JP2006170056A - Device and method for controlling internal combustion engine of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently operate an internal combustion engine control device for a hybrid vehicle. <P>SOLUTION: In a hybrid system 10, a torque calculating part 100b calculates a torque of an engine 200 from a torque reaction of a motor generator MG1. A fuel consumption rate calculating part 100c calculates a momentary fuel consumption rate of the engine 200 based on the calculated engine torque, the fuel injection amount, and the engine speed. An operating line updating part 100d updates the operating line by performing an operating line updating process based on the calculated fuel consumption rate. At this time, a learning range setting part 100f changes the learning range of the fuel consumption rate set in the operating line updating process according to the vehicle speed, noise, or vibration of a hybrid vehicle 20. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a technical field of an internal combustion engine control apparatus and method for a hybrid vehicle that controls an operation state of the internal combustion engine in a hybrid vehicle including an internal combustion engine and a motor generator as a power source.

  As this type of technology, there is a vehicle driving force control device (hereinafter referred to as “conventional technology”) disclosed in Patent Document 1. According to the prior art, in a hybrid vehicle, the engine operating state is controlled based on a preset optimum fuel consumption line, so that the fuel consumption rate is minimized according to the target engine speed. It is said that the engine torque can be obtained.

  For hybrid vehicles, we also propose a technology that obtains the operating point that is the optimum efficiency point from the engine characteristic map stored in advance for the drive power requirement value, and controls the throttle opening so that this operating point is maintained. (For example, refer to Patent Document 2).

  Further, in a hybrid vehicle, a technique for controlling the operation state of the internal combustion engine and the electric motor so as to minimize the fuel consumption rate of the engine in the entire operation region based on the power consumption and the storage state is proposed (for example, (See Patent Document 3).

  Furthermore, in a diesel engine, a technique for calculating an instantaneous fuel consumption rate from a fuel injection amount and a travel distance has been proposed (see, for example, Patent Document 4 or 5).

  On the other hand, various techniques for reducing noise and vibration of an internal combustion engine have been proposed for general vehicles as well as this type of hybrid vehicle (see, for example, Patent Document 6 and Non-Patent Documents 1 and 2).

JP 2000-179371 A JP-A-10-98803 JP 2002-171604 A JP-A-8-334052 JP-A-8-334051 JP 2003-148114 A Noto 2572644 Japanese Utility Model Publication No. 3-67243

  The optimum fuel consumption line in an internal combustion engine varies depending on environmental conditions such as atmospheric pressure and humidity. However, since such changes are not taken into account in the conventional technology, even if the internal combustion engine is operated so as to minimize the fuel consumption rate based on the preset optimum fuel consumption line, the efficiency is relatively low. It may deteriorate and waste fuel.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide an internal combustion engine control apparatus and method for a hybrid vehicle that can efficiently operate the hybrid vehicle.

  In order to solve the above-described problems, an internal combustion engine control apparatus for a hybrid vehicle according to the present invention is an internal combustion engine control apparatus for a hybrid vehicle that controls the internal combustion engine in a hybrid vehicle including a motor generator and an internal combustion engine as power sources. Then, based on the torque specifying means for specifying the torque of the internal combustion engine, the specified torque, the rotational speed of the internal combustion engine, and the fuel injection amount in the internal combustion engine, an instantaneous fuel consumption rate in the internal combustion engine is obtained. A fuel consumption rate calculation means for calculating, a learning range for learning the fuel consumption rate on a coordinate plane having the torque and the rotation speed as a first axis and a second axis, respectively, noise in the hybrid vehicle or Learning range setting means for setting according to the state of vibration, and performing the learning within the set learning range Based on the learning result, operating line updating means for updating the operating line set in advance on the coordinate plane; and control means for controlling the operating state of the internal combustion engine according to the updated operating line. It is characterized by comprising.

  The motor generator according to the present invention converts electric energy supplied from a battery into mechanical energy to function as an electric motor, and generates electric power for supplying electric power to, for example, a battery by converting mechanical energy into electric energy. And function as a machine. Two types of motor generators may be installed in advance: a motor generator mainly used as an electric motor (motor) and a motor generator mainly used as a generator (generator). In the hybrid vehicle according to the present invention including such an internal combustion engine and a motor generator, so-called parallel control is suitably performed in which the motor generator can appropriately assist the power of the internal combustion engine.

  The “internal combustion engine” in the present invention is a general term for engines that convert combustion of fuel into motive power, but preferably refers to engines that use gasoline, diesel, LPG, or the like as fuel.

  An operating line is set in advance for the internal combustion engine. Here, the “operation line” in the present invention is a line that defines the operation state of the internal combustion engine on a coordinate plane having the torque of the internal combustion engine and the rotational speed of the internal combustion engine as the first axis and the second axis, respectively. The line is defined by a plurality of points previously associated with the output value of the internal combustion engine, and preferably represents a line obtained by connecting the plurality of points. The individual points that define these operating lines are the difference between the torque and the rotational speed at which the fuel consumption rate (hereinafter referred to as “fuel consumption rate” as appropriate) decreases at the output values of the internal combustion engines that are in a corresponding relationship, that is, the efficiency increases. It is set as a point representing a combination. Preferably, it is set for each output value of the internal combustion engine as a point where the fuel consumption rate becomes the smallest, that is, a point where the efficiency becomes the largest (fuel consumption rate minimum operating point). The operating point setting means according to the present invention sets, for example, a point corresponding to the output required for the internal combustion engine as the operating point on this operating line (that is, preferably from among a plurality of points defining the operating line). To do. The control means controls the operating state of the internal combustion engine to a state defined by the set operating point.

  Here, in particular, the fuel efficiency minimum operating point slightly or clearly changes depending on, for example, atmospheric pressure, humidity, or fuel properties of the internal combustion engine. Therefore, if the operating line is a fixed operating line set in advance as in the prior art, the internal combustion engine may be used at an operating point where the fuel consumption rate is not minimized.

  Therefore, according to the internal combustion engine control apparatus for a hybrid vehicle according to the present invention (hereinafter referred to as “internal combustion engine control apparatus” as appropriate), the operation line can be updated as described below. That is, according to the internal combustion engine control apparatus of the present invention, during the operation, the torque of the internal combustion engine is first specified by the torque specifying means. Further, the instantaneous fuel consumption rate of the internal combustion engine is calculated by the fuel consumption rate calculation means based on the specified torque, the rotational speed of the internal combustion engine, and the fuel injection amount of the internal combustion engine.

