JP2011098695A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately control engine output even when throttle opening is feedback-controlled in a method that is changed depending on an engine control mode in a hybrid vehicle. <P>SOLUTION: An ECU feedback-controls the throttle opening by ISC (Idle Speed Control) control during autonomous operation of an engine, and by Pe-F/B control different from the ISC control during load operation of the engine. During the Pe-F/B control, the throttle opening is controlled by using feedback amount eqi during the ISC control and feedback amount efb during the Pe-F/B control stored in the ECU. When a total value of the eqi and an ISC learning value eqg is changed, the ECU performs offset correction for offsetting the amount equivalent to the change amount of the total value from the efb when there is an execution history of the Pe feedback control, and does not perform the offset correction when there is no execution history of the Pe feedback control. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to control of a hybrid vehicle, and more particularly to output control of an internal combustion engine mounted on a hybrid vehicle.

  A hybrid vehicle is equipped with two types of prime movers such as an engine and a motor generator, and these prime movers are switched according to the running state. Therefore, in a hybrid vehicle, the engine is not always operated. Therefore, the opportunity to learn the control value for operating the engine is reduced.

  In view of such circumstances, the control device disclosed in Japanese Patent Application Laid-Open No. 11-107834 is directed to a target idle rotation speed when adjusting the fully closed opening of the throttle valve in a hybrid vehicle. ISC (Idle Speed Control) control for feedback control of the throttle opening so as to approach is executed, the feedback correction amount at the time of this ISC control is stored as a learned value, and is reflected in subsequent throttle valve control. During the learning period, the engine is prohibited from being stopped. For this reason, the learning value is appropriate.

Japanese Patent Laid-Open No. 11-107834

  By the way, the ISC control described above is a feedback control at the time of autonomous operation (when the engine is in an idle state). However, even when the engine is in a load operation where the output is larger than that in the idle state, under a predetermined condition, the throttle opening is feedback controlled by a method different from the ISC control in order to accurately control the engine output with a minute value. There is a case. In this case, the throttle opening is feedback-controlled by a different method between the load operation and the independent operation. Therefore, there is a concern that the actual engine output may temporarily deviate from the target value when the throttle opening becomes a value affected by the mutual feedback amount when switching between the independent operation and the load operation. The

  However, Japanese Patent Application Laid-Open No. 11-107834 does not assume that the throttle opening is feedback-controlled by a different method between the independent operation and the load operation. There is no mention of the problems themselves and the countermeasures that occur when switching.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an internal combustion engine in a hybrid vehicle even when the throttle opening is feedback-controlled by a different method during independent operation and during load operation. To provide a control device and a control method capable of accurately controlling the output of an engine.

  The control device according to the present invention includes an internal combustion engine whose output is adjusted by a throttle opening, a power storage device, a rotating electrical machine capable of generating power using the power of the internal combustion engine and transferring power between the power storage device, A hybrid vehicle equipped with is controlled. The control device executes a first control that feedback-controls the throttle opening so that the rotational speed of the internal combustion engine becomes a target speed when the storage unit and the internal combustion engine are controlled to be in an idle state. When the first control unit that stores the first feedback amount in the storage unit and the internal combustion engine in a load operation state where the output is larger than the idle state, the throttle opening is set so that the torque of the internal combustion engine becomes the target torque. A second control unit that executes a second control for feedback control and stores a second feedback amount by the second control in a storage unit. The second control unit executes the second control using the first feedback amount and the second feedback amount stored in the storage unit. When the first feedback amount changes due to the execution of the first control, the control device determines whether or not there is a history of execution of the second control after the start of the internal combustion engine until the first feedback amount changes. Judgment is made, and when there is a history, an offset correction that cancels the amount corresponding to the change in the first feedback amount from the second feedback amount stored in the storage unit is executed, and when there is no history, an offset correction is executed. The correction part which does not perform is further included.

  According to the present invention, the offset correction is performed only when there is a history of execution of the second control after the internal combustion engine is started and before the first feedback amount changes. Therefore, it is possible to prevent overcorrection of the second feedback amount caused by performing the canceling correction in a state where the second control is not executed. Thereby, it can suppress that the controllability of throttle opening deteriorates. As a result, in the hybrid vehicle, the output of the internal combustion engine can be accurately controlled when the throttle opening is feedback-controlled by a different method between the independent operation and the load operation.

