JP2002295280A - Device for and method of controlling drive for hybrid vehicle, and program therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of shocks due to road conditions, operating condition or the like, so as to not to impart feeling of discomfort to a driver. SOLUTION: A drive control device for a hybrid vehicle is provided with a battery 43, a drive motor 25, a calculation means 91 for calculating an engine output requirement, a present location detecting means a determining means 92 for determining the road conditions, and a selection means 93 for selecting either one of a first operation state, in which an engine is idled and a second operation state in which a fuel is cut based on the engine output requirement and the road conditions. Thereby, when a temporary braking is needed in the hybrid vehicle, the engine is set to operation, while the fuel will not be cut even if the engine output requirement amount is small.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a drive control device for a hybrid vehicle, a drive control method for a hybrid vehicle, and a program therefor.

[0002]

2. Description of the Related Art Conventionally, in a hybrid vehicle, a rotation generated by driving an engine is transmitted to a generator to drive the generator, and a DC current generated by the generator is transferred to a battery. To charge the battery, and further convert the electric power of the battery into an alternating current to drive a drive motor.
In addition, the engine and the drive motor are connected via a clutch, the drive motor is driven at the time of starting, then the clutch is engaged, and the engine is driven to drive the hybrid vehicle. There is a parallel hybrid vehicle in which a motor is driven.

[0003] Further, there has been provided a hybrid vehicle in which a series hybrid vehicle and a parallel hybrid vehicle are combined. The hybrid vehicle has a planetary gear unit including a sun gear, a ring gear, and a carrier, connects the carrier to an engine, connects a ring gear to drive wheels,
The sun gear and the generator motor are connected to transmit the engine torque, that is, a part of the engine torque to the generator to generate electric power, and transmit the rest to the driving wheels to generate driving force.

By the way, in each of the hybrid vehicles described above, based on the condition of the hybrid vehicle or running conditions such as the vehicle speed and the amount of depression of an accelerator pedal, etc.
The output of the engine, that is, whether or not the engine output is necessary is determined. If not, the driving of the engine is stopped to improve the fuel efficiency.

[0005]

However, in the above-mentioned conventional hybrid vehicle, it may be necessary to restart the engine immediately after stopping the driving of the engine depending on road conditions, driving conditions and the like. In this case, starting the engine or stopping the driving may cause a shock, which may give the driver an uncomfortable feeling.

The present invention solves the above-mentioned problems of the conventional hybrid vehicle, and can prevent a shock from occurring due to road conditions, driving conditions, etc., and does not give a driver an uncomfortable feeling. It is an object to provide a drive control device for a hybrid vehicle, a drive control method for a hybrid vehicle, and a program therefor.

[0007]

For this purpose, in a drive control device for a hybrid vehicle according to the present invention, a battery, a drive motor supplied with a current from the battery and driven, and an engine for calculating an engine required output are provided. Request output calculation processing means, current position detection means for detecting the current position,
A road condition determination processing means for determining a road condition corresponding to the current location; a first operation condition in which the engine is idling and a second operation condition in which fuel is cut off based on the engine required output and the road condition. Operating state selection processing means for selecting.

In another drive control device for a hybrid vehicle according to the present invention, the engine required output calculating means calculates an engine required output based on the vehicle required output and the battery required output.

In still another drive control device for a hybrid vehicle according to the present invention, the road condition determination processing means determines whether the hybrid vehicle requires temporary braking. The operating state selection processing means selects the first operating state when the engine required output is less than or equal to a threshold and the hybrid vehicle requires temporary braking, and the engine required output is If the hybrid vehicle does not require temporary braking, the second operating state is selected.

In still another drive control device for a hybrid vehicle according to the present invention, the road condition determination processing means determines whether the hybrid vehicle runs at a corner.

The operating state selection processing means selects the first operating state when the engine required output is equal to or less than a threshold value and the hybrid vehicle runs at a corner, and the engine required output is equal to or less than the threshold value. In the case where the hybrid vehicle does not travel in a corner, the second operation state is selected.

[0012] Still another drive control device for a hybrid vehicle according to the present invention further includes a recommended vehicle speed calculation processing means for calculating a recommended vehicle speed based on road condition data. Then, the road condition determination processing means determines whether the hybrid vehicle requires temporary braking based on the recommended vehicle speed.

[0013] In still another drive control device for a hybrid vehicle according to the present invention, further comprising: a generator mechanically connected to the engine; an output shaft connected to the drive motor and drive wheels; Gear elements,
Each gear element has a differential gear connected to the engine, generator and output shaft, respectively.

In the drive control method for a hybrid vehicle according to the present invention, an engine required output is calculated, a current position is detected, a road condition is determined in correspondence with the current position, and a road condition is determined based on the engine request output and the road condition. A first operation state in which the engine is idling and a second operation state in which fuel is cut are selected.

In another drive control method for a hybrid vehicle according to the present invention, the engine required output may further include:
It is calculated based on the required vehicle output and the required battery output.

In the program of the drive control method for a hybrid vehicle according to the present invention, the computer is required to calculate an engine required output, an engine required output calculating means, a road condition determining processing means for determining a road condition corresponding to the current location, And operating as an operation state selection processing means for selecting a first operation state in which the engine is idling and a second operation state in which fuel is cut off based on the engine required output and road conditions.

[0017]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a functional block diagram of a drive control device for a hybrid vehicle according to an embodiment of the present invention.

In the figure, reference numeral 43 denotes a battery; 25, a drive motor driven by current supplied from the battery 43; 91, an engine request output calculation means for calculating an engine request output; 121, a current position detection for detecting a current position; GPS as a means, 92 is a road condition determination processing means for determining a road condition corresponding to the current location, 93 is a first operating state in which an engine (not shown) is idling based on the engine required output and the road condition, And operating state selection processing means for selecting a second operating state in which fuel is cut.

FIG. 2 is a conceptual diagram of a hybrid vehicle according to an embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine (E / G) disposed on a first axis, and reference numeral 12 denotes an engine (E / G) disposed on the first axis, which is generated by driving the engine 11. An output shaft for outputting rotation, 13 is disposed on the first axis, and a planetary gear unit as a differential gear device for performing a speed change with respect to the rotation input via the output shaft 12, and 14 is An output shaft, which is disposed on one axis line and outputs the rotation after shifting in the planetary gear unit 13, 15 is a first counter drive gear as an output gear fixed to the output shaft 14, and 16 is the 1 and connected to the planetary gear unit 13 via a transmission shaft 17.
1 is a generator (G) as a first electric motor mechanically connected to the first electric motor.

The output shaft 14 has a sleeve shape and is disposed so as to surround the output shaft 12. Further, the first counter drive gear 15 is a planetary gear unit 1.
3 is provided on the engine 11 side.

The planetary gear unit 13
Is at least a sun gear S as a first gear element,
A pinion P meshing with the sun gear S; a ring gear R serving as a second gear element meshing with the pinion P; and a carrier CR serving as a third gear element rotatably supporting the pinion P. The sun gear S is disposed on the generator 16 via the transmission shaft 17, and the ring gear R is disposed on the second axis parallel to the first axis via the output shaft 14 and a predetermined gear train, A drive motor (M) 25 and a drive wheel 37 as a second electric motor mechanically connected to the generator 16 and a carrier CR are connected to the output shaft 1.
2 and connected to the engine 11. Further, a one-way clutch F is provided between the carrier CR and the case 10 of the driving device. The one-way clutch F becomes free when the forward rotation is transmitted from the engine 11 to the carrier CR, and the one-way clutch F When the reverse rotation is transmitted from the machine 16 or the drive motor 25 to the carrier CR, the rotation is locked, so that the reverse rotation is not transmitted to the engine 11.