  The “torque specifying means” in the present invention may have, for example, a mode in which the torque of the internal combustion engine is measured or detected directly or indirectly, and the measured or detected torque is simply used as an electrical signal. The torque may be obtained numerically, or the torque may be obtained from any physical quantity, electrical quantity, or chemical quantity that is directly or indirectly measured or detected and related to the torque or torque. It may have a mode of calculating numerically, and the mode may be freely determined as long as the torque of the internal combustion engine can be finally specified. When measuring or detecting torque directly or indirectly, for example, a known contact or non-contact torque sensor may be used. In the case where the hybrid vehicle is configured to be able to detect the torque of the internal combustion engine in a form called a so-called torque reaction force by a motor generator provided in the hybrid vehicle, a torque sensor or the like is provided separately. It is not necessary and is extremely efficient.

  The “fuel consumption rate” in the present invention is an index value representing the fuel injection amount per unit electric energy (for example, the unit is kWh) in the internal combustion engine. Further, “efficiency (or simply efficiency) of the internal combustion engine” in the present invention is the reciprocal of this fuel consumption rate, and is an index value representing the amount of electric power per unit fuel injection amount. Therefore, “effective” means that the fuel consumption rate is relatively small.

  Note that the output (ie, electric power) of the internal combustion engine is proportional to the product of the torque and the rotational speed of the internal combustion engine. In addition, “instantaneous” means that the fuel consumption rate can be calculated at a predetermined time or a predetermined time that is fixed or variable under a predetermined condition, or at any arbitrary time. It is the meaning that represents.

  The operation line update unit learns the fuel consumption rate within the learning range set by the learning range setting unit and updates the operation line based on the learning result.

  Here, the “learning range” is a range in the above-described coordinate plane that defines the action line, and is appropriately set by the learning range setting means. The learning range may basically be a range of any shape as long as it is a range in the coordinate plane. For example, it may be a one-dimensional range such as an iso-output line obtained when the output of the internal combustion engine is maintained at a constant value, or may be a two-dimensional range having a circular shape, a square shape, or an indefinite shape combining them. There may be. Since the coordinate plane is a plane defined by the torque and the rotational speed of the internal combustion engine, the learning range set in this way includes a plurality of points representing a combination of the torque and the rotational speed. Become.

  The “learning of fuel consumption rate” according to the present invention stores the fuel consumption rate calculated when the point is set as an operating point for at least one point defined within such a learning range, This refers to a process of updating the contents of the memory at a constant or indefinite timing. However, such storage may not be performed for all points where the fuel consumption rate is calculated. For example, by repeating such learning processing, the distribution of the fuel consumption rate of the internal combustion engine in the coordinate plane is rewritten at every constant or indefinite timing.

  The operation line update means updates the operation line based on the learning result. However, the operation line update means how to update the operation line by reflecting the learning result. It may be freely determined as long as it can be operated. For example, if, as a result of learning, it is possible to identify a point where the fuel efficiency can be made smaller than the currently set operating point for a certain output of the internal combustion engine, the point that defines the operating line is updated to that point Thus, the operation line may be updated. Alternatively, as a result of learning, if the fuel efficiency minimum operating point can be specified for a certain output of the internal combustion engine, the operating line may be updated by updating the point defining the operating line to the point. In addition, the operation line may be updated by appropriately reflecting a learning result in another learning range performed at another timing. As for how the learning result is reflected in the update of the operation line, the routine may be defined in advance, for example, experimentally, empirically, or by simulation. According to the internal combustion engine control apparatus of the present invention, the operation line is updated as described above, whereby the internal combustion engine can maintain the most efficient or relatively efficient state.

  On the other hand, when the fuel consumption rate is learned within the learning range, the rotational speed or torque of the internal combustion engine varies depending on the position of the point temporarily set as the operating point for calculating the fuel consumption rate on the coordinate plane. To do. That is, during the period during which the fuel consumption rate is learned, the operating state of the internal combustion engine changes regardless of the magnitude of the scale. Such changes can be perceived by the driver of the hybrid vehicle, for example, as noise or vibration, either auditorily or bodily, but if such changes are too large, the driver recognizes the changes as uncomfortable. there's a possibility that. For example, even if the driver intends to drive the hybrid vehicle in a steady manner (running with a small speed change), the rotational speed of the internal combustion engine increases rapidly or drivability deteriorates due to torque fluctuation.

  Such a sense of incongruity tends to cause anxiety and discomfort, and generally tends to disturb driving. In addition, a driver who feels that the hybrid vehicle has failed may stop the vehicle or depress the accelerator pedal unnecessarily. That is, as a whole, the uncomfortable feeling given to the driver tends to hinder the efficient operation of the internal combustion engine.

  Therefore, particularly in the internal combustion engine control apparatus according to the present invention, the learning range setting means sets the learning range according to the state of noise or vibration in the hybrid vehicle.

  Here, “noise or vibration” in the present invention means noise generated in the vehicle interior, noise generated in each part of the hybrid vehicle and entering the vehicle interior, noise entering the vehicle interior from outside the hybrid vehicle, or transmitted from the road surface. Vibration generated by the natural environment, or generated in each part of the hybrid vehicle and transmitted to the passenger compartment, such as drivers and passengers, mainly to people in the passenger compartment of the hybrid vehicle On the other hand, it is a concept that widely defines an event that can be perceived as some physical vibration (including sound).

  Noise and vibration are not completely separate concepts. For example, mechanical vibration often involves noise, and sound is air vibration. In this sense, “noise or vibration” occurs inside and outside the hybrid vehicle. In other words, it can be rephrased as a physical vibration that can be perceived.

  The “noise or vibration state” in the present invention refers to a direct or indirect measurement value of noise or vibration, or an index value having some relationship with these, for example, an engine speed or a vehicle speed. .

  Here, “setting the learning range according to the state of noise or vibration” means that the learning range is concealed by fluctuations in the rotational speed or torque fluctuations of the internal combustion engine caused by fuel consumption rate learning due to such noise or vibration. It is to be set as a range that can be perceived or perceived by the driver. For example, a relatively large learning range is set when noise or vibration is large, and a relatively small learning range is set when noise or vibration is small.

  That is, according to the internal combustion engine control apparatus of the present invention, the learning range setting means can always set the optimal learning range to the extent that the driver does not feel uncomfortable. Therefore, it is possible to operate the internal combustion engine efficiently from a comprehensive viewpoint.

  As a result, according to the internal combustion engine control apparatus of the present invention, it is possible to efficiently operate the internal combustion engine in the hybrid vehicle while reducing the uncomfortable feeling given to the driver during learning.

