JP2011051542A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel economy while maintaining acceleration performance in a hybrid vehicle having an engine provided with a turbo supercharger and a driving motor. <P>SOLUTION: The control device for the hybrid vehicle, which has an engine 1 provided with a turbo supercharger 2 and a motor (motor generator 4) as the traveling drive source, the engine 1 being configured to perform fuel increase control to thicken air-fuel mixture more than a theoretical air-fuel ratio when supercharging pressure Pc reaches a fuel increase boundary pressure or more, includes a drive torque cooperation control means (Fig.3). The drive torque cooperation control means performs cooperation control by throttle moderating control (steps S8, S14, S17, S22, S25) for gradually increasing throttle valve opening TVO of the engine 1 to suppress the rise of the supercharging pressure Pc during accelerator operation, and motor-assist control (steps S9, S15, S18, S23, S26) for compensating a torque deficiency to a requested drive torque which is caused in the accelerator operation by the motor torque by the motor (motor generator 4). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle having an engine having a turbocharger and a motor as a travel drive source.

  Conventionally, in order to improve fuel efficiency during high-load operation and improve output performance during acceleration, in an engine that performs a mirror cycle with a turbocharger and a variable intake valve that have variable flow-supercharging pressure characteristics, Means for controlling the variable turbocharger so that the supercharging pressure becomes maximum when the ratio between the supercharging pressure and the exhaust pressure is within a predetermined value or less, and controlling the variable intake valve based on the supercharging pressure and the target air amount (For example, refer to Patent Document 1).

  Here, “Miller cycle” means a cycle in which the Atkinson cycle is realized by early closing or late closing of the intake valve in a positive displacement engine, and the effective compression ratio is kept low by lowering the intake charging efficiency. Say. For example, in a supercharged gasoline engine, it is necessary to lower the compression ratio than in a naturally aspirated engine in order to prevent knocking, which leads to a decrease in thermal efficiency. Therefore, by using the mirror cycle, it is possible to reduce only the compression ratio while keeping the expansion ratio as it is, and to minimize the decrease in thermal efficiency.

JP 2009-7934 A

However, an engine equipped with a conventional turbocharger has a problem listed below because it employs a mirror cycle.
(a) When the fuel efficiency effect is aimed at the mirror cycle, it is necessary to lay out many efficient turbines at each rotation and each load.
(b) The maximum output of the Millercycle engine is reduced.
(c) When several turbines are connected in series and bypassed by the wastegate, exhaust cannot be completely bypassed, so there is a loss when using a high-speed turbine.

  On the other hand, in an engine equipped with a turbocharger, when the supercharging pressure exceeds a certain level, the mixture is made deeper than the stoichiometric air-fuel ratio in order to cool around the combustion chamber by vaporizing the fuel and lower the exhaust temperature. There is known one that performs fuel increase control (for example, see Japanese Patent Application Laid-Open No. 60-125740).

  An engine equipped with a turbocharger that performs fuel increase control in this high supercharging pressure region can solve the above problems of the mirror cycle engine and ensure acceleration performance, but in the high supercharging pressure region. However, there is a problem that the fuel increase control in this case causes a deterioration in fuel consumption.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of improving fuel efficiency while maintaining acceleration performance.

In order to achieve the above object, the hybrid vehicle control device of the present invention includes an engine having a turbocharger as a driving source for driving and a motor, and the engine has a boost pressure with a fuel increase. When the boundary pressure is exceeded, fuel increase control is performed to make the air-fuel mixture richer than the stoichiometric air-fuel ratio.
In this hybrid vehicle control device, when the accelerator is depressed, throttle smoothing control that gradually increases the throttle valve opening of the engine so as to suppress an increase in boost pressure, and insufficient torque with respect to the required drive torque that appears in the accelerator depression Drive torque cooperative control means for performing cooperative control by motor assist control for compensating for the amount by the motor torque of the motor is provided.

Therefore, in the control apparatus for a hybrid vehicle of the present invention, when the accelerator is depressed, an increase in the supercharging pressure is suppressed by the supercharging pressure control using the throttle smoothing control. For this reason, as the throttle valve opening suddenly increases following the accelerator depressing operation, the supercharging pressure suddenly increases and decreases beyond the fuel increase boundary pressure, resulting in fuel increase that causes fuel consumption deterioration. It becomes difficult to enter control.
If only the throttle smoothing control is executed, the increase in engine torque is delayed, and the acceleration performance of the vehicle is impaired due to insufficient driving torque. However, motor assist control is performed in cooperation with throttle smoothing control. For this reason, the torque shortage due to the delay in the increase in engine torque is compensated by the motor torque with good response, and the drive torque shortage can be solved.
As a result, in a hybrid vehicle having an engine equipped with a turbocharger and a driving motor, it is possible to improve fuel efficiency while maintaining acceleration performance.

1 is an overall system diagram illustrating a drive system and a control system of a hybrid vehicle to which a control device of Example 1 is applied. It is a figure which shows an example of the engine torque map with respect to the engine speed about each area | region of the engine with the supercharging area | region and fuel increase area | region mounted in the hybrid vehicle of Example 1. FIG. 6 is a flowchart illustrating a flow of a drive torque control process executed by the integrated controller according to the first embodiment. Opening the throttle valve following the accelerator opening (= accelerator operation amount) The throttle opening (APO), throttle valve opening (TVO), boost pressure (boost) at the start of depression in the comparative example that performs throttle normal control It is a time chart which shows each operation characteristic of (). FIG. 6 is a limit boost pressure characteristic diagram showing an example of a relationship between a limit boost pressure and an accelerator opening (APO) set as a design value representing a boost pressure region (steady time) in an engine of a hybrid vehicle. Accelerator opening (APO), throttle valve opening (TVO), boost pressure (boost), motor current, engine rotation, and fuel increase control at the time of depressing start with APO ≦ 3/8 in the drive torque control of Example 1 It is a time chart which shows each operation characteristic. Accelerator opening (APO), throttle valve opening (TVO), boost pressure (boost), motor current, engine rotation, It is a time chart which shows each operation characteristic of fuel increase control. Accelerator opening (APO), throttle valve opening (TVO), boost pressure (boost), motor current, engine rotation, and fuel increase control at the start of depression with APO ≧ 5.5 / 8 by drive torque control of Example 1 It is a time chart which shows each operation characteristic.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating a drive system and a control system of a hybrid vehicle to which the control device of the first embodiment is applied. The system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine 1, a turbocharger 2, a clutch 3, a motor generator 4 (motor), a transmission 5, and a propeller shaft 6. A differential drive 7, left and right drive shafts 8L and 8R, and left and right drive wheels 9L and 9R are provided to constitute an FR drive system.

