JP2010036601A - Hybrid vehicle control device, hybrid vehicle equipped with the same, and hybrid vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device and a hybrid vehicle equipped with the same capable of improving fuel consumption by taking intermittent operation and intermittent inhibition of an internal combustion engine into consideration. <P>SOLUTION: An intermittent operation control part 120 permits EV traveling traveled by a second motor generator by stopping an engine when a traveling power of a vehicle is relatively small, and inhibits the EV traveling when a temperature of the engine is lower than a prescribed temperature. A charge correction part 130 increases a load of the engine by operating a first motor generator in an area where the traveling power is smaller than when the EV traveling is permitted, when the EV traveling is inhibited. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control technique for improving fuel efficiency in a hybrid vehicle that can travel using at least one of an internal combustion engine and an electric motor that operates by receiving electric power from a rechargeable power storage device.

  A hybrid that can run using at least one of an internal combustion engine and an electric motor that operates by receiving power from a rechargeable power storage device, and that can charge the power storage device with a power generation device that generates power using the power generated by the internal combustion engine Vehicles are known.

Regarding such a hybrid vehicle, Japanese Patent Application Laid-Open No. 2000-110604 (Patent Document 1) discloses a hybrid vehicle that warms up a catalyst for purifying exhaust gas without deteriorating fuel consumption. In this hybrid vehicle, when there is a warm-up request for increasing the temperature of the catalyst, more power than normal is set as the required power for the engine. As a result, when the catalyst is warmed up, more power is output from the engine than during normal operation, so the amount of exhaust gas discharged from the engine can be ensured appropriately, and the optimal catalyst Warm-up can be performed. And even if more motive power is output from the engine, the motive power is converted into electric power by the generator and can fully charge the battery, so that deterioration of fuel consumption can be prevented (see Patent Document 1). .
JP 2000-110604 A

  In the hybrid vehicle as described above, when the traveling power of the vehicle is relatively small, it is possible to stop the internal combustion engine and travel with the electric motor (hereinafter also referred to as “EV traveling”). When the state of charge of the power storage device (hereinafter also referred to as “SOC (State Of Charge)”) decreases due to EV traveling, the internal combustion engine is started, power is generated using the power of the internal combustion engine, and the power storage device is charged. . Then, when the power storage device is charged to some extent, EV traveling is performed again when the traveling power of the vehicle is relatively small. Thus, the internal combustion engine can operate intermittently (hereinafter also referred to as “intermittent operation”).

  On the other hand, when the temperature of the internal combustion engine is low, intermittent operation of the internal combustion engine is prohibited in order to warm up the internal combustion engine (hereinafter also referred to as “intermittent prohibition”). That is, while the internal combustion engine is required to be warmed up, the internal combustion engine continuously operates. However, in the case of intermittent prohibition, if the traveling power is small, the internal combustion engine operates in a low load region where the efficiency of the internal combustion engine is poor, and the fuel efficiency deteriorates. The improvement in fuel consumption in such a case is not particularly studied in the above Japanese Patent Laid-Open No. 2000-110604.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a hybrid vehicle control device capable of improving fuel efficiency in consideration of intermittent operation and intermittent prohibition of an internal combustion engine, and a hybrid vehicle including the same.

  Another object of the present invention is to provide a hybrid vehicle control method capable of improving fuel efficiency in consideration of intermittent operation and prohibition of internal combustion engine.

  According to the present invention, a control device for a hybrid vehicle is a control device for a hybrid vehicle that can travel using at least one of an internal combustion engine and an electric motor that operates by receiving electric power from a rechargeable power storage device. The vehicle is configured such that the power storage device can be charged by a power generation device that generates power using the power generated by the internal combustion engine. The control device for a hybrid vehicle includes a charge correction unit and an operation control unit. The charge correction unit increases the load on the internal combustion engine by operating the power generation device. The operation control unit permits EV traveling when the traveling power of the vehicle is relatively small (hereinafter also referred to as “intermittent permission”), and prohibits EV traveling when the temperature of the internal combustion engine is lower than the specified temperature. Yes (intermittent prohibition). Here, the charge correction unit operates the power generator in a region where the traveling power is smaller than when EV traveling is prohibited (when intermittent driving is prohibited) and when EV traveling is permitted (when intermittent driving is permitted). To increase the load on the internal combustion engine.