  In one aspect of the control apparatus for an internal combustion engine of a hybrid vehicle according to the present invention, the state of the noise or vibration includes the number of revolutions of the internal combustion engine, a vehicle speed in the hybrid vehicle, an accelerator pedal operation amount, an accelerator pedal operation frequency, and an audio device. And an index value representing the roughness of the road surface when the hybrid vehicle is running.

  Each element described here and the noise or vibration state of the hybrid vehicle are in a generally proportional relationship. For example, both noise and vibration increase as the rotational speed of the internal combustion engine increases. Noise increases with increasing vehicle speed. If the amount of operation of the accelerator pedal increases, the number of revolutions of the internal combustion engine increases, so noise and vibration increase. If the accelerator pedal is operated frequently, vibration is likely to occur. Audio volume is directly related to noise. Alternatively, the roughness of the road surface is directly linked to vibration.

  According to this aspect, since the noise or vibration state according to the present invention is defined by the elements having a relatively deep relationship with the noise or vibration state of the hybrid vehicle as described above, learning is performed very efficiently. Therefore, the operation line can be updated more efficiently.

  The “index value indicating the roughness of the road surface” described here refers to, for example, an output value of vibration measuring means disposed in a tire or a drive system, or some numerical value or information derived therefrom. . In addition, when the hybrid vehicle is equipped with a positioning system such as a car navigation system and the roughness of the road surface can be specified or estimated by the position information provided by the hybrid vehicle, it is generated from such position information. It may be a numerical value or information corresponding to the roughness of the road surface.

  Further, the vehicle speed of the hybrid vehicle can be easily determined by, for example, a vehicle speed sensor, the operation amount and operation frequency of the accelerator pedal, for example, by an accelerator position sensor, and the audio volume can be easily determined by the operation amount of a volume control means such as a knob in an audio device, for example. It is possible to get to. Of course, these may be specified or estimated by other methods.

  In another aspect of the internal combustion engine control apparatus for a hybrid vehicle according to the present invention, the learning range setting means sets the learning range so as to include a point corresponding to the output value of the internal combustion engine in the operation line.

  According to this aspect, since the learning range is set so as to include a point corresponding to the output value of the internal combustion engine in the operation line, it is possible to relatively reduce the load required for learning the fuel consumption rate. Further, since the amount of fluctuation of the rotational speed and torque of the internal combustion engine when learning the fuel consumption rate is relatively small, the operation line can be updated efficiently.

  In another aspect of the control apparatus for an internal combustion engine of a hybrid vehicle according to the present invention, the operation line update unit determines whether or not to perform the learning according to the state of the noise or vibration and performs the learning. When it is determined that it should be, learning is performed within the set learning range.

  According to this aspect, the operation line update unit determines whether or not learning is to be performed according to the state of noise or vibration, and performs learning when it is determined that learning is to be performed. In other words, when it is determined that the learning should not be performed, the learning can be stopped or interrupted.

  Here, the determination of “whether or not to perform learning” is made based on a determination criterion as to whether or not there is a possibility that the driver may feel uncomfortable. For example, whether or not learning is possible is set as a threshold for the rotation speed of the internal combustion engine and the vehicle speed of the hybrid vehicle, and the determination is made based on a comparison with the threshold. In this case, for example, in a situation where noise and vibration are small (for example, a situation where the cruise is performed at a low speed), learning should not be performed because learning itself can cause a sense of incongruity regardless of the size of the learning range. May be determined. Such a determination criterion or threshold value may be appropriately set in advance experimentally, empirically, or based on simulation.

  According to this aspect, in addition to simply expanding or reducing the learning range, it is possible to select whether or not the learning itself is possible, so that the possibility of further discomfort to the driver is reduced, and the internal combustion engine is operated efficiently. It becomes possible to make it.

  In another aspect of the internal combustion engine control apparatus for a hybrid vehicle according to the present invention, the learning range setting means expands or reduces the learning range in a stepwise manner according to the noise or vibration state.

  “Stepwise” described here includes a mode in which an appropriate learning range is assigned in advance for each appropriate range in the state of noise or vibration, or an appropriate learning range is assigned from a plurality of options. This is a concept representing that the learning range changes relatively roughly. Therefore, for example, on the coordinate plane, the learning range as a reference is set in association with the torque and the rotation speed of the internal combustion engine, respectively, and when the state of noise or vibration changes from the state defining the reference, Depending on the scale of the change, the learning range may be determined by multiplying the size of the reference range by a relatively discrete rate of change. Alternatively, two learning ranges, a relatively large learning range and a relatively small learning range, are prepared in advance, and may be set by appropriately switching them.

  According to this aspect, it is possible to reduce the processing load of the learning range setting unit and the operation line updating unit while setting a moderately effective learning range according to the state of noise or vibration.

  In another aspect of the internal combustion engine control apparatus for a hybrid vehicle according to the present invention, the learning range setting means continuously expands or reduces the learning range according to the noise or vibration state.

  “Continuous” as described here is a concept that indicates that the learning range changes relatively finely. For example, in the above-described stepwise change mode, the comparison is made with the size of the reference range. This corresponds to the learning range being determined by multiplying the continuous rate of change. According to this aspect, it becomes possible to always set an appropriate learning range according to the state of noise or vibration, and it is possible to operate the internal combustion engine extremely efficiently.

  In order to solve the above-described problems, an internal combustion engine control method for a hybrid vehicle according to the present invention is a hybrid vehicle internal combustion engine control method for controlling an internal combustion engine in a hybrid vehicle including a motor generator and an internal combustion engine as power sources. And determining the instantaneous fuel consumption rate in the internal combustion engine based on the specified torque, the rotational speed of the internal combustion engine, and the fuel injection amount in the internal combustion engine. A fuel consumption rate calculation step for calculating, a learning range for learning the fuel consumption rate on a coordinate plane having the torque and the rotation speed as the first axis and the second axis, respectively, noise in the hybrid vehicle or A learning range setting step that is set according to the state of vibration, and performing the learning within the set learning range An operation line update step for updating a preset operation line on the coordinate plane based on the learning result, and a control step for controlling the operation state of the internal combustion engine according to the updated operation line. It is characterized by comprising.

  According to the method for controlling an internal combustion engine of a hybrid vehicle according to the present invention, during the operation thereof, the internal combustion engine of the hybrid vehicle according to the present invention is performed by the respective steps for realizing the operation of the above-described internal combustion engine control device for the hybrid vehicle according to the present invention. It is possible to obtain the same effect as that of the control device.

  Such an operation and other advantages of the present invention will be clarified by embodiments described below.