  The engine 1 is one of driving power sources and includes a turbocharger 2 called a turbocharger. The engine 1 equipped with the turbocharger 2 exhibits supercharging characteristics such that a torque gradient rises as the flow rate of exhaust gas increases due to an increase in the rotational speed, and increases the density of air sent into the combustion chamber. Thus, the combustion efficiency of the fuel can be increased, and a high output exceeding the engine displacement can be obtained (see FIG. 2). In other words, it is used when you want to obtain high output while using a low fuel consumption, small displacement engine. However, if the fuel injection amount is kept normal (for example, the stoichiometric air-fuel ratio) in an overload region where the engine load is high, cooling around the combustion chamber due to fuel vaporization is insufficient, so the fuel injection amount is increased more than usual. There is a need. Therefore, when the supercharging pressure becomes equal to or higher than the fuel increase boundary pressure, in principle, fuel increase control is performed to increase the fuel injection amount more than usual, and the in-cylinder temperature and exhaust temperature of the engine 1 are lowered.

The turbocharger 2 uses the exhaust gas from the engine 1 to rotate the turbine 2 a and drives the compressor 2 b with the rotational force to send the compressed air into the combustion chamber of the engine 1. It is a device that increases the output power.
As shown in FIG. 1, the turbocharger 2 has passed through an exhaust path 10 through which the exhaust gas from the engine 1 is discharged to the outside through the turbine 2a, an air cleaner 11, an intercooler outside the figure, and the like. And an intake passage 12 for sending outside air to the combustion chamber of the engine 1 after passing through the compressor 2b. The intake passage 12 is provided with a throttle valve 13 for controlling the intake air amount. The throttle valve opening TVO of the throttle valve 13 is controlled by a throttle actuator 14.

The clutch 3 is a travel mode switching element provided between the crankshaft of the engine 1 and the motor shaft of the motor generator 4.
That is, when the clutch 3 is disengaged, an electric vehicle mode (hereinafter referred to as “EV mode”), which is a travel mode in which only the motor generator 4 is used as a travel drive source, is selected. When the clutch 3 is engaged, a hybrid vehicle mode (hereinafter referred to as “HEV mode”), which is a travel mode using the engine 1 and the motor generator 4 as a drive source for travel, is selected. The “EV mode” is selected, for example, in a travel region where the battery charge capacity is sufficient and the required drive torque is low. The “HEV mode” is selected, for example, when the battery charge capacity is insufficient or in a travel region where the required drive torque is high.

The motor generator 4 is a power generation / drive element provided between the output shaft of the clutch 3 and the input shaft of the transmission 5.
That is, when power is supplied to the coil by battery discharge, the electric energy generated by the coil power supply is converted into the rotational energy of the rotor, and a drive function for generating motor drive torque is exhibited. When rotational drive energy is input to the rotor from the engine 1 or the left and right drive wheels 9L and 9R, the rotational drive energy is converted into electric energy, and a power generation function for performing battery charging is exhibited.

The transmission 5 is connected to the rotor shaft of the motor generator 4 and shifts the input motor rotation speed in accordance with the gear position and the gear ratio to obtain the output rotation speed to the propeller shaft 6. As this transmission, a stepped transmission that automatically switches a plurality of gears, a continuously variable transmission that automatically changes the gear ratio, and the like are used.
From the output shaft of the transmission 5, the propeller shaft 6, the differential 7, and the left and right drive shafts 8L and 8R are passed, and the drive torque is transmitted to the left and right drive wheels 9L and 9R.

  As shown in FIG. 1, the control system of the hybrid vehicle of the first embodiment includes an engine controller 2, a clutch controller 23, a motor controller 24, a transmission controller 25, and an integrated controller 26. These controllers 22, 23, 24, 25, and 26 are connected to each other through a bidirectional communication line 27 such as CAN so as to exchange information.

  The engine controller 22 controls the output of the engine 1 by throttle valve opening / closing control, fuel injection amount control, fuel cylinder cut, etc., based on the command of the engine operating point (engine speed Ne, engine torque Te) from the integrated controller 26. To do.

  When the driving mode is selected in the integrated controller 26 based on the vehicle operating point (accelerator opening APO, vehicle speed VSP) and battery charge capacity information, the clutch controller 23 responds to the mode transition command from the integrated controller 26. The clutch 3 is disengaged (EV mode) and the clutch 3 is engaged (HEV mode).

  The motor controller 24 controls the frequency and amplitude of the three-phase AC wave applied to the coil based on the command of the motor operating point (motor rotation speed Nm, motor torque Tm) from the integrated controller 26. Control the behavior. When the motor generator 4 is torque controlled, a positive motor torque command is given during driving, and a negative motor torque command is given during power generation.

  The transmission controller 25 performs control to change the gear stage and the gear ratio based on a shift command determined by a vehicle operating point (accelerator opening APO, vehicle speed VSP) or a shift command from the integrated controller 26. Do.

  The integrated controller 26 obtains an operation command for each component existing in the drive system to appropriately operate with respect to the driving performance and the fuel consumption performance by arithmetic processing based on a plurality of input information. By outputting to 23, 24, 25, the drive system is managed in an integrated manner. The integrated controller 26 includes an accelerator opening sensor 28 that detects the accelerator opening APO, a boost sensor 29 (supercharging pressure detection means) that detects the boost pressure Pc, a vehicle speed sensor 30 that detects the vehicle speed VSP, and an engine speed. Information is input from a crank angle sensor 31 that detects Ne, a resolver 32 that detects a motor speed Nm, a throttle opening sensor 33 that detects a throttle valve opening TVO, and other sensors and switches 34. The boost sensor 29 is usually installed in the surge tank and outputs a signal indicating the supercharging pressure Pc to the integrated controller 26.