It is a figure which shows the structure of a vehicle. It is a figure which shows the structure of an engine. It is a figure which shows the input / output characteristic of a battery. It is a figure which shows the processing flow of ECU in the case of performing drive control of an engine. It is a figure which shows the processing flow of ECU in the case of performing ISC control. It is a figure which shows the processing flow of ECU in the case of performing Pe-F / B control. It is a figure which shows the relationship between a torque deviation and the variation | change_quantity of Pe feedback amount. It is a functional block diagram of ECU. It is a figure which shows the processing flow of ECU in the case of performing cancellation correction.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a diagram showing a structure of a vehicle 10 on which a control device according to an embodiment of the present invention is mounted. Vehicle 10 is a vehicle (hereinafter also referred to as a “hybrid vehicle”) that travels with the power of at least one of engine 100 and second motor generator (MG (2)) 300B, and an AC power supply provided outside the vehicle. 19 is a vehicle capable of traveling with the electric power supplied from the vehicle 19 (hereinafter also referred to as “plug-in vehicle”).

  In addition to engine 100 and MG (2) 300B described above, vehicle 10 includes a power split mechanism 200 that distributes power generated by engine 100 to output shaft 212 and first motor generator (MG (1)) 300A. , The power generated by engine 100, MG (1) 300A, MG (2) 300B is transmitted to drive wheel 12, and the drive of drive wheel 12 is transmitted to engine 100, MG (1) 300A, MG (2) 300B. The reduction gear 14 to be operated, the battery 310 that stores electric power for driving the MG (1) 300A and the MG (2) 300B, the direct current of the battery 310, and the alternating current of the MG (1) 300A and MG (2) 300B. Inverter 330 that performs current control while converting voltage, and boost converter 32 that performs voltage conversion between battery 310 and inverter 330 An engine ECU 406 that controls the operating state of the engine 100, and an MG_ECU 402 that controls charging / discharging states of the MG (1) 300A, MG (2) 300B, the inverter 330, and the battery 310 according to the state of the vehicle 10, It includes an HV_ECU 404 that controls and controls the engine ECU 406 and the MG_ECU 402 and the like so that the vehicle 10 can operate most efficiently.

  Power split device 200 is constituted by a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. Engine 100, MG (1) 300A and MG (2) 300B are connected via power split mechanism 200, so that each rotation speed of engine 100, MG (1) 300A and MG (2) 300B is When the two rotational speeds are determined, the remaining rotational speed is determined. By utilizing this relationship, for example, even if the rotation speed of MG (2) 300B is the same value, the engine rotation speed Ne is controlled to a desired rotation speed by controlling the rotation speed of MG (1) 300A. can do.

  Further, the vehicle 10 has a connector 13 for connecting the paddle 15 connected to the AC power source 19, and converts the power from the AC power source 19 supplied via the connector 13 to DC and outputs it to the battery 310. Charging device 11 to be included. Charging device 11 controls the amount of power output to battery 310 in accordance with a control signal from HV_ECU 404.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated. For example, as shown by a dotted line in FIG. 1, an example is an ECU 400 in which MG_ECU 402, HV_ECU 404, and engine ECU 406 are integrated. In the following description, MG_ECU 402, HV_ECU 404, and engine ECU 406 are described as ECU 400 without being distinguished from each other.

  ECU 400 includes a vehicle speed sensor, an accelerator opening sensor, a throttle opening sensor, an MG (1) rotation speed sensor, an MG (2) rotation speed sensor, an engine rotation speed sensor (none of which are shown), and the state of battery 310 A signal from the battery monitoring unit 340 for monitoring (battery voltage value, battery current value, battery temperature, etc.) is input.

  In this embodiment, a lithium ion secondary battery is used as battery 310.

  When ECU MG (1) 300A or MG (2) 300B functions as a motor, ECU 400 boosts DC power discharged from battery 310 by boost converter 320, and then converts it to AC power by inverter 330 to convert MG (1 ) 300A and MG (2) 300B.

