JP2006046297A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide technology for increasing supercharging pressure quickly while establishing satisfactory drivability and fuel economy in a controller for a hybrid vehicle. <P>SOLUTION: In this controller for the hybrid vehicle provided with an internal combustion engine, a power generator, a battery, a turbocharger, and an intake throttle valve, opening of the intake throttle valve is set to be larger than the opening required for generating request torque when increasing supercharging pressure, and torque generated more excessively than the demand torque is converted into electric energy by the power generator to charge the battery. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a hybrid vehicle.

  An internal combustion engine equipped with a turbocharger is designed to have the highest thermal efficiency when the supercharging pressure is sufficiently high. Therefore, the fuel efficiency is deteriorated until the supercharging pressure becomes sufficiently high. Such a phenomenon that causes a time delay until the boost pressure becomes sufficiently high is hereinafter referred to as a turbo lag. In particular, in the case of a lean combustion type internal combustion engine, while the turbo lag is occurring, the fluctuation of the torque is likely to occur, so that lean combustion cannot be performed, and the fuel consumption is remarkably deteriorated.

  Further, in a hybrid vehicle, an internal combustion engine is started from a state where the vehicle is traveling only with an electric motor, and the electric motor and the internal combustion engine are traveled together. A turbo lag is generated when the internal combustion engine is started. . Here, the fuel injection amount to the internal combustion engine is set so that the fuel consumption becomes the best on the basis of the engine speed and the engine load when the supercharging pressure becomes sufficiently high. During this time, the fuel consumption is deviated from the state where the fuel consumption becomes the best, and the fuel consumption deteriorates.

  And, when accelerating at a lean air-fuel ratio, the target intake air amount is increased and corrected by controlling the throttle opening with a correction value according to the difference between the target boost pressure and the actual boost pressure. The technique which performs is known (for example, refer patent document 1).

In addition, a technique is known in which an auxiliary throttle valve is temporarily opened during acceleration to increase the amount of intake air and suppress turbo lag (see, for example, Patent Document 2).
JP 2000-97080 A JP-A-63-246424 Japanese Patent Laid-Open No. 10-252517 JP 2000-333305 A JP-A-11-148388 JP 2001-248491 A

  However, if the opening of the throttle valve is changed in order to quickly increase the supercharging pressure, torque fluctuation may be induced and drivability may deteriorate.

  In addition, when the turbo lag is occurring, the intake air amount is smaller than when the supercharging pressure is sufficiently high, and the throttle valve opening determines the fuel injection amount. Since the amount of air corresponding to the opening cannot be obtained, the fuel becomes excessive and the fuel consumption deteriorates.

  Further, when the fuel injection amount is determined by the air flow meter, it is possible to match the target air-fuel ratio, but since the generated torque is reduced by the turbo lag, the internal combustion engine is operated in a relatively poor thermal efficiency state. As a result, the fuel efficiency will deteriorate.

  The present invention has been made in view of the above-described problems, and in a hybrid vehicle control device, it is possible to quickly increase the supercharging pressure while achieving good drivability and improved fuel economy. The purpose is to provide.

In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention is characterized by the following. That is,
In a hybrid vehicle control device including an internal combustion engine, a generator, a battery, a turbocharger, and an intake throttle valve,
When increasing the supercharging pressure, the opening of the intake throttle valve is made larger than the opening required to generate the required torque, and the torque generated more than the required torque is caused by the generator. The battery is charged by converting into electric energy.

  The greatest feature of the present invention is that when the boost pressure is increased, the opening of the intake throttle valve is increased, and excess torque generated at this time is stored in the battery as electric energy, so that the boost pressure can be quickly increased. There is to raise.

  Here, when the opening degree of the intake throttle valve is increased, the pressure difference between the upstream and downstream sides of the intake throttle can be quickly reduced. As a result, the intake air amount of the internal combustion engine can be increased, and further, the exhaust gas energy can be increased to increase the rotational speed of the turbocharger. Thereby, a supercharging pressure can be raised rapidly and a turbo lag can be suppressed. Therefore, deterioration of drivability can be suppressed.

