JP2012228998A - Control device, hybrid vehicle and control method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stop fuel injection immediately after torque of an engine becomes "0" during deceleration without deteriorating drivability.SOLUTION: In a hybrid ECU 18 of a hybrid vehicle 1 including an engine 10 and an electric motor 13, wherein the engine 10 or the electric motor 13, or the engine 10 and the electric motor 13 in cooperation with each other can perform the travel, and regenerative power generation is allowed by the electric motor 13 at least during deceleration, the control is performed so that fuel injection of the engine 10 is stopped and the rotation of the engine 10 is assisted by a predetermined torque of the electric motor 13 when a rotary shaft of the engine 10 does not generate torque for accelerating the hybrid vehicle 1.

Description

  The present invention relates to a control device, a hybrid vehicle, a control method, and a program.

  In a hybrid vehicle in which the engine and the motor run in cooperation, the rotation shaft of the motor is rotated by the torque from the wheel side during deceleration. Therefore, regenerative power generation that operates the motor as a generator can be performed. (For example, refer to Patent Document 1). At this time, the hybrid vehicle is controlled so that regenerative power generation is performed when the accelerator opening of the engine reaches 0 degrees.

JP 2007-223421 A

  In general, when the vehicle decelerates, the driver must depress the accelerator pedal so that the accelerator pedal is gradually depressed from a state where the accelerator pedal is fully depressed (a state where the amount of depression is large) to a state where the depression is gradually shallow (a state where the amount of depression is small). Manipulate. At this time, the engine torque also decreases as the amount of depression of the accelerator pedal decreases. When the automobile is decelerating, the engine torque becomes 0 Nm (zero Newton meter) when the torque to turn the engine rotation shaft from the wheel side becomes equal to the engine torque. That is, the state where the engine torque is 0 Nm is a state where the rotation shaft of the engine does not generate torque that accelerates the hybrid vehicle. At this time, the accelerator pedal is still slightly depressed, and fuel injection is performed even though the engine torque is 0 Nm.

  Thus, a state in which fuel is being injected even though the engine torque is already 0 Nm is not a preferable state from the viewpoint of fuel consumption. However, if the fuel injection is stopped immediately when the engine torque reaches 0 Nm, sudden braking by the engine brake is applied and drivability deteriorates.

  The present invention has been made under such circumstances, and is a control device that can immediately stop fuel injection when the engine torque becomes 0 Nm during deceleration without deteriorating drivability, and a hybrid device An object is to provide an automobile, a control method, and a program.

  One aspect of the present invention is a viewpoint as a control device. A control device according to the present invention includes an engine and an electric motor, and the hybrid vehicle can run regeneratively with the electric motor or at least during deceleration. In the control device, when the rotation shaft of the engine does not generate torque for accelerating the hybrid vehicle, the fuel injection of the engine is stopped, and control means for assisting the rotation of the engine with a predetermined torque of the electric motor is provided. .

  Furthermore, it further has weight estimation means for estimating the weight of the hybrid vehicle, and the control means can determine the predetermined torque based on the estimation result by the weight estimation means and the number of gear stages.

  Further, the control means can change the predetermined torque based on the wiper operation duration time.

  Another aspect of the present invention is a viewpoint as a hybrid vehicle. The hybrid vehicle of the present invention has the control device of the present invention.

  Still another aspect of the present invention is a viewpoint as a control method. The control method of the present invention includes an engine and an electric motor. The hybrid vehicle is capable of regenerative power generation by the electric motor or at least during deceleration. In the control method, when the rotation shaft of the engine does not generate torque for accelerating the hybrid vehicle, the fuel injection of the engine is stopped, and the control step of assisting the rotation of the engine with the predetermined torque of the electric motor is provided. .

  Still another aspect of the present invention is a viewpoint as a program. The program of the present invention has an engine and an electric motor in a computer device, and the engine or the electric motor, or the engine and the electric motor can run in cooperation, and regenerative power generation is possible by the electric motor at least during deceleration. In the program for realizing the control function of the hybrid vehicle, when the engine rotation shaft does not generate torque for accelerating the hybrid vehicle, the fuel injection of the engine is stopped and the rotation of the engine is assisted by the predetermined torque of the electric motor. The control function is realized.