  On the other hand, when charging battery 310, ECU 400 causes MG (1) 300A or MG (2) 300B to function as a generator, and uses the AC power generated by MG (1) 300A or MG (2) 300B as After being converted into DC power by the inverter 330, the voltage is stepped down by the boost converter 320 and supplied to the battery 310.

  Furthermore, ECU 400 can also charge battery 310 by converting AC power from AC power supply 19 to DC by charging device 11 and supplying it to battery 310.

  With reference to FIG. 2, engine 100 and peripheral devices related to engine 100 will be described. In the engine 100, air drawn from an air cleaner (not shown) flows through the intake pipe 110 and is introduced into the combustion chamber 102 of the engine 100. The amount of air introduced into the combustion chamber 102 is adjusted by the operation amount (throttle opening) of the throttle valve 114. The throttle opening is controlled by a throttle motor 112 that operates based on a signal from the ECU 400.

  The fuel is stored in a fuel tank (not shown), and injected from the injector 104 into the combustion chamber 102 by a fuel pump (not shown). An air-fuel mixture of the air introduced from the intake pipe 110 and the fuel injected from the injector 104 is ignited and burned using the ignition coil 106 controlled by a control signal from the ECU 400.

  The exhaust gas after the air-fuel mixture burns passes through the catalyst 140 provided in the middle of the exhaust pipe 120 and is discharged to the atmosphere.

  The catalyst 140 is a three-way catalyst that purifies emission (hazardous substances such as hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxide (NOx)) contained in the exhaust gas. The catalyst 140 can simultaneously perform an oxidation reaction of hydrocarbons and carbon monoxide and a reduction reaction of nitrogen oxides. The catalyst 140 has a characteristic that the exhaust purification ability decreases as the temperature decreases.

  ECU 400 receives signals from engine water temperature sensor 108, air flow meter 116, intake air temperature sensor 118, air-fuel ratio sensor 122, and oxygen sensor 124. The engine water temperature sensor 108 detects the temperature of engine cooling water (engine water temperature) THw. The air flow meter 116 detects an intake air amount (air amount per unit time taken into the engine 100) Ga. The intake air temperature sensor 118 detects intake air temperature (intake air temperature) THa. The air-fuel ratio sensor 122 detects the ratio of air to fuel in the exhaust gas. The oxygen sensor 124 detects the oxygen concentration in the exhaust gas. Each of these sensors transmits a signal representing the detection result to ECU 400.

  The ECU 400 controls the ignition coil 106 so as to achieve an appropriate ignition timing, controls the throttle motor 112 so as to achieve an appropriate throttle opening, The injector 104 is controlled so as to obtain a proper fuel injection amount.

  In addition, inside the ECU 400, a storage unit 430 is provided in which various information, programs, threshold values, maps, data such as processing results of the ECU 400, and the like are stored.

  FIG. 3 is a diagram illustrating input / output characteristics of the battery 310. In FIG. 3, the horizontal axis indicates the battery temperature (unit is ° C.), and the vertical axis indicates the dischargeable power Wout and the chargeable power Win (unit is W (watt)) of the battery 310. The solid line shown in the area above “0 [W]” on the vertical axis shows the dischargeable power Wout, and the solid line shown in the area below “0 [W]” on the vertical axis shows the chargeable power Win. . In addition, in FIG. 3, the dischargeable electric power and chargeable electric power of a nickel-hydrogen secondary battery are shown with the broken line as reference.

  Since the battery 310 uses a lithium ion secondary battery, the characteristics in a region where the battery temperature is low are greatly different from the case where a nickel hydride secondary battery is used (see the broken line in FIG. 3). Specifically, the dischargeable power Wout is a value larger than that in the case of using a nickel metal hydride secondary battery. On the other hand, the rechargeable power Win is smaller than that of the nickel metal hydride secondary battery. In particular, when the battery temperature is extremely low (for example, lower than minus 10 ° C.), the rechargeable power Win is a minute value of about several kilowatts. That is, when the battery temperature is extremely low, the charging power to the battery 310 is limited to a minute value of less than 1 kW.

  Next, drive control of engine 100 performed by ECU 400 will be described. The ECU 400 first sets a vehicle required power P (including energy necessary for auxiliary equipment such as an air conditioner in addition to energy necessary for traveling) to be output from the vehicle 10 based on the accelerator opening, the vehicle speed, and the like. Based on vehicle required power P and the state of battery 310, engine required power Pe to be output from engine 100 is set.

