (the threshold for setting the high / low hysteresis), the determination result is "NO" in step S114, that is, the current throttle opening value THEM is equal to or greater than the throttle assist trigger threshold MTHAST (the threshold for setting the high / low hysteresis) If not, the process proceeds to step S110. In step S114, the throttle motor assist determination flag F_MASTTH is set to "1", while in step S110, the throttle motor assist determination flag F_MASTTH is set to "0".

In the processing so far, it is determined whether or not the throttle opening TH is an opening requiring motor assist. In step S109, the current value of the throttle opening THEM is set to the throttle assist trigger threshold value. MTH
When it is determined that the value is equal to or higher than AST, the throttle motor assist determination flag F_MASTTH is set to “1”, and by reading this flag in the “acceleration mode”, it is determined that the motor assist is required.

On the other hand, the fact that "0" is set to the throttle motor assist determination flag F_MASTTH in step S110 indicates that it is not in the region of the motor assist determination based on the throttle opening. In this embodiment, the assist trigger is determined based on both the throttle opening TH and the engine intake pipe negative pressure PB. When the current throttle opening THEM is equal to or greater than the throttle assist trigger threshold MTHAST. Is determined based on the throttle opening TH, and in a region not exceeding the threshold value, a determination is made based on the intake pipe negative pressure PB described later.

Next, in step S111, FIG.
As shown in FIG.
By subtracting a predetermined throttle opening delta value (for example, 10 deg) from AST, a final throttle assist trigger lower limit threshold value MTHASTFL is obtained. Next, in step S112, the final throttle assist trigger lower limit threshold value MTHASTFL and the throttle assist trigger threshold value MTHAST are interpolated and calculated with the current throttle opening value THEM as shown in FIG. 8, and the cruise power generation amount subtraction coefficient table value KTHRGN is calculated. In step S113, the cruise power generation amount subtraction coefficient table value KTHRGN
Is substituted for the cruise generation amount subtraction coefficient KTRGRGN.
Then, in step S116, a process of calculating the intake pipe negative pressure assist trigger correction value DPBAST is performed. This correction value calculation process is also for obtaining the amount of increase in the assist trigger threshold value when there is a load due to an air conditioner or the like.

Next, in step S117, a threshold value MASTL / H of the intake pipe negative pressure assist trigger is retrieved from the intake pipe negative pressure assist trigger table. This intake pipe negative pressure assist trigger table, as shown by two solid lines in FIG.
High intake pipe negative pressure assist trigger threshold MA for determining whether or not to perform motor assist with respect to engine speed NE
STH and low intake pipe negative pressure assist trigger threshold MASTL
In the search processing of step S117, the high threshold line MA of FIG. 6 is changed according to the increase in the intake pipe negative pressure PBA or the decrease in the engine speed NE.
When passing through STH from the bottom to the top, the motor assist determination flag F_MAST is set from “0” to “1”. When the vehicle passes the threshold line MASTL from top to bottom, the motor assist determination flag F_MA
ST is set from “1” to “0”. In FIG. 5, the gear is changed for each gear and for each stoichiometric / lean burn.

Then, in the next step S118, it is determined whether or not the flag value of the motor assist determination flag F_MAST is "1". If the determination result is "1", the process proceeds to step S119, where the determination result is "1". If not “1”, the process proceeds to step S120. Then, in step S119, the intake pipe assist trigger threshold value MAST is obtained by subtracting the intake pipe negative pressure assist trigger low threshold value MASTL retrieved in step S117 from the correction value DP calculated in step S116.
Calculated as a value obtained by adding BAST and step S121.
In step S1, the current value PBA of the intake pipe negative pressure is
It is determined whether or not it is equal to or greater than the intake pipe assist trigger threshold value MAST obtained in step S19. If the determination is "YES", the flow proceeds to step S135. If the determination is “NO”, the flow proceeds to step S122. In step S120, the intake pipe assist trigger threshold value MAST is set in step S120.
High threshold M of intake pipe negative pressure assist trigger searched at 117
ASTH and the correction value DPB calculated in step S116
AST is added to the value, and the process proceeds to step S121.