  FIG. 3 is a flowchart showing the flow of the drive torque control process executed by the integrated controller 26 of the first embodiment (drive torque cooperative control means). Hereinafter, each step of FIG. 3 will be described. In this flowchart, the process is started by shifting from the “EV mode” to the “HEV mode”, the process is repeated while the “HEV mode” is selected, and the process is switched from the “HEV mode” to the “EV mode”. The process ends.

In step S1, it is determined whether or not the accelerator is depressed. If YES (when the accelerator is depressed), the process proceeds to step S6. If NO (when the accelerator is depressed), the process proceeds to step S2.
Here, the determination at the time of the accelerator depression operation is performed by, for example, reading the accelerator opening APO from the accelerator opening sensor 28, obtaining an accelerator opening differential value (accelerator opening change amount per unit time) by differential processing, When the accelerator opening differential value (= accelerator opening speed) is a positive value equal to or greater than the set accelerator depression operation threshold value, it is determined that the accelerator depression operation is being performed.

  In step S2, following the determination that it is time other than the accelerator depression operation in step S1 (accelerator maintenance operation, accelerator return operation, etc.), the boost pressure Pc from the boost sensor 29 is the fuel increase boundary pressure. If YES (supercharging pressure Pc ≧ fuel increasing boundary pressure), the process proceeds to step S3. If NO (supercharging pressure Pc <fuel increasing boundary pressure), the process proceeds to step S4.

In step S3, following the determination that the boost pressure Pc ≧ fuel increase boundary pressure in step S2, fuel increase control is performed to make the air-fuel mixture to the engine 1 richer than the stoichiometric air-fuel ratio, and the process proceeds to step S4.
Here, the fuel increase value in the fuel increase control is, for example, a relationship between the boost pressure Pc and the fuel increase value with respect to the engine speed Ne is set in advance in the fuel adjustment map, and the boost pressure Pc at that time and the engine It is set as the value searched using the rotational speed Ne and the fuel adjustment map.

  In step S4, following the determination that the supercharging pressure Pc <the fuel increase boundary pressure in step S2 or the fuel increase control in step S3, the opening of the throttle valve 13 of the engine 1 is changed to the accelerator opening APO. The normal throttle control for controlling the opening degree to follow is performed, and the process proceeds to step S5.

In step S5, following the throttle normal control in step S4, when the fuel increase is not controlled, the excess / deficiency torque is calculated from the difference between the required drive torque and the estimated engine torque during supercharging, and during the fuel increase control, The excess / deficiency torque is calculated from the difference from the estimated engine torque at the time of fuel increase, torque compensation control for compensating for this excess / deficiency torque by the motor generator 4 is performed, and the process proceeds to return.
Here, the “required drive torque” is determined using, for example, the accelerator opening APO and the vehicle speed VSP at that time, and a preset required drive torque map. The “supercharging estimated engine torque” is determined using the engine speed Ne at that time and the supercharging engine torque map C shown in FIG. “Estimated engine torque at the time of fuel increase” is determined using the engine speed Ne at that time and the engine torque map F at the time of fuel increase shown in FIG.

In step S6, following the determination that the accelerator is depressed in step S1, it is determined whether or not the accelerator opening APO detected by the accelerator opening sensor 28 is 3/8 or less, If YES (APO ≦ 3/8), the process proceeds to step S7, and if NO (APO> 3/8), the process proceeds to step S12.
Here, the accelerator opening APO is 0/8 opening when the accelerator is fully closed, 8/8 opening when the accelerator is fully open, and 0/8 opening (fully closed) to 8/8 opening (fully open). It is expressed by.

In step S7, following the determination in step S6 that APO ≦ 3/8, the fuel increase control to the engine 1 is prohibited regardless of the supercharging pressure Pc, and the process proceeds to step S8.
However, when the fuel increase control to the engine 1 is prohibited, when the state where the supercharging pressure Pc is equal to or higher than the fuel increase boundary pressure continues, the fuel increase control is forcibly started as an exception. Specifically, a required time (timer) is set after the monitored supercharging pressure Pc becomes equal to or higher than the fuel increase boundary pressure. Start increasing control. Note that the set time by the timer is a time (for example, about 5 seconds) that allows the deterioration of the exhaust valve, the exhaust system catalyst, and the like of the engine 1 due to the exhaust gas temperature rise.

In step S8, following the prohibition of fuel increase control in step S7 or the determination that the cooperative control end condition is not satisfied in step S10, the throttle valve opening TVO is set to a set speed so that the throttle valve 13 of the engine 1 is opened slowly. The first throttle smoothing control, which is gradually increased, is performed, and the process proceeds to step S9.
Here, the “set speed” is a speed at which the inside of the cylinder of the engine 1 does not suddenly become a high load and is not so slow as to accelerate the vehicle (for example, set speed = about 20 deg / sec).

In step S9, following the first throttle smoothing control in step S8, first motor assist control is performed in which the difference between the required drive torque and the supercharge estimated engine torque is a torque compensation amount, and the process proceeds to step S10.
Here, “required drive torque” and “supercharge estimated engine torque” are determined in the same manner as in step S5.

In step S10, following the first motor assist control in step S9, determination of whether or not the engine speed Ne is equal to or higher than the target engine speed Ne ^* and the requirement from the start of cooperative control in step S7. A time condition determination is made as to whether or not the time T (timer) is equal to or greater than the first set time T1, and if YES (at least one of the engine speed condition and the time condition is satisfied), the process proceeds to step S11. If both the engine speed condition and the time condition are not established, the process returns to step S8.
Here, the target engine speed Ne ^* is the engine speed Ne before the accelerator depressing operation, and the increase in the speed according to the acceleration request determined by the accelerator operation amount (= accelerator opening APO), the accelerator operation speed, etc. In addition, it is determined that the cooperative control is finished when the engine speed Ne reaches the target engine speed Ne ^* . In addition, because the engine speed Ne may not reach the target engine speed Ne ^* due to a traveling load on an uphill road or the like, the end condition also includes the case where the first set time T1 has elapsed since the start of cooperative control. ing.

  In step S11, following the determination that at least one of the engine speed condition and the time condition is satisfied in step S10, the prohibition of the fuel increase control of the engine 1 is canceled, and the process proceeds to return.