  Then, ECU 400 controls engine 100 in one of “autonomous operation” and “load operation” in accordance with engine required power Pe.

  In “self-sustaining operation”, ECU 400 places engine 100 in an idle state. Specifically, ECU 400 executes ISC control for feedback control of the throttle opening so that engine rotation speed Ne is maintained at a predetermined target idle rotation speed Nisc.

  On the other hand, in “load operation”, ECU 400 controls throttle opening in accordance with engine required power Pe so that engine 100 is controlled to output energy larger than the idle state. At this time, when the engine actual power exceeds the vehicle required power P, the ECU 400 converts an amount of the engine actual power exceeding the vehicle required power P (hereinafter also referred to as “excess power”) into electric power by the MG (1) 300A. And supplied to the battery 310. Therefore, in the “load operation”, the battery 310 can be charged.

  FIG. 4 shows a processing flow of ECU 400 when drive control of engine 100 is performed. As shown in FIG. 4, ECU 400 first determines whether the operating state of engine 100 is “self-sustaining operation” based on whether or not the excessive power described above is larger than rechargeable power Win (see FIG. 3). It is determined whether or not “load operation” is set (S10). When excess power is greater than rechargeable power Win, ECU 400 sets the operating state of engine 100 to “self-sustaining operation” in order to prevent overcharging of battery 310 (YES in S10). On the other hand, ECU 400 sets the operation state of engine 100 to “load operation” (NO in S10) when excess power is smaller than rechargeable power Win (including a case where excess power does not exist).

  ECU 400 executes ISC control when engine 100 is set to "self-sustained operation" (YES in S10) (S20).

  FIG. 5 shows a process flow of ECU 400 when performing ISC control (the process of S20 of FIG. 4).

  As shown in FIG. 5, ECU 400 calculates ISC feedback amount eqi according to the result of comparing engine rotational speed Ne and target idle rotational speed Nisc. The ISC feedback amount eqi is represented by the intake air amount per unit time (unit: L / s), and its initial value is “0”.

  When Ne> Nisc + predetermined value α (YES in S20A), ECU 400 decreases ISC feedback amount eqi by update amount Δeqi (S20B). That is, a value obtained by subtracting the update amount Δeqi from the previous value eqi (n−1) of the ISC feedback amount is calculated as the current value eqi (n) of the ISC feedback amount.

  When Ne <Nisc−predetermined value β (YES in S20C), ECU 400 increases ISC feedback amount eqi by update amount Δeqi (S20D). That is, a value obtained by adding the update amount Δeqi to the previous value eqi (n−1) of the ISC feedback amount is calculated as the current value eqi (n) of the ISC feedback amount.

  If Nisc−β <Ne <Nisc + α (NO in S20A, NO in S20C), ECU 400 does not update ISC feedback amount eqi. That is, the previous value eqi (n-1) of the ISC feedback amount is directly calculated as the current value eqi (n) of the ISC feedback amount (S20E).

  Then, ECU 400 sets a value obtained by adding a TA-converted value of ISC feedback amount eqi to a predetermined initial target throttle opening TA0 as target throttle opening TAisc at the time of ISC control (S20F), and actual throttle opening The throttle motor 112 is controlled so that the degree TA becomes the target throttle opening degree TAisc at the time of ISC control (S20G). The TA converted value of the ISC feedback amount eqi is a value obtained by converting the ISC feedback amount eqi (unit: L / s) into the throttle angle (unit: deg).

  Thus, in the ISC control, the throttle opening is feedback controlled so that the engine rotational speed Ne is maintained near the target idle rotational speed Nisc.

  The ISC feedback amount eqi calculated in S20B, S20D, and S20E is stored in a storage unit 430, which will be described later, at the time of processing of each step, and the final value is retained even when the operation proceeds from “self-sustained operation” to “load operation”. This makes it possible to quickly converge the engine rotational speed Ne to the target idle rotational speed Nisc when shifting from “load operation” to “self-sustained operation” again.