Next, in step S122, FIG.
As shown in the above, the intake pipe negative pressure assist trigger threshold MAS
From T, a predetermined intake pipe negative pressure delta value #DCRSPB
By subtracting (for example, 100 mmHg), the final intake pipe negative pressure assist trigger lower limit threshold value MASTFL is obtained. Next, in step S123, the final intake pipe negative pressure assist trigger lower limit threshold value MASTFL and the intake pipe negative pressure assist trigger threshold value MAST are interpolated and calculated with the current intake pipe negative pressure value PBA as shown in FIG. An amount subtraction coefficient table value KPBRGN is obtained, and in step S124, the cruise power generation amount subtraction coefficient table value KPBRGN is substituted for the cruise power generation amount subtraction coefficient KTRGRGN. Then, in step S125, "0" is substituted for the motor assist determination flag F_MAST, and the routine returns.

"Acceleration Mode" The acceleration mode will be described with reference to FIGS. In step S200, it is determined whether the mode is the acceleration mode. If the result of the determination is "YES", that is, if it is determined that the vehicle is in the acceleration mode, step S2 is performed.
In step 02, the final assist command value ASTPWRF is substituted for the final acceleration assist calculation value ACCASTF, and the flow advances to step S203. When the determination result in step S200 is “NO”, that is, when it is determined that the mode is other than the acceleration mode, “0” is added to the acceleration assist final calculated value ACCASTF.
And proceeds to step S203. Then, in step S203, the acceleration mode is set, and in step S20
Proceed to 4.

In step S204, a throttle assist amount coefficient KAPWRTH is searched in a table according to the remaining battery charge SOC as shown in FIG. 11, and in the next step S205, according to the remaining battery charge SOC as shown in FIG. Intake pipe negative pressure assist amount coefficient KAPW
Search the RPB table. Then, step S206
Proceed to.

In step S206, it is determined whether a throttle motor assist determination flag F_MASTTH is "1". If the result of the determination is “YES”, that is, if it is determined that the vehicle is in the throttle assist area, step S207
To energy storage zone B flag F_ESZ
It is determined whether or not ONEB is “1”. If the result of the determination is "NO", that is, if it is determined that the remaining battery charge SOC is outside the B zone, "1" is set to the throttle assist amount coefficient KAPWRTH in step S208, and the flow proceeds to step S209. If the decision result in the step S207 is “YES”, a step S209 is performed.
Proceed to. In step S209, as shown in FIG. 13, a high throttle assist amount threshold value A is set in accordance with the engine speed NE.
PWRTHH and low throttle assist amount threshold APRWT
HL is set. The engine speed NE is set between the two.
A certain width is set corresponding to.

Next, the process proceeds to step S210, where an acceleration assist calculation value ACCAST is obtained. The acceleration assist calculation value ACCAST is, as shown in FIG. 14, a throttle assist rigger threshold MTHAST and a throttle TH having a predetermined opening (for example, an opening obtained by a function of the engine speed NE) changed from the throttle assist rigger threshold MTHAST. Between the opening degree #MTHASTH and the high throttle assist amount threshold APW obtained in step 209 described above.
RTHH and low throttle assist amount threshold APRWTHL
Is calculated by interpolation between Then, in step S211, the acceleration assist calculation value ACCAST is set as a value obtained by multiplying the throttle assist amount coefficient KAPWRTH, and the process proceeds to step S214.

When the result of the determination in step S206 is "N
O ”, that is, when it is determined that the engine is in the intake pipe negative pressure assist region, the process proceeds to step S212, and an assist amount according to the engine speed NE and the intake pipe negative pressure PB is searched for using a map (not shown), and a map value # ASTPWR is set to the acceleration assist calculation value ACCAST. Then, in step S213, the acceleration assist calculation value ACCAST is set as a value obtained by multiplying the intake pipe negative pressure assist amount coefficient KAPWRPB, and the process proceeds to step S214. Note that the above map value #A
The STPWR changes holding for each gear of the MT vehicle. In addition, the stoichiometric area and the lean burn area have been switched.