Various preferred embodiments of the present invention will be described below with reference to the drawings.
<1: First Embodiment>
<1-1: Configuration of Embodiment>
<1-1-1: Configuration of hybrid system>
First, the configuration of the hybrid system 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram of the hybrid system 10.

  In FIG. 1, a hybrid system 10 includes a control device 100, an engine 200, a motor generator MG1, a motor generator MG2, a power split mechanism 300, an inverter 400, a battery 500, and a vehicle speed sensor 600, and is a system that controls the hybrid vehicle 20. is there.

  The control device 100 includes an operation state control unit 100a, a torque calculation unit 100b, a fuel consumption rate calculation unit 100c, an operation line update unit 100d, a storage unit 100e, and a learning range setting unit 100f, and controls the entire operation of the hybrid system 10. A control unit such as an ECU (Engine Controlling Unit), for example, and functions as an example of the “internal combustion engine control device for a hybrid vehicle” according to the present invention.

  The operation state control unit 100a is an example of the “control unit” according to the present invention configured to be able to control the operation states of the engine 200, the motor generator MG1, and the motor generator MG2.

  The torque calculation unit 100b is an example of the “torque specifying means” according to the present invention configured to be able to calculate the torque of the engine 200.

  The fuel consumption rate calculation unit 100c is an example of the “fuel consumption rate calculation unit” according to the present invention configured to be able to calculate the fuel consumption rate of the engine 200.

  The operation line update unit 100d is configured to be able to execute an operation line update process as an example of “update of operation line” according to the present invention, according to the control program stored in the storage unit 100e. It is an example of “operation line update means”. The operation line update process will be described later.

  The storage unit 100e is a storage medium having a non-volatile storage area configured with, for example, a ROM (Read Only Memory) and a volatile storage area configured with a RAM (Random Access Memory). In the storage unit 100e, various predetermined control programs, a control map described later, and the like are stored in the nonvolatile area. In the volatile region, various information when an operation line update process or a fuel consumption rate learning process to be described later is performed is appropriately stored.

  The learning range setting unit 100f is an example of the “learning range setting unit” according to the present invention configured to be able to set a learning range in an operation line update process described later.

  The engine 200 is a gasoline engine as an example of the “internal combustion engine” according to the present invention, and functions as a main power source of the hybrid vehicle 20. The detailed configuration of the engine 200 will be described later.

  Motor generator MG1 is an example of the “motor generator” according to the present invention, and is configured to function as a generator for charging battery 500 or as an electric motor for assisting the driving force of engine 200.

  Motor generator MG2 is another example of the “motor generator” according to the present invention, and is configured to function as an electric motor for assisting the output of engine 200 or as a generator for charging battery 500.

  The motor generator MG1 and the motor generator MG2 are configured as, for example, a synchronous motor generator, and include a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. Prepare. However, other types of motor generators may be used.

  The power split mechanism 300 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). Among these gears, the rotation shaft of the sun gear on the inner periphery is connected to the motor generator MG1, and the rotation shaft of the ring gear on the outer periphery is connected to the motor generator MG2. The rotation shaft of the planetary carrier located between the sun gear and the ring gear is connected to the engine 200, and the rotation of the engine 200 is transmitted to the sun gear and the ring gear by the planetary carrier and further the pinion gear. Is configured to be divided into two systems. In the hybrid vehicle 20, the rotating shaft of the ring gear is connected to the transmission mechanism 21 in the hybrid vehicle 20, and the driving force is transmitted to the wheels 22 through the transmission mechanism 21.

  Inverter 400 converts DC power extracted from battery 500 into AC power and supplies it to motor generator MG1 and motor generator MG2, and also converts AC power generated by motor generator MG1 and motor generator MG2 into DC power. The battery 500 can be supplied.

  The battery 500 is a rechargeable storage battery configured to be able to function as a power source for driving the motor generator MG1 and the motor generator MG2. The battery 500 is provided with an SOC sensor 510 that detects the remaining capacity of the battery 500 and is electrically connected to the control device 100.

  The vehicle speed sensor 600 is a sensor that detects the speed of the hybrid vehicle 20 and is electrically connected to the control device 100.

<1-1-2: Detailed configuration of engine>
Next, with reference to FIG. 2, the detailed configuration of the engine 200 will be described together with its basic operation. FIG. 2 is a half sectional system diagram of the engine 200.

  In FIG. 2, the engine 200 causes the air-fuel mixture to explode in the cylinder 201 by the spark plug 202 and converts the reciprocating motion of the piston 203 generated according to the explosive force into the rotational motion of the crankshaft 205 via the connection rod 204. It is configured to be able to. Below, the principal part structure of the engine 200 is demonstrated.

  When the fuel is burned in the cylinder 201, the air sucked from the outside passes through the intake pipe 206 and is mixed with the fuel injected from the injector 207 to become the above-mentioned air-fuel mixture. Fuel (gasoline) is supplied to the injector 207 from the fuel tank 223 via the filter 224, and the injector 207 can inject the supplied fuel into the intake pipe 206 in accordance with control of the control device 100. It is configured to be possible. The fuel tank 223 is provided with a fuel sensor 225 for detecting the remaining amount of fuel.

  The communication state between the inside of the cylinder 201 and the intake pipe 206 is controlled by opening and closing the intake valve 208. The air-fuel mixture burned in the cylinder 201 becomes exhaust gas, passes through the exhaust valve 209 that opens and closes in conjunction with opening and closing of the intake valve 208, and is exhausted through the exhaust pipe 210.

  A cleaner 211 is disposed on the intake pipe 206 to purify air sucked from the outside. An air flow meter 212 is disposed on the downstream side (cylinder side) of the cleaner 211. The air flow meter 212 has a form called a hot wire type, and is configured to be able to directly measure the mass flow rate of the inhaled air. The intake pipe 206 is further provided with an intake air temperature sensor 213 for detecting the temperature of the intake air.

  A throttle valve 214 that adjusts the amount of intake air into the cylinder 201 is disposed downstream of the air flow meter 212 in the intake pipe 206.

  The throttle valve 214 is provided with a throttle valve motor 217 and a throttle position sensor 215. On the other hand, the depression amount of the accelerator pedal 226 is input to the ECU 100 via the accelerator position sensor 216, and the throttle valve opening corresponding to the output of the accelerator position sensor 216 is output from the ECU 100 to the throttle valve motor 217, and the intake air amount Is controlled.