  Whether ECU 400 satisfies a predetermined learning condition during ISC control (for example, a condition that engine speed Ne is continued for a predetermined time and converged to a predetermined range including target idle speed Nisc by repeating ISC control). If the learning condition is satisfied, the amount of change from the initial value (eg, “0”) of the ISC feedback amount eqi up to that time is taken into the ISC learning value eqg and updated, and the ISC feedback amount eqi is updated to the initial value. After the ISC learning, a value obtained by adding the learning value eqg and the TA converted value of the ISC feedback amount eqi to the initial target throttle opening degree TA0 is set as the target throttle opening degree TAisc during ISC control.

  Returning to FIG. 4, ECU 400 sets the throttle opening in either Pe feedback control (S40) or normal control (S50) when the operating state of engine 100 is “load operation” (NO in S10). Control.

  ECU 400 does not satisfy a predetermined Pe feedback condition (for example, when battery 310 is charged and the battery temperature is lower than minus 10 ° C. and extremely low) (NO in S30). Normal control is executed (S50). In the normal control, the ECU 400 sets a target throttle opening corresponding to the engine required power Pe, and controls the throttle motor 112 so that the actual throttle opening becomes the set target throttle opening. At this time, the target throttle opening is set to a value that is adapted assuming a complete warm-up.

  However, at extremely low temperatures, the engine output increases due to an increase in air density, or the engine output decreases due to an increase in engine friction. When the throttle opening is controlled, there is a concern that the required engine power Pe and the actual engine power may be different from each other.

  Further, as shown in FIG. 3 described above, the rechargeable power Win is a minute value at an extremely low temperature. Therefore, in order to prevent overcharging of the battery 310 while enabling the charging of the battery 310 (that is, maintaining “load operation”) at an extremely low temperature, the actual engine power (that is, excess power) is very small. It is necessary to control accurately with a correct value.

  In consideration of the increase / decrease in engine output and the decrease in rechargeable power Win at the extremely low temperature described above, ECU 400 determines the throttle opening during load operation on the engine side when the Pe feedback condition is satisfied (YES in S30). Pe feedback control (hereinafter also referred to as “Pe-F / B control”) that enables finely and finely controlling the charging power of the battery 310 to a minute value of less than 1 kW is executed (S40). .

  FIG. 6 shows a process flow of ECU 400 when performing Pe-F / B control (the process of S40 of FIG. 4).

  As shown in FIG. 6, ECU 400 reads an ISC feedback amount eqi stored in storage unit 430, which will be described later, and calculates idle throttle opening degree TAidle based on ISC feedback amount eqi (S40A). The idle throttle opening TAidle is a value corresponding to the throttle opening when the engine 100 is driven in an idle state, and is, for example, a target throttle opening TAisc (= TA0 + (TA conversion value of eqi) at the time of ISC control). ) May be the same value.

  Thereafter, ECU 400 calculates required throttle opening degree TAreq (S40B). The required throttle opening degree TAreq is a throttle operation amount from the idle throttle opening degree TAidle, and is calculated to a value corresponding to the engine required power Pe.

  Further, ECU 400 calculates an actual engine torque (estimated value) and a target engine torque based on detection values of each sensor, etc., and calculates a torque deviation dtrq obtained by subtracting the target engine torque from the actual engine torque (S40C). A change amount Δefb of the Pe feedback amount is calculated according to the deviation dtrq (S40D), and the change amount Δefb is added to the Pe feedback amount efb (S40E). That is, a value obtained by adding the Pe feedback amount change amount Δefb to the previous value efb (n−1) of the Pe feedback amount is calculated as the current value efb (n) of the Pe feedback amount (S40E).

  FIG. 7 shows the relationship between the torque deviation dtrq and the change amount Δefb of the Pe feedback amount. The change amount Δefb of the Pe feedback amount is set to a value obtained by the line A in FIG. 7 with respect to the torque deviation dtrq until a predetermined time elapses after the transition from the independent operation to the load operation. 7 is set to a value obtained from line B.

  In any case, when the torque deviation dtrq is greater than or equal to dt1 (dt1> 0) (that is, when the actual engine torque is greater than or equal to dt1 with respect to the target engine torque), the change amount Δefb is set to a negative value. . As a result, the Pe feedback amount efb is reduced by the absolute value of the change amount Δefb, so that the actual engine torque decreases so as to approach the target engine torque.