In step S214, the control vehicle speed V
P is the assist CUT judgment vehicle speed at high vehicle speed #VACCAST
It is determined whether or not this is the case. The judgment result is “YES”,
That is, control vehicle speed VP ≧ high-speed assist CUT determination vehicle speed #VACCAST (high vehicle speed, for example, 180 km)
/ H), the process proceeds to step S220, and it is determined whether the assist permission flag F_ACCAST is “1”. If the result of the determination is "NO", that is, if the assist permission flag F_ACCASTF is determined to be "0", the flow proceeds to step S225, and the acceleration assist final calculation value A
"0" is substituted for CCASTF, and in step S226, "0" is set for the assist permission flag F_ACCAST, and the process proceeds to step S236.

The result of the determination in step S220 is "YES", that is, the assist permission flag F_ACCA
If ST is determined to be “1”, step S2
At 21, it is determined whether or not the previous time is the acceleration mode. When the result of the determination is “NO”, that is, when it is determined that the previous mode was not the acceleration mode, the process proceeds to step S225. Step S2
If the result of the determination in step 21 is "YES", that is, if it is determined that the previous time was the acceleration mode, the flow proceeds to step S222, and the DACCATC gradual subtraction update timer TACCATC
Is determined to be “0”. As a result of the judgment, DACCAT
If it is determined that the gradual subtraction update timer TACCATC is not “0”, the process proceeds to step S235. If it is determined in step S222 that the DACCATC gradual subtraction update timer TACCATC is “0”, the process proceeds to step S223.

In step S223, DACCA
The timer value #T is added to the TC gradual subtraction update timer TACCATC.
MACCATC is substituted, and in step S224, the gradual addition term # from the acceleration assist final calculation value ACCASTF
DACCATC is removed one by one, and in step S224A, the acceleration assist final calculated value ACCASTF is set to “0”.
It is determined whether or not: If the result of the determination is “0” or less, the process proceeds to step S225. If the result of the determination is that it exceeds "0", the flow proceeds to step S235.

When the result of the determination in step S214 is "N
O ", that is, control vehicle speed VP <high vehicle speed assist CUT
If it is determined that the vehicle speed is the determined vehicle speed #VACCAST (high vehicle speed), the process proceeds to step S215, where the start assist calculation process is performed. This start assist calculation process is a process for calculating the assist amount separately from the normal assist amount when the intake pipe negative pressure PB starts at a high negative pressure equal to or higher than a predetermined pressure for the purpose of improving the start performance. Then, step S2
At 16, the start assist permission flag F_STRAS
It is determined whether T is "1". The judgment result is “YES”,
That is, when it is determined that the start assist is permitted, the process returns.

When the result of the determination in step S216 is "N
If "O", that is, it is determined that the starting assist is not permitted, the process proceeds to step S217, and a scramble assist calculating process is performed. This content will be described later. Then, in a step S218, it is determined whether or not the scramble assist permission flag F_SCRAST is “1”. If the result of the determination is "YES", that is, if it is determined that scramble assist has been permitted, the process returns. If the result of the determination in step S218 is “N”, that is, it is determined that scramble assist is not permitted, the process proceeds to step S219, and it is determined whether the energy storage zone C flag F_ESZONEC is “1”.

If the result of the determination in step S219 is "Y
If “ES”, that is, the remaining battery charge SOC is in zone C, the process proceeds to step S220. If the decision result in the step S219 is "NO", a step S227 is performed.
To determine whether the gradual addition gradual subtraction update timer TACCAST is "0". If it is determined that the gradual addition gradual subtraction update timer TACCAST is not “0”, the process proceeds to step S235. Step S227
As a result of the determination, the gradual addition gradual subtraction update timer TACCA
If ST is determined to be "0", step S22
Proceed to 8.