  At this time, the torque generated by the internal combustion engine increases. By converting the increased torque into electric energy by a generator and storing it in the battery, the electric energy can be utilized when the vehicle is driven by a subsequent electric motor. it can. Here, since the vehicle was running by the electric motor before the internal combustion engine was started, the power stored in the battery was consumed, so that the battery could not be charged.

  If the supercharging pressure can be quickly increased in this way, it is possible to promptly shift to a driving state with good fuel efficiency, and fuel efficiency can be improved. The effect is particularly high in a lean combustion internal combustion engine.

  Note that “larger than the opening required to generate the required torque” can include the case where the intake throttle valve is fully open.

In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention may be characterized as follows. That is,
In a hybrid vehicle control device including an internal combustion engine, a generator, a battery, a turbocharger, and an intake throttle valve,
From the time of cranking for starting the internal combustion engine until the boost pressure reaches the target value, the opening degree of the intake throttle valve is made larger than that during idling, and the rotational speed of the internal combustion engine is higher than the target rotational speed. If it is too high, power may be generated by the generator and lowered to the target rotational speed.

  Here, when the internal combustion engine is started, the rotational speed of the turbocharger is low, and the supercharging pressure is hardly increased. However, by making the opening degree of the intake throttle valve larger than that during idling, more air can be sucked into the internal combustion engine, and the boost pressure can be quickly raised.

  Further, if the opening of the intake throttle valve is larger than that at the time of idling after the internal combustion engine is started, the rotational speed of the internal combustion engine increases, so when it becomes higher than the target rotational speed (for example, idle rotational speed), Electric power is generated by the generator to reduce the rotational speed of the internal combustion engine to a predetermined rotational speed. And the electrical energy obtained by the generator can be stored in the battery.

  Note that “increasing the opening of the intake throttle valve than when idling” can include the case of full opening.

  In this way, the supercharging pressure can be quickly raised, so that good drivability can be obtained.

  In addition, if the supercharging pressure can be quickly increased, it is possible to promptly shift to an operating state with good fuel efficiency, and fuel efficiency can be improved.

In the present invention, torque fluctuation detecting means for detecting torque fluctuation of the internal combustion engine,
An intake throttle valve opening correcting means for reducing a degree of opening of the intake throttle valve when a torque fluctuation of a predetermined value or more is detected by the torque fluctuation detecting means;
Can further be provided.

  Here, when the opening degree of the intake throttle valve is increased, the intake air amount increases, so that more force is required in the compression stroke of the internal combustion engine, and vibration and impact may occur in the internal combustion engine.

  On the other hand, when torque fluctuation is detected, the intake air amount of the internal combustion engine is reduced by suppressing the intake air amount of the internal combustion engine by making the opening degree of the intake throttle valve smaller than the opening degree at that time. It becomes possible. Here, the “predetermined value” regarding the torque fluctuation indicates a value when vibration and impact are not within an allowable range.

  With the hybrid vehicle control device according to the present invention, it is possible to quickly increase the supercharging pressure while achieving good drivability and improved fuel consumption.

  Hereinafter, a specific embodiment of a control apparatus for a hybrid vehicle according to the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a schematic configuration of a hybrid system and an intake / exhaust system of an internal combustion engine according to the present embodiment.

  The hybrid vehicle according to the present embodiment includes an internal combustion engine 1, a power split mechanism 31, an electric motor 32, a generator 33, a battery 34, an inverter 35, an axle 36, a speed reducer 37, and wheels 38.

  The power split mechanism 31 distributes the output from the internal combustion engine 1 to the generator 33 and the axle 36. The power split mechanism 31 also has a function of transmitting the output from the electric motor 32 to the axle 36. The electric motor 32 rotates at a rotational speed proportional to the axle 36 via the speed reducer 37. The electric motor 32 can assist the output of the internal combustion engine 1 as necessary during normal operation. A battery 34 is connected to the electric motor 32 and the generator 33 via an inverter 35. The generator 33 obtains power from the internal combustion engine 1 to generate power and charge the battery 34.