  A crank position sensor 218 that detects the rotational position of the crankshaft 205 is provided in the vicinity of the crankshaft 205. The crank position sensor 218 is a sensor configured to be able to detect the position of the crankshaft 205, and the control unit 100 determines the position of the piston 203 and the rotational speed of the engine 200 based on the output signal of the crank position sensor 218. Etc. are configured to be able to obtain. The position of the piston 203 is used for controlling the ignition timing in the spark plug 202 described above. The ignition timing in the spark plug 202 is, for example, retarded or advanced with respect to a preset basic value associated with the position of the piston 203.

  Further, a knock sensor 219 capable of measuring the knock strength of the engine 200 is disposed in the cylinder block that accommodates the cylinder 201, and the cooling water of the engine 200 is placed in the water jacket in the cylinder block. A water temperature sensor 220 for detecting the temperature is provided.

  A three-way catalyst 222 is installed in the exhaust pipe 210. The three-way catalyst 222 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. An air-fuel ratio sensor 221 is disposed upstream of the three-way catalyst 222 in the exhaust pipe 210. The air-fuel ratio sensor 221 is configured to be able to detect the air-fuel ratio of the engine 200 from the exhaust gas discharged from the exhaust pipe 210.

<1-2: Operation of Embodiment>
<1-2-1: Basic operation of hybrid system>
In the hybrid system 10 of FIG. 1, the driving force distribution among the motor generator MG1 that mainly functions as a generator, the motor generator MG2 that mainly functions as an electric motor, and the engine 200 is an operation state control unit 100a and a power split mechanism 300. To control the traveling state of the hybrid vehicle 20. Below, operation | movement of the hybrid system 10 according to several situations is demonstrated.

<1-2-1: At start-up>
For example, when hybrid vehicle 20 is started, motor generator MG1 driven using the electric energy of battery 500 functions as an electric motor. With this power, the engine 200 is cranked and the engine 200 is started.

<1-2-1-2: When starting>
At the time of departure, two types of modes can be adopted depending on the storage state of the battery 500. The storage state of the battery 500 is grasped by the operation state control unit 100a based on the output signal of the SOC sensor 510. For example, during a normal start (that is, with a good SOC), it is not necessary to charge the battery 500 by the motor generator MG1, so the engine 200 is started only for warm-up, and the hybrid vehicle 20 The vehicle starts with the driving force of the generator MG2. On the other hand, when the state of charge is not good (that is, the SOC is lowered), motor generator MG1 functions as a generator by the power of engine 200, and battery 500 is charged.

<1-2-1-3: During light load driving>
For example, when the vehicle is traveling at a low speed or on a gentle hill, the efficiency of the engine 200 is relatively poor, so the engine 200 is stopped and the hybrid vehicle 20 travels only with the driving force of the motor generator MG2. At this time, if the SOC is lowered, engine 200 starts to drive motor generator MG1, and battery 500 is charged by motor generator MG1.

<1-2-1-4: During normal driving>
In an operating region where the efficiency of the engine 200 is relatively good, the hybrid vehicle 20 travels mainly by the power of the engine 200. At this time, the power of the engine 200 is divided into two systems by the power split mechanism 300, one is transmitted to the wheels 22 via the transmission mechanism 21, and the other is driven by the motor generator MG1 to generate power. Furthermore, motor generator MG2 is driven by the generated electric power, and the power of engine 200 is assisted by motor generator MG2. At this time, if the SOC is lowered, the output of engine 200 is increased, and a part of the electric power generated by motor generator MG1 is charged to battery 500.

<1-2-1-5: During braking>
When deceleration is performed, the motor generator MG2 is rotated by the power transmitted from the wheels 22 to operate as a generator. Thereby, the kinetic energy of the wheel 22 is converted into electric energy, and so-called “regeneration” is performed in which the battery 500 is charged.

<1-2-2: Basic Control Operation of Engine in Embodiment>
Next, a basic control operation of the engine 200 will be described.

  The operation state control unit 100a repeatedly calculates an engine request output, which is an output required for the engine 200, at a constant cycle. The operation state control unit 100a acquires the accelerator opening and the vehicle speed based on the output signals of the throttle position sensor 215 and the vehicle speed sensor 600, and obtains the output shaft torque (required driving force) corresponding to the accelerator opening and the vehicle speed. Further, the operation state control unit 100a obtains the required power generation amount based on the output signal of the SOC sensor 510. Then, the required engine output is obtained by correcting the required driving force with reference to the required power generation amount and the required amounts of various auxiliary devices (A / C, power steering, etc.). It should be noted that the calculation method of the engine required output may be as executed in a known hybrid vehicle, and the details thereof may be variously changed as necessary.

<1-2-3: Operation line update processing>
<1-2-3-1: Operation line and operation point>
Next, operation lines and operation points according to the operation line update processing of the present invention will be described with reference to FIG. FIG. 3 is a schematic diagram of the control map 30.

  In FIG. 3, the control map 30 includes a torque Te of the engine 200 on the vertical axis (that is, an example of the “first axis” according to the present invention), and a horizontal axis (that is, an example of the “second axis” according to the present invention). Is a coordinate plane representing the rotational speed Ne of the engine 200, and is an example of the “coordinate plane” according to the present invention. The control map 30 is stored in advance in a non-volatile area in the storage unit 100e of the control device 100.

  On the control map 30, it is possible to represent the relationship between the engine torque Te and the engine speed Ne for various parameters. Among these, the equal output line Pi (i = 1, 2,..., 9) is a relationship line between the engine torque Te and the engine speed Ne when the output value of the engine 200 is constant. In the present embodiment, the output of the engine 200 corresponding to the equal output line Pi is referred to as “output Pi” as appropriate. In FIG. 3, only nine equal output lines are drawn for simplification of explanation, but in actuality, it can be set more finely.

  When operating the engine 200, the operating state control unit 100a is configured so that the engine 200 is represented by an operating point set in advance on an iso-output line corresponding to a required output value that is obtained each time. The operation state is determined so as to be a combination of Ne. An operation line is defined as a connection between these operation points.

  In FIG. 3, an operation line Q is an operation line set as an initial value, and is defined by an operation point Qi (i = 1, 2,..., 9) corresponding to the equal output line Pi. On each iso-output line, the operating point Qi is set in advance to the point where the fuel consumption rate is minimum (that is, the highest efficiency), and is optimal under standard environmental conditions at the time of factory shipment, for example. It has become.

  However, since the usage conditions of the hybrid vehicle 20 cannot be uniform, when the engine 200 is operated at the preset operating point as described above, the fuel consumption rate of the engine 200 is not necessarily the minimum. . This is because the distribution of the equal fuel consumption rate line S representing the region where the fuel consumption rates are equal on the control map 30 changes according to the environmental conditions and control conditions of the engine 200. As a result of the change in the distribution of the equal fuel consumption rate line S, for example, the operating point on each iso-output line Pi changes to the operating point Ri (i = 1, 2,..., 9). As a result, the operation line that allows the engine 200 to operate efficiently changes to the operation line R.