In step S228, the gradual addition gradual subtraction update timer TACCAST is set to the timer value #TMACCAS.
T is substituted, and in step S229, the acceleration assist calculation value ACCAST is changed to the acceleration assist final calculation value ACCA.
It is determined whether or not it is equal to or more than STF. The determination result in step S229 is "YES", that is, the acceleration assist calculation value A
If it is determined that CCAST ≧ acceleration assist final operation value ACCASTF, the addition item #DACACCTP is gradually added to the acceleration assist final operation value ACCASTF in step S232, and in step S233, the acceleration assist final operation value ACCASTF becomes the acceleration assist operation value. It is determined whether it is less than or equal to ACCAST.

If the result of the determination in step S233 is "Y
ES ”, that is, the acceleration assist final calculation value ACCASTF
If it is determined that ≦ acceleration assist calculation value ACCAST, in step S235, the assist permission flag F_ACCAST is set to “1”, and step S236 is performed.
Proceed to. If the determination result in step S233 is “N
O ”, that is, acceleration assist final calculation value ACCASTF>
If it is determined that the calculated value is the acceleration assist calculation value ACCAST, the acceleration assist calculation value A is determined in step S234.
CCAST is substituted for the acceleration assist final calculation value ACCASTF, and the process proceeds to step S235.

If the determination result in step S229 is "N
O ", that is, when it is determined that the acceleration assist calculation value ACCAST <the acceleration assist final calculation value ACCASTF, in step S230, the gradual subtraction term #DACC is set.
ASTM (for example, 0.3 W) is subtracted from the acceleration assist final calculated value ACCASTF, and it is determined in step S231 whether the acceleration assist final calculated value ACCASTF is equal to or greater than the acceleration assist calculated value ACCAST. If the result of the determination in step S231 is “YES”, that is, if it is determined that the final acceleration assist calculation value ACCASTF ≧ the acceleration assist calculation value ACCAST, the flow proceeds to step S235. The determination result in step S231 is “NO”, that is, the acceleration assist final calculation value ACCAST
When it is determined that F <acceleration assist calculation value ACCAST, the process proceeds to step S234.

In step S236, as shown in FIG. 15, the assist amount upper limit value #AS based on the control vehicle speed VP.
Assist amount upper limit value AST by TVHG table search
Find VHG. Then, in a next step S237, it is determined whether or not the acceleration assist final calculation value ACCASTF is equal to or more than the assist amount upper limit ASTVHG, and the determination result is "YES", that is, the acceleration assist final calculation value ACC
If it is determined that ASTF ≧ the assist amount upper limit ASTVHG, the assist upper limit ASTVH is added to the acceleration assist final calculation value ACCASTF in step S238.
Substitute G and go to step S239. Step S23
7, the acceleration assist final calculation value ACCASTF <
If it is determined that the assist amount is the upper limit ASTVHG, the process proceeds to step S239. Then, step S23
In step 9, the final assist calculation value ACCASTF is substituted for the final assist command value ASTPWRF, and step S24 is performed.
At 0, "0" is substituted for the final charge command value REGENF, and the control is terminated.

"Scramble assist calculation process"
The scramble assist calculation processing in step S217 will be described. This scramble assist improves the feeling of acceleration by temporarily increasing the amount of assist during acceleration under certain conditions. FIG. 16 is a flowchart of the scramble assist trigger determination, and FIG. 17 is a flowchart of determining the assist amount.

In step S301 of FIG. 16, the engine speed NE is reduced to the scramble assist execution lower limit value #NSCAS.
It is determined whether it is equal to or less than TL. Here, the hysteresis is set such that the scramble assist execution lower limit value #NSCASTL is, for example, 1000 rpm when the engine speed increases and 800 rpm when the engine speed decreases.