  According to the present invention, fuel injection can be stopped immediately when the engine torque becomes 0 Nm during deceleration without deteriorating drivability.

It is a block diagram showing an example of composition of a hybrid car of a first embodiment of the present invention. It is a block diagram which shows the example of a structure of the function implement | achieved in hybrid ECU of FIG. It is a flowchart which shows the process of the control part of FIG. It is a figure which shows the correspondence of the gear stage number (1st speed-4th speed) of 1st embodiment, a weight estimated value, and the magnitude | size of assist torque. It is a figure which shows the relationship between the depression amount of the accelerator pedal at the time of the conventional deceleration as a comparative example, torque, and fuel injection amount. In 1st embodiment, it is a figure which shows the relationship between the depression amount of the accelerator pedal at the time of deceleration in case of no assist, torque, and fuel injection amount. In 1st embodiment, it is a figure which shows the relationship between the depression amount of the accelerator pedal at the time of deceleration in the case of assistance implementation, torque, and fuel injection amount. It is a block diagram which shows the example of a structure of the hybrid vehicle of 2nd embodiment of this invention. It is a block diagram which shows the example of a structure of the function implement | achieved in hybrid ECU of FIG. It is a flowchart which shows the process of the control part of FIG. It is a figure which shows the correspondence of the gear stage number (1st speed-4th speed), weight estimated value, and rainy weather correction | amendment presence of 2nd embodiment.

  Hereinafter, a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIGS.

(About overview)
FIG. 1 is a block diagram illustrating an example of the configuration of the hybrid vehicle 1. The hybrid vehicle 1 is an example of a vehicle. The hybrid vehicle 1 is driven by an engine (internal combustion engine) 10 and / or an electric motor 13 via a transmission of a semi-automatic transmission. When the hybrid vehicle 1 decelerates, the fuel injection is immediately stopped when the detection result of the torque detection unit 20 becomes 0 Nm or less. At this time, the rotation of the engine 10 is assisted by a predetermined torque of the electric motor 13 in order to alleviate sudden braking by the engine brake. The semi-automatic transmission is a transmission that can automatically perform a shifting operation in cooperation with the automated clutch 12 while having the same configuration as the manual transmission.

(Configuration of hybrid vehicle 1 of the first embodiment of the present invention)
The hybrid vehicle 1 includes an engine 10, an engine ECU (Electronic Control Unit) 11, a clutch 12, an electric motor 13, an inverter 14, a battery 15, a transmission 16, an electric motor ECU 17, a hybrid ECU 18 (control means and weight estimation means in the claims), A wheel 19, a torque detection unit 20, a shift unit 21, and a key switch 22 are included. The transmission 16 has the above-described semi-automatic transmission and is operated by a shift unit 21 having a drive range (hereinafter referred to as a D (Drive) range). When the shift unit 21 is in the D range, the shifting operation of the semi-automatic transmission is automated.

  The engine 10 is an example of an internal combustion engine, and is controlled by an engine ECU 11 to rotate gasoline and light oil, CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), alternative fuel, or the like inside to rotate a shaft. Power is generated, and the generated power is transmitted to the clutch 12 via the electric motor 13.

  The engine ECU 11 is a computer and operates in cooperation with the electric motor ECU 17 in accordance with instructions from the hybrid ECU 18 to control the engine 10 such as fuel injection amount and valve timing. For example, the engine ECU 11 includes a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), and the like. O (Input / Output) port and the like.

  The clutch 12 makes the rotating shaft of the electric motor 13 and the input shaft of the transmission 16 contact or disengage based on a shift instruction signal from the hybrid ECU 18. Note that the mechanism itself of the clutch 12 is the same as that in which the driver operates the clutch pedal to operate the rotating shaft of the electric motor 13 and the input shaft of the transmission 16 in a contact state or a disconnected state. In addition to the control by the hybrid ECU 18, the driver may operate the rotating shaft of the electric motor 13 and the input shaft of the transmission 16 to be in a contact state or a disconnected state by operating a clutch pedal (not shown). .