Further, the generator 16 is provided with the transmission shaft 1.
7, a rotor 21 rotatably disposed, a stator 22 disposed around the rotor 21, and a coil 23 wound around the stator 22. The generator 16 generates a DC current by rotation transmitted through a transmission shaft 17. The coil 23 is connected to a battery (not shown) and supplies the current to the battery. A generator brake B is provided between the rotor 21 and the case 10. By engaging the generator brake B, the rotor 21 is fixed, and the rotation of the generator 16 can be stopped.

An output shaft 26 is disposed on the second axis and outputs the rotation of the drive motor 25.
Reference numeral 7 denotes a second counter drive gear as an output gear fixed to the output shaft 26. The drive motor 25 includes:
A rotor 40 fixed to the output shaft 26 and rotatably disposed, and a stator 4 disposed around the rotor 40
1 and a coil 42 wound around the stator 41.

The drive motor 25 generates a torque of the drive motor, that is, a drive motor torque by a current supplied to the coil 42. To this end, the coil 42 is connected to the battery, and a DC current from the battery is converted into an AC current and supplied.

In order to rotate the drive wheels 37 in the same direction as the rotation of the engine 11, a counter shaft 30 is provided on a third axis parallel to the first and second axes, and the counter shaft 30 is provided. A first counter driven gear 31 and a first counter driven gear 31
The second counter driven gear 32 having more teeth is fixed. Further, the first counter driven gear 31 and the first counter drive gear 15 are meshed with the second counter driven gear 32 and the second counter drive gear 27, and the first counter drive gear The rotation of 15 is inverted and transmitted to the first counter driven gear 31, and the rotation of the second counter drive gear 27 is inverted and transmitted to the second counter driven gear 32.

Further, a differential pinion gear 33 having fewer teeth than the first counter driven gear 31 is fixed to the counter shaft 30.

A differential device 36 is disposed on a fourth axis parallel to the first to third axes,
The differential ring gear 35 of the differential device 36 meshes with the differential pinion gear 33. Therefore, the rotation transmitted to the differential ring gear 35 is distributed by the differential device 36 and the driving wheels 37
Is transmitted to As described above, not only can the rotation generated by the engine 11 be transmitted to the first counter driven gear 31, but also the rotation generated by the drive motor 25 can be transmitted to the second counter driven gear 3.
2 to drive the hybrid vehicle by driving the engine 11 and the drive motor 25.

Reference numeral 38 denotes a generator rotor position sensor such as a resolver for detecting the position of the rotor 21, ie, the generator rotor position θG, and reference numeral 39 denotes a resolver or the like for detecting the position of the rotor 40, ie, the drive motor rotor position θM. It is a drive motor rotor position sensor.

The rate of change ΔθG in the generator rotor position θG
To calculate the rotation speed of the generator 16, ie, the generator rotation speed NG, and calculate the rate of change ΔθM of the drive motor rotor position θM to calculate the rotation speed of the drive motor 25, ie, the drive motor rotation speed. NM can be calculated. The rate of change Δθ
The vehicle speed V can be calculated based on M and the gear ratio γV in the torque transmission system from the output shaft 26 to the drive wheels 37. Since the generator rotor position θG corresponds to the generator rotation speed NG and the drive motor rotor position θM corresponds to the drive motor rotation speed NM, the generator rotor position sensor 38 is used to detect the generator rotation speed NG. The drive motor rotor position sensor 39 is used as the rotational speed detecting means.
Can be made to function as drive motor rotation speed detection means for detecting the drive motor rotation speed NM and vehicle speed detection means for detecting the vehicle speed V.

Next, the operation of the planetary gear unit 13 will be described.

FIG. 3 is an explanatory diagram of the operation of the planetary gear unit according to the embodiment of the present invention, FIG. 4 is a vehicle speed diagram during normal running in the embodiment of the present invention, and FIG. 5 is normal running in the embodiment of the present invention. It is a torque diagram at the time.

As shown in the figure, in the planetary gear unit 13, the carrier CR is connected to the engine 11,
The sun gear S is a generator 16 and the ring gear R is an output shaft 14.
Are connected to the drive motor 25 and the drive wheels 37 via the rotation speed of the ring gear R, that is,
The ring gear rotation speed NR is equal to the rotation speed output to the output shaft 14, that is, the output shaft rotation speed, the rotation speed of the carrier CR is equal to the engine rotation speed NE,
The rotation speed of the sun gear S becomes equal to the generator rotation speed NG. When the number of teeth of the ring gear R is set to ρ times (in this embodiment, twice) the number of teeth of the sun gear S, the relationship of (ρ + 1) · NE = 1 · NG + ρ · NR is established. Therefore, the ring gear rotation speed N
The engine rotation speed NE NE = (1 · NG + ρ · NR) / (ρ + 1) (1) can be calculated based on R and the generator rotation speed NG. Note that the equation (1) forms an equation relating to the rotation speed of the planetary gear unit 13.

The engine torque TE, the ring gear R
, Ie, the ring gear torque TR and the torque of the generator 16, ie, the generator torque TG, have the following relationship: TE: TR: TG = (ρ + 1): ρ: 1 (2) Receive reaction forces from each other. The equation (2) forms a torque relational expression of the planetary gear unit 13.

During normal running of the hybrid vehicle, the ring gear R, the carrier CR and the sun gear S
Are rotated in the positive direction, and as shown in FIG. 4, the ring gear rotation speed NR, the engine rotation speed NE, and the generator rotation speed NG all take positive values. Further, the ring gear torque TR and the generator torque TG
Is obtained by apportioning the engine torque TE at a torque ratio determined by the number of teeth of the planetary gear unit 13, so that the ring gear torque TR and the generator torque TG on the torque diagram shown in FIG.
Is the engine torque TE.

Next, a description will be given of a drive control device for a hybrid vehicle having the above-described configuration.

FIG. 6 is a first block diagram showing a drive control device for a hybrid vehicle according to an embodiment of the present invention.
FIG. 7 is a second block diagram showing the drive control device for a hybrid vehicle according to the embodiment of the present invention.

In the drawing, 10 is a case, 11 is an engine, 13 is a planetary gear unit, 16 is a generator, B
Is a generator brake for fixing the rotor 21 of the generator 16, 25 is a drive motor, 28 is an inverter for driving the generator 16, 29 is an inverter for driving the drive motor 25, and 37 is a drive wheel. , 38 are a generator rotor position sensor, 39 is a drive motor rotor position sensor, 43
Is a battery. The inverters 28 and 29 are connected to a battery 43 via a power switch SW. The battery 43 sends a DC current to the inverters 28 and 29 when the power switch SW is turned on. A smoothing capacitor C is connected between a positive polarity terminal and a negative polarity terminal of the battery 43.