If the result of determination in step S301 is that the engine speed NE is lower than or equal to the scramble assist execution lower limit value #NSCASTL, the process exits from this process and proceeds to step S305. Then, in step S305, a predetermined value #TMSCRHD (for example, 3 seconds) is set in the timer TSCRHLD, and in step S306, the scramble assist request flag F_MA is set.
"0" is set in STSCR and the routine returns. As a result of the determination in step S301, the engine speed N
E is the scramble assist execution lower limit value #NSCASTL
If the engine speed is higher than the maximum engine speed, the process proceeds to step S302, where it is determined whether or not the engine speed NE is equal to or less than the scramble assist execution upper limit value #NSCASTH. This scramble assist execution upper limit value #NSCAS
When the engine speed increases, TH is set to, for example, 420.
The hysteresis is set to 0 rpm, and when it decreases, for example, 4000 rpm.

If the result of determination in step S302 is that the engine speed NE is higher than the scramble assist execution upper limit #NSCASTH,
The process exits from this processing and proceeds to step S305. If the result of determination in step S302 is that the engine speed NE is a low speed that is equal to or lower than the scramble assist execution upper limit value #NSCASTH, the process proceeds to the next step S303. In step S303, it is determined whether or not the control vehicle speed VP is equal to or less than the scramble assist execution upper limit vehicle speed #VSCRAST. Similarly to the case of the rotational speed, the hysteresis is set such that the upper limit vehicle speed is 150 km / h when the vehicle speed is increased, and is 140 km / h when the vehicle speed is decreased, for example.

As a result of the determination in step S303, the control vehicle speed VP becomes the scramble assist execution upper limit vehicle speed #VSCR
If the vehicle speed is higher than AST, the process goes through step S305. If the result of the determination in step S303 is that the control vehicle speed VP is equal to or lower than the scramble assist upper limit vehicle speed #VSCRAST, the flow proceeds to the next step S304. The processing from step S300 to step S304 is such that the execution of the scramble assist control is limited to the case where the engine speed NE and the control vehicle speed VP are within a specific range. In order to improve the output response in the medium load region of the engine, the process is canceled from the scramble assist trigger determination process.

Next, at step S304, it is determined whether or not the throttle fully open flag F_WOT is "1". If the result of determination is that the throttle opening is not large, the process exits from the process and proceeds to step S305, and if it is large, the process proceeds to the next step S307. Although the throttle opening is fully detected in step S304 as one of the driver's intentions to accelerate this time, a threshold may be set for the throttle opening and a flag may be set when the throttle opening is greater than the threshold. In step S307, a scramble assist request flag F_MASTSC set in step S311 described later is set.
It is determined whether or not R is “1”.

If the result of the determination in step S307 is "N
If "O", it is determined in step S308 whether or not the throttle fully open flag F_WOT in the previous cycle is "1". That is, when the throttle fully open flag F_WOT in step S304 is "1", it is determined whether or not the flag has been continued from the previous cycle. If the throttle fully open flag F_WOT at the time of the previous cycle is "1", it indicates that the throttle is fully open, for example, due to uphill running, etc., and the process proceeds to step S306 so as to exit this process.

If the result of determination in step S308 is that the throttle fully open flag F_WOT in the previous cycle is not "1", that is, if the throttle has been fully opened in this cycle, it is due to an acceleration request, so the flow proceeds to step S309. Here, the change amount D of the throttle opening is
THEM is the scramble assist determination threshold #DTHSC
It is determined whether or not it is AST (for example, 1 deg) or more. If the determination result in step S309 is "NO", that is, the acceleration request is small or the vehicle is in a deceleration state, the process exits from this process and proceeds to step S306. If the determination result in step S309 is "YES", the acceleration is performed. Since the request is large, the process proceeds to the next step S310.

Then, in step S310, the timer TS
It is determined whether or not CRHLD is “0”. If not, the scramble assist request flag F_MASTSCR is set to “1” in the next step S311. On the other hand, if the timer TSCRHLD becomes "0", the process proceeds to step S306 to end this processing. In this embodiment, the throttle opening is used as the intention to accelerate, but the accelerator opening may be used.