  On the other hand, when the torque deviation dtrq is equal to or less than dt2 (dt2 <0) (that is, when the actual engine torque is smaller than the absolute value of dt2 with respect to the target engine torque), the change amount Δefb is set to a positive value. As a result, the Pe feedback amount efb is increased by the absolute value of the change amount Δefb, so that the actual engine torque increases so as to approach the target engine torque.

  Returning to FIG. 6, ECU 400 sets a value obtained by adding requested throttle opening degree TAreq and Pe feedback amount efb to idle throttle opening degree TAidle as target throttle opening degree TAfb during Pe-F / B control (S40F). Then, the throttle motor 112 is controlled so that the actual throttle opening becomes the target throttle opening TAfb during Pe-F / B control (S40G).

  Thus, in the Pe-F / B control, the throttle opening is feedback-controlled using the Pe feedback amount efb so that the actual engine torque approaches the target engine torque. At this time, the throttle opening is controlled based on the idle throttle opening TAidle calculated based on the ISC feedback amount eqi.

  The Pe feedback amount efb calculated in S40E is stored in the storage unit 430 during the process of S40E, and the final value is retained even when the “load operation” is shifted to “self-sustained operation”. As a result, the actual engine torque can be rapidly converged to the target engine torque when the Pe-F / B control is resumed from the “independent operation” to the “load operation” again.

  As described above, in the present embodiment, the throttle opening degree and the engine actual value are changed by changing (updating) the Pe feedback amount efb during the load operation and by separately changing the ISC feedback amount eqi during the independent operation. Each relationship with the output is adjusted.

  However, the value of the Pe feedback amount efb is maintained even after the shift from “load operation” to “self-sustained operation”. Further, the value of the ISC feedback amount eqi is also retained after the shift from “self-sustained operation” to “load operation”.

  Therefore, when the Pe-F / B control is executed again after shifting from the Pe-F / B control to the ISC control, the target throttle opening degree TAfb is calculated using the ISC feedback amount eqi and the Pe feedback amount efb as they are. There is a concern that the relationship between the throttle opening and the actual engine output is adjusted twice.

  That is, the ISC feedback amount eqi is the final value at the time of ISC control executed in the past, and the Pe feedback amount efb is also the final value at the time of Pe-F / B control executed in the past. Both values reflect the adjustment results of the throttle opening and the actual engine output. As a result, the target throttle opening degree TAfb is a value obtained by correcting the relationship between the throttle opening degree and the actual engine output by using both feedback amounts.

  Such double correction does not meet the purpose of Pe-F / B control in which the actual engine output is accurately controlled with a minute value. Further, when the engine output is reduced due to the double correction, the engine rotation speed Ne is lowered, which may be a factor such as a gear rattling sound of the transmission.

  In order to prevent such double correction, in this embodiment, when the ISC feedback amount eqi is updated, the Pe feedback amount is set so that the value corresponding to the eqi update amount is offset from the Pe feedback amount efb. A process of correcting efb (hereinafter also referred to as “cancellation correction”) is executed.

  FIG. 8 shows a functional block diagram of ECU 400. ECU 400 includes an input interface 410, an arithmetic processing unit 420, a storage unit 430, and an output interface 440.

  The input interface 410 receives information from each sensor and the like. Various types of data are stored in the storage unit 430 as described above, and the data is read or stored from the arithmetic processing unit 420 as necessary. The ISC feedback amount eqi and the Pe feedback amount efb are also stored in the storage unit 430. The arithmetic processing unit 420 performs arithmetic processing based on information from the input interface 410 and the storage unit 430. The output interface 440 outputs the processing result of the arithmetic processing unit 420 to each device.

  The arithmetic processing unit 420 includes an ISC control unit 421, a Pe-F / B control unit 422, and a correction unit 423.

  The ISC control unit 421 executes the ISC control described with reference to FIG. 5 described above, and stores the ISC feedback amount eqi calculated at that time in the storage unit 430. The Pe-F / B control unit 422 executes the Pe-F / B control described with reference to FIG. 6 and stores the Pe feedback amount efb calculated at that time in the storage unit 430. Details of the functions of the ISC control unit 421 and the Pe-F / B control unit 422 have been described with reference to FIGS. 5 and 6 described above, and thus detailed description thereof will not be repeated.