Reference numeral 51 denotes a vehicle control device which comprises a CPU, a recording device, etc., and controls the entire hybrid vehicle. The vehicle control device 51 includes an engine control device 46 as engine control means, a generator, A generator control device 47 as control means and a drive motor control device 49 as drive motor control means are provided. The engine control device 46 includes a CPU, a recording device, and the like, and sends an instruction signal such as a throttle opening degree θ and a valve timing to the engine 11 to control the engine 11. The generator control device 47 includes a CPU, a recording device, and the like, and sends a drive signal SG1 to the inverter 28 in order to control the generator 16. The drive motor control device 49 includes a CPU, a recording device, and the like, and sends a drive signal SG2 to the inverter 29 in order to control the drive motor 25. The vehicle control device 51 is connected to a navigation device 114.

The inverter 28 is driven based on the drive signal SG1, receives a DC current from the battery 43 during power running (drive), and outputs U-phase, V-phase and W-phase currents IG.
U, IGV, IGW, and each current IGU, IG
V and IGW are sent to the generator 16, and during regeneration (power generation), the U-phase, V-phase and W-phase currents IGU, IGV,
In response to the IGW, a DC current is generated and the battery 43
Send to

The inverter 29 outputs a drive signal S
It is driven based on G2, receives a DC current from the battery 43 during power running, and outputs U-phase, V-phase and W-phase currents IMU,
IMV, IMW, and each current IMU, IMV, I
MW is sent to the drive motor 25, and the drive motor 25
U, V and W phase currents IMU, IMV, IMW
In response, a DC current is generated and sent to the battery 43.

Reference numeral 44 denotes a state of the battery 43, that is, a remaining battery level detecting device for detecting a remaining battery level SOC as a battery state, and 52 denotes an engine speed N.
An engine speed sensor 53 for detecting E, a shift lever position as a shift operation means (not shown), that is, a shift position sensor for detecting a shift position SP, an accelerator pedal 54, a position 55 of the accelerator pedal 54 (stepping on the accelerator pedal 54) Amount), that is, an accelerator switch as an accelerator operation detecting means for detecting an accelerator pedal position AP, 61 is a brake pedal, 62 is a position (depressed amount) of the brake pedal 61, that is, a brake operation for detecting a brake pedal position BP. A brake switch as a detecting means, 63 is an engine temperature sensor for detecting the temperature tm of the engine 11, 64 is a generator temperature sensor for detecting the temperature of the generator 16, for example, the temperature of the coil 23 (FIG. 2), and 65 is a drive. Detects the temperature of the motor 25, for example, the temperature of the coil 42 That is a drive motor temperature sensor.

The currents IG are 66 to 69 respectively.
Current sensor for detecting U, IGV, IMU, IMV, 7
Reference numeral 2 denotes a battery voltage sensor that detects a battery voltage VB as the battery state. Further, as the battery state, a battery current, a battery temperature, and the like can be detected. The remaining battery level detecting device 44, the battery voltage sensor 72, a not-shown battery current sensor, a not-shown battery temperature sensor, and the like constitute a battery state detecting means.

The vehicle control unit 51 sends an engine control signal to the engine control unit 46 to turn on the engine.
Off, set the generator rotor position θG to calculate the generator rotation speed NG, read the drive motor rotor position θM to calculate the drive motor rotation speed NM, or use the engine speed NE
Is calculated, and the target value of the engine speed NE, that is, the engine target speed NE
^* , Or the target value of the generator rotation speed NG, that is, the generator target rotation speed NG
^* , And the target value of the generator torque TG, that is, the generator target torque TG ^*, and the target value of the drive motor torque TM, that is, the drive motor target torque TM ^* and the drive motor Or setting a torque correction value δTM.

For this purpose, the generator rotation speed calculation processing means (not shown) of the vehicle control device 51 reads the generator rotor position θG to calculate the generator rotation speed NG, and drives the vehicle control device 51 (not shown). The motor rotation speed calculation processing means calculates the drive motor rotor position θM.
Is read to calculate the drive motor rotation speed NM, and the engine rotation speed calculation processing means (not shown) of the vehicle control device 51 calculates the engine rotation speed NE using the rotation speed relational expression. The generator rotation speed calculation processing unit, the drive motor rotation speed calculation processing unit, and the engine rotation speed calculation processing unit detect a generator rotation speed NG, a drive motor rotation speed NM, and an engine rotation speed NE, respectively. It functions as a generator rotation speed detection unit, a drive motor rotation speed detection unit, and an engine rotation speed detection unit.

In this embodiment, the engine speed NE is calculated by the vehicle control device 51. However, the engine speed NE may be read from the engine speed sensor 52. Further, in the present embodiment, the vehicle speed V is the drive motor rotor position θ.
M is calculated based on the M. However, the ring gear rotation speed NR is detected, the vehicle speed V is calculated based on the ring gear rotation speed NR, and the rotation speed of the drive wheel 37 is determined.
That is, the vehicle speed V can be calculated based on the drive wheel rotation speed. In that case, as the vehicle speed detection means,
A ring gear rotation speed sensor, a drive wheel rotation speed sensor, and the like are provided.

The vehicle control device 51 sends the vehicle speed V to the navigation device 114, and the navigation device 114 outputs the running flag FG and the maximum deceleration β out of the required deceleration β. Of the required deceleration βm.

Next, the navigation device 114 will be described.

In FIG. 7, reference numeral 114 denotes a navigation device, which is provided with a current position detection processing unit 115, a data recording unit 116 as a recording medium on which road data and the like are recorded, and a computer. , A navigation processing unit 117, an input unit 134, and a display unit 1 that perform various arithmetic processes such as a navigation process based on input information.
35, a voice input unit 136, a voice output unit 137, and a communication unit 138, and the vehicle control device 51 is connected to the navigation processing unit 117.

Then, the current position detection processing section 115
Is composed of a GPS (global positioning system) 121 as a current position detecting means, a geomagnetic sensor 122, a distance sensor 123, a steering sensor 124, a beacon sensor 125, a gyro sensor 126, an altimeter not shown, and the like.

The GPS 121 detects the current position of the vehicle on the earth, that is, the current position, by receiving a radio wave generated by an artificial satellite, and the geomagnetic sensor 122 measures the geomagnetism to thereby determine the heading of the vehicle. , And the distance sensor 123 detects a distance between predetermined positions on the road and the like. As the distance sensor 123, for example, the rotation speed of a wheel (not shown) is measured,
A device that detects a distance based on the rotation speed, a device that measures acceleration, and a device that detects the distance by integrating the acceleration twice may be used.

The steering sensor 124 is
The rudder angle is detected. As the steering sensor 124, for example, an optical rotation sensor, a rotation resistance sensor, an angle sensor mounted on a wheel, or the like mounted on a rotating portion of a steering wheel (not shown) is used. .

The beacon sensor 125 receives position information from a radio beacon, an optical beacon or the like disposed along the road to detect the current location. The gyro sensor 126 detects a turning angle, and the gyro sensor 126
For example, a gas rate gyro, a vibrating gyro, or the like is used. Then, by integrating the turning angle detected by the gyro sensor 126, the azimuth of the own vehicle can be detected.

The GPS 121 and the beacon sensor 125 can independently detect the current location. Then, the distance detected by the distance sensor 123, the own vehicle direction detected by the geomagnetic sensor 122,
Alternatively, the current position can be detected by combining with the turning angle detected by the gyro sensor 126. In addition, the current position can be detected by combining the distance detected by the distance sensor 123 and the steering angle detected by the steering sensor 124.

