JP2005027465A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately set a target value to the torque outputted from a power plant and to appropriately distribute the target value of the torque to the target value of an engine torque outputted from an internal combustion engine and the target value of a motor torque outputted from a motor. <P>SOLUTION: A first torque selection part 52 selects the larger of a driver demanding torque outputted from a driver demanding torque calculation part 51 and a C/C demanding torque outputted from a C/C control unit 53. A torque switching part 54 is outputted by switching the torque selected in the first torque selection part 52 and an AT demanding torque outputted from an AT-CPU47. A second torque selection part 55 selects the smaller of the torque outputted from the torque switching part 54 and a VSA demanding torque outputted from a VSAECU 31. A first adding part 56 adds an auxiliary torque and the torque related to an engine friction selected in the second torque selection part 55. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control apparatus for a hybrid vehicle that is mounted on a hybrid vehicle that travels and drives using an internal combustion engine and a motor together, and that transmits at least the driving force of either the internal combustion engine or the motor to drive wheels.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, for example, in a hybrid vehicle that includes an internal combustion engine and a motor as drive sources, and travels by transmitting at least one of the drive force of the internal combustion engine or motor to drive wheels, the driving state of the vehicle (for example, the speed of the vehicle) There is known a control device for a hybrid vehicle that sets an engine torque required for an internal combustion engine and a motor torque required for the motor in accordance with the opening degree of the accelerator pedal and the accelerator pedal (for example, see Patent Document 1).
Also, in such a hybrid vehicle control device, the control device is, for example, a plurality of logical components that can communicate with each other, such as components of a mechanical output generation source and components of an electrical output generation source. For electrical equipment that can be divided and configured to output both mechanical output and electrical output, such as a motor, the function to generate mechanical output is assigned to the components of the mechanical output source. A control device for a hybrid vehicle that assigns a function of generating an electrical output to a component of an electrical output generation source is known (see, for example, Patent Document 2).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-98612 [Patent Document 2]
Japanese Patent Laid-Open No. 2002-176705 [0004]
[Problems to be solved by the invention]
By the way, in the control apparatus for a hybrid vehicle according to the above-described prior art, the driving state of the vehicle is simply determined from the speed of the vehicle and the accelerator pedal opening, and a map search of a predetermined map corresponding to the driving state is performed on the transmission. Since only the target value of torque to be output is set, the desired torque can be ensured when the torque actually output to the transmission fluctuates according to other vehicle state quantities. In addition to the possibility of disappearing, there arises a problem that it is difficult to appropriately execute cooperative control between the internal combustion engine and the motor.
[0005]
The present invention has been made in view of the above circumstances, and appropriately sets a target value for torque output from a power plant including an internal combustion engine and a motor, and outputs the target value of this torque from the internal combustion engine. It is an object of the present invention to provide a control device for a hybrid vehicle capable of appropriately distributing the target value of torque and the target value of motor torque output from the motor.
[0006]
[Means for Solving the Problems]
In order to solve the above problems and achieve the object, a hybrid vehicle control device according to a first aspect of the present invention includes an internal combustion engine and a motor as power sources, and an electric storage that exchanges electric energy with the motor. A device (for example, the battery 3 in the embodiment), and at least one of the internal combustion engine and the motor is connected to a drive wheel of the host vehicle via a transmission, and a driving force is transmitted to the drive wheel. A control apparatus for a hybrid vehicle, which is a target torque with respect to a power plant torque that can be output from a power plant comprising the internal combustion engine and the motor (for example, driver required torque, C / C required torque, AT required torque in the embodiment) , VSA request torque) for setting a plurality of drive force request means (for example, driver request torque calculation in the embodiment) Unit 51, C / C (cruise control) control unit 53, AT-CPU 47, VSA ECU 31) and any one of the target torques set by the plurality of driving force requesting means, and select the selected target torque. Final target torque setting means (for example, the first torque selection unit 52 in the embodiment, torque) that performs a predetermined correction and sets the final target torque (for example, the power plant (P / P) torque in the embodiment). A switching unit 54, a second torque selection unit 55, a first addition unit 56), and a target engine torque relative to an engine torque that can be output from the internal combustion engine (for example, the internal combustion engine E in the embodiment). Torque command) and a target motor torque (for example, a torque command for the motor M in the embodiment) relative to the motor torque that can be output from the motor. That the target torque distribution means (e.g., torque distribution calculation unit 58 in the embodiment) is characterized by comprising a.