  The correction unit 423 performs the above-described cancellation correction when a predetermined correction condition is satisfied. In the present embodiment, first and second conditions are imposed as correction conditions.

  The first condition is that the total value of the ISC feedback amount eqi and the ISC learning value eqg has changed.

  The first condition may be a condition that the “ISC feedback amount eqi” has changed. However, in the present embodiment, when the predetermined learning condition is satisfied as described above, the amount of change from the initial value of the ISC feedback amount eqi is taken into the ISC learning value eqg, and then the ISC feedback amount eqi is the initial value. Therefore, when the first condition is that the “ISC feedback amount eqi” has changed, the first condition is satisfied even when the ISC learning value eqg is updated. However, in actuality, when the ISC learning value eqg is updated, the total value of the ISC feedback amount eqi and the ISC learning value eqg does not change, and the ISC opening (the target throttle opening TAisc during ISC control) itself does not change. There is no need to perform the above-described cancellation correction. Therefore, as in the present embodiment, the first condition is set to the condition that the “total value of the ISC feedback amount eqi and the ISC learning value eqg” has changed, so that the offset correction is performed until the ISC learning value eqg is updated. Can be prevented in advance.

  The second condition is a condition that there is a history that Pe feedback control is executed after the engine 100 is started and before the first condition is satisfied. If the cancellation correction is performed in a state where Pe feedback control is not executed, an overcorrection state in which a deviation of the ISC opening that is originally not required to be reflected is incorporated into the Pe feedback amount efb in the initial state, and the throttle opening There is concern that the controllability of the system will deteriorate. The second condition is set for the purpose of preventing the controllability of the throttle opening from deteriorating due to such overcorrection. The point where the second condition is provided is the most characteristic point of the present embodiment.

  The correction unit 423 does not perform cancellation correction when at least one of both the first and second conditions is not satisfied.

  On the other hand, the correction unit 423 performs offset correction with the following contents only when both the first and second conditions are satisfied.

  First, the correction unit 423 calculates the throttle opening degree TAQI corresponding to the change amount Δ (eqi + eqg) of the total value of the ISC feedback amount eqi and the ISC learning value eqg. The throttle opening degree TAQI corresponding to Δ (eqi + eqg) is a change amount Δ (eqi + eqg), which is a change amount of the intake air amount (unit: L / s) per unit time, and is the throttle opening degree (unit: deg). It is the value converted into the amount of change.

  Next, the correction unit 423 corrects the Pe feedback amount efb stored in the storage unit 430 so that the throttle opening degree TAQI corresponding to Δ (eqi + eqg) is offset from the Pe feedback amount efb. Specifically, the correction unit 423 decreases the Pe feedback amount efb by the throttle opening degree TAQI corresponding to Δ (eqi + eqg).

  Here, the reason why the cancellation correction is performed according to Δ (eqi + eqg) instead of Δeqi is to prevent the cancellation correction from being performed until the update of the ISC learning value eqg, as in the first condition described above. That is, even if eqi changes, if the total value of eqi and eqg does not change (for example, when the ISC learning value eqg described above is updated), the ISC opening itself does not change and it is not necessary to perform the offset correction described above. . In consideration of this point, in the present embodiment, the cancellation correction is performed according to the change amount Δ (eqi + eqg) of the total value of the ISC feedback amount eqi and the ISC learning value eqg.

  The functions of the ISC control unit 421, Pe-F / B control unit 422, and correction unit 423 described above may be realized by software or may be realized by hardware.

  FIG. 9 is a processing flow of the ECU 400 when the function of the correction unit 423 described above is realized by software. Note that this process is repeated at a predetermined cycle time regardless of whether Pe-F / B control is being performed.

  In S100, ECU 400 determines whether or not the total value of ISC feedback amount eqi and ISC learning value eqg has changed (that is, whether or not the first condition is satisfied). If a positive determination is made in this process (YES in S100), the process proceeds to S102. Otherwise (NO in S100), the process proceeds to S106.

  In S102, ECU 400 determines whether or not there is a history of execution of Pe feedback control after engine 100 is started and until YES is determined in S100 (that is, the second condition described above is satisfied). Whether or not). This determination may be made based on, for example, whether or not the Pe feedback amount efb stored in the storage unit 430 has changed from when the engine 100 is started to when YES is determined in S100. If a positive determination is made in this process (YES in S102), the process proceeds to S104. Otherwise (NO in S102), the process proceeds to S106.