The data recording unit 116 stores map data files, intersection data files, node data files, road data files, photograph data files, and information on facilities such as hotels, gas stations, parking lots, and tourist spot information in each region. And a database composed of various data files such as a facility information data file in which is recorded. In addition, in each of the data files, in addition to data for searching for a route, a guide map is displayed along a searched route on a screen set on a display (not shown) of the display unit 135, or an intersection or Various data for displaying characteristic photographs, frame diagrams, etc. of the route, displaying the distance to the next intersection, the traveling direction at the next intersection, and displaying other guidance information are recorded. Is done. Note that the data recording unit 116 also records various data for outputting predetermined information by the audio output unit 137.

The intersection data file records intersection data relating to each intersection, the node data file records node data relating to node points, and the road data file records road data relating to roads. The road condition data representing the road condition is constituted by the road data and the road data. The node data constitutes at least the position and shape of a road in the map data recorded in the map data file, and includes actual branch points (including intersections, T-shaped roads, etc.) and node points. And data indicating a link between the node points connecting the respective node points.

Then, according to the road data, the width of the road itself, the gradient, the cant, the bank,
The condition of the road surface, the number of lanes on the road, the point where the number of lanes decreases, the point where the width decreases, etc.
Intersections, T-junctions, corner entrances, etc., for road attributes, downhill roads, uphill roads, etc.
General roads, expressways, etc. are configured respectively. further,
The road data also constitutes a railroad crossing, a highway exit rampway, a highway tollgate, and the like.

The navigation processing unit 117
Is a CP that controls the entire navigation device 114
U131, a RAM 13 used as a working memory when the CPU 131 performs various arithmetic processes
2. R as a recording medium on which various programs for searching for a route to a destination, traveling guidance on the route, determining a specific section, and the like, in addition to a control program, are recorded.
The input unit 134, the display unit 135, the voice input unit 136, the voice output unit 137, and the communication unit 138 are connected to the navigation processing unit 117.

The data recording section 116 and the ROM
133 includes a magnetic core, a semiconductor memory, and the like (not shown). Further, the data recording unit 116 and R
As the OM 133, a magnetic tape, a magnetic disk, a floppy (registered trademark) disk, a magnetic drum, a CD, an MD,
Various recording media such as a DVD, an optical disk, an MO, an IC card, and an optical card can also be used.

In this embodiment, the ROM 13
3, various programs are recorded in the data recording unit 1.
Various data are recorded in 16,
Programs, data, and the like can be recorded on the same external recording medium. In this case, for example, a flash memory (not shown) may be provided in the navigation processing unit 117, and the program, data, and the like may be read from the external recording medium and written into the flash memory. Therefore, the program, data, and the like can be updated by exchanging an external recording medium.
Further, a control program or the like of the hybrid vehicle drive control device can be recorded on the external recording medium. As described above, it is possible to activate programs recorded on various recording media and perform various processes based on data.

The communication unit 138 is for transmitting and receiving various programs and data to and from an FM multiplex transmission device, a telephone line, a communication line, and the like. In addition to traffic information including traffic congestion information, regulation information, parking lot information, and the like received by the receiving device, various data such as traffic accident information and D-GPS information for detecting a detection error of the GPS 121 are received. .

A program for realizing the functions of the present invention, other programs for operating the navigation device 114, data, and the like are transferred from an information center (Internet server, navigation server, etc.) to a plurality of base stations (Internet servers). To the communication unit 138, a communication station connected to the communication unit 138 via a telephone line, a communication line, or the like).
8 can also be sent. In that case, when at least a part of the program and data transmitted from each base station is received, the CPU 131 downloads to a recording medium such as a readable / writable memory, for example, a RAM 132, a flash memory, and a hard disk, By starting the program, various processes can be performed based on the data. It should be noted that the program and the data can be recorded on different recording media, or can be recorded on the same recording medium.

Further, using a home personal computer, the program, data, etc. transmitted from the information center are downloaded to a recording medium such as a memory stick or a floppy disk which is detachable from the personal computer, and the program is started. Various processes can be performed based on the data.

The input unit 134 is used to correct the current position at the start of traveling and to input a destination. Operation keys displayed as images on a screen set on the display include: It consists of operation switches such as an operation menu. Therefore, input can be performed by pressing (touching) the operation switch. Note that, as the input unit 134, a keyboard, a mouse, a barcode reader, a light pen, a remote control device for remote operation, and the like, which are provided separately from the display unit 135, can also be used.

On the screen set on the display, operation guidance, an operation menu, operation key guidance, a route from the current location to the destination, guidance information along the route, and the like are displayed. As the display unit 135, a display such as a CRT display, a liquid crystal display, and a plasma display can be used. In addition, a hologram device that projects a hologram on a windshield can be used.

The voice input unit 136 is constituted by a microphone (not shown) or the like, and can input necessary information by voice. Further, the audio output unit 13
7 includes a voice synthesizer and a speaker (not shown),
Sound information, for example, guidance information and speed change information composed of a voice synthesized by the voice synthesizer is output from the speaker. Note that, in addition to the voice synthesized by the voice synthesizer, various sounds and various types of guidance information previously recorded on a tape, a memory, or the like can be output from a speaker.

Next, the navigation device 11 having the above-described configuration is used.
4 will be described.

First, the input unit 1 is operated by an operator such as a driver.
When the navigation device 114 is started by operating the navigation device 34, a navigation initialization processing unit (not shown) of the CPU 131 performs a navigation initialization process.

Subsequently, matching processing means (not shown) of the CPU 131 performs matching processing to read and acquire matching data such as the current position, node data, and map data, and integrates the turning angle detected by the gyro sensor 126. Detects the direction of the vehicle. In the present embodiment, the matching processing means stores the node data, the map data, and the like in the data recording unit 116.
From the communication unit 138.
Can be obtained via

Next, the display processing means (not shown) of the CPU 131 sets a map screen on the display by performing display processing, displays a peripheral map on the map screen in accordance with the map data, and obtains the map. The detected current position and the detected own vehicle direction are displayed.

When the navigation device 114 is used as a route search device, when an input unit 134 is operated by an operator such as a driver to input a destination, a destination setting processing means (not shown) of the CPU 131 is provided. Performs a destination setting process and sets a destination. Also,
A current location update processing unit (not shown) of the CPU 131 performs a current location update process, and updates the current location as the vehicle travels. Subsequently, a route search processing unit (not shown) of the CPU 131 performs a route search process to search for a route from the current location to the destination.

When the route is searched, the display processing means performs a display process, sets a map screen on the display, and searches the map screen for the current location, the own vehicle direction, the map of the surrounding area, and the searched map. Displays the route that was taken. Therefore, the driver can drive the vehicle according to the route guidance.

In a hybrid vehicle, whether or not engine output is necessary is determined based on the state of the hybrid vehicle, the vehicle speed V, the accelerator pedal position AP, and the like. If not, the driving of the engine 11 is stopped. To improve fuel efficiency. However, if it is necessary to restart the engine 11 immediately after stopping the driving of the engine 11 due to road conditions, driving conditions, or the like, the engine 11 is started or the driving is stopped, thereby causing a shock. May give a feeling of strangeness.

Therefore, according to the present invention, if it is expected that it is necessary to adjust the engine on / off based on road conditions, driving conditions, and the like and to start the engine 11 immediately, the driving of the engine 11 is stopped. Is banned.

Next, the operation of the hybrid vehicle drive control device will be described. In this case, first, the operation of the navigation processing unit 117 will be described.