In the hybrid system configured as described above, during normal traveling, the wheel 36 is driven by rotating the axle 36 by the output of the internal combustion engine 1 or the output of the electric motor 32. Further, the wheel 36 can be driven by rotating the axle 36 by combining the output of the internal combustion engine 1 and the output of the electric motor 32. On the other hand, at the time of deceleration, the electric motor 32 is operated as a generator by the rotational force of the wheel 38, whereby the kinetic energy can be converted into electric energy and collected by the battery 34. Thus, since the kinetic energy is converted into electric energy when the vehicle is decelerated, it is possible to assist the deceleration of the vehicle.

  Next, the internal combustion engine 1 is an in-cylinder direct injection gasoline engine that has four cylinders 2 and directly injects fuel into the cylinders 2. The internal combustion engine 1 is an engine that can be operated by lean combustion.

  The internal combustion engine 1 is provided with a fuel injection valve 3 that injects fuel into the cylinder.

  In addition, an intake branch pipe 4 is connected to the internal combustion engine 1, and each branch pipe of the intake branch pipe 4 leads to a combustion chamber of each cylinder 2.

  The intake branch pipe 4 is connected to an intake pipe 5, and a compressor housing 15 a of a turbocharger 15 that operates using exhaust energy as a drive source is provided in the middle of the intake pipe 5.

  An intake throttle valve 6 for adjusting the flow rate of the intake air flowing through the intake pipe 5 is provided at a portion of the intake pipe 5 located immediately upstream of the intake branch pipe 4. An intake throttle valve actuator 7 configured to open and close the intake throttle valve 6 is attached to the intake throttle valve 6.

  Further, the intake branch pipe 4 is provided with a first pressure sensor 8 that outputs a signal corresponding to the pressure in the intake branch pipe 4 and that can measure the pressure in the intake branch pipe 4. Further, a signal corresponding to the pressure in the intake pipe 5 is output to the intake pipe 5 downstream of the compressor housing 15a and upstream of the intake throttle valve 6, and the pressure in the intake pipe 5 can be measured. A second pressure sensor 16 is provided.

  Further, an air flow meter 17 that outputs a signal corresponding to the flow rate of the intake air passing through the intake pipe 5 is attached to the intake pipe 5 upstream of the compressor housing 15a. The intake air amount of the internal combustion engine 1 can be obtained from the output signal of the air flow meter 17.

  On the other hand, an exhaust branch pipe 9 is connected to the internal combustion engine 1, and the exhaust branch pipe 9 is connected to a turbine housing 15 b of the turbocharger 15. The turbine housing 15 b is connected to the exhaust pipe 10. The exhaust pipe 10 communicates with the atmosphere downstream.

  An exhaust purification catalyst 11 is provided in the middle of the exhaust pipe 10 downstream of the turbine housing 15b.

  The internal combustion engine 1 configured as described above is provided with an ECU 12 that is an electronic control unit for controlling the internal combustion engine 1. The ECU 12 is a unit that controls the operation state of the internal combustion engine 1 in accordance with the operation conditions of the internal combustion engine 1 and the request of the driver.

  Further, the ECU 12 outputs an electrical signal corresponding to the amount of depression of the accelerator by the driver, and an accelerator opening sensor 13 that can detect the load state of the vehicle, and a crank position sensor 14 that detects the rotational speed of the internal combustion engine 1. In addition, various sensors are connected via electric wiring, and output signals from the various sensors described above are input to the ECU 12.

On the other hand, the fuel injection valve 3, the intake throttle valve actuator 7 and the like are connected to the ECU 12 via electric wiring, and can be controlled by the ECU 12.

  Next, the flow of boost pressure increase control according to this embodiment will be described.

  FIG. 2 is a flowchart showing a flow of supercharging pressure increase control according to this embodiment. This routine is executed immediately after the internal combustion engine is started.

  In step S101, the ECU 12 detects the pressure in the intake branch pipe 4 and the pressure in the intake pipe 5. The first pressure sensor 8 and the second pressure sensor 16 detect the pressure.