  In step S12, following the determination in step S6 that APO> 3/8, the accelerator opening APO detected by the accelerator opening sensor 28 exceeds the 3/8 opening and the 5.5 / 8 opening. If YES (3/8 <APO <5.5 / 8), the process proceeds to step S13. If NO (APO ≧ 5.5 / 8), the process proceeds to step S21.

  In step S13, following the determination in step S12 that 3/8 <APO <5.5 / 8, the fuel increase control to the engine 1 is prohibited regardless of the supercharging pressure Pc, as in step S7. Then, the process proceeds to step S14.

  In step S14, following the prohibition of fuel increase control in step S13 or the determination of the failure of the supercharging pressure condition in step S16, the throttle valve 13 is opened slowly so that the throttle valve 13 of the engine 1 is slowly opened as in step S8. First throttle smoothing control is performed to gradually increase the opening degree TVO at a set speed (for example, about 20 deg / sec), and the process proceeds to step S15.

  In step S15, following the first throttle smoothing control in step S14, similarly to step S9, first motor assist control is performed in which the difference between the required drive torque and the supercharge estimated engine torque is a torque compensation amount. Proceed to S16.

  In step S16, following the first motor assist control in step S15, it is determined whether or not the boost pressure Pc from the boost sensor 29 is equal to or higher than the fuel increase boundary pressure, and YES (supercharge pressure Pc ≧ fuel increase). In the case of (boundary pressure), the process proceeds to step S17, and in the case of NO (supercharging pressure Pc <fuel increase boundary pressure), the process returns to step S14.

In step S17, following the determination that the boost pressure Pc ≧ fuel increase boundary pressure in step S16 or the determination that the cooperative control end condition is not satisfied in step S19, the boost pressure Pc from the boost sensor 29 is changed to the fuel increase boundary. The second throttle smoothing control is performed based on the opening speed of the throttle valve opening TVO determined by the feedback control for convergence to the pressure (slower than the opening speed in the first throttle smoothing control), and the process proceeds to step S18.
Here, the opening speed of the throttle valve opening TVO is determined by supercharging the target value (fuel increase boundary pressure) and the actual value (sensor value of the boost pressure Pc) with the target value of the boost pressure Pc as the fuel increase boundary pressure. The pressure deviation is calculated, and is determined by feedback correction control of the opening speed that makes this supercharging pressure deviation zero.

In step S18, following the second throttle smoothing control in step S17, the amount of torque compensation is obtained by adding the amount of increase in engine torque when it is assumed that there has been an increase in fuel to the difference between the required drive torque and the estimated engine torque during supercharging. The second motor assist control is performed, and the process proceeds to step S19.
Here, for the engine torque increase, for example, the engine torque map of FIG. 2 is used, and the engine torque in the engine torque map F at the time of fuel increase and the engine in the engine torque map C at the time of supercharging at the engine speed Ne at that time Obtained by torque difference.

In step S19, following the second motor assist control in step S18, as in step S10, determination of whether the engine speed Ne is equal to or higher than the target engine speed Ne ^* or not and in step S13 A time condition determination is made as to whether or not the required time T (timer) from the start of cooperative control has reached or exceeded the second set time T2, and if YES (at least one of the engine speed condition and the time condition is satisfied) Proceeding to step S20, if NO (both engine speed condition and time condition are not satisfied), the process returns to step S17.

  In step S20, following the determination that at least one of the engine speed condition and the time condition is satisfied in step S19, the prohibition of the fuel increase control of the engine 1 is canceled, and the process proceeds to return.

  In step S21, following the determination that APO ≧ 5.5 / 8 in step S12 or the determination that the supercharging pressure condition is not satisfied in step S23, the throttle valve 13 of the engine 1 is the same as in steps S8 and S14. So that the throttle valve opening TVO is gradually increased at a set speed (for example, about 20 deg / sec) so as to open slowly, and the process proceeds to step S22.

  In step S22, following the first throttle smoothing control in step S21, as in step S9 and step S15, first motor assist control is performed in which the difference between the required drive torque and the supercharge estimated engine torque is a torque compensation amount. And proceed to step S23.

  In step S23, following the first motor assist control in step S22, it is determined whether or not the boost pressure Pc from the boost sensor 29 is equal to or higher than the fuel increase boundary pressure, and YES (supercharge pressure Pc ≧ fuel increase). In the case of (boundary pressure), the process proceeds to step S24, and in the case of NO (supercharging pressure Pc <fuel increase boundary pressure), the process returns to step S21.

  In step S24, following the determination that the boost pressure Pc ≧ the fuel increase boundary pressure in step S23, or the determination that the cooperative control end condition is not satisfied in step S27, the boost pressure Pc is increased as shown in step S3. The fuel increase control is performed to make the air-fuel mixture to the engine 1 thicker than the stoichiometric air-fuel ratio in the region above the boundary pressure, and the process proceeds to step S25.

In step S25, following the fuel increase control in step S24, the throttle valve opening determined by feedback control for converging the boost pressure Pc from the boost sensor 29 to the boost pressure upper limit value (intercept point) higher than the fuel increase boundary pressure. Third throttle smoothing control is performed based on the opening speed of the TVO (speed slower than the opening speed in the first throttle smoothing control), and the process proceeds to step S26.
Here, the opening speed of the throttle valve opening TVO is defined as a target value (supercharging pressure upper limit value) and an actual value (sensor value of the supercharging pressure Pc), with the target value of the supercharging pressure Pc as the supercharging pressure upper limit value. The supercharging pressure deviation is calculated, and is determined by feedback correction control of the opening speed that makes this supercharging pressure deviation zero.

  In step S26, following the third throttle smoothing control in step S25, third motor assist control is performed in which the difference between the required drive torque and the estimated engine torque at the time of fuel increase is a torque compensation amount, and the process proceeds to step S27.

In step S27, following the third motor assist control in step S26, as in step S10 and step S19, an engine speed condition determination is made as to whether or not the engine speed Ne is equal to or higher than the target engine speed Ne ^* . A time condition determination is made as to whether or not the required time T (timer) from the start of cooperative control in step S21 is equal to or greater than the third set time T3, and YES (at least one of the engine speed condition and the time condition is satisfied) In the case of NO, the process proceeds to return, and in the case of NO (both the engine speed condition and the time condition are not established), the process returns to step S24.