FIG. 8 is a main flowchart showing the operation of the navigation processing unit in the embodiment of the present invention, and FIG. 9 is a diagram showing a recommended vehicle speed map in the embodiment of the present invention. In FIG. 9, the horizontal axis represents the node radius,
The vertical axis shows the recommended vehicle speed.

First, the navigation device 114 (FIG. 7)
Is started, the CPU 131 reads the current position detected by the GPS 121, accesses the intersection data file, the node data file, and the road data file of the data recording unit 116, and reads the road conditions at positions ahead and behind the current position. The data is read and obtained, and recorded in the RAM 132. Further, the CPU 131
Reads the vehicle speed V as vehicle information from the vehicle control device 51.

Subsequently, the road condition judging means 92 (FIG. 1) of the CPU 131 performs a road condition judging process to judge the road condition corresponding to the current position, and it is necessary for the hybrid vehicle to temporarily stop. For example, it is determined whether or not to run at a corner. It should be noted that the situation in which the hybrid vehicle is temporarily braked includes a case where the vehicle travels on a corner and a case where the vehicle passes a railroad crossing.

For this purpose, the road condition determination processing means 9
The second recommended vehicle speed calculation processing means (not shown) performs a recommended vehicle speed calculation process, creates a control list based on the current position and road condition data at a position ahead of the current position, and generates a control list based on a predetermined range on the road including the current position. The node radius of the road is calculated for each node within (for example, 1 to 2 km from the current position). The node radius is calculated based on each absolute coordinate of each node and two nodes adjacent to each node according to the node data of the road condition data.
The node radius as road data may be recorded in advance in the data recording unit 116, for example, corresponding to each node, and the node radius may be read.

When the node Ndi (i = 1, 2,...) In which the node radius is smaller than the node radius threshold value Rth is detected within the predetermined range, the recommended vehicle speed calculation processing means detects the hybrid vehicle. It is determined that the vehicle runs in a corner, and with reference to the recommended vehicle speed map shown in FIG.
Recommended vehicle speed Vri for each node Ndi (i = 1, 2,
…) Is calculated. In the recommended vehicle speed map, as the node radius decreases, the recommended vehicle speed decreases, and as the node radius increases, the recommended vehicle speed increases. The recommended vehicle speed is a vehicle speed set so that the hybrid vehicle can stably pass the corner.

In the present embodiment, the node radius is calculated for each node, and the recommended vehicle speed Vri is calculated. However, the links connecting the nodes are divided at equal intervals. It is also possible to set an interpolation point, calculate a node radius at the interpolation point, and calculate a recommended vehicle speed according to the node radius.

Subsequently, the required deceleration calculation processing means (not shown) of the road condition determination processing means 92 is connected to each node Nd
deceleration required for the vehicle speed V to reach the recommended vehicle speed Vri before the vehicle speed reaches i, that is, a required deceleration βi (i = 1,
2,...) Are calculated. The required deceleration βi is recorded in the ROM 133 based on the recommended vehicle speed Vri, the current vehicle speed V at the current location, and the distance Li from the current location to each node Ndi (i = 1, 2,...). It can be calculated by referring to the deceleration map. In addition, it can also be calculated by a predetermined formula.

When the required deceleration βi is calculated for each node Ndi in this way, the road condition determination processing means 92 turns on the corner running flag FG and sets the required deceleration βi The maximum required deceleration βm that requires the most deceleration is calculated, and the required deceleration β
m is sent to the vehicle control device 51.

Next, the flowchart of FIG. 8 will be described. Step S1 Road condition data is read. Step S2 The vehicle information is read. Step S3: A recommended vehicle speed Vri is calculated. Step S4: Calculate the required deceleration βi. Step S5: Turn on the corner running flag FG and transmit the required deceleration βm.

Next, the operation of the vehicle control device 51 will be described.

FIG. 10 is a main flowchart showing the operation of the vehicle control device according to the embodiment of the present invention, FIG. 11 is a diagram showing a subroutine of a vehicle required torque calculating process according to the embodiment of the present invention, and FIG. FIG. 13 is a diagram showing a subroutine of an engine target operating state setting process in the embodiment, FIG. 13 is a diagram showing a subroutine of a generator control process in the embodiment of the present invention, and FIG. 14 is a drive motor control process in the embodiment of the present invention. FIG. 15 is a first diagram showing a vehicle required torque map in the embodiment of the present invention, FIG. 16 is a second diagram showing a vehicle required torque map in the embodiment of the present invention, and FIG.
7 is a diagram showing a subroutine of an engine target rotation speed / throttle opening setting process according to the embodiment of the present invention; FIG. 18 is a diagram showing an engine target operating state setting map according to the embodiment of the present invention; 5 is a time chart illustrating an operation of the hybrid vehicle drive control device in the embodiment. 15 and 16, the horizontal axis represents the vehicle speed V, the vertical axis represents the vehicle required torque TO ^* ,
In FIG. 18, the horizontal axis represents the engine rotation speed NE, and the vertical axis represents the engine torque TE.

First, the vehicle control unit 51 (FIG. 6) reads the accelerator pedal position AP from the accelerator switch 55 and the brake pedal position BP from the brake switch 62 as vehicle information, and reads the drive motor rotor position from the drive motor rotor position sensor 39. Read θM,
The vehicle speed V is calculated as vehicle information. The driving conditions of the driver are represented by the accelerator pedal position AP and the brake pedal position BP, and the traveling conditions of the hybrid vehicle are represented by the vehicle speed V.

Subsequently, a vehicle required torque calculation processing means (not shown) of the vehicle control device 51 performs a vehicle required torque calculation process to calculate a vehicle required torque TO ^* . Next, an engine target operating state setting processing means (not shown) of the vehicle control device 51 performs an engine target operating state setting process to set the engine target operating state. And
The generator control processing means (not shown) of the vehicle control device 51 performs a generator control process, controls the generator 16 in accordance with the engine target operation state, and performs a drive motor control process (not shown) of the vehicle control device 51. The means performs a drive motor control process and controls the drive motor 25.

Next, the flowchart will be described. Step S11 The vehicle information is read. Step S12: A vehicle required torque calculation process is performed. Step S13: An engine target operating state setting process is performed. Step S14: A generator control process is performed. Step S15 A drive motor control process is performed, and the process ends.

Next, the driver request output calculation process in step S12 in FIG. 10 will be described.

First, the vehicle required torque calculation processing means performs vehicle required torque calculation processing,
When the brake pedal 61 is depressed, a reference is made to the first vehicle demand torque map of FIG. 15 recorded in the recording device of the vehicle control device 51 when the brake pedal 61 is depressed. With reference to the 16 second vehicle required torque map, the vehicle required torque TO ^* required for running the hybrid vehicle, which is set in advance in accordance with the accelerator pedal position AP, the brake pedal position BP, and the vehicle speed V, is ^*. Is calculated.

Subsequently, the cooperative control condition establishment determination processing means of the vehicle required torque calculation processing means performs cooperative control condition establishment determination processing, and determines whether or not the cooperative control condition is satisfied. In the present embodiment, for example, a generator rotor position sensor 38, a drive motor rotor position sensor 39,
Communication between the vehicle control device 51 and the CPU 131 indicates that the sensor outputs of various sensors such as the battery remaining amount detection device 44, the accelerator switch 55, the brake switch 62, and the battery voltage sensor 72 are within a normal range. The cooperative control condition is satisfied when conditions such as normal operation, normal running of the hybrid vehicle, and setting of a special mode such as a snow mode are turned off. I judge it.