  In step S102, the ECU 12 increases the opening of the intake throttle valve 6 during cranking. Here, the opening degree of the intake throttle valve 6 is adjusted so that the pressure difference between the upstream and downstream sides of the intake throttle valve 6 becomes as small as possible and the pressure in the intake branch pipe 4 does not become a large negative pressure. Is done. At this time, the intake throttle valve 6 may be fully opened.

  In step S103, the ECU 12 increases the opening of the intake throttle valve 6 after the internal combustion engine 1 is started. Here, the intake throttle valve 6 is opened so that the pressure downstream of the turbocharger 15 quickly reaches a predetermined pressure and the pressure difference between the upstream and downstream of the intake throttle valve 6 becomes as small as possible. The degree is adjusted. The opening degree of the intake throttle valve 6 at this time is determined by the opening degree of the intake throttle valve 6 determined by the rotational speed and load of the internal combustion engine 1 and the opening degree of the intake throttle valve 6 necessary for charging the battery 34. The opening is larger than either. The intake throttle valve 6 may be fully opened.

  Further, the actual rotational speed of the internal combustion engine 1 is higher than the rotational speed of the internal combustion engine 1 required for driving the vehicle and the rotational speed of the internal combustion engine 1 required for charging the battery 34. You may make it raise the rotation speed of the internal combustion engine 1 using the electric motor 32. FIG.

  During the process of this step, the deterioration of fuel consumption is suppressed by always operating the internal combustion engine 1 in the lean combustion state. Here, a torque larger than the required torque is generated, but this excessive generated torque is converted into electric energy by the generator 33 and stored in the battery 34.

  In step S104, the ECU 12 determines whether or not the pressure detected by the first pressure sensor 8 is greater than the target value. This target value is obtained in advance by experiments or the like as a pressure that can realize a lean combustion operation that provides the best fuel efficiency.

  If an affirmative determination is made in step S104, the process proceeds to step S105, whereas if a negative determination is made, the process returns to step S103.

  In step S105, the ECU 12 performs normal traveling control. That is, the control for rapidly increasing the supercharging pressure is not performed, and the opening degree of the intake throttle valve 6 is set to match the required torque.

  In this way, the supercharging pressure can be quickly increased.

In step S103, the following control may be used in combination so that the energy of the exhaust gas supplied to the turbine housing 15b is increased. That is, (1) the ignition timing is delayed in the case of an internal combustion engine provided with an ignition plug, and (2) the fuel injection timing is delayed in the case of a compression ignition type internal combustion engine. (3) Change the fuel injection amount. (4) In the case of an internal combustion engine having a variable valve timing mechanism and a variable valve lift amount mechanism, the working angle or lift amount of the intake valve or exhaust valve is maximized. ) In the case of an internal combustion engine provided with a variable valve timing mechanism and a variable valve lift amount mechanism, the opening / closing timing of the intake valve or exhaust valve is changed. (6) In the internal combustion engine provided with a variable displacement turbocharger, the variable capacity The internal combustion engine 1 is started with the capacity of the turbocharger being minimized, and the capacity is changed as necessary after the engine is started. (7) In the case of an internal combustion engine equipped with an intercooler, the intercooler is bypassed. Etc. may be used in combination.

  (1) If the ignition timing is delayed, the rate at which the energy generated by the combustion of the fuel is used to push down the piston decreases, the exhaust energy increases, and the turbine speed can be increased. Therefore, the supercharging pressure can be increased more quickly. However, fuel consumption deteriorates.

  (2) If the fuel injection timing is delayed, the rate at which the energy generated by fuel combustion is used to push down the piston decreases, the exhaust energy increases, and the turbine speed can be increased. The supercharging pressure can be quickly increased. However, fuel consumption deteriorates.

  (3) When the fuel injection amount is increased, the amount of generated heat increases, so that the boost pressure rises more quickly, but the fuel consumption deteriorates.

  (4) When the operating angle or lift amount of the intake valve or exhaust valve is maximized, the pump loss can be reduced and the intake air amount can be increased.

  (5) Volume efficiency can be maximized by changing the opening / closing timing of the intake valve or exhaust valve.