[0007]
According to the hybrid vehicle control apparatus having the above-described configuration, any one of the target torques set by the plurality of driving force requesting units is selected, and for example, the internal combustion engine friction loss and various compensations are selected with respect to the selected target torque. By performing a predetermined correction related to the consumption torque and the like in the machinery, a target value for the torque output from the power plant composed of the internal combustion engine and the motor can be set appropriately.
[0008]
Further, in the hybrid vehicle control device according to the second aspect of the present invention, the plurality of driving force requesting means are cruise control means (for example, an embodiment) for automatically setting the traveling state of the vehicle to a predetermined traveling state. C / C (cruise control) control unit 53), transmission control means for controlling the operating state of the transmission (for example, AT-CPU 47 in the embodiment), and the running behavior of the vehicle are set to a predetermined state. It is characterized by comprising travel behavior control means (for example, VSA ECU 31 in the embodiment).
[0009]
According to the hybrid vehicle control device having the above configuration, for example, in addition to the driver request torque requested by the driver in response to the accelerator operation of the driver of the vehicle, the cruise control means, the transmission control means, and the travel behavior control means By setting a target value for the torque output from the power plant composed of the internal combustion engine and the motor based on each output target torque, an appropriate target value corresponding to the various driving states of the vehicle is set. Can do.
When selecting one of the target torques set by the plurality of driving force requesting means and setting the final target torque, the priority order of each target torque is set, for example, in descending order of priority. By setting the target torque output from the behavior control means, the target torque output from the transmission control means, the target torque output from the cruise control means, and the driver request torque, the vehicle occupant feels uncomfortable with the driving behavior of the vehicle. It is possible to appropriately reflect the driving intention of the driver while preventing the driver from feeling.
[0010]
Furthermore, in the hybrid vehicle control device according to the third aspect of the present invention, the final target torque setting means selects the auxiliary torque required for driving the auxiliary connected to the power plant as the selected target torque. A value obtained by adding to is set as the final target torque.
[0011]
According to the hybrid vehicle control apparatus having the above-described configuration, it is possible to appropriately set a target value for torque output from a power plant including an internal combustion engine and a motor, and for example, according to operating states of various auxiliary machines. Even when the target value with respect to the torque fluctuates, a desired torque can be ensured and cooperative control between the internal combustion engine and the motor can be appropriately executed.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
FIG. 1 shows a parallel hybrid vehicle according to an embodiment of the present invention, in which an internal combustion engine E, a motor M, and a transmission T are directly connected in series. The driving force of both the internal combustion engine E and the motor M is distributed between the left and right driving wheels (front wheels or rear wheels) W, W from a transmission T such as an automatic transmission (AT) or a manual transmission (MT). It is transmitted to the drive wheels W of the vehicle via a differential (not shown). When the driving force is transmitted from the driving wheel W side to the motor M side during deceleration of the hybrid vehicle, the motor M functions as a generator to generate a so-called regenerative braking force, and recovers the kinetic energy of the vehicle body as electric energy. To do.
[0013]
For example, a motor M composed of a three-phase DC brushless motor or the like is connected to a power drive unit (PDU) 2. The power drive unit 2 includes a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using, for example, a plurality of transistor switching elements, and includes a motor M and electric power (power running (drive or assist) of the motor M). A high-voltage nickel-hydrogen battery (battery) 3 is connected to exchange power supplied to the motor M during operation and regenerative power output from the motor M during regenerative operation.
The drive and regenerative operation of the motor M are performed by the power drive unit 2 in response to a control command from the control unit 1. That is, when the motor M is driven, for example, the power drive unit 2 converts the DC power output from the battery 3 into three-phase AC power and supplies it to the motor M based on the torque command output from the control unit 1. On the other hand, during the regenerative operation of the motor M, the three-phase AC power output from the motor M is converted into DC power to charge the battery 3.
[0014]
A 12-volt auxiliary battery 4 for driving various auxiliary machines is connected in parallel to the power drive unit 2 and the battery 3 via a downverter 5 that is a DC-DC converter. The downverter 5 controlled by the control unit 1 steps down the voltage of the power drive unit 2 and the battery 3 to charge the auxiliary battery 4.