  Preferably, the hybrid vehicle control device further includes a learning control unit. The learning control unit can learn the idling state of the internal combustion engine so that the idling speed of the internal combustion engine becomes a predetermined target value. In the region where the traveling power is smaller than when EV traveling is prohibited (intermittent prohibition), and when learning of the idling state is not performed, EV traveling is permitted (when intermittent operation is permitted), The load of the internal combustion engine is increased by operating the power generator.

  According to the invention, the hybrid vehicle includes an internal combustion engine, a power generation device that generates power using the power generated by the internal combustion engine, a rechargeable power storage device that stores the power generated by the power generation device, and the power storage device. An electric motor that receives electric power and generates a driving force and one of the control devices described above are provided.

  In addition, according to the present invention, a hybrid vehicle control method is a hybrid vehicle control method capable of traveling using at least one of an internal combustion engine and an electric motor that operates by receiving electric power from a rechargeable power storage device. The hybrid vehicle is configured such that the power storage device can be charged by a power generation device that generates power using the power generated by the internal combustion engine. In the hybrid vehicle control method, when the temperature of the internal combustion engine is equal to or higher than the specified temperature, EV travel is permitted (intermittent permission) when the travel power of the vehicle is relatively small, and the temperature of the internal combustion engine is the specified temperature. If it is lower, the method includes a step of prohibiting EV travel (intermittent prohibition) and a step of increasing the load of the internal combustion engine by operating the power generation device. Here, the step of increasing the load of the internal combustion engine is performed in a region where the traveling power is smaller than when EV traveling is prohibited (when intermittent operation is prohibited) and when EV traveling is permitted (when intermittent operation is permitted). Including a sub-step of increasing the load on the internal combustion engine by operating the device.

  Preferably, the hybrid vehicle control method further includes a step of determining whether or not to perform learning control for learning the idling state of the internal combustion engine so that the idling speed of the internal combustion engine becomes a predetermined target value. Then, when it is determined that EV travel is prohibited (intermittent permission) and learning control is not to be performed, in a sub-step, the travel power is smaller than when EV travel is permitted (during intermittent permission). Thus, the load on the internal combustion engine is increased by operating the power generator.

  The internal combustion engine is inefficient in the low load region and operates efficiently in the medium and high load region. In the present invention, the load on the internal combustion engine is operated by operating a power generation device that generates power using the power generated by the internal combustion engine. It is possible to improve the efficiency of the internal combustion engine. On the other hand, in the present invention, EV traveling is permitted when the traveling power of the vehicle is relatively low (intermittent permission), but EV traveling is prohibited when the temperature of the internal combustion engine is lower than the specified temperature (intermittent prohibition). ), The internal combustion engine is warmed up. Here, with respect to the internal combustion engine, the efficiency improvement rate is larger in the low load region and in the medium and high load regions. Therefore, in the present invention, when EV traveling is prohibited (when intermittent operation is prohibited), The load of the internal combustion engine is increased by operating the power generator in a region where the traveling power is smaller than when EV traveling is permitted (when intermittent traveling is permitted). As a result, the efficiency improvement rate of the internal combustion engine can be increased when the intermittent operation is prohibited (the internal combustion engine is stopped in the low load region when the intermittent operation is permitted). Therefore, according to the present invention, fuel consumption can be improved in consideration of intermittent operation and intermittent prohibition of the internal combustion engine.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes an engine 10, motor generators MG <b> 1 and MG <b> 2, a power split device 20, and wheels 30. Hybrid vehicle 100 includes power storage device B, boost converter 40, inverters 50 and 60, ECU (Electronic Control Unit) 70, temperature sensor 80, capacitors C1 and C2, positive lines PL1 and PL2, Negative electrodes NL1 and NL2 are further provided.

  Power split device 20 is coupled to engine 10 and motor generators MG1, MG2. For example, as power split device 20, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 10 and motor generators MG1, MG2, respectively. For example, engine 10 and motor generators MG1 and MG2 can be mechanically connected to power split device 20 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 10 through the center thereof.

  The power generated by engine 10 is divided by power split device 20 into power transmitted to wheels 30 and power transmitted to motor generator MG1. That is, engine 10 is incorporated in hybrid vehicle 100 as a power source that generates travel power and drives motor generator MG1. Motor generator MG1 operates as a generator driven by engine 10 and is incorporated into hybrid vehicle 100 as an electric motor that can start engine 10. On the other hand, the power generated by motor generator MG2 is transmitted to wheels 30. In other words, motor generator MG2 is incorporated in hybrid vehicle 100 as a power source for driving wheels 30. Hybrid vehicle 100 travels using power from at least one of engine 10 and motor generator MG2.