  In order to cope with such a situation where the operating point at which the fuel consumption rate is minimized changes according to various conditions, in the hybrid system 10 according to the present embodiment, the operating line update process is performed by the operating line update unit 100d. Is done. By this operation line update process, the hybrid system 10 can always operate the engine 200 efficiently.

<1-2-3-2: Outline of operation line update processing>
In the present embodiment, the operation state control unit 100a copies the control map 30 from the non-volatile area of the storage unit 100e to the volatile area, and controls the engine 200 using the copied control map 30. Yes. The action line update process is a process in which the action line update unit 100d rewrites the control map 30 as appropriate on this volatile area. More specifically, the operation line update unit 100d performs a fuel consumption rate learning process described later within the learning range set by the learning range setting unit 100f, and updates the operation line based on the result of the fuel consumption rate learning process. . Thereby, for example, the operating point when operating the engine 200 on one iso-output line Pi is updated to the fuel efficiency minimum operating point. Therefore, the engine 200 can continue to maintain a relatively efficient state or a most efficient state. In the present embodiment, once the operation line update process is performed, the operation line update result is stored until the battery 500 is reset in the engine 200. However, the time range in which the action line update process is effective is not limited to the above. For example, in response to a driver's request or whenever the engine 200 is stopped, the operation line is reset and returned to an initial state (a state defined by the control map 30 stored in the non-volatile area of the storage unit 100e). May be.

<1-2-3-3: Details of learning range>
Next, the learning range will be described with reference to FIG. FIG. 4 is a schematic diagram of the learning range. In FIG. 4, parts that are the same as those in FIG. 3 are given the same reference numerals, and descriptions thereof are omitted. Further, it is assumed that the operation line of the engine 200 at the time when the operation line update process is performed is the operation line R, and that the requested output to the engine 200 is the output Pi. Accordingly, it is assumed that the current operating point is the operating point Ri that is the intersection of the operating line R and the equal output line Pi.

  In FIG. 4, the learning range is shaded. In the present embodiment, the maximum value (maximum learning range) of the size of the learning range is defined in advance for one operating point (here, the operating point Ri). The learning range shown in FIG. 4 is the maximum learning range. On the control map 30 (that is, the coordinate plane), the WOT (Wide Open Throttle) line, the throttle opening limit line, the learning limit output line Pl, and the learning This is an area surrounded by the limit iso-output line Pu.

  The WOT line is a line drawn when the opening of the throttle valve 214 is fully opened in the engine 200 and is a line that defines the upper limit of the operating point settable region in the control map 30.

  The throttle opening limit line is very low in view of the possibility of including an operating point that defines an operating line (for example, an operating point with a low fuel consumption rate) in each of the equal output lines corresponding to each output value of the engine 200. This is a line that defines the region, and is a line that is set in association with the opening of the throttle valve 214. Here, “substantially very low” means that the efficiency of the engine 200 cannot be increased or estimated in advance, for example, experimentally, empirically, or from a viewpoint such as simulation. It is a concept that expresses this.

  The learning limit iso-output lines Pl and Pu are iso-output lines corresponding to a lower output and a higher output than the iso-output line Pi, respectively, and output values thereof are defined based on the characteristics of the battery 500 in advance.

  One of the simple methods for maintaining the output of the hybrid vehicle 20 as a required output is to control the output of the engine 200 as required by setting a point on the iso-output line as an operating point. For example, the motor generator MG2 (MG1) may be used as appropriate to regenerate or assist the output of the engine 200. Here, when a point belonging to a range (“regeneration range” in FIG. 5) sandwiched between the equal output line Pi and the learning limit equal output line Pu is set as an operating point, the engine 200 is more than required. Since the output is output, the operation state control unit 100a maintains the requested output by charging the battery 500 using the motor generator MG2 (MG1). On the other hand, when a point belonging to a range (“assist range” in FIG. 5) sandwiched between the equal output line Pi and the learning limit equal output line Pl is set as an operating point, the output of the engine 200 is lower than the required value. Therefore, the operation state control unit 100a maintains the requested output by assisting the output of the engine 200 using the motor generator MG2 (MG1). That is, the learning limit etc. output lines Pl and Pu are lines that define ranges in which the output of the entire hybrid vehicle 20 can be maintained at the required output (output Pi in this case) by assist and regeneration, respectively. . In the present embodiment, the range defined by these lines (lines) is the maximum learning range, and in the operation line update process described later, the learning range is set within the maximum learning range.

<1-2-3-4: Details of operation line update processing>
Next, the details of the operation line update process will be described with reference to FIG. FIG. 5 is a flowchart of the operation line update process. The operation line update process is a process performed while the hybrid vehicle 20 is traveling, for example.

  In FIG. 5, the operation line update unit 100d first acquires the vehicle speed of the hybrid vehicle 20 from the vehicle speed sensor 600, and determines whether or not the value is equal to or greater than a predetermined value (step A11). When the vehicle speed is less than the predetermined value (step A11: NO), the operation line update unit 100d ends the operation line update process.

  When the maximum learning range as shown in FIG. 4 is always applied, the output of the entire hybrid vehicle can be maintained, but on the other hand, the rotational speed and torque of the engine 200 itself fluctuate to a relatively large range. Such fluctuations are likely to be uncomfortable for the driver and easily disturb driving. That is, it is easy to inhibit the engine 200 from operating efficiently. Changes in the rotational speed of the engine 200 tend to appear as noise and vibration, and torque fluctuations in the engine 200 tend to appear as vibration. Therefore, when performing the operation line update processing, it is necessary to provide some restriction in association with the state of noise or vibration so that the noise or vibration is not perceived by the driver.

  Here, the vehicle speed is used as an element that defines such a state. If the vehicle speed increases (that is, increases), the engine speed and vibration tend to increase. On the other hand, if the vehicle speed decreases (that is, slows down), the engine speed and vibration tend to be small. Therefore, the learning range may be set relatively large in the region where the vehicle speed is high, and the learning range is set relatively small in the region where the vehicle speed is low. The process related to step A11 is a part thereof, and it is considered that the fuel consumption rate learning process described later tends to cause discomfort when the vehicle speed is too low. Therefore, the predetermined value of the vehicle speed is determined in advance experimentally, empirically, or by simulation based on such a concept.