Next, in step S400 of FIG. 17, it is determined whether or not the scramble assist request flag F_MASTSCR is "1". The judgment result is “NO”,
That is, the scramble assist request flag F_MASTS
If CR is "0", "0" is substituted for the scramble assist permission flag F_SCRAST in step S413, and the routine returns. If the result of the determination in step S400 is "YES", that is, if the scramble assist request flag F_MASTSCR is "1", the flow proceeds to step S401 to search for an assist value #SCRAST corresponding to the engine speed NE as shown in FIG. To set the scramble assist calculation value SCRAST. Here, the scramble assist value is changed for each gear.

Next, in step S402, the scramble assist calculation value SCRAST is multiplied by the throttle assist amount coefficient KAPWRTH, and in step S403, it is determined whether or not the gradual addition / gradual subtraction update timer TSCRAST is "0". If the determination is "NO", the flow proceeds to step S411. If the determination result in step S403 is “YES”, step S404
, Progressive addition, gradual subtraction update timer TSCRAST
Is set to a predetermined value #TMSCRAST, for example, 50 ms.

Next, in step S405, it is determined whether or not the scramble assist calculation value SCRAST is equal to or greater than the scramble assist final calculation value SCRASTF. The determination result is “YES”, that is, the scramble assist calculation value SCRAST ≧ the scramble assist final calculation value SC
If it is RASTF, in step S408, the addition term #DSCRASTP (for example, 1 kW) is gradually added to the scramble assist trigger final operation value SCRASTF, and in step S409, the scramble assist operation value SCRASTF is changed to the scramble assist operation value SC
It is determined whether it is equal to or less than RAST.

When the result of the determination in step S409 is "Y
ES ”, that is, the scramble assist final calculation value SCR
If it is determined that ASTF ≦ the scramble assist calculation value SCRAST, “1” is substituted for the scramble assistance permission flag F_SCRAST in step S411, and the scramble assistance final calculation value SCRASTF is substituted for the final assist command value ASTPWRF in step S412. And return. still. This scramble assist final calculation value SCRASTF is a value that is about 1.5 times the normal assist amount.

If the result of the determination in step S409 is "N
O ", that is, the scramble assist final calculation value SCRA
If it is determined that STF> scramble assist calculation value SCRAST, in step S410, scramble assist calculation value SCRAST is substituted for scramble assist final calculation value SCRASTF, and the flow advances to step S411. The determination result in step S405 is "NO", that is, the scramble assist calculation value SCRA
ST <Scramble assist final operation value SCRASTF
In step S406, the term #D is gradually subtracted from the scramble assist trigger final operation value SCRASTF in step S406.
SCRASTM (for example, 500 w) is subtracted, and in step S407, the scramble assist final operation value S
CRASTF is the scramble assist calculation value SCRAS
It is determined whether it is T or more.

When the result of the determination in step S407 is "Y
ES ”, that is, the scramble assist final calculation value SCR
If ASTF ≧ scramble assist calculation value SCRAST, the process proceeds to step S411. Step S
If the determination result in 407 is “NO”, that is, if the scramble assist final operation value SCRASTF <the scramble assist operation value SCRAST, step S41 is performed.
Go to 0.

Therefore, for example, when the driver shifts from the first gear to the second gear
When the gear ratio is increased when the gear is changed from the second speed to the third speed or from the second speed to the third speed, the output usually drops, but in this embodiment, as shown in FIG. In a state where the conditions are satisfied (step S300
-Step S303) When the driver depresses the accelerator pedal (Step S304), the scramble request flag F_MA is set while the timer is set in Step S305.
STSCR is set (step S306).

As a result, as shown in FIG. 17, during this period, the assist is applied with the output increased from the normal level (step S412), so that the acceleration is added to the hatched portion as shown in FIG. (G) can be added. Therefore, it is possible to give a feeling of acceleration according to the driver's intention. Further, since the gear ratio is set to a high ratio as shown in FIG. 20, for example, a drop D of the engine speed NE in a shift change after traveling in a low gear (first speed, second speed) is suppressed, and the feeling of acceleration is reduced. Certain operations can be performed.
In FIG. 20, the broken line shows the state before the countermeasure.