[0015]
In addition, a rotation shaft of an air conditioner motor (not shown) provided in a hybrid air conditioner compressor (HBAC) 6 for an air conditioner is connected to the crankshaft of the internal combustion engine E through, for example, a belt and a clutch. The air conditioner motor is connected to an air conditioner inverter (HBAC INV) 7. The air conditioner inverter 7 is connected in parallel to the power drive unit 2 and the battery 3, and converts DC power output from the power drive unit 2 and battery 3 into three-phase AC power under the control of the control unit 1 for air conditioning. This is supplied to the motor for the apparatus and the hybrid air conditioner compressor 6 is driven and controlled.
That is, the hybrid air-conditioning compressor 6 variably controls the driving load amount, for example, the refrigerant discharge capacity, by at least one of the driving force of the internal combustion engine E or the driving force during the powering operation of the motor for the air conditioner. The That is, “hybrid” in the hybrid air-conditioning compressor 6 means that it can be driven by either the internal combustion engine E or the air-conditioning motor.
[0016]
In addition, between the internal combustion engine E and the motor for an air conditioner, for example, a crankshaft pulley provided integrally with a crankshaft of the internal combustion engine E is paired with the crankshaft pulley, and for the air conditioner via a clutch. A drive shaft pulley provided integrally with a drive shaft connectable to the rotation shaft of the motor, and a belt spanned between the crank shaft pulley and the drive shaft pulley are provided. That is, a driving force is transmitted between the crankshaft pulley and the drive shaft pulley via the belt.
[0017]
The internal combustion engine E is a so-called SOHC V-type 6-cylinder engine, in which three cylinders in one bank are provided with a variable valve timing mechanism VT capable of cylinder deactivation, and the three cylinders in the other bank are cylinders. It has a structure equipped with a normal valve mechanism (not shown) that does not perform a rest operation (cylinder operation). In each of the three cylinders capable of cylinder deactivation, two intake valves and two exhaust valves are closed by the variable valve timing mechanism VT via the hydraulic pump 11, the spool valve 12, the cylinder deactivation side passage 13, and the cylinder deactivation release side passage 14. The structure can be maintained.
In other words, the internal combustion engine E switches between a three-cylinder operation (cylinder operation) in which three cylinders in one bank are deactivated and a six-cylinder operation (all cylinder operation) in which all six cylinders in both banks are driven. Will be.
[0018]
Specifically, a part of the hydraulic fluid supplied from the hydraulic pump 11 to the engine lubrication system via the lubrication system pipe 11a is deactivated through the spool valve 12 having a solenoid controlled by the control unit 1. When supplied to the cylinder deactivation side passage 13 of a possible bank, the cam lift rocker arm 16a (16b) and the valve drive rocker arms 17a, 17a (17b) are supported by the rocker shafts 15 and are integrally driven until then. 17b) can be driven separately, so that the driving force of the cam lift rocker arms 16a, 16b driven by the rotation of the camshaft 18 is not transmitted to the valve drive rocker arms 17a, 17b, and the intake valve and the exhaust valve Remains closed. Thereby, the cylinder resting operation in which the intake valves and the exhaust valves of the three cylinders are closed can be performed.
The internal combustion engine E is mounted on the vehicle body via a vibration control device (ACM: Active Control Engine Mount) 19, and the vibration control device 19 is in an operating state of the internal combustion engine E, that is, three-cylinder operation (cylinder operation) and six-cylinder operation. Generation of vehicle body vibration accompanying switching to operation (all cylinder operation) is suppressed.
[0019]
The internal combustion engine E is provided with an electronic throttle control system (ETCS) 20 that electronically controls a throttle valve (not shown).
The electronic control throttle 20 is, for example, an accelerator pedal opening degree related to an operation amount of an accelerator pedal (not shown) by a driver, a driving state of the vehicle such as a vehicle speed (vehicle speed) VP, an engine speed NE, and the like. For example, the ETCS driver is driven according to the throttle opening calculated by the control unit 1 based on the torque distribution between the internal combustion engine E and the motor M, and the throttle valve is directly controlled.
[0020]
For example, a transmission T, which is an automatic transmission (AT), includes a torque converter 22 having a lock-up clutch (LC) 21, and further includes a hydraulic pressure for driving and controlling the speed change operation of the torque converter 22 and the transmission T. An electric oil pump 23 that generates
The electric oil pump 23 is driven and controlled by the control unit 1 by supplying power from the battery 3.