  Power storage device B is connected to positive electrode line PL1 and negative electrode line NL1. Capacitor C1 is connected between positive electrode line PL1 and negative electrode line NL1. Boost converter 40 is connected between positive electrode line PL1 and negative electrode line NL1, and positive electrode line PL2 and negative electrode line NL2. Capacitor C2 is connected between positive electrode line PL2 and negative electrode line NL2. Inverter 50 is connected between positive and negative lines PL2, NL2 and motor generator MG1. Inverter 60 is connected between positive and negative lines PL2, NL2, and motor generator MG2.

  The power storage device B is a rechargeable DC power source, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion. Power storage device B outputs DC power to boost converter 40. In addition, power storage device B is charged by receiving power output from boost converter 40. Note that a large-capacity capacitor may be used as the power storage device B. Capacitor C1 smoothes the voltage fluctuation component between positive line PL1 and negative line NL1.

  Boost converter 40 adjusts the voltage between positive electrode line PL <b> 2 and negative electrode line NL <b> 2 to a voltage equal to or higher than the voltage of power storage device B based on the drive signal from ECU 70. Boost converter 40 is formed of, for example, a step-up / step-down chopper circuit. Capacitor C2 smoothes the voltage fluctuation component between positive line PL2 and negative line NL2.

  Inverters 50 and 60 convert DC power supplied from positive electrode line PL2 and negative electrode line NL2 into AC power and output the AC power to motor generators MG1 and MG2, respectively. Inverters 50 and 60 convert AC power generated by motor generators MG1 and MG2 into DC power, respectively, and output the DC power as regenerative power to positive line PL2 and negative line NL2. In addition, each inverter 50 and 60 consists of a bridge circuit containing the switching element for three phases, for example. Each inverter 50, 60 drives a corresponding motor generator by performing a switching operation in accordance with a drive signal from ECU 70.

  Motor generators MG1 and MG2 are three-phase AC motors, for example, three-phase AC synchronous motors. Motor generator MG <b> 1 generates three-phase AC power using the power of engine 10, and outputs the generated three-phase AC power to inverter 50. Motor generator MG1 generates driving force by the three-phase AC power received from inverter 50, and starts engine 10. Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC power received from inverter 60. Motor generator MG <b> 2 generates three-phase AC power using the rotational force from wheels 30 during braking of the vehicle, and outputs the generated three-phase AC power to inverter 60.

  The temperature sensor 80 detects the temperature Te of the cooling water of the engine 10 that can indicate the temperature of the engine 10, and outputs the detected value to the ECU 70. The temperature sensor 80 is a sensor for detecting the temperature of the engine 10, and may detect the temperature of the surface of the engine 10, for example, instead of the temperature of the cooling water.

  The ECU 70 receives an accelerator opening signal ACC indicating the depression amount of the accelerator pedal from an accelerator position sensor (not shown), and receives a vehicle speed signal SV indicating the speed of the vehicle from a vehicle speed sensor (not shown). ECU 70 also receives a detected value of temperature Te from temperature sensor 80. ECU 70 generates a drive signal for driving engine 10, motor generators MG1, MG2 and boost converter 40 based on these signals, and uses the generated drive signal for engine 10, inverters 50, 60 and Output to boost converter 40.

  FIG. 2 is a functional block diagram of a portion related to engine control of the ECU 70 shown in FIG. Referring to FIG. 2, ECU 70 includes a traveling power calculation unit 110, an intermittent operation control unit 120, a charge correction unit 130, an engine required power calculation unit 140, and an engine control unit 150. The traveling power calculation unit 110 calculates the traveling power Ps of the vehicle based on the accelerator opening signal ACC and the vehicle speed signal SV.

  The intermittent operation control unit 120 controls the intermittent operation of the engine 10 based on the traveling power Ps calculated by the traveling power calculation unit 110 and the temperature Te detected by the temperature sensor 80. Specifically, the intermittent operation control unit 120 permits the EV traveling to stop by the engine 10 and travel by the motor generator MG2 when the traveling power Ps of the vehicle is smaller than a predetermined value (intermittent permission), When the temperature Te is lower than a predetermined value, EV traveling is prohibited (intermittent prohibition) in order to warm up the engine 10. Then, intermittent operation control unit 120 outputs a warm-up signal indicating that warm-up of engine 10 is requested to charge correction unit 130 when intermittent operation is prohibited.