When the above-mentioned scramble assist is applied, steps S405 and S40 in FIG.
8. Since the output is gradually increased as shown in steps S409 and S411 (shown in the first half of FIG. 21), smooth torque assist can be ensured without giving a feeling of strangeness to the driver. On the other hand, after the time set in step S305 elapses, step S305 is executed.
At 310, the timer value becomes "0", and step S3
When the scramble request flag F_MASTSCR is reset at 06, the scramble assist permission flag F_SCR is determined at step S413 after the determination at step S400.
AST is reset.

Therefore, the determination result of step S218 in the acceleration mode of FIGS. 9 and 10 is "NO",
Next, in step S229, the acceleration assist calculation value ACCAST <the acceleration assist final calculation value ACCAST
F, the assist amount is gradually reduced (step S230, step S231, step S23).
5) Also in this case, the driver does not feel uncomfortable (shown in the latter half of FIG. 21). Therefore, it is possible to improve the acceleration performance in the case of re-acceleration after finishing the turn from the state where the rotation speed is reduced in the idle state during the turning of the vehicle, thereby improving the merchantability. Even when the ratio difference between the second speed and the third speed is large, the output step at the time of upshifting can be eliminated. Therefore, sufficient acceleration performance and smooth upshift performance can be ensured even when the gear ratio is in a high ratio for improving fuel efficiency.

[0069]

As described above, according to the first aspect of the present invention, when the driver's intention to accelerate is determined to be equal to or greater than the predetermined value by the intention to accelerate, the second determination is made.
The motor is driven via the assist control means by the assist amount set by the assist amount determination means, for example, according to the engine speed. This makes it possible to assist the motor in response to the driver's instantaneous assist request, so that when the vehicle turns, the acceleration performance in a case where the vehicle turns from idling to a low speed and then completes the turn and re-accelerates Therefore, even if the ratio difference between the first gear to the second gear and the second gear to the third gear is large, there is an effect that the output step at the time of upshifting can be eliminated. Therefore, there is an effect that sufficient acceleration performance and smooth shift-up performance can be ensured even when the gear ratio is in a high ratio for improving fuel efficiency.

According to the second aspect of the present invention, when the driver has requested acceleration by the acceleration intention determination means,
During the time set by the assist time setting means, smooth acceleration is possible by gradually increasing the assist amount until the assist amount is reached, so that there is no sense of incongruity compared to a case where the assist amount suddenly increases. It has the effect of realizing acceleration. In addition, the assist amount can be smoothly reduced by gradually reducing the assist amount when the time for performing the assist by the delay unit is completed, so that the return to the normal state can be smoothly performed compared to a case where the assist amount is rapidly removed. There is an effect that can be done.

According to the third aspect of the present invention, it is possible to determine that the accelerator pedal is depressed by a large amount and instantaneously when the driver has the intention to accelerate.
There is an effect that the driver's intention to assist different from the assist by the first assist amount determining means can be reliably determined.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a hybrid vehicle.

FIG. 2 is a flowchart illustrating a motor operation mode determination.

FIG. 3 is a flowchart of an assist trigger determination.

FIG. 4 is a flowchart of an assist trigger determination.

FIG. 5 is a graph showing threshold values of a TH assist mode and a PB assist mode.

FIG. 6 is a graph of a threshold value of the MT vehicle in the PB assist mode.

FIG. 7 is a graph for obtaining coefficients in steps S113, S124, and S134.

FIG. 8 is a graph for obtaining coefficients in steps S113, S124, and S134.

FIG. 9 is a flowchart of an acceleration mode.

FIG. 10 is a flowchart of an acceleration mode.

FIG. 11 is a graph chart for obtaining a TH assist amount coefficient.

FIG. 12 is a graph for obtaining a PB assist amount coefficient.

FIG. 13 is a graph for obtaining a high throttle assist amount threshold and a low throttle assist amount threshold.

FIG. 14 is a graph chart for calculating an acceleration assist calculation value.

FIG. 15 is a graph for obtaining an assist amount upper limit value.