Next, the operation will be described.
The functions of the hybrid vehicle control device of the first embodiment are as follows: “problem of comparative example”, “torque compensation control action at constant load or load reduction”, “driving torque cooperative control action in low load region”, “medium The description will be divided into “driving torque cooperative control action in the load region” and “driving torque cooperative control action in the high load region”.

[Problems of comparative example]
As for the throttle valve opening / closing control of the engine, the throttle valve opening TVO that follows the change in the accelerator opening APO, such as when the accelerator pedal and the throttle valve are mechanically connected by a wire mechanism or the like, is used. “Electronic throttle” is known. When this normal throttle control is used as a comparative example, and this comparative example control is performed when the driver depresses the accelerator, the following problems arise.

  When the driver depresses the accelerator with the intention of acceleration, the throttle opening APO increases stepwise (accelerator opening characteristic in FIG. 4), and the throttle valve opening TVO opens following this accelerator opening characteristic. (Throttle valve opening characteristics in FIG. 4). Due to this sudden opening operation of the throttle valve, the supercharging pressure rises simultaneously with the intake of a large amount of air (supercharging pressure characteristic in FIG. 4). If this supercharging pressure exceeds a certain level (= fuel increase boundary pressure), it is necessary to lower the exhaust gas temperature by using the cooling effect of fuel vaporization. The fuel increase control for thickening is performed.

  Therefore, when the throttle depression control is performed with the throttle valve opening TVO following the change in the accelerator opening APO when the accelerator is depressed by the driver, the fuel increase control is performed in the hatching region of FIG. 4 with high probability. Thus, this fuel increase is a factor in deterioration of fuel consumption.

  The fuel increase boundary pressure, which is the threshold value for the fuel increase control, is arbitrarily set according to the vehicle, engine, and fuel consumption requirement value. For example, in the engine of a hybrid vehicle, as shown in FIG. The supercharging pressure upper limit value at low to medium loads and the supercharging pressure upper limit value (intercept point) at high loads are set to a substantially intermediate value. In other words, when the accelerator opening APO is 5.5 / 8 or more in a steady state where the change in the accelerator operation amount is suppressed, the supercharging pressure becomes equal to or higher than the fuel increase boundary pressure, and fuel increase control is started.

  Therefore, during a transient when the accelerator operation amount increases and changes due to the accelerator depressing operation, even if the accelerator opening APO is smaller than the 5.5 / 8 opening, the engine inhales a large amount of air due to load fluctuations. The increase in the supply pressure is urged to exceed the fuel increase boundary pressure, and the fuel increase control is started. This means that the fuel increase control is started with high probability when the driver depresses the accelerator with the intention of acceleration.

[Torque compensation control action at constant load or load drop]
At the time of traveling by selecting the “HEV mode” and at a constant load for maintaining the accelerator operation amount or at a load decrease due to the accelerator return operation, the process proceeds from step S1 to step S2 in the flowchart of FIG. If it is determined that the supply pressure Pc <the fuel increase boundary pressure, the flow from step S2 to step S4 → step S5 → return is repeated.
That is, in step S4, throttle normal control is performed to control the opening of the throttle valve 13 of the engine 1 to an opening that follows the accelerator opening APO. In step S5, the required drive torque and the estimated engine torque during supercharging are calculated. The excess / deficiency torque is calculated based on the difference between the torque and the torque, and torque compensation control for compensating for the excess / deficiency torque by the motor generator 4 is performed.

On the other hand, if it is determined in step S2 that the boost pressure Pc ≧ the fuel increase boundary pressure, the flow from step S2 to step S3 → step S4 → step S5 → return is repeated.
That is, in step S3, fuel increase control is performed so that the air-fuel mixture to the engine 1 is richer than the stoichiometric air-fuel ratio. In step S4, the opening of the throttle valve 13 of the engine 1 is opened so as to follow the accelerator opening APO. In step S5, an excess / deficiency torque is calculated based on the difference between the required drive torque and the estimated engine torque at the time of fuel increase, and torque compensation control is performed to compensate the excess / deficiency torque by the motor generator 4. Is done.

  Therefore, when the load is constant or when the load is reduced, the engine torque due to turbocharging can be output without a sense of incongruity by the normal throttle control that follows the accelerator opening APO. In addition, when the load is increased or decreased with the fuel increase control, the fuel increase control is performed, so that the engine torque can be increased and the exhaust temperature rises due to the cooling action accompanying the fuel vaporization. Can be suppressed.

  Further, when the actual driving torque is excessive or insufficient with respect to the required driving torque, the torque is compensated by the motor generator 4 at the time of constant load or when the load is reduced, regardless of the presence or absence of fuel increase control. For this reason, for example, when the driver performs an accelerator return operation with the intention of decelerating, the decrease in the actual drive torque by the engine 1 is delayed with respect to the decrease in the required drive torque. In such a case, the regeneration by the motor generator 4 is performed. By generating electricity (compensating for excess torque), the driver's intended deceleration performance can be obtained.

[Drive torque cooperative control action in low load range]
When the vehicle is traveling by selecting the “HEV mode” and the accelerator depression operation is performed until the accelerator opening APO is in the range of APO ≦ 3/8 opening (low load region), step S1 in the flowchart of FIG. → Step S6 → Step S7 → Step S8 → Step S9 → Step S10 As long as it is determined in step S10 that the cooperative control end condition is not satisfied, the flow proceeds to step S8 → step S9 → step S10. Repeated.
That is, in step S7, fuel increase control to the engine 1 is prohibited regardless of the supercharging pressure Pc, and in step S8, the throttle valve opening TVO is set so that the throttle valve 13 of the engine 1 is opened slowly. First throttle smoothing control that gradually increases with speed is performed, and in step S9, first motor assist control is performed in which the difference between the required drive torque and the estimated engine torque during supercharging is a torque compensation amount.
When it is determined in step S10 that the cooperative control end condition is not established, the process proceeds from step S10 to step S11 → return, and in step S11, the prohibition of the fuel increase control of the engine 1 is released.