  Charging correction unit 130 increases the load on engine 10 by operating motor generator MG1 based on traveling power Ps calculated by traveling power calculation unit 110 and the warm-up signal received from intermittent operation control unit 120. A charge correction amount Pb is calculated for this purpose. More specifically, the engine 10 is inefficient in the low load region and operates efficiently in the medium and high load region. Here, the power generated by the engine 10 is divided by the power split device 20 into the traveling power of the vehicle and the power generated by the motor generator MG1 (corresponding to the amount of charge in the power storage device B). That is, the engine power Pe is expressed by the following equation.

Engine power Pe = running power Ps + charge correction amount Pb (1)
The travel power Ps cannot be freely adjusted, but the engine power Pe can be adjusted by adjusting the charge correction amount Pb. Therefore, when the load of engine 10 is smaller than the load region in which engine 10 operates with high efficiency (except when engine 10 is stopped), charging correction unit 130 performs engine 10 charging correction by motor generator MG1. The efficiency of the engine 10 is improved.

  Further, here, charging correction unit 130 changes the region in which the load of engine 10 is increased by performing charging correction by motor generator MG1 between intermittent permission and intermittent prohibition. Specifically, at the time of intermittent prohibition, charging correction by motor generator MG1 is performed in a region where traveling power Ps is smaller than that at the time of intermittent permission. Thereby, the efficiency improvement rate of the engine 10 can be increased. This will be described below.

  FIG. 3 is a diagram showing the engine power Pe at the time of intermittent permission. Referring to FIG. 3, the vertical axis indicates engine power Pe, and the horizontal axis indicates travel power Ps. In the region where the traveling power Ps is small, the engine 10 stops. That is, hybrid vehicle 100 performs EV traveling. When the traveling power Ps increases, the engine 10 is started and the engine power Pe is required. Here, in order to operate the engine 10 in the middle and high load region where the engine 10 operates efficiently, the charge correction amount Pb corresponding to the region S1 is required. The charge correction amount Pb is electric power generated by the motor generator MG1 using the power of the engine 10 as described above, and is charged in the power storage device B. Thus, at the time of intermittent permission, hybrid vehicle 100 performs EV traveling in a region where traveling power Ps is low, and efficiency improvement of engine 10 is achieved in a region where traveling power Ps is relatively large.

  FIG. 4 is a diagram for explaining the efficiency improvement of the engine 10 at the time of intermittent permission. Referring to FIG. 4, the vertical axis represents the torque of engine 10, and the horizontal axis represents the rotational speed of engine 10. A dotted line is a contour of the efficiency of the engine 10, and the closer to the center of the circle, the higher the efficiency. A point P12 indicates an operating point of the engine 10 at the time of intermittent permission, and a point P11 indicates an operating point of the engine 10 when the charging correction by the charging correction amount Pb is not performed.

  FIG. 5 is a diagram showing the engine power Pe when intermittent is prohibited. Referring to FIG. 5, the vertical axis represents engine power Pe, and the horizontal axis represents travel power Ps. When the intermittent operation is prohibited, the engine power Pe is required to warm up the engine 10 even in a region where the traveling power Ps is small, and the engine 10 operates. In order to operate the engine 10 efficiently, charging correction by the motor generator MG1 is required. When the intermittent prohibition is performed, in the region where the traveling power Ps is smaller than the intermittent permission shown in FIG. A corresponding charge correction amount Pb is required. That is, when intermittent is prohibited, charging correction is performed by motor generator MG1 in a region where traveling power Ps is smaller than when intermittent is permitted, and the efficiency of engine 10 is improved.

  FIG. 6 is a diagram for explaining an improvement in the efficiency of the engine 10 when intermittent is prohibited. With reference to FIG. 6, the vertical axis represents the torque of engine 10, and the horizontal axis represents the rotational speed of engine 10. A dotted line is a contour of the efficiency of the engine 10, and the closer to the center of the circle, the higher the efficiency. A point P22 indicates an operating point of the engine 10 at the time of intermittent prohibition, and a point P21 indicates an operating point of the engine 10 when the charging correction by the charging correction amount Pb is not performed. When the intermittent operation is prohibited, the efficiency of the engine 10 can be improved in a low load region as compared with the intermittent operation.