  Here, the vehicle speed is cited as an element that defines the noise or vibration state in the hybrid vehicle. However, as long as the state of the noise or vibration of the hybrid vehicle can be defined, such an element has both its type and quantity. For example, the rotational speed of the engine 200, the audio volume of the hybrid vehicle 20, the operation frequency or operation amount of the accelerator pedal 226, or the roughness of the road surface on which the hybrid vehicle 20 is traveling may be used. . Furthermore, it may be a value obtained by directly or indirectly measuring noise or vibration, instead of any element that can replace the state of noise or vibration.

  In such a case, the audio volume can be easily specified from the control signal of the in-vehicle audio device, and the operation frequency and operation amount of the accelerator pedal 226 can be acquired from the output signal of the accelerator position sensor 216. “Roughness of the road surface” means that when a positioning system such as a car navigation system is used to output appropriate information to the control unit 100 when traveling on a place that can be regarded as a bad road. Can be easily obtained based on such information.

  When the vehicle speed is equal to or higher than the predetermined value (step A11: YES), the operation line update unit 100d determines whether or not the vehicle speed is in the low speed range (step A12). In the present embodiment, in order to eliminate the above-mentioned unpleasant feeling or discomfort given to the driver, the two types of learning ranges are switched according to the state of noise or vibration. The “low speed region” described here is a region defined by this switching threshold value, and an appropriate value is given to the threshold value in advance experimentally, empirically, or by simulation.

  When the vehicle speed is in the low speed range (step A12: YES), the operation line update unit 100d controls the learning range setting unit 100f to set the low speed learning range (step A13). On the other hand, when the vehicle speed is not in the low speed range (step A12: NO), the operation line update unit 100d sets the high speed learning range by controlling the learning range setting unit 100f, assuming that the vehicle speed is in the high speed range (step A14). ).

  Here, the learning range for low speed and high speed will be described with reference to FIG. FIG. 6 is a schematic diagram of the learning range for high speed and low speed in the control map 30. In the figure, the same reference numerals are assigned to the same parts as those in FIG. 4 and the description thereof is omitted.

  In FIG. 6, a low speed learning range and a high speed learning range which are smaller than the maximum learning range (not shown in FIG. 6) are set around the operating point Ri. The low speed learning range is smaller than the high speed learning range, and is about 10% smaller than the high speed learning range.

  The area ratio between the high speed learning range and the low speed learning range may be freely determined as long as the area is smaller than the maximum learning range. The shape may also be determined relatively freely as long as it is significant when updating the operating line. The learning range for low speed and the learning range for high speed may have completely different shapes. In the present embodiment, there are two cases, low speed and high speed, but the learning range may be changed in more stages.

  Returning to FIG. 5, when the learning range is set in step A13 or step A14, the operation line update unit 100d executes a fuel consumption rate learning process.

  Here, the fuel consumption rate learning process will be described with reference to FIG. FIG. 7 is a flowchart of the fuel consumption rate learning process.

  In FIG. 7, the operating line update unit 100d sets the operating point of the engine 200 to a point that is one of the comparison targets within the set learning range (step B11). In response to this, the control state of engine 200 is controlled by operation state control unit 100a to an operation state defined by the set operation point. It should be noted that in step B11 that is first visited after the fuel consumption rate learning process is started, the operating point that is set as the operating point on the iso-output line Pi at that time (that is, the operating point Ri here) is set as the operating point. Is done. Here, the “operating point that is one of the comparison targets” refers to one of the operating points that are the comparison targets of the fuel consumption rates for updating the operation line.

  Next, the fuel consumption rate calculation unit 100c calculates the fuel consumption rate of the engine 200 at the set operating point (step B12). The fuel consumption rate is a fuel injection amount per unit power amount of the engine 200. Therefore, this is equivalent to the fuel injection amount of the injector 207 divided by the electric energy (kWh) calculated from the output value (kW) of the engine 200.

  The fuel injection amount is further varied with respect to the basic injection amount determined by the operating state control unit 100a based on the basic injection amount map stored in the nonvolatile region of the storage unit 100e from the rotation speed and load factor of the engine 200. Obtained as a result of correction. The fuel consumption rate calculation unit 100c acquires the fuel injection amount from the operation state control unit 100a.

  On the other hand, torque calculation unit 100b calculates the torque of engine 200 from the torque reaction force of engine 200 detected via motor generator MG1. The fuel consumption rate calculation unit 100c acquires the calculated torque, acquires the rotation speed of the engine 200 calculated based on the output value of the crank position sensor 218 from the operation state control unit 100a, and uses these values. The output of the engine 200 is calculated.

  The fuel consumption rate calculation unit 100c calculates the fuel consumption rate at the currently set operating point based on the fuel injection amount in the engine 200 and the output of the engine 200.

  When the fuel consumption rate is calculated for one operating point, the operating line update unit 100d stores the operating point information in the volatile area of the storage unit 100e (step B13). Here, the operating point information is information in which the calculated fuel consumption rate is associated with the operating point position information in the control map 30. That is, the operating point information is an example of the “learning result” according to the present invention.

  When the operating point information is stored, the operating line update unit 100d determines whether there is an unlearned point among the setting target operating points (step B14). The setting target operation point is a point within the learning range, and is a point where it is recognized that the fuel consumption rate needs to be calculated in the current fuel consumption rate learning process. For example, if the fuel consumption rate has been calculated under similar conditions in the past, it may be sufficient to refer to the operating point information at that time, so such a point is not necessarily included in the setting target operating point. Good. However, when there is a request to update the operation line relatively accurately, the setting target operation points may be set uniformly at an appropriate density within the learning range, and the fuel consumption rate may be learned for all of them.

  When there is an unlearned setting target operation point (step B14: YES), the operation line update unit 100d returns the process to step B11 again, and sets the operation point within the learning range. Thereafter, the process from step B11 to step B14 is repeated.

  When learning has been completed for all the setting target operation points (fuel consumption rate has been calculated) (step B14: NO), the fuel consumption rate learning process ends.

  Returning to FIG. 5 again, when the fuel consumption rate learning process is completed, the operation line update unit 100d updates the operation line based on the operating point information stored in the fuel consumption rate learning process (step A15).