FIG. 16 is a flowchart of a scramble assist trigger determination.

FIG. 17 is a flowchart for setting an assist amount of a scramble assist trigger.

FIG. 18 is a graph showing the relationship between vehicle speed and acceleration.

FIG. 19 is a graph showing the relationship between vehicle speed and shaft output.

FIG. 20 is a graph showing a relationship between time and a scramble assist amount.

FIG. 21 is a graph showing how the assist amount is gradually added and subtracted in the scramble assist.

[Explanation of symbols]

Reference Signs List 1 motor ECU (assist control means) 3 battery (power storage device) E engine F_MASTSCR scramble assist request flag M motor SCRAST scramble assist calculation value (assist amount) S013 assist control means S125, S136 assist determination means S229, S230, S231 Gradual subtraction S239 First assist amount determining means S304, S308, S309 Acceleration intention determining means S305 Assist time setting means S401 Second assist amount determining means S405, S408, S409 Gradual addition of assist amount

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Kazunori Sawamura 1-4-1, Chuo, Wako, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor ▲ Hideyuki Takahashi 1-4-4, Chuo, Wako, Saitama No. 1 Inside Honda R & D Co., Ltd. (72) Inventor Hideyuki Oki 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Shinichi Kitajima 1-4-4 Chuo, Wako-shi, Saitama Pref. No. 1 F-term in Honda R & D Co., Ltd. (Reference) 3D039 AA01 AA04 AA07 AB27 AC33 AD53 3G093 AA04 AA07 BA15 BA22 CA04 CB06 CB10 DA01 DA03 DA06 DB05 DB10 DB12 DB15 EA05 EB09 EC02 FA08 FA10 FA11 FB03 PA04 FB06 PA06 PI16 PI24 PI29 PI30 PO02 PO06 PO17 PU08 PU22 PU23 PU25 PV09 QA01 QE08 QE09 QE10 QE12 QI04 QN03 QN12 RB08 RE05 RE07 SE04 SE05 SE08 TB01 TE02 TE03 TE06 TI02 T I05 TI06 TI10 TO02 TO05 TO22 TO23 TO30 TU16 TU17 UI23

Claims (3)

[Claims] 1. An engine for outputting a propulsive force of a vehicle, a motor for generating an auxiliary driving force for assisting the output of the engine according to a driving state of the vehicle, and supplying power to the motor or at least when the vehicle is decelerated. A hybrid vehicle equipped with a power storage device for storing regenerative energy obtained by a regenerative operation of a motor, wherein assist determination means for determining whether or not motor output assist is provided by a motor in accordance with a driving state of the vehicle; First assist amount determining means for setting an auxiliary driving force of the motor in accordance with an operating state of the engine when it is determined that assisting is performed by the means;
A control apparatus for a hybrid vehicle, comprising: an assist control unit that performs assist by the motor based on the assist amount determined by the first assist amount determination unit; an acceleration intention determination unit that determines a driver's intention to accelerate;
When the driver's intention to accelerate is greater than or equal to a predetermined value, a second assist amount determining means for setting an assist amount different from the first assist amount determining means is provided. A hybrid vehicle that assists the output of the engine by driving the motor by the assist control means based on the assist amount set by the second assist amount determination means when the intention of acceleration is equal to or greater than a predetermined value. Control device. 2. When the driver's intention to accelerate is determined to be equal to or greater than a predetermined value by the acceleration intention determining means, the time for assisting by the assist control means based on the assist amount set by the second assist amount determining means. The assist amount is set by the first assist amount setting means when the assist is started by the assist control means based on the set time set by the assist time setting means. The control device for a hybrid vehicle according to claim 1, wherein the assist amount is gradually increased by the assist control means, and the assist amount is gradually decreased when the time for performing the assist ends. 3. The acceleration intention judging means judges that the intention to accelerate is equal to or more than a predetermined value when the throttle opening is equal to or more than a predetermined value and the amount of change in the throttle opening is equal to or more than a predetermined value. A control device for a hybrid vehicle according to claim 2.