  (6) When the capacity of the variable displacement turbocharger is minimized, the supercharging pressure can be quickly increased, but the fuel efficiency is deteriorated because the back pressure increases.

  (7) By bypassing the intercooler, pressure loss in the intercooler can be eliminated, and furthermore, the amount of air staying in the intake pipe 5 when the internal combustion engine is stopped can be reduced.

  When these are used in combination, it is possible to determine which of the above (1) to (7) is used depending on which is prioritized from the balance between the degree of increase in supercharging pressure and fuel consumption. good.

  As described above, the internal combustion engine 1 can be operated for a longer time in the lean combustion state, so that fuel efficiency can be improved. That is, it is possible to suppress the deterioration of fuel consumption due to the turbo lag.

  Here, immediately after the internal combustion engine 1 is started, the air staying in the intake branch pipe 4 and the intake pipe is sucked into the cylinder 2, that is, while the turbo lag is generated, upstream of the turbocharger 15. The amount of air actually sucked into the cylinder 2 is smaller than the amount of air detected by the air flow meter 17 provided in the intake pipe 5. Since the fuel injection amount injected from the fuel injection valve 3 is calculated from the air amount detected by the air flow meter 17, the air-fuel ratio becomes rich and fuel consumption deteriorates. Although it is conceivable to provide the air flow meter 17 in the intake pipe 5 between the turbocharger 15 and the internal combustion engine 1, the measurement error of the intake air amount due to a change in intake air temperature becomes large.

  In this respect, in this embodiment, the time delay between the value detected by the air flow meter 17 and the amount of air actually sucked into the cylinder 2 can be reduced, and the boost pressure can be quickly increased. Since the shift to the lean combustion operation can be made promptly, deterioration of fuel consumption can be suppressed.

  In addition, it is possible to quickly increase the supercharging pressure by providing a device that rotates the turbocharger 15 with electric power or the like, or by providing a device that introduces air upstream of the turbocharger 15. According to the example, since it is not necessary to provide these, an increase in cost and weight can be suppressed.

  Furthermore, while the supercharging pressure is rapidly increased, the speed of the internal combustion engine 1 can be controlled by the power generator 33, so that good drivability can be obtained.

  Next, another embodiment of the supercharging pressure increase control will be described. Since the hardware is the same as that of the first embodiment, the description thereof is omitted.

  Here, in this embodiment, hunting of the supercharging pressure is prevented. That is, if the supercharging pressure rises quickly, hunting of the supercharging pressure is likely to occur. Therefore, in this embodiment, hunting of the supercharging pressure is suppressed.

  Next, the flow of boost pressure increase control according to this embodiment will be described.

  FIG. 3 is a flowchart showing a flow of supercharging pressure increase control according to this embodiment. This routine is executed immediately after the internal combustion engine is started. In addition, about the step in which the same process as the said flow is performed, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In step S <b> 201, the ECU 12 calculates the amount of change in pressure obtained from the first pressure sensor 8 and the second pressure sensor 16. This change amount is a change amount from a preset target value. Here, the target value is obtained in advance through experiments or the like as a pressure that can realize lean combustion with the best fuel efficiency, and is stored in the ECU 12.

  In step S202, the ECU 12 calculates the optimum opening degree of the intake throttle valve 6 for converging the pressure in the intake branch pipe 4 to the target value based on the pressure change amount calculated in step S201. Here, the relationship between the opening degree of the intake throttle valve 6 and the amount of change in pressure is obtained in advance through experiments or the like, mapped, and stored in the ECU 12.

  Here, when the rotation speed of the internal combustion engine 1 is changed, a pressure change due to the change in the rotation speed is also taken into consideration.

  Then, the pressure in the intake branch pipe 4 is converged to the target value by changing the opening degree of the intake throttle valve 6 and the rotational speed of the internal combustion engine 1.

  In this way, the supercharging pressure can be quickly increased.