[0021]
The torque converter 22 transmits torque by a helical flow of hydraulic oil (ATF: Automatic Transmission Fluid) enclosed therein, and in the LC_OFF state in which the lock-up clutch 21 is disengaged, the hydraulic oil Torque is transmitted (for example, amplified) from the rotating shaft of the motor M to the input shaft of the transmission T.
Further, in the LC_ON state in which the lockup clutch 21 is set to the engaged state, the rotational driving force is transmitted directly from the rotating shaft of the motor M to the input shaft of the transmission T without passing through the hydraulic oil.
[0022]
Further, a booster BS is linked to a brake pedal (not shown), and this booster BS is provided with a master power negative pressure sensor S9 for detecting a brake master power negative pressure.
Further, the drive wheel W is provided with a brake device 24, which suppresses a sudden change in the behavior of the vehicle by the control of the control unit 1. For example, the drive device W is driven on a slippery road surface or the like. The desired driving force and steering capability of the vehicle can be prevented by preventing the wheels W from idling, suppressing the occurrence of side slip such as oversteer and understeer, and preventing the drive wheels W from being locked during braking. Is ensured, the posture of the vehicle is stabilized, and the traveling by the creep force is assisted, for example, the backward movement prevention on the gradient road when the internal combustion engine E is stopped is performed.
[0023]
The control unit 1 includes, for example, a detection signal from the vehicle speed sensor S1 that detects the vehicle speed (vehicle speed) VP, a detection signal from the engine speed sensor S2 that detects the engine speed NE, and a shift position of the transmission T. A detection signal from the shift position sensor S3 that detects SH, a detection signal from the brake switch S4 that detects the operation state BRK_SW of the brake (Br) pedal, and an accelerator pedal opening AP related to the operation amount of the accelerator pedal are detected. A detection signal from the accelerator pedal opening sensor S5, a detection signal from the throttle opening sensor S6 that detects the throttle opening TH, a detection signal from the intake pipe negative pressure sensor S7 that detects the intake pipe negative pressure PB, A detection signal from the battery temperature sensor S8 for detecting the temperature TBAT of the battery 3 and a master parameter A detection signal from the internal negative pressure sensor S9, a detection signal from the POIL sensor S10 that detects the oil pressure in the cylinder deactivation release side passage 14 when the cylinder is deactivated, and a PDU temperature sensor S11 that detects the temperature TPDU of the power drive unit 2 And a detection signal from a DV temperature sensor S12 that detects the temperature TDV of the downverter 5 are input.
[0024]
For example, the control unit 1 drives and controls the VSA (VSA: Vehicle Stability Assist) ECU 31 that drives and controls the brake device 24 to stabilize the behavior of the vehicle, and the driving state of the internal combustion engine E by controlling the vibration control device 19. ACTECU 32 that suppresses the occurrence of body vibration due to the motor, MOTECU 33 that controls the drive and regenerative operation of the motor M, A / CECU 34 that drives and controls the hybrid air conditioner compressor 6 for the air conditioner and the inverter 7 for the air conditioner, for example A HVECU 35 that performs monitoring and protection of a high-piezoelectric system including the power drive unit 2, the battery 3, the downverter 5, the motor M, and the like and controls the operation of the power drive unit 2 and the downverter 5, and an FI / AT / MG ECU 36 Are, each ECU 31, ..., 36 are connected to communicate with each other. Moreover, each ECU31, ..., 36 is connected to the meter 37 which consists of measuring instruments which display various state quantities.
[0025]
For example, as shown in FIG. 2, the FI / AT / MG ECU 36 includes an A / F (air-fuel ratio) control unit 41 and an IG (ignition) control unit 42 that control, for example, fuel supply to the internal combustion engine E, ignition timing, and the like. FI / MG-CPU 46 including a torque management unit 43, a power management unit 44, and an energy management unit 45, and an AT-CPU 47 that controls, for example, a shift operation of the transmission T and an operating state of the lockup clutch 21. It is prepared for.