  In S104, ECU 400 performs the above-described cancellation correction. That is, the throttle opening degree TAQI corresponding to the change amount Δ (eqi + eqg) of the total value of the ISC feedback amount eqi and the ISC learning value eqg is calculated, and the Pe feedback amount efb is decreased by the throttle opening degree TAQI corresponding to Δ (eqi + eqg). .

  As described above, in the present embodiment, when the total value of the ISC feedback amount eqi and the ISC learning value eqg changes due to the execution of the ISC control, when the execution history of the Pe feedback control is, the change in the total value Is canceled from the Pe feedback amount efb, and when the execution history of Pe feedback control is present, the cancellation correction is not executed. For this reason, it is possible to prevent overcorrection in which the deviation of the ISC opening that is not originally required to be reflected is taken into the Pe feedback amount efb in the initial state, and to suppress deterioration in controllability. As a result, even when the throttle opening is feedback controlled by different methods such as ISC control during load operation and Pe feedback control during self-sustained operation, the output of the engine 100 is accurate. Can be controlled.

In addition, this Embodiment can also be changed as follows, for example.
In the present embodiment, the present invention is applied to a so-called plug-in type hybrid vehicle. However, the present invention is not limited to this and may be applied to a normal hybrid vehicle.

  Moreover, in this Embodiment, although the lithium ion secondary battery was used as a battery, you may use not only this but a nickel hydride secondary battery, for example. Nickel metal hydride secondary batteries tend to be closer to the input / output characteristics of lithium ion secondary batteries as the number of cells decreases, so when reducing the number of nickel metal hydride secondary batteries to reduce costs, The application of the present invention is particularly effective.

  In this embodiment, when the ISC feedback amount eqi is updated by the ISC control, the Pe feedback amount efb is corrected in real time. However, the present invention is not limited to this, and at least from ISC control to Pe-F / B control. Before the transition, the Pe feedback amount efb may be offset and corrected using the TA conversion value of the total update amount of the ISC feedback amount eqi during ISC control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 11 Charging device, 12 Drive wheel, 13 Connector, 14 Reducer, 15 Paddle, 19 AC power source, 100 Engine, 102 Combustion chamber, 104 Injector, 106 Ignition coil, 108 Engine water temperature sensor, 110 Intake pipe, 112 Throttle Motor, 114 Throttle valve, 116 Air flow meter, 118 Intake air temperature sensor, 120 Exhaust pipe, 122 Air-fuel ratio sensor, 124 Oxygen sensor, 140 Catalyst, 200 Power split mechanism, 212 Output shaft, 310 Battery, 320 Boost converter, 330 Inverter 340 Battery monitoring unit, 400 ECU, 410 input interface, 420 arithmetic processing unit, 421 ISC control unit, 422 Pe-F / B control unit, 423 correction unit, 430 storage unit, 44 Output interface.

Claims (1)

A hybrid vehicle comprising: an internal combustion engine whose output is adjusted by a throttle opening; a power storage device; and a rotating electric machine capable of generating power using the power of the internal combustion engine and transferring power to and from the power storage device. A control device,
A storage unit;
When the internal combustion engine is controlled to be in an idle state, the first control is executed to feedback control the throttle opening so that the rotational speed of the internal combustion engine becomes a target speed, and the first feedback amount by the first control is set. A first control unit stored in the storage unit;
When the internal combustion engine is controlled to be in a load operation state in which the output is larger than that in the idle state, a second control is performed to feedback-control the throttle opening so that the torque of the internal combustion engine becomes a target torque, A second control unit that stores a second feedback amount by two controls in the storage unit,
The second control unit performs the second control using the first feedback amount and the second feedback amount stored in the storage unit,
In the control device, when the first feedback amount changes due to the execution of the first control, a history of execution of the second control after the start of the internal combustion engine until the first feedback amount changes. And when there is the history, an offset correction that cancels the amount corresponding to the change in the first feedback amount from the second feedback amount stored in the storage unit is performed, The hybrid vehicle control device further includes a correction unit that does not execute the cancellation correction when there is no history.

Images