In step S202, the following control may be used together so that the energy of the exhaust gas supplied to the turbine housing 15b is increased. That is, (1) the ignition timing is delayed in the case of an internal combustion engine provided with an ignition plug, and (2) the fuel injection timing is delayed in the case of a compression ignition type internal combustion engine. (3) Change the fuel injection amount. (4) In the case of an internal combustion engine having a variable valve timing mechanism and a variable valve lift amount mechanism, the working angle or lift amount of the intake valve or exhaust valve is maximized. ) In the case of an internal combustion engine provided with a variable valve timing mechanism and a variable valve lift amount mechanism, the opening / closing timing of the intake valve or exhaust valve is changed. (6) In the internal combustion engine provided with a variable displacement turbocharger, the variable capacity The internal combustion engine 1 is started with the capacity of the turbocharger being minimized, and the capacity is changed as necessary after the engine is started. (7) In the case of an internal combustion engine equipped with an intercooler, the intercooler is bypassed. Etc. may be used in combination.

  The effect of using these together is the same as in Example 1.

  In this way, it is possible to suppress hunting of the supercharging pressure when the supercharging pressure is quickly increased.

  Next, another embodiment of the supercharging pressure increase control will be described. Since the hardware is the same as that of the first embodiment, the description thereof is omitted.

  Here, depending on the combustion system of the internal combustion engine, the displacement, the cylinder configuration, the inertia of the generator, and the connection method, if the opening of the intake throttle valve 6 is increased at the time of start cranking of the internal combustion engine, the cylinder 2 is inhaled. The amount of air becomes excessive. As a result, the reaction force from the air in the cylinder 2 increases during the compression stroke, and vibration and impact may occur.

  In this respect, in this embodiment, when the torque fluctuation increases, the opening degree of the intake throttle valve 6 is reduced to suppress the torque fluctuation.

  Next, the flow of boost pressure increase control according to this embodiment will be described.

  FIG. 4 is a flowchart showing a flow of supercharging pressure increase control according to this embodiment. This routine is executed immediately after the internal combustion engine is started. In addition, about the step in which the same process as the said flow is performed, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In step S301, the ECU 12 determines a fluctuation value per unit time (hereinafter also referred to as a rotation fluctuation) of the rotational speed of the internal combustion engine 1 and the generator 33 during cranking or a fluctuation value per unit time of the load of the internal combustion engine 1. (Hereinafter also referred to as load fluctuation). The load fluctuation may be a fluctuation value of the torque generated by the generator 33.

  In step S302, the ECU 12 further controls the rotation fluctuation so that the pressure in the intake branch pipe 4 does not become a large negative pressure based on the rotation fluctuation or load fluctuation calculated in step S301 and the pressure in the intake branch pipe 4. Alternatively, the opening degree of the intake throttle valve 6 is adjusted so that the load fluctuation becomes the smallest value. The opening degree of the intake throttle valve 6 is obtained in advance through experiments or the like and stored in the ECU 12 as a relationship between the pressure in the intake branch pipe 4 and the rotation fluctuation or load fluctuation and the opening degree of the intake throttle valve 6.

  Thereafter, the process proceeds to step S104. If an affirmative determination is made in step S104, the process proceeds to step S105. On the other hand, if a negative determination is made, the process returns to step S301.

  In this way, it is possible to quickly increase the supercharging pressure while suppressing vibration and impact.

In step S302, the following control may be used together so that the energy of the exhaust gas supplied to the turbine housing 15b is increased. That is, (1) the ignition timing is delayed in the case of an internal combustion engine provided with an ignition plug, and (2) the fuel injection timing is delayed in the case of a compression ignition type internal combustion engine. (3) Change the fuel injection amount. (4) In the case of an internal combustion engine having a variable valve timing mechanism and a variable valve lift amount mechanism, the working angle or lift amount of the intake valve or exhaust valve is maximized. ) In the case of an internal combustion engine provided with a variable valve timing mechanism and a variable valve lift amount mechanism, the opening / closing timing of the intake valve or exhaust valve is changed. (6) In the internal combustion engine provided with a variable displacement turbocharger, the variable capacity The internal combustion engine 1 is started with the capacity of the turbocharger being minimized, and the capacity is changed as necessary after the engine is started. (7) In the case of an internal combustion engine equipped with an intercooler, the intercooler is bypassed. Etc. may be used in combination.