[0026]
In the torque management unit 43, the driver request torque calculation unit 51 includes, for example, an accelerator pedal (AP) opening, an engine speed NE, a vehicle speed VP, a shift position SH, an operation state BRK_SW of the brake pedal, and at the time of vehicle braking. Based on each detection signal with the operating state ABS of the anti-lock brake operation that prevents the drive wheel W from being locked by the brake device 24, a torque value (from the driver required by the driver's accelerator operation) The driver request torque is calculated and output to the first torque selection unit 52.
The C / C (cruise control) control unit 53 controls the internal combustion engine E and the motor M so that the vehicle speed VP detected by the vehicle speed sensor S1 becomes a target vehicle speed that is a target value of the traveling speed of the vehicle, for example. Predetermined travel set in advance according to the input operation of the driver of the vehicle, such as during constant speed travel control to be controlled or follow-up travel control to follow the vehicle in a state where the predetermined inter-vehicle distance is maintained. A torque value (C / C required torque) that is a target at the time of traveling control that satisfies the condition, that is, cruise control, is calculated and output to the first torque selection unit 52.
The first torque selection unit 52 selects the larger torque value of the driver request torque or the C / C request torque and outputs the selected torque value to the torque switching unit 54. As a result, even during cruise control, for example, when the driver required torque corresponding to the accelerator operation by the driver of the vehicle exceeds the C / C required torque, the torque corresponding to the driver required torque is output. ing.
[0027]
The torque switching unit 54 selects either the torque value input from the first torque selection unit 52 or the AT request torque input from the AT-CPU 47 and outputs the selected torque value to the second torque selection unit 55.
Note that the AT-CPU 47 determines, for example, the torque value set in the transmission control of the transmission T, and the rotational speed of the input shaft of the transmission T and the motor M at the time of shifting such as when the lockup clutch 21 is driven or downshifted. Among target torque values when performing cooperative control such as synchronization, and torque values set in protection control of the transmission T when, for example, the accelerator pedal operation and the brake pedal operation are simultaneously performed by the driver Any one torque value is selected as the AT required torque.
Further, the AT-CPU 47 electronically controls the hydraulic pressure for driving the lockup clutch 21 by means of an LC linear solenoid. The AT-CPU 47 switches between an LC_ON state where the lockup clutch 21 is engaged and an LC_OFF state where the engagement is released. In addition, it is possible to set an operation in an intermediate state that causes the lockup clutch 21 to slip appropriately.
[0028]
The second torque selection unit 55 selects a smaller torque value from the torque value input from the torque switching unit 54 or the VSA required torque input from the VSA ECU 31, and uses this torque value as the crank shaft torque (crank end). Torque), that is, a target torque value for substantial rotation of the drive wheels W, and outputs the target torque value to the first adder 56.
Further, the auxiliary machine torque-ENG friction calculation unit 57 calculates the auxiliary machine torque (HAC) required for driving the auxiliary machine based on, for example, the protrusion pressure (PD) of the air conditioner, and after the warm-up operation of the internal combustion engine E is completed. A torque value related to engine (ENG) friction of the internal combustion engine E is calculated based on an increase in engine friction in a low temperature state when the engine friction value is used as a reference, and is output to the first addition unit 56.
The first addition unit 56 outputs a value obtained by adding the crank end torque and the torque value input from the auxiliary machine torque-ENG friction calculation unit 57 from the power plant (that is, the internal combustion engine E and the motor M). Is set as a power plant (P / P) torque which is a target torque for the torque to be output, and is output to the torque distribution calculation unit 58.
[0029]
The torque distribution calculating unit 58 determines whether the internal combustion engine E is performing the cylinder deactivation operation, which is output from the cylinder deactivation control unit 59, and the limit torque and required torque for the motor M output from the power management unit 44. Based on the above, a required torque mode for designating a predetermined operation state of the internal combustion engine E and the motor M is selected, and the power plant (P / P) torque corresponding to each torque command of the internal combustion engine E and the motor M is selected according to the selection result. Set distribution.
The cylinder deactivation control unit 59 is input with a limit torque for the motor M output from the power management unit 44 described later, and the cylinder deactivation control unit 59 performs the deactivation operation according to the limit torque for the motor M. Judging whether to execute.