The drive torque cooperative control action in the low load region will be described with reference to the time chart shown in FIG.
When the driver depresses the accelerator at time t1 at the time of departure, the throttle valve opening TVO is opened at a slow opening speed by the first throttle smoothing control in response to the step change of the accelerator opening APO. At t2, the throttle valve opening TVO corresponding to the accelerator opening APO is reached, and the boost characteristic of the boost pressure Pc is controlled.
That is, when the accelerator is depressed in the low load region, the boost pressure control using the first throttle smoothing control suppresses the increase of the boost pressure Pc as shown by the boost pressure solid line characteristic in FIG. . For this reason, as shown in the boost pressure dotted line characteristic of FIG. 4, the boost pressure Pc suddenly increases to exceed the fuel increase boundary pressure as shown in the boost pressure dotted line characteristic of FIG. Therefore, it becomes difficult to enter into the fuel increase control that causes the deterioration of fuel consumption.

  If only the first throttle smoothing control is executed, the increase in engine torque is delayed, and the acceleration performance of the vehicle is impaired due to insufficient drive torque. However, the first motor assist control is performed in cooperation with the first throttle smoothing control. For this reason, the torque shortage due to the engine torque rise delay is compensated by the motor torque with good response (motor current characteristics in FIG. 6), and the drive torque shortage can be resolved.

  The first throttle tempering control and the first motor assist can reduce the in-cylinder load of the engine 1, but the supercharging pressure Pc exceeds the fuel increase boundary pressure as shown by the arrow G in FIG. It is also possible that However, a method that prohibits fuel increase control from the start time t1 to the end time t3 of the cooperative control and places importance on improving fuel efficiency is adopted. That is, when the accelerator opening APO is a low load of APO ≦ 3/8, the acceleration section (time t1 to time t2) is shortened. For this reason, even if the supercharging pressure Pc exceeds the fuel increase boundary pressure, the time that the supercharging pressure Pc exceeds the fuel increase boundary pressure is only a momentary time. The reason is that it is very unlikely to continue over a long period of time.

[Drive torque cooperative control action in medium load range]
When driving with the HEV mode selected and the accelerator depression APO is in the range of 3/8 opening <APO <5.5 / 8 opening (medium load area) In the flowchart of step S1 → step S6 → step S12 → step S13 → step S14 → step S15 → step S16, as long as it is determined in step S16 that the boost pressure Pc <fuel increase boundary pressure, The flow from S14 to step S15 to step S16 is repeated.
That is, in step S13, fuel increase control to the engine 1 is prohibited regardless of the magnitude of the supercharging pressure Pc, and in step S14, the throttle valve opening TVO is set so that the throttle valve 13 of the engine 1 is opened slowly. First throttle smoothing control that gradually increases with speed is performed, and in step S15, first motor assist control is performed in which the difference between the required drive torque and the estimated engine torque during supercharging is a torque compensation amount.

If it is determined in step S16 that the boost pressure Pc ≧ the fuel increase boundary pressure, the process proceeds from step S16 to step S17 → step S18 → step S19, and the cooperative control termination condition is not satisfied in step S19. As long as it is determined, the flow from step S17 to step S18 to step S19 is repeated.
That is, in step S17, second throttle smoothing control is performed based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the boost pressure Pc from the boost sensor 29 to the fuel increase boundary pressure. In step S18, Then, the second motor assist control is performed by adding the engine torque increase when it is assumed that there has been an increase in fuel to the difference between the required drive torque and the estimated engine torque during supercharging to obtain the torque compensation amount.
If it is determined in step S19 that the cooperative control end condition is not satisfied, the process proceeds from step S19 to step S20 → return, and in step S20, the prohibition of fuel increase control of the engine 1 is released.

The drive torque cooperative control action in the medium load region will be described with reference to the time chart shown in FIG.
When the driver depresses the accelerator at time t1 at the time of departure, the throttle valve opening TVO is slowly adjusted by the first throttle smoothing control in response to the step change of the accelerator opening APO (arrow H in FIG. 7). Although the opening speed is increased (arrow I in FIG. 7), the increase characteristic of the supercharging pressure Pc is controlled, but the supercharging pressure Pc reaches the fuel increase boundary pressure at time t2 (arrow J in FIG. 7).
However, when the accelerator opening APO is in the range of 3/8 <APO <5.5 / 8, the acceleration request is not so high as to start the fuel increase control as shown in FIG. Therefore, the fuel increase control is prohibited from the cooperative control start time t1 to the end time t4.

  Therefore, from time t2, the throttle valve opening TVO is started by starting the second throttle smoothing control based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the boost pressure Pc to the fuel increase boundary pressure. The opening speed of the engine is slower than the first throttle smoothing control (arrow K in FIG. 7), and the supercharging pressure Pc may have a slight overshoot in the start range of the second throttle smoothing control. However, it converges to the fuel increase boundary pressure (arrow L in FIG. 7). As described above, in the second throttle smoothing control, the throttle valve 13 is controlled so as to suppress the boost pressure Pc to the fuel increase boundary pressure. Therefore, even if the fuel increase control is prohibited, an increase in the exhaust temperature can be prevented.

  When the second throttle smoothing control with a slow opening speed is executed, the increase in engine torque is further delayed, and the acceleration performance of the vehicle is impaired due to insufficient driving torque. In the region where the second throttle smoothing control is performed, By performing fuel increase control, the driver expects high acceleration performance. Accordingly, in cooperation with the second throttle smoothing control, the second motor assist control is performed to add the engine torque increase when it is assumed that the fuel increase has occurred in the normal torque compensation amount. For this reason, the torque shortage due to the engine torque increase delay and the torque shortage due to the prohibition of the fuel increase control are compensated by the motor torque with good response (arrow M in FIG. 7), and the acceleration section is changed from time t1 to time t3. Thus, it is possible to secure a driving torque that meets the driver's acceleration request.

[Drive torque cooperative control action in high load range]
When the accelerator is depressed by selecting the “HEV mode” and the accelerator depression operation is performed until the accelerator opening APO reaches an area where APO ≧ 5.5 / 8 opening (high load area), step S1 in the flowchart of FIG. Step S6 → Step S12 → Step S21 → Step S22 → Step S23 As long as it is determined in step S23 that the boost pressure Pc <fuel increase boundary pressure, step S21 → step S22 → step S23 The forward flow is repeated.
That is, in step S21, the first throttle smoothing control is performed in which the throttle valve opening TVO is gradually increased at the set speed so that the throttle valve 13 of the engine 1 is slowly opened. In step S22, the required drive torque and the supercharging are increased. The first motor assist control is performed with the difference in time estimated engine torque as the torque compensation amount.