  The effect of using these together is the same as in Example 1.

  Next, another embodiment of the supercharging pressure increase control will be described. In this embodiment, a navigation system for detecting the position of the vehicle is provided. The other hardware is the same as that of the first embodiment, so that the description thereof is omitted.

  Here, as described above, the turbo lag is generated mainly when the internal combustion engine 1 is started. In the conventional hybrid vehicle, whether or not the internal combustion engine can be started is determined based on the required value of the driving force and the charging request of the battery 34. However, depending on the traveling conditions, the internal combustion engine 1 may be stopped immediately after the start. Can happen frequently. In this case, since the number of start-ups of the internal combustion engine increases, the fuel consumption may be worsened.

  In this regard, in this embodiment, it is determined whether or not the internal combustion engine is to be started based on information obtained from a navigation system mounted on the vehicle. That is, when the travel route is set in advance, the number of times the internal combustion engine is started is reduced as much as possible within a range where the fuel efficiency is improved, while the time during which the internal combustion engine is operating is as long as possible. To increase the amount of charge. Further, control is performed so that the travel using the internal combustion engine and the travel using only the electric motor 32 are distributed in the travel route so that the fuel consumption is optimal and the charge amount and the discharge amount of the battery 34 are balanced.

  For example, if it is known in advance that the vehicle will stop immediately and there is a request to charge the battery 34, the internal combustion engine 1 is not stopped. Further, for example, if it is known in advance that the internal combustion engine 1 is stopped and the vehicle will stop immediately, the internal combustion engine 1 is not started.

  In this way, the fuel consumption can be improved by reducing the number of times the internal combustion engine 1 is started.

  Note that this embodiment can be used in combination with the first to fourth embodiments.

It is a figure which shows schematic structure of the hybrid system by an Example, and the intake / exhaust system of an internal combustion engine. 3 is a flowchart showing a flow of supercharging pressure increase control according to the first embodiment. 6 is a flowchart showing a flow of supercharging pressure increase control according to a second embodiment. 6 is a flowchart showing a flow of boost pressure increase control according to a third embodiment.

Explanation of symbols

1 Internal combustion engine 2 Cylinder 3 Fuel injection valve 4 Intake branch pipe 5 Intake pipe 6 Intake throttle valve 7 Intake throttle valve actuator 8 First pressure sensor 9 Exhaust branch pipe 10 Exhaust pipe 11 Exhaust gas purification catalyst 12 ECU
13 Accelerator opening sensor 14 Crank position sensor 15 Turbocharger 15a Compressor housing 15b Turbine housing 16 Second pressure sensor 17 Air flow meter 31 Power split mechanism 32 Electric motor 33 Generator 34 Battery 35 Inverter 36 Axle 37 Reducer 38 Wheel

Claims (3)

In a hybrid vehicle control device including an internal combustion engine, a generator, a battery, a turbocharger, and an intake throttle valve,
When increasing the supercharging pressure, the opening of the intake throttle valve is made larger than the opening required to generate the required torque, and the torque generated more than the required torque is caused by the generator. A control apparatus for a hybrid vehicle, wherein the battery is charged by converting into electric energy. In a hybrid vehicle control device including an internal combustion engine, a generator, a battery, a turbocharger, and an intake throttle valve,
From the time of cranking for starting the internal combustion engine until the boost pressure reaches the target value, the opening degree of the intake throttle valve is made larger than that during idling, and the rotational speed of the internal combustion engine is higher than the target rotational speed. If it is too high, the control device for a hybrid vehicle is characterized in that the generator generates electric power and lowers it to a target rotational speed. Torque fluctuation detecting means for detecting torque fluctuation of the internal combustion engine;
An intake throttle valve opening correcting means for reducing a degree of opening of the intake throttle valve when a torque fluctuation of a predetermined value or more is detected by the torque fluctuation detecting means;
The hybrid vehicle control device according to claim 1, further comprising:

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