[0030]
For example, the power management unit 44 calculates the motor (MOT) limit torque based on the smaller one of the battery (BATT) protection limit power output from the HVECU 35 or the charge / discharge limit power amount output from the energy management unit 45. Then, the smaller one of the calculated motor limit torque or the motor (MOT) winding protection limit torque output from the HVECU 35 is set as the limit torque, and is output to the torque distribution calculation unit 58 and the cylinder deactivation control unit 59.
In addition, the power management unit 44 determines the motor (MOT) required torque based on the smaller one of the battery (BATT) protection limited power output from the HVECU 35 or the required charge / discharge power amount output from the energy management unit 45, for example. Is set as the required torque which is smaller of the calculated motor required torque or the motor (MOT) winding protection limit torque output from the HVECU 35, and is output to the torque distribution calculation unit 58.
[0031]
The charge / discharge limit power amount and the required charge / discharge power amount output from the energy management unit 45 are, for example, the limit amount and the request amount for charge and discharge set according to the charge state of the battery 3 and the auxiliary battery 4. .
The battery (BATT) protection limit power output from the HVECU 35 is a limit value of the output power of the battery 3 set according to the temperature state of the battery 3, the auxiliary battery 4, and other high voltage equipment, for example. The (MOT) winding protection limit torque is a limit value of the output torque of the motor M set according to the temperature state of the motor M.
[0032]
The torque command for the internal combustion engine E calculated by the torque distribution calculation unit 58 is input to the subtraction unit 60, and the subtraction unit 60 is input from a feedback (F / B) processing unit 67 described later from the torque command for the internal combustion engine E. A value obtained by subtracting the torque value is input to the target TH calculation unit 61. The target TH calculation unit 61 calculates a target value for the electronic throttle opening TH related to the driving of the ETCS driver based on the input torque value, and outputs the target value to the third torque selection unit 62.
[0033]
The third torque selection unit 62 selects a throttle opening value that is larger of the target value of the electronic throttle opening TH input from the target TH calculation unit 61 or the idle opening output from the idle control unit 63. The throttle opening value is output to the ETCS driver 64.
The idle opening output from the idle control unit 63 is a limit value for the throttle opening TH for preventing the engine speed NE from becoming less than a predetermined speed, for example, during idling of the internal combustion engine E. is there.
[0034]
The ENG torque calculation unit 65 of the torque management unit 43 receives a detection signal of the intake air amount (or supply oxygen amount) of the internal combustion engine E detected by the air flow meter (AFM) 66, and calculates ENG torque. The unit 65 calculates the ENG torque output from the internal combustion engine E based on the detected value of the intake air amount, and outputs it to the feedback (F / B) processing unit 67 and the second addition unit 68.
The feedback (F / B) processing unit 67 responds to the torque command of the internal combustion engine E calculated by the torque distribution calculation unit 58, for example, an ENG torque calculation error based on the detection value of the air flow meter 66, or the internal combustion engine, for example. The response characteristics of the engine E, aging degradation, performance variations during mass production of the internal combustion engine E, and the like are corrected by feedback processing, and the ENG torque calculated by the ENG torque calculation unit 65 is input to the subtraction unit 60.
[0035]
The third addition unit 68 adds the ENG torque calculated by the ENG torque calculation unit 65, the torque value input from the auxiliary machine torque-ENG friction calculation unit 57, and the actual motor torque input from the MOTECU 33. The actual torque calculation unit 69 inputs the torque value obtained in this manner, and the actual torque calculation unit 69 actually outputs the actual torque from the power plant (that is, the internal combustion engine E and the motor M) based on the input torque value. Calculate the value.
Note that the torque command of the motor M calculated by the torque distribution calculating unit 58 of the torque management unit 43 is input to the MOTECU 33 via the HVECU 35, and the MOTECU 33 actually receives the motor based on the input torque command. The motor actual torque output from M is calculated and input to the third addition unit 68 of the torque management unit 43 via the HVECU 35.
The actual torque value calculated by the actual torque calculation unit 69 is input to the AT-CPU 47, and the hydraulic pressure for driving the lockup clutch 21 is electronically controlled by the LC linear solenoid based on the actual torque value. Yes.
[0036]
Each torque value calculated by the torque management unit 43 is calculated based on the ignition timing, air-fuel ratio, fuel cut (fuel cut) of the internal combustion engine E controlled by the A / F (air-fuel ratio) control unit 41 and the IG (ignition) control unit 42. Correction is made according to whether or not fuel supply is stopped.