Subsequently, the vehicle request torque calculation processing means reads the corner running flag FG and outputs the required deceleration β
m. Then, it is determined whether or not the corner traveling flap FG is on. If the corner traveling flap FG is on, the vehicle required torque correction processing means of the vehicle required torque calculation processing means performs the vehicle required torque correction processing. ,
The vehicle required torque TO ^* is corrected.

In this case, the weight of the hybrid vehicle is W
Assuming that t is F, the driving force of the hybrid vehicle when the hybrid vehicle is decelerated at the required deceleration βm is F, F = Wt · βm. Therefore, assuming that the corrected vehicle required torque is TOa ^* and the tire radius of the drive wheel 37 is r, the required vehicle torque TOa ^* is: TOa ^* = F / r = Wt · βm / r. When decelerating a hybrid vehicle,
The required deceleration βm takes a negative value, but when the required deceleration βm takes a positive value, there is no need to correct the vehicle required torque TO ^* .

Subsequently, the vehicle required torque calculation processing means turns on the fuel cut inhibition flag after the vehicle required torque TO ^* is corrected. When the cooperative control condition is not satisfied, or when the flap FG during cornering is not on (is off), the vehicle required torque calculation processing unit turns off the fuel cut prohibition flag.

Next, the flowchart will be described. Step S12-1: Calculate the vehicle required torque TO ^* . Step S12-2: Check whether the cooperative control condition is satisfied. Step S if the cooperative control condition is satisfied
If it does not hold in step 12-3, the process proceeds to step S12-6. Step S12-3: Read the flap FG during corner running and receive the required deceleration βm. Step S12-4: It is determined whether or not the flap FG during corner running is on. If the flap FG during cornering is on, the process proceeds to step S12-5. If the flap FG during cornering is not on (off), the process proceeds to step S12-5.
Proceed to 12-6. Step S12-5: A vehicle required torque correction process is performed. Step S12-6: Turn off the fuel cut prohibition flag and return. Step S12-7: Turn on the fuel cut prohibition flag and return.

Next, the processing for setting the engine target operating state in step S13 in FIG. 10 will be described.

First, the vehicle required output calculation processing means of the engine target operating state setting processing means calculates the vehicle required torque TOa ^* (or the vehicle required torque TO ^* if the vehicle required torque TO ^* is not corrected) and the vehicle speed. By multiplying by V, the vehicle required output PD PD = TOa ^* · V is calculated.

Next, the required battery output calculation processing means of the engine target operating state setting processing means reads the remaining battery charge SOC from the remaining battery detection device 44, and
Based on the remaining battery charge SOC, the required battery output PB
Is calculated.

Subsequently, an engine required output calculation processing means 91 (FIG. 1) of the engine target operating state setting processing means.
Calculates the engine required output PO PO = PD + PB by adding the vehicle required output PD and the battery required output PB. The engine required output PO is determined by the engine target rotational speed NE ^* according to the torque required to drive the hybrid vehicle and the remaining battery charge SOC ^.
And an index for setting the throttle opening θ.

The engine target operating state setting processing means determines whether the engine required output PO is larger than a threshold value POth. If the engine required output PO is larger than the threshold value POth, the engine target rotational speed / throttle opening degree is determined. A setting process is performed, fuel is supplied to the engine 11, and the engine 11 is driven at a predetermined engine speed NE and a predetermined throttle opening θ.

Incidentally, the engine required output PO is equal to the threshold P
Oth or less, the remaining battery charge SOC is sufficiently large,
When the battery 43 is fully charged, the battery 4
Since there is no need to charge 3, there is no problem even if the fuel is cut and the driving of the engine 11 is stopped. Also, when the required deceleration βm is equal to or less than the threshold value βmth and the hybrid vehicle needs to be decelerated, there is no problem even if the fuel is cut and the driving of the engine 11 is stopped.

When the engine required output PO is equal to or less than the threshold value POth, the engine target operating state setting processing means determines whether or not the remaining battery charge SOC is greater than the threshold value SOCth. It is determined whether it is larger than βmth. And
If the remaining battery charge SOC is greater than a threshold value SOCth, or if the required deceleration βm is greater than a threshold value βmth, the engine target operation state setting processing unit performs
Is cut off, and a predetermined engine target rotational speed NE ^* is set. Therefore, fuel efficiency can be improved. In order to cut off the fuel, a predetermined valve is provided in a fuel supply line to the engine 11.

In this case, although a braking force is required, the hybrid vehicle cannot be braked by performing regeneration by the drive motor 25 because the battery 43 is fully charged. Therefore, the generator 16 is driven in a state where the fuel supplied to the engine 11 is cut, and the engine 11 is rotated at a predetermined engine target rotation speed NE ^* , so that the power stored in the battery 43 is consumed. I have to.

On the other hand, when the remaining battery charge SOC reaches the threshold value SOCt
h and the required deceleration βm is equal to a threshold βmt
h or less, the engine target operating speed / throttle opening setting processing means of the engine target operating state setting processing means performs engine target rotation speed / throttle opening setting processing, supplies fuel to the engine 11, The target rotation speed NE ^* and the throttle opening θ are set.

Next, the flowchart will be described. Step S13-1: Calculate the engine required output PO. Step S13-2: The engine required output PO is equal to the threshold PO
It is determined whether it is greater than th. If the engine request output PO is larger than the threshold value POth, step S13-
If the engine request output PO is equal to or smaller than the threshold value POth, the process proceeds to step S13-3. Step S13-3: The remaining battery charge SOC is equal to the threshold SOC.
It is determined whether it is greater than th. Battery SOC
Is larger than the threshold value SOCth, the operation proceeds to step S13-4.
On the other hand, if the remaining battery charge SOC is equal to or smaller than the threshold value SOCth, the process proceeds to step S13-5. Step S13-4: Cut the fuel, set a predetermined engine target rotational speed NE ^* , and return. Step S13-5: It is determined whether or not the required deceleration βm is larger than a threshold value βmth. Required deceleration βm is threshold β
If the required deceleration βm is equal to or smaller than the threshold βmth, the process proceeds to step S13-4.
Proceed to 6. Step S13-6: The engine target rotation speed / throttle opening degree setting process is performed, and the process returns.

Next, the generator control processing in step S14 in FIG. 10 will be described.

The generator control processing means sets the generator target torque TG ^* so as to attain the set engine target rotational speed NE ^* .

To this end, the generator control processing means comprises:
The drive motor rotor position θM is read, and the ring gear rotation speed NR is determined based on the drive motor rotor position θM and the gear ratio γR from the output shaft 26 (FIG. 2) to the ring gear R.
, And reads the engine target rotational speed NE ^* set in the engine target operating state setting process. Based on the ring gear rotational speed NR and the engine target rotational speed NE ^* , the generator target rotational speed is calculated by the rotational speed relational expression. Calculate and set the speed NG ^* . And the generator control processing means is configured to control the generator target rotation speed NG.
^{Based on *} and the generator rotation speed NG, a generator target torque speed TG ^* is calculated and set.