  FIG. 7 is a diagram showing the relationship between engine efficiency and engine power. Referring to FIG. 7, the vertical axis represents engine efficiency, and the horizontal axis represents engine power. As shown in the figure, the engine efficiency becomes maximum in the middle and high load region of the engine 10 and is poor in the low load region. The engine efficiency improvement rate (the slope of the curve) increases as the distance from the local maximum point increases. That is, ΔE2 indicating the efficiency improvement width in the low load region is larger than ΔE1 indicating the efficiency improvement width in the medium and high load region.

  In the first embodiment, as described above, when the intermittent operation is prohibited, the efficiency of the engine 10 is improved by the charge correction in the low load region as compared with the intermittent operation time. Improvement rate is improved.

  Referring to FIG. 2 again, as described above, charge correction unit 130 calculates charge correction amount Pb, and outputs the calculated charge correction amount Pb to engine required power calculation unit 140.

  The engine required power calculation unit 140 receives the travel power Ps calculated by the travel power calculation unit 110 and the charge correction amount Pb calculated by the charge correction unit 130. The engine required power calculation unit 140 calculates the engine power Pe by adding the charge correction amount Pb to the traveling power Ps, and outputs the calculated engine power Pe to the engine control unit 150.

  The engine control unit 150 generates a drive signal for driving the engine 10 so that the engine 10 outputs the engine power Pe calculated by the engine required power calculation unit 140, and sends the generated drive signal to the engine 10. Output.

  FIG. 8 is a flowchart for explaining processing relating to charge correction executed by the ECU 70. The process of this flowchart is called from the main routine and executed every certain time or every time a predetermined condition is satisfied.

  Referring to FIG. 8, ECU 70 obtains a detected value of temperature Te of cooling water of engine 10 from temperature sensor 80 (step S10). Next, the ECU 70 determines whether or not a warm-up request for the engine 10 is generated based on the acquired temperature Te (step S20). The engine 10 warm-up request is for requesting the operation of the engine 10 in order to warm up the engine 10 and is equivalent to a request for prohibiting intermittent engine 10 here.

  If it is determined in step S20 that a warm-up request for engine 10 has been generated (YES in step S20), that is, during intermittent prohibition, ECU 70 determines the vehicle running power Ps according to the relationship shown in FIG. Based on this, charge correction (generation of the charge correction amount Pb indicated by the region S2 in FIG. 5) at the time of warm-up request (when intermittent is prohibited) is executed (step S30).

  On the other hand, when it is determined in step S20 that a warm-up request for engine 10 has not occurred (NO in step S20), that is, at the time of intermittent permission, ECU 70 follows the relationship shown in FIG. Based on Ps, charge correction at normal time (when intermittent is permitted) (generation of charge correction amount Pb indicated by area S1 in FIG. 3) is executed (step S40).

  As described above, engine 10 is inefficient in the low load region and operates efficiently in the medium and high load regions. In Embodiment 1, the load on engine 10 is increased by operating motor generator MG1. Thus, the efficiency of the engine 10 can be improved. On the other hand, in the first embodiment, EV traveling is permitted when the traveling power Ps of the vehicle is relatively small (intermittent permission), but the temperature Te that can indicate the temperature of the engine 10 is lower than the specified temperature. Is intermittently prohibited, and the engine 10 is warmed up. Here, in the engine 10, since the efficiency improvement rate is larger in the low load region and in the middle load region, in this first embodiment, the traveling power is higher than that at the time of intermittent prohibition and intermittent permission. In the region where Ps is small, the load on the engine 10 is increased by operating the motor generator MG1. Thereby, the efficiency improvement rate of the engine 10 can be increased at the time of intermittent prohibition (in addition, the engine 10 stops in a low load region at the time of intermittent permission.) Therefore, according to the first embodiment, fuel efficiency can be improved in consideration of intermittent operation and prohibition of the engine 10.

[Embodiment 2]
In the second embodiment, idle speed control (hereinafter also referred to as “ISC”) for adjusting the engine speed to a predetermined target value when the engine 10 is in an idling state (no load state) is performed. In the ISC, it is possible to learn the idling state that changes with the aging of the engine 10 and to control the engine speed to a predetermined target value even if the engine 10 changes over time. However, during ISC learning, it is necessary to learn while the engine 10 is idling. Therefore, in the second embodiment, when the ISC learning is performed, the above-described charging correction at the time of the warm-up request (when intermittent is prohibited) is not performed (that is, the charging correction is performed in the middle / high load region). Is implemented).