If it is determined in step S23 that the supercharging pressure Pc ≧ fuel increase boundary pressure, the process proceeds from step S23 to step S24 → step S25 → step S26 → step S27, and in step S27, the cooperative control end condition is satisfied. As long as it is determined that it is not established, the flow of steps S24 → step S25 → step S26 → step S27 is repeated.
That is, in step S24, fuel increase control is performed to make the air-fuel mixture to the engine 1 thicker than the stoichiometric air-fuel ratio in a region where the boost pressure Pc is equal to or higher than the fuel increase boundary pressure. In step S25, the boost from the boost sensor 29 is performed. Third throttle smoothing control is performed based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the supply pressure Pc to the boost pressure upper limit (intercept point) higher than the fuel increase boundary pressure. In step S26, Third motor assist control is performed in which the difference between the required drive torque and the estimated engine torque at the time of fuel increase is the torque compensation amount.
If it is determined in step S27 that the cooperative control termination condition is not satisfied, the process proceeds to return, and the cooperative control in the high load region is terminated.

The drive torque cooperative control action in the high load region will be described with reference to a time chart shown in FIG.
When starting, when the driver depresses the accelerator at time t1, the throttle valve opening TVO is opened at a slow opening speed by the first throttle smoothing control against the step change of the accelerator opening APO, Although the increase characteristic of the supercharging pressure Pc is controlled, the supercharging pressure Pc reaches the fuel increase boundary pressure at time t2.
That is, in the region where the accelerator opening APO is APO ≧ 5.5 / 8, there is a high acceleration demand for starting the fuel increase control as shown in FIG. Therefore, in the low to medium load range where the accelerator opening APO is APO <5.5 / 8, the fuel increase control is prohibited from the start time t1 to the end time t4 of the cooperative control, but only in the high load range. Therefore, the fuel increase control is permitted so as to meet a high acceleration demand (fuel increase control characteristic in FIG. 8).

  From time t2, the third throttle smoothing control based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the boost pressure Pc to the boost pressure upper limit value higher than the fuel increase boundary pressure is started. Thus, the opening speed of the throttle valve opening TVO slowly rises from the fuel increase boundary pressure toward the boost pressure upper limit value (arrow N in FIG. 8), and the boost pressure Pc reaches the boost pressure upper limit value. When it converges, it changes while maintaining the upper limit of the supercharging pressure, and the useless rise of the supercharging pressure Pc is suppressed (arrow O in FIG. 8). As described above, in the third throttle smoothing control, the throttle valve 13 is controlled so as to suppress the supercharging pressure Pc to the supercharging pressure upper limit value, so that the supercharging pressure Pc is not limited to the supercharging pressure upper limit value. Compared to, fuel consumption can be reduced by fuel increase control.

  When the third throttle smoothing control with a slow opening speed is executed, the increase in engine torque is further delayed, and the acceleration performance of the vehicle is impaired due to insufficient drive torque. Therefore, the fuel increase control and the third motor assist control are performed in coordination with the third throttle smoothing control. For this reason, the engine torque is increased by the fuel increase control, and the torque shortage due to the delay in the increase in engine torque is compensated by the motor torque with good response. The driving torque that meets the requirements can be secured.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) It has an engine 1 having a turbocharger 2 and a motor (motor generator 4) as a driving source for traveling, and the engine 1 has a supercharging pressure Pc that is equal to or higher than a fuel increase boundary pressure. In the control apparatus for a hybrid vehicle that performs fuel increase control that makes the air-fuel mixture richer than the stoichiometric air-fuel ratio, the throttle valve opening TVO of the engine 1 is gradually increased so as to suppress the increase in the boost pressure Pc when the accelerator is depressed. Throttle smoothing control to increase (steps S8, S14, S17, S22, S25) and motor assist control to compensate the torque shortage with respect to the required drive torque that appears in the accelerator depression operation by the motor torque by the motor (motor generator 4) (step Drive torque cooperative control means (S9, S15, S18, S23, S26) 3) was formed.
For this reason, in the hybrid vehicle having the engine 1 provided with the turbocharger 2 and the drive motor (motor generator 4), it is possible to improve fuel efficiency while maintaining acceleration performance. In addition, when compared with an engine using a conventional mirror cycle, the following points are advantageous.
a) Since cooperative control is performed by the opening of the throttle valve 13 and the motor (motor generator 4), it is not necessary to provide a plurality of turbines 2a.
b) Since the wastegate is not bypassed and the supercharging pressure of one turbine 2a is controlled by the throttle valve 13, no exhaust pressure loss occurs.

(2) The drive torque cooperative control means (FIG. 3) controls the fuel increase prohibition control for prohibiting the fuel increase control when the accelerator opening by the accelerator depression operation is less than a set opening (APO <5.5 / 8 opening). (Steps S7 and S13), first throttle smoothing control (steps S8 and S14) for gradually increasing the throttle valve opening TVO of the engine 1 at a set speed, and the difference between the required drive torque and the estimated engine torque at the time of supercharging And the first motor assist control (steps S9 and S15) using the torque compensation amount as the torque compensation amount.
For this reason, at the time of the acceleration request | requirement to the low-medium load area | region of the engine 1, a high fuel consumption improvement can be aimed at by prohibiting fuel increase control, maintaining acceleration performance. In addition, the supercharging pressure control that suppresses the increase in the supercharging pressure Pc can be performed by simple first throttle smoothing control in which the opening speed of the throttle valve 13 is set as the set speed.

(3) A supercharging pressure detecting means (boost sensor 29) for detecting a supercharging pressure Pc by the turbocharger 2 is provided, and the driving torque cooperative control means (FIG. 3) controls the fuel increase prohibition control (step S13). ), The first throttle smoothing control (step S14) and the first motor assist control (step S15) during the cooperative control, when the detected boost pressure Pc reaches the vicinity of the fuel increase boundary pressure (YES in step S16), Second throttle smoothing control (step S17) based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the boost pressure Pc to the fuel increase boundary pressure while prohibiting the fuel increase control, and the required drive torque The second motor assist is a torque compensation amount by adding the engine torque increase when it is assumed that there has been an increase in fuel to the difference between the estimated engine torque at supercharging Control (step S18) and shift to cooperative control.
Therefore, when acceleration is requested in the middle load region of the engine 1, high fuel efficiency can be improved by prohibiting fuel increase control while maintaining acceleration performance corresponding to fuel increase. In addition, the supercharging pressure control that suppresses the increase of the supercharging pressure Pc to the fuel increase boundary pressure can be achieved with high accuracy by the second throttle smoothing control using the supercharging pressure feedback control.