Subsequently, the generator / generator brake on / off control processing means (not shown) of the vehicle control device 51 performs generator / generator brake on / off control processing, and turns on / off the generator brake B ( (Engagement / disengagement) control, and the rotation speed control of the generator 16 is performed by performing the generator rotation speed control process, or the torque control of the generator 16 is performed by performing the generator torque control process.

Next, the flowchart will be described.
Step S14-1: The generator target torque TG ^* is set so as to become the set engine target rotation speed NE ^* ,
To return.

Next, the drive motor control processing in step S15 in FIG. 10 will be described.

By the way, as described above, the engine torque TE, the ring gear torque TR, and the generator torque TG
Receive a reaction force from each other, the generator torque TG is converted into a ring gear torque TR and output from the ring gear R. Then, as the ring gear torque TR is output from the ring gear R, the generator rotation speed NG fluctuates, and when the ring gear torque TR fluctuates, the fluctuated ring gear torque TR is transmitted to the drive wheels 37, and the hybrid vehicle Driving feeling is reduced. Therefore, the ring gear torque TR is calculated in consideration of the torque corresponding to the inertia of the generator 16 due to the fluctuation of the generator rotation speed NG.

[0115] Therefore, the vehicle control device 51 reads the generator control set in the treated generator target torque TG ^*, the electric generator target torque TG ^*, and the teeth of the ring gear R with respect to the number of teeth of the sun gear S The ring gear torque TR is calculated based on the ratio of the numbers.

That is, the inertia of the generator 16 is set to In.
G, and the angular acceleration (rate of rotation change) of the generator 16 is αG, the sun gear torque TS applied to the sun gear S is TS = TG ^* + InG · αG.

The number of teeth of the ring gear R is equal to that of the sun gear S.
If the number of teeth is ρ times, the ring gear torque TR
Is ρ times the sun gear torque TS, so that TR = ρ · TS = ρ · (TG ^* + InG · αG). Thus, the ring gear torque TR can be calculated from the generator target torque TG ^* .

Subsequently, the vehicle control device 51 sets a second value for the ring gear torque TR and the number of teeth of the ring gear R.
Of the planetary gear unit 13 based on the engine torque TE based on the ratio of the number of teeth of the counter drive gear 27
, The torque generated on the output shaft 26, that is, the drive shaft torque TR / OUT is estimated. When the generator brake B is engaged, the ring gear torque TR is proportional to the engine torque TE, and the number of teeth of the second counter drive gear 27 relative to the number of teeth of the ring gear torque TR and the ring gear R The drive shaft torque TR / OUT is estimated based on the ratio

Subsequently, the drive motor control processing means includes:
A drive motor torque correction value δTM is set to correct the drive motor target torque TM ^* . In other words, the drive motor control processing means subtracts the drive shaft torque TR / OUT from the vehicle required torque TO ^* , so that the added or insufficient drive shaft torque TR / OUT is set as the drive motor target torque TM ^*. decide.

Next, the flowchart of FIG. 14 will be described. Step S15-1 The ring gear torque TR is calculated based on the generator target torque TG ^* . Step S15-2: Correct the drive motor target torque TM ^* and return.

Next, step S13-6 in FIG.
The engine target rotation speed / throttle opening degree setting process will be described.

First, the engine target rotation speed / throttle opening setting processing means performs an engine target rotation speed / throttle opening setting process and outputs the engine required output PO.
Is determined to be greater than the threshold POth, and if the engine required output PO is greater than the threshold POth, the engine target output PO is determined based on the engine required output PO and the optimal fuel efficiency curve L1 shown in the engine target operating state setting map of FIG. The rotation speed NE ^* and the throttle opening θ are set.

For this purpose, the engine target rotation speed
The throttle opening degree setting processing means refers to the engine target operation state setting map, and displays the lines PO1 to PO3 representing the engine required output PO and the accelerator pedal positions AP1.
A1 to A3, points A1 to A3 where the optimum fuel efficiency curve L1 at which the efficiency of the engine 11 is highest in AP6 to AP6 intersects
Is determined as the operating point of the engine 11 in the engine target operating state, and the engine torques TE1 to TE3 and TEm at the operating point are determined as the engine target torque T.
E ^* , and the engine speeds NE1 to NE3, NEm at the operating point are determined as the engine target speed NE ^* .

When a hybrid vehicle approaches a corner, it is necessary to brake and decelerate the hybrid vehicle. Therefore, when the engine required output PO is equal to or less than the threshold value POth, it is conceivable to cut the fuel and stop driving the engine 11, but when the hybrid vehicle exits after passing through the corner,
It is necessary to accelerate the hybrid vehicle, and the engine required output PO is expected to increase.

Accordingly, the operating state selection processing means 93 of the engine target rotation speed / throttle opening degree setting processing means 93 is described.
Performs an operating state selection process, determines whether the fuel cut inhibition flag is on when the engine required output PO is equal to or less than the threshold value POth, and determines whether the first operating state is present when the fuel cut inhibition flag is on. Select engine 1
1 is operated at idle speed and the fuel cut prohibition flag is off, the second operation state is selected, the fuel cut signal is turned on, the fuel supplied to the engine 11 is cut, and the engine target Rotation speed NE ^*
Is set to zero.

Therefore, when the hybrid vehicle approaches the corner and decelerates the hybrid vehicle, even if the engine required output PO is equal to or less than the threshold value POth, the fuel is not cut and the engine 11 is operated at idle. Therefore, it is possible to prevent a shock from occurring due to road conditions, driving conditions, and the like, so that the driver does not feel uncomfortable. Further, since it is possible to prevent the engine from being frequently turned on and off, it is possible to prevent the components of the engine 11 from being damaged, and to improve the durability of the engine 11.

In FIG. 19, the vehicle is running straight, enters the corner, turns the corner, escapes from the corner, and again runs straight, while the accelerator pedal position AP, the brake pedal position BP, 5 shows a vehicle speed V, a driving force F, an engine rotation speed NE, and a fuel cut signal.

During straight running, when the driver approaches the corner and the driver releases his / her foot from the accelerator pedal 54 and depresses the brake pedal 61, the accelerator pedal position AP becomes zero and the brake pedal position BP as shown by the solid line. Becomes a predetermined value. Accordingly, the vehicle speed V decreases and the driving force F decreases. At this time, when the engine required output PO is larger than the threshold value POth, the engine rotation speed NE becomes low as shown by the solid line, and the engine required output PO
Is less than or equal to the threshold value POth, the engine speed NE
Becomes the idle rotation speed NEi as indicated by the dashed line.

When the vehicle enters the corner, the accelerator pedal position AP, the brake pedal position BP, and the engine speed NE take the same value for a predetermined period, but the vehicle speed V and the driving force F are gradually reduced.

Subsequently, when the driver removes his / her foot from the brake pedal 61 and depresses the accelerator pedal 54 at a predetermined time while turning a corner, the accelerator pedal position AP becomes a predetermined value as shown by a solid line. And the brake pedal position BP becomes zero. As a result, the vehicle speed V increases,
The driving force F becomes constant after increasing.

The broken line indicates a value when the driver releases his / her foot from the accelerator pedal 54 and depresses the brake pedal 61 without entering a corner. At this time,
The fuel cut signal is turned on, and when the driver releases his / her foot from the brake pedal 61 and depresses the accelerator pedal 54, the fuel cut signal is turned off.