  FIG. 9 is a functional block diagram of a portion related to engine control of ECU 70A in the second embodiment. Referring to FIG. 9, ECU 70 </ b> A further includes an ISC unit 160 in the configuration of ECU 70 in the first embodiment shown in FIG. 2, and includes a charging correction unit 130 </ b> A instead of charging correction unit 130.

  The ISC unit 160 receives a detected value of the rotational speed Ne of the engine 10 from a sensor (not shown). Then, the ISC unit 160 adjusts the rotational speed Ne of the engine 10 when the engine 10 is in an idling state (no load state) to a predetermined target value. For example, an ISC valve is provided in parallel with the throttle valve, and the ISC unit 160 adjusts the opening of the ISC valve so that the engine speed Ne becomes a predetermined target value when the engine power is zero (idling state). adjust.

  Further, the ISC unit 160 can learn the idling state that changes with the aging of the engine 10 and can control the engine speed to a predetermined target value even if the engine 10 changes with aging. For example, the ISC unit 160 can learn the opening degree of the ISC valve when the rotational speed Ne of the engine 10 is adjusted to a predetermined target value, and can reflect it in the next control.

  Charging correction unit 130A is charged when receiving an ISC learning ON signal from ISC unit 160 (or when the signal is activated) indicating that ISC learning is performed, and during normal (intermittent permission) Make corrections. On the other hand, when the charge correction unit 130A does not receive the ISC learning ON signal (or when the signal is deactivated), if the intermittent correction is prohibited, the charging correction unit 130A is in the warm-up request (intermittent prohibited) state. Carry out charge correction. That is, ISC learning is performed when the engine power is zero (idling state), so that charging correction is not performed when a warm-up request is performed in the low load region (when intermittent operation is prohibited). is there. Other functions of ECU 70A are the same as ECU 70 in the first embodiment.

  FIG. 10 is a flowchart for illustrating processing related to charge correction executed by ECU 70A in the second embodiment. The processing of this flowchart is also called from the main routine and executed every certain time or every time a predetermined condition is satisfied.

  Referring to FIG. 10, this flowchart further includes step S25 in the flowchart shown in FIG. That is, when it is determined in step S20 that a warm-up request for engine 10 has been generated (YES in step S20), that is, when intermittent is prohibited, ECU 70A determines whether or not ISC learning is not performed (step S20). S25). If it is determined that ISC learning is not performed (YES in step S25), ECU 70A advances the process to step S30, and performs charge correction at the time of warm-up request (during intermittent prohibition).

  On the other hand, if it is determined in step S25 that ISC learning is to be performed (NO in step S25), ECU 70A advances the process to step S40, and charging correction at normal time (when intermittent is permitted) is executed.

  As described above, in the second embodiment, when the ISC learning that requires the engine power to be zero is performed, the warm-up request for increasing the engine power in the low load region (when intermittent is prohibited) is performed. Charging correction at normal time (when intermittent is permitted) is executed without executing charging correction. Therefore, according to the second embodiment, it is possible to prevent ISC learning and charge correction from interfering with each other.

  In each of the above-described embodiments, hybrid vehicle 100 has been described as a series / parallel type hybrid vehicle in which power of engine 10 can be divided by power split device 20 and transmitted to wheels 30 and motor generator MG1. However, the present invention can also be applied to other types of hybrid vehicles that can adjust the load of the engine 10 by dividing the motive power of the engine 10 into travel and charge and adjusting the charge. For example, a so-called series-type hybrid vehicle that uses the engine 10 only to drive the motor generator MG1 and generates the driving force of the vehicle only with the motor generator MG2, or the motor assists the engine 10 as the main power if necessary. The present invention can also be applied to a motor-assist type hybrid vehicle.

  Further, the functions of the ECUs 70A described in FIGS. 2 and 9 may be divided into a plurality of ECUs. For example, the traveling power calculation unit 110, the intermittent operation control unit 120, the charging correction units 130 and 130A, and the engine required power calculation unit 140 are configured on an HV-ECU that performs overall control of the vehicle, and the engine control unit 150 and the ISC 160. May be configured on an engine ECU that controls the engine 10.

  The present invention is also applicable to a hybrid vehicle that does not include boost converter 40.