[0037]
As described above, the hybrid vehicle control apparatus according to the present embodiment corrects the auxiliary machine torque required for driving the auxiliary machine and the torque related to the engine friction of the internal combustion engine E with respect to the crank end torque. By calculating the plant (P / P) torque, a desired torque required for driving the vehicle can be ensured, and cooperative control of the internal combustion engine E and the motor M can be appropriately executed.
In addition, when calculating the crank end torque, the priority order of each required torque is, for example, VSA required torque, AT required torque, C / C required torque, and driver required torque in descending order of priority. It is possible to appropriately reflect the driving intention of the driver while preventing the vehicle occupant from feeling uncomfortable with respect to the driving behavior.
That is, when the second torque selection unit 55 selects the smaller one of the torque output from the torque switching unit 54 and the VSA required torque output from the VSA ECU 31, the running behavior of the vehicle becomes unstable. Can be prevented. Further, when the AT request torque is output from the AT-CPU 47, for example, the torque switching unit 54 selects and outputs the AT request torque without selecting the torque output from the first torque selection unit 52. By doing so, it is possible to suppress the occurrence of torque fluctuations related to the speed change operation or the like in the transmission T. Further, by selecting the larger of the driver required torque or the C / C required torque at the first torque selection unit 52, the vehicle driver can respond to the accelerator operation even during cruise control. When the driver request torque exceeds the C / C request torque, the driver request torque is selected, and the driving intention of the driver can be appropriately reflected on the driving behavior of the vehicle.
[0038]
【The invention's effect】
As described above, according to the hybrid vehicle control apparatus of the first aspect of the present invention, the target value for the torque output from the power plant including the internal combustion engine and the motor can be set appropriately. Moreover, even when the target value for torque varies according to the state of the vehicle, a desired torque can be ensured and cooperative control between the internal combustion engine and the motor can be appropriately executed.
Furthermore, according to the control apparatus for a hybrid vehicle of the present invention as set forth in claim 2, it is possible to set a target value of an appropriate torque corresponding to various driving states of the vehicle.
Furthermore, according to the hybrid vehicle control device of the present invention as set forth in claim 3, a desired torque is ensured even when the target value for the torque fluctuates according to the operating state of various auxiliary machines, and the internal combustion engine It is possible to appropriately execute cooperative control between the engine and the motor.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a control apparatus for a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a functional block diagram of a control unit shown in FIG.
[Explanation of symbols]
1 Control Unit 3 Battery (Power Storage Device)
31 VSAECU (driving force request means, travel behavior control means)
47 AT-CPU (driving force request means, transmission control means)
51 Driver required torque calculation unit (driving force request means)
53 C / C (cruise control) control unit (driving force request means, cruise control means)
52 1st torque selection part (final target torque setting means)
54 Torque switching unit (final target torque setting means)
55 Second torque selection unit (final target torque setting means)
56 1st addition part (final target torque setting means)
58 Torque distribution calculation unit (final target torque setting means)

Claims (3)

An internal combustion engine and a motor as a power source, and a power storage device that exchanges electric energy with the motor,
A control device for a hybrid vehicle, wherein at least one of the internal combustion engine or the motor is connected to a drive wheel of the host vehicle via a transmission, and a driving force is transmitted to the drive wheel.
A plurality of driving force requesting means for setting a target torque for a power plant torque that can be output from a power plant comprising the internal combustion engine and the motor;
A final target torque setting unit that selects any one of the target torques set by the plurality of driving force requesting units, performs a predetermined correction on the selected target torque, and sets a final target torque;
A hybrid comprising target torque distribution means for distributing the final target torque to a target engine torque for an engine torque that can be output from the internal combustion engine and a target motor torque for a motor torque that can be output from the motor. Vehicle control device. The plurality of driving force requesting means, a cruise control means for automatically setting the traveling state of the vehicle to a predetermined traveling state, a transmission control means for controlling the operating state of the transmission, and a traveling behavior of the vehicle set to a predetermined state The hybrid vehicle control device according to claim 1, further comprising a traveling behavior control unit configured to perform the control. The final target torque setting means sets, as the final target torque, a value obtained by adding, to the selected target torque, an auxiliary machine torque required for driving an auxiliary machine connected to the power plant. A control device for a hybrid vehicle according to claim 1 or 2.

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