Next, the flowchart of FIG. 17 will be described. Step S13-6-1: It is determined whether or not the engine request output PO is larger than a threshold value POth. If the engine request output PO is larger than the threshold value POth, step S1
If the engine request output PO is equal to or smaller than the threshold value POth in 3-6-2, the process proceeds to step S13-6-3. Step S13-6-2: The target engine speed NE ^* based on the required engine output PO and the optimum fuel consumption curve L1 ^.
And the throttle opening θ is calculated and the routine returns. Step S13-6-3: It is determined whether the fuel cut prohibition flag is on. When the fuel cut prohibition flag is on, the process proceeds to step S13-6-5, and when not, the process proceeds to step S13-6-4. Step S13-6-4: Cut the fuel, set the target engine speed NE ^* to zero, and return. Step S13-6-5: The engine 11 is set to the idling operation, and the process returns.

The present invention is not limited to the above-described embodiment, but can be variously modified based on the gist of the present invention, and they are not excluded from the scope of the present invention.

[0134]

As described above in detail, according to the present invention, in the drive control device for a hybrid vehicle,
A battery, a drive motor driven by current supplied from the battery, an engine required output calculating means for calculating an engine required output, a current location detecting means for detecting a current location, and determining road conditions in correspondence with the current location. Road condition determination processing means for performing a first operation state in which the engine is idling and a second operation state in which the fuel is cut off based on the engine required output and the road condition. Have.

In this case, when the hybrid vehicle requires temporary braking, even if the required engine output is small, the fuel is not cut and the engine is operated at idle. Etc.
The occurrence of a shock can be prevented, and the driver does not feel uncomfortable.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a hybrid vehicle drive control device according to an embodiment of the present invention.

FIG. 2 is a conceptual diagram of a hybrid vehicle according to an embodiment of the present invention.

FIG. 3 is an operation explanatory diagram of the planetary gear unit according to the embodiment of the present invention.

FIG. 4 is a vehicle speed diagram at the time of normal running in the embodiment of the present invention.

FIG. 5 is a torque diagram during normal running in the embodiment of the present invention.

FIG. 6 is a first block diagram illustrating a drive control device for a hybrid vehicle according to an embodiment of the present invention.

FIG. 7 is a second block diagram showing the hybrid vehicle drive control device according to the embodiment of the present invention.

FIG. 8 is a main flowchart showing an operation of a navigation processing unit according to the embodiment of the present invention.

FIG. 9 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention.

FIG. 10 is a main flowchart showing the operation of the vehicle control device according to the embodiment of the present invention.

FIG. 11 is a diagram showing a subroutine of a vehicle required torque setting process in the embodiment of the present invention.

FIG. 12 is a diagram showing a subroutine of an engine target operating state setting process in the embodiment of the present invention.

FIG. 13 is a diagram showing a subroutine of a generator control process in the embodiment of the present invention.

FIG. 14 is a diagram showing a subroutine of a drive motor control process in the embodiment of the present invention.

FIG. 15 is a first diagram showing a vehicle request torque map according to the embodiment of the present invention.

FIG. 16 is a second diagram showing a vehicle request torque map according to the embodiment of the present invention.

FIG. 17 is a diagram showing a subroutine of an engine target rotation speed / throttle opening degree setting process in the embodiment of the present invention.

FIG. 18 is a diagram showing an engine target operating state setting map according to the embodiment of the present invention.

FIG. 19 is a time chart illustrating an operation of the hybrid vehicle drive control device according to the embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 11 engine 13 planetary gear unit 14 output shaft 16 generator 25 drive motor 37 drive wheel 43 battery 91 engine required output calculation processing means 92 road condition determination processing means 93 operating state selection processing means 121 GPS CR carrier R ring gear S sun gear

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 17/00 F02D 41/04 310G 41/04 310 330G 330 B60K 9/00 ZHVE (72) Inventor Akira Suzuki 10th Takane, Fujii-cho, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Toshihiro Shiijima 10th Takane, Fujii-cho, Anjo City, Aichi Prefecture F-term in Aisin AW Co., Ltd. 3G092 AC02 AC03 BB10 CA02 CB05 DC03 EA08 FA04 FA13 FA24 FA30 GA04 HE01Z HE08Z HF02Z HF08Z HF12Z HF21Z 3G093 AA04 AA07 AA16 BA02 BA17 BA19 BA22 CA04 CB09 DA01 DA05 DA06 DB00 DB05 DB09 DB11 DB15 DB18 DB19 DB02 LA03 NA08 PE01Z PE08Z PF01Z PF03Z PF08Z PG01Z 5H115 PA01 PA12 PC06 PG04 PI16 PI22 PU11 PU24 P U25 PV09 PV23 QE05 QE10 QE16 QE17 QI03 QN02 QN06 SE04 SE05 TB07 TD18 TI02 TO05 TO12 TO13

Claims (9)

[Claims] 1. A battery, a drive motor to which a current is supplied from the battery to be driven, an engine required output calculating means for calculating an engine required output, a current location detecting means for detecting a current location, and a current location. Road condition determination processing means for determining a road condition based on the road condition, and a driving condition for selecting a first driving condition for idling the engine and a second driving condition for cutting off the fuel based on the engine required output and the road condition. A drive control device for a hybrid vehicle, comprising: a selection processing unit. 2. The engine required output calculation processing means,
The hybrid vehicle drive control device according to claim 1, wherein the engine required output is calculated based on the vehicle required output and the battery required output. 3. The road condition determination processing unit determines whether the hybrid vehicle requires temporary braking. The driving state selection processing unit determines that the engine required output is less than or equal to a threshold value, If the type vehicle requires temporary braking, the first driving state is selected, and if the engine required output is equal to or less than the threshold and the hybrid type vehicle does not require temporary braking, the second driving state is selected. The drive control device for a hybrid vehicle according to claim 1, wherein the drive state is selected. 4. The road condition determination processing means determines whether or not the hybrid vehicle travels in a corner. The driving state selection processing means determines that the engine required output is equal to or less than a threshold value and the hybrid vehicle is in a corner. 4. The hybrid according to claim 3, wherein the first operation state is selected when the vehicle travels, and the second operation state is selected when the engine required output is equal to or less than a threshold value and the hybrid vehicle does not travel a corner. Control device for type vehicles. 5. A vehicle having recommended vehicle speed calculation processing means for calculating a recommended vehicle speed based on road condition data, wherein the road condition determination processing device requires that the hybrid vehicle needs temporary braking based on the recommended vehicle speed. The drive control device for a hybrid vehicle according to claim 1, wherein it is determined whether or not to perform the operation. 6. A generator mechanically connected to the engine, an output shaft connected to the drive motor and drive wheels, and at least three gear elements, each gear element including the engine and the generator. The drive control device for a hybrid vehicle according to claim 1, further comprising a differential gear device connected to the output shaft. 7. A first operating state in which an engine required output is calculated, a current position is detected, a road condition is determined in correspondence with the current position, and an engine is idling-operated based on the engine required output and the road condition. And a second operation state in which fuel is cut off is selected. 8. The drive control method for a hybrid vehicle according to claim 7, wherein the engine required output is calculated based on a vehicle required output and a battery required output. 9. An engine demand output calculation processing means for calculating an engine demand output, a road situation determination processing means for determining a road situation corresponding to a current location, and an engine based on the engine demand output and the road situation. A program for a drive control method for a hybrid vehicle, wherein the program is caused to function as an operation state selection processing means for selecting a first operation state for idling and a second operation state for cutting fuel.