  In the present embodiment, the operation line is basically updated so that the operation point defining the operation line becomes the minimum fuel efficiency operation point on each iso-output line. Accordingly, the operation line is updated when the minimum fuel consumption rate operation point on the iso-output line (particularly, the iso-output line Pi) is determined based on the relative comparison of the operating point information. However, if the point where the fuel consumption rate is lower than the operating point Ri is low on the iso-output line Pi, the operating point is determined regardless of whether or not the point is the minimum operating point of the fuel consumption rate. The operation line may be updated. Further, if it is determined that the operation line can be updated in other outputs, the operation line may be updated as appropriate. In addition, when updating the operation line, the operation line may be updated comprehensively with reference to the operation point information in the operation line update processing performed at another timing. The update of the operation line is based on the learning result of the fuel consumption rate, and may be made based on any criterion as long as the engine 200 can be operated efficiently.

  When the update of the operation line ends, the operation line update process ends.

Thus, according to the hybrid system 10 according to the present embodiment, the operation line can be updated so as not to give the driver a sense of discomfort or discomfort. Therefore, the engine 200 can be operated efficiently.
<2: Second Embodiment>
In the first embodiment described above, the learning range is changed stepwise according to the state of noise or vibration in order not to give the driver a sense of discomfort and discomfort. However, the manner of changing the learning range is not limited to this. Here, such a second embodiment of the present invention will be described with reference to FIG. FIG. 8 is a flowchart of the operation line update process according to the second embodiment of the present invention. In the figure, the same reference numerals are assigned to the same parts as in FIG.

  In FIG. 8, the operation line update unit 100d sets a learning range according to the vehicle speed of the hybrid vehicle 20 measured by the vehicle speed sensor 600 (step C11).

  Here, the learning range according to the second embodiment set in this way will be described with reference to FIG. FIG. 9 is a schematic diagram of a learning range according to the second embodiment. In the figure, the same parts as those in FIG.

  In FIG. 9, the learning range displayed in a shaded manner continuously changes according to the state of noise or vibration in the hybrid vehicle, as indicated by arrows pointing in both directions. Here, “continuous” means, for example, that the expansion rate or reduction rate from the basic learning range is determined relatively closely or in conjunction with the state of noise or vibration. In the embodiment, this corresponds to setting an infinite number of learning ranges corresponding to the state of noise or vibration. In practice, since it is inefficient to set an infinite number of learning ranges in advance, an aspect in which the learning range can be continuously expanded or reduced in this way is useful. Here, the state of noise or vibration is defined only by the vehicle speed. However, as described above, for example, when a plurality of factors such as the engine speed and audio volume are intertwined, the learning range is given to the driver. If it says from the request | requirement expanded as much as possible, it is difficult to set a learning range beforehand, and it is better to determine the learning range numerically like this embodiment.

  When the learning range is set in step C11, the fuel consumption rate learning process described above is performed, the operation line according to step A15 is updated, and the operation line update process according to the present embodiment ends.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. Engine control devices and methods are also within the scope of the present invention.

1 is a block diagram of a hybrid system according to a first embodiment of the present invention. FIG. 2 is a half sectional system diagram of an engine in the hybrid system of FIG. 1. It is a schematic diagram of the control map in the hybrid system of FIG. It is a schematic diagram of the learning range in the hybrid system of FIG. It is a flowchart of the operation line update process in the hybrid system of FIG. It is a schematic diagram of the learning range for low speeds and the learning range for high speeds set in the process of FIG. It is a flowchart of the fuel consumption rate learning process in the action line update process of FIG. It is a flowchart of the operation line update process which concerns on 2nd Embodiment of this invention. It is a schematic diagram of the learning range set in the process of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hybrid system, 11 ... Hybrid system, 20 ... Hybrid vehicle, 21 ... Transmission mechanism, 22 ... Wheel, 30 ... Control map, 31 ... Control map, 100 ... Control device, 200 ... Engine, MG1 ... Motor generator, MG2 ... Motor generator, 300 ... power split mechanism, 400 ... inverter, 500 ... battery, 510 ... SOC sensor, 600 ... vehicle speed sensor.

Claims (7)

In a hybrid vehicle including a motor generator and an internal combustion engine as a power source, an internal combustion engine control device for a hybrid vehicle that controls the internal combustion engine,
Torque specifying means for specifying the torque of the internal combustion engine;
Fuel consumption rate calculation means for calculating an instantaneous fuel consumption rate in the internal combustion engine based on the identified torque, the rotational speed of the internal combustion engine, and a fuel injection amount in the internal combustion engine;
Learning to set a learning range for learning the fuel consumption rate on a coordinate plane having the torque and the rotation speed as the first axis and the second axis, respectively, according to the noise or vibration state in the hybrid vehicle Range setting means;
Action line update means for performing the learning within the set learning range and updating an action line set in advance on the coordinate plane based on the learning result;
And a control means for controlling an operating state of the internal combustion engine in accordance with the updated operation line. The state of the noise or vibration is an index representing the rotational speed of the internal combustion engine, the vehicle speed in the hybrid vehicle, the amount of accelerator pedal operation, the frequency of accelerator pedal operation, the volume of audio equipment, and the roughness of the road surface when the hybrid vehicle is traveling. The internal combustion engine control device for a hybrid vehicle according to claim 1, wherein the control device is defined by at least one of the values. The internal combustion engine control of a hybrid vehicle according to claim 1 or 2, wherein the learning range setting means sets the learning range so as to include a point corresponding to the output value of the internal combustion engine in the operation line. apparatus. The operation line update means determines whether or not to perform the learning according to the state of the noise or vibration, and when it is determined that the learning should be performed, performs learning within the set learning range. It performs. The internal combustion engine control apparatus of the hybrid vehicle as described in any one of Claim 1 to 3 characterized by the above-mentioned. 5. The internal combustion engine of a hybrid vehicle according to claim 1, wherein the learning range setting unit expands or reduces the learning range in a stepwise manner according to the state of the noise or vibration. Control device. The internal combustion engine of a hybrid vehicle according to any one of claims 1 to 4, wherein the learning range setting means continuously expands or reduces the learning range according to the state of the noise or vibration. Control device. In a hybrid vehicle including a motor generator and an internal combustion engine as a power source, an internal combustion engine control method for a hybrid vehicle for controlling the internal combustion engine,
A torque specifying step for specifying the torque of the internal combustion engine;
A fuel consumption rate calculating step of calculating an instantaneous fuel consumption rate in the internal combustion engine based on the identified torque, the rotational speed of the internal combustion engine, and a fuel injection amount in the internal combustion engine;
Learning to set a learning range for learning the fuel consumption rate on a coordinate plane having the torque and the rotation speed as the first axis and the second axis, respectively, according to the noise or vibration state in the hybrid vehicle A range setting process;
An operation line update step of performing the learning within the set learning range and updating an operation line set in advance on the coordinate plane based on the learning result;
And a control step of controlling an operation state of the internal combustion engine according to the updated operation line.

Images