  In the above, engine 10 corresponds to “internal combustion engine” in the present invention, and motor generator MG2 corresponds to “electric motor” in the present invention. Motor generator MG1 and inverter 50 correspond to “power generation device” in the present invention, and intermittent operation control unit 120 corresponds to “operation control unit” in the present invention. The ISC unit 160 corresponds to the “learning control unit” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. It is a functional block diagram of the part regarding the engine control of ECU shown in FIG. It is the figure which showed the engine power at the time of intermittent permission. It is a figure for demonstrating the efficiency improvement of the engine at the time of intermittent permission. It is a figure showing engine power at the time of intermittent prohibition. It is a figure for demonstrating the engine efficiency improvement at the time of intermittent prohibition. It is the figure which showed the relationship between engine efficiency and engine power. It is a flowchart for demonstrating the process regarding the charge correction | amendment performed by ECU. FIG. 6 is a functional block diagram of a portion related to engine control of an ECU in a second embodiment. 6 is a flowchart for illustrating processing relating to charge correction executed by an ECU according to the second embodiment.

Explanation of symbols

  10 engine, 20 power split device, 30 wheels, 40 step-up converter, 50, 60 inverter, 70, 70A ECU, 80 temperature sensor, 100 hybrid vehicle, 110 travel power calculation unit, 120 intermittent operation control unit, 130, 130A charge correction Part, 140 engine required power calculation part, 150 engine control part, 160 ISC part, MG1, MG2 motor generator, B power storage device, C1, C2 capacitor, PL1, PL2 positive line, NL1, NL2 negative line.

Claims (5)

A control device for a hybrid vehicle that can travel using at least one of an internal combustion engine and an electric motor that operates by receiving electric power from a rechargeable power storage device, wherein the hybrid vehicle uses power generated by the internal combustion engine The power storage device is configured to be able to be charged by a power generation device that generates power,
A charge correction unit that increases the load of the internal combustion engine by operating the power generation device;
When the traveling power of the vehicle is relatively low, the internal combustion engine is stopped and EV traveling that travels by the electric motor is permitted. When the temperature of the internal combustion engine is lower than a specified temperature, the EV traveling is prohibited. An operation control unit,
The charge correction unit increases the load on the internal combustion engine by operating the power generation device in a region where the traveling power is smaller when the EV traveling is prohibited than when the EV traveling is permitted. A control device for a hybrid vehicle. A learning control unit capable of learning the idling state of the internal combustion engine such that the idling speed of the internal combustion engine becomes a predetermined target value;
The charging correction unit operates the power generation device in a region where the traveling power is smaller than when EV traveling is permitted when the EV traveling is prohibited and learning of the idling state is not performed. The control device for a hybrid vehicle according to claim 1, wherein the load on the internal combustion engine is increased accordingly. An internal combustion engine;
A power generator that generates power using the power generated by the internal combustion engine;
A rechargeable power storage device for storing the power generated by the power generation device;
An electric motor that receives electric power from the power storage device and generates a driving force;
A hybrid vehicle comprising the control device according to claim 1. A method of controlling a hybrid vehicle that can travel using at least one of an internal combustion engine and an electric motor that operates by receiving electric power from a rechargeable power storage device, wherein the hybrid vehicle uses power generated by the internal combustion engine The power storage device is configured to be able to be charged by a power generation device that generates power,
When the temperature of the internal combustion engine is equal to or higher than a specified temperature, the internal combustion engine is stopped when the running power of the vehicle is relatively low, and EV running is allowed to run by the electric motor, and the temperature of the internal combustion engine is Prohibiting the EV running when the temperature is lower than the specified temperature;
Increasing the load on the internal combustion engine by operating the power generation device,
The step of increasing the load of the internal combustion engine is performed by operating the power generation device in a region where the traveling power is smaller when the EV traveling is prohibited than when the EV traveling is permitted. A method for controlling a hybrid vehicle, including a sub-step of increasing an engine load. Determining whether or not to implement learning control for learning the idling state of the internal combustion engine such that the idling speed of the internal combustion engine becomes a predetermined target value;
When it is determined that the EV traveling is prohibited and the learning control is not performed, the power generation device is set in a region where the traveling power is smaller than that when the EV traveling is permitted in the substep. The hybrid vehicle control method according to claim 4, wherein the load on the internal combustion engine is increased by operating the hybrid vehicle.

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