(4) The drive torque cooperative control means (FIG. 3) performs the first throttle smoothing control (step S21) when the accelerator opening by the accelerator depression operation is equal to or larger than a set opening (APO ≧ 5.5 / 8 opening). During the cooperative control by the first motor assist control (step S22), when the detected boost pressure Pc reaches the vicinity of the boost pressure upper limit (YES in step S23), the fuel increase control is executed (step S24). ), Third throttle smoothing control (step S25) based on the opening speed of the throttle valve opening TVO determined by feedback control for converging the boost pressure Pc to the boost pressure upper limit value, the required drive torque and the fuel increase estimation engine The process shifts to cooperative control by the third motor assist control (step S26) in which the torque difference is the torque compensation amount.
For this reason, when acceleration is requested in the high load region of the engine 1, fuel consumption can be saved by suppressing the increase of the boost pressure Pc to the upper limit of the boost pressure while demonstrating high acceleration performance by fuel increase control and motor assist control. Can be achieved. In addition, the supercharging pressure control that suppresses the increase in the supercharging pressure Pc to the supercharging pressure upper limit value can be achieved with high accuracy by the third throttle smoothing control using the supercharging pressure feedback control.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the present invention, since the supercharging pressure Pc is controlled only by the throttle valve opening TVO, the wastegate valve is not an essential component, and as shown in FIG. 1, a turbocharger 2 that does not have a wastegate valve. Even can be applied.

  In the first embodiment, as the throttle smoothing control, the first throttle smoothing control in which the opening speed is given by one fixed value, the second throttle smoothing control in which the opening speed is determined by the supercharging pressure feedback control, and the third throttle smoothing control. An example of control is given. However, as an example of throttle smoothing control, a plurality of fixed values are prepared for the opening speed, and an example is selected from a plurality of fixed values according to the load, or an opening speed with a variable value according to the load is given. It may be an example.

  In the first embodiment, an application example of an FR hybrid vehicle having a drive system in which an engine and a motor generator are arranged in series via a clutch is shown. However, it can be applied to FF hybrid vehicles, as well as motor-assisted FF or FR hybrid vehicles having a drive system in which the engine and motor generator are directly connected, or the differential mechanism between the engine, motor and generator. The present invention can also be applied to a parallel type FF or FR hybrid vehicle having a drive system connected through a via. In short, the present invention can be applied to any hybrid vehicle control device that has an engine and a motor equipped with a turbocharger and performs fuel increase control when the boost pressure becomes equal to or higher than the fuel increase boundary pressure.

1 Engine 2 Turbocharger 2a Turbine 2b Compressor 3 Clutch 4 Motor generator (motor)
5 Transmission 6 Propeller shaft 7 Differential
8L, 8R left and right drive shaft
9L, 9R Left and right drive wheels 10 Exhaust path 11 Air cleaner 12 Intake path 13 Throttle valve 14 Throttle valve actuator 22 Engine controller 23 Clutch controller 24 Motor controller 25 Transmission controller 26 Integrated controller 27 Two-way communication line 28 Accelerator opening sensor 29 Boost Sensor (supercharging pressure detection means)
30 Vehicle speed sensor 31 Crank angle sensor 32 Resolver 33 Throttle valve opening sensor 34 Other sensors and switches

Claims (4)

As a driving source for traveling, it has an engine equipped with a turbocharger and a motor,
In the control device for a hybrid vehicle that performs fuel increase control that makes the air-fuel mixture richer than the theoretical air-fuel ratio when the supercharging pressure becomes equal to or higher than the fuel increase boundary pressure,
When the accelerator is depressed, throttle smoothing control that gradually increases the throttle valve opening of the engine so as to suppress the increase of the boost pressure, and the torque shortage relative to the required drive torque that appears in the accelerator depression is determined by the motor torque of the motor. A hybrid vehicle control device comprising: drive assist cooperative control means for performing cooperative control by motor assist control for compensation. In the hybrid vehicle control device according to claim 1,
The drive torque cooperative control means gradually increases the throttle valve opening of the engine at a set speed and a fuel increase prohibition control for prohibiting the fuel increase control when the accelerator opening by the accelerator depression operation is less than the set opening. A hybrid vehicle control device that performs cooperative control by first throttle smoothing control and first motor assist control that uses a difference between a required drive torque and a supercharge estimated engine torque as a torque compensation amount. In the hybrid vehicle control device according to claim 2,
Providing a supercharging pressure detecting means for detecting a supercharging pressure by the turbocharger;
When the detected boost pressure reaches the vicinity of the fuel increase boundary pressure during the cooperative control by the fuel increase prohibition control, the first throttle smoothing control, and the first motor assist control, the drive torque cooperative control means controls the fuel increase control. The second throttle smoothing control based on the opening speed of the throttle valve opening determined by feedback control for converging the supercharging pressure to the fuel increase boundary pressure while prohibiting the engine pressure, and the difference between the required drive torque and the estimated engine torque during supercharging The hybrid vehicle control device further shifts to the cooperative control by the second motor assist control in which the torque compensation amount is added by adding the engine torque increase when it is assumed that the fuel increase has occurred. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
The driving torque cooperative control means is configured to increase the detected supercharging pressure during cooperative control by the first throttle smoothing control and the first motor assist control when the accelerator opening by the accelerator depressing operation is equal to or larger than a set opening. A third throttle smoothing control based on the opening speed of the throttle valve opening determined by feedback control for converging the boost pressure to the boost pressure upper limit value while executing fuel increase control when the vicinity of the boost pressure upper limit value is executed; A hybrid vehicle control device that shifts to cooperative control by third motor assist control in which a difference between a required drive torque and an estimated engine torque at the time of fuel increase is a torque compensation amount.

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