  The electric motor 13 is a so-called motor generator, which generates power for rotating the shaft by the electric power supplied from the inverter 14 and supplies the shaft output to the transmission 16 via the clutch 12 or from the transmission 16. Electricity is generated by power that rotates the shaft supplied through the clutch 12, and the electric power is supplied to the inverter 14. For example, when the hybrid vehicle 1 is accelerating or traveling at a constant speed, the electric motor 13 generates power for rotating the shaft and supplies the shaft output to the transmission 16 via the clutch 12. Then, the hybrid vehicle 1 is caused to travel in cooperation with the engine 10. Further, for example, when the electric motor 13 is driven by the engine 10, or when the hybrid vehicle 1 is decelerating or traveling downhill, the electric motor 13 operates as a generator. In this case, power is generated by the power that rotates the shaft supplied from the transmission 16 via the clutch 12, and the power is supplied to the inverter 14, so that the battery 15 is charged. At this time, the electric motor 13 generates a regenerative torque having a magnitude corresponding to the regenerative power as a friction torque.

  The inverter 14 is controlled by the electric motor ECU 17 and converts the DC voltage from the battery 15 into an AC voltage or converts the AC voltage from the electric motor 13 into a DC voltage. When the electric motor 13 generates power, the inverter 14 converts the DC voltage of the battery 15 into an AC voltage and supplies electric power to the electric motor 13. When the electric motor 13 generates power, the inverter 14 converts the AC voltage from the electric motor 13 into a DC voltage. That is, in this case, the inverter 14 serves as a rectifier and a voltage regulator for supplying a DC voltage to the battery 15.

  The battery 15 is a chargeable / dischargeable secondary battery. When the electric motor 13 generates power, the electric power is supplied to the electric motor 13 via the inverter 14 or when the electric motor 13 is generating electric power, It is charged by the power it generates. The battery 15 has a range of an appropriate state of charge (hereinafter referred to as SOC (State of Charge)), and is managed by the hybrid ECU 18 and the electric motor ECU 17 so that the SOC does not deviate from the range. .

  The transmission 16 has a semi-automatic transmission (not shown) that selects one of a plurality of gear ratios (speed ratios) in accordance with a speed change instruction signal from the hybrid ECU 18. The power and / or power of the electric motor 13 is transmitted to the wheel 19. Further, the transmission 16 transmits the power from the wheels 19 to the electric motor 13 via the clutch 12 when the vehicle is decelerating or traveling downhill. Further, when the transmission 16 shifts, the clutch 12 is once controlled to be disengaged. As described above, the hybrid ECU 18 causes the transmission 16 and the clutch 12 to cooperate with each other to perform the automatic shift of the hybrid vehicle 1. In the semi-automatic transmission, the driver can manually change the gear position to an arbitrary gear stage by operating the shift unit 21.

  The electric motor ECU 17 is a computer that operates in cooperation with the engine ECU 11 according to an instruction from the hybrid ECU 18, and controls the electric motor 13 by controlling the inverter 14. For example, the electric motor ECU 17 is configured by a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory, an I / O port, and the like.

  The hybrid ECU 18 is an example of a computer, and acquires accelerator opening information, brake operation information, vehicle speed information, acceleration information, gear position information, engine rotational speed information, and SOC information for hybrid traveling. Based on the acquired information, the hybrid ECU 18 controls the clutch 12 and the transmission 16 by supplying a shift instruction signal, gives a control instruction for the electric motor 13 and the inverter 14 to the electric motor ECU 17, and gives the engine ECU 11 a control instruction. The control instruction of the engine 10 is given. These control instructions include an assist control instruction and a fuel injection control instruction which will be described later. For example, the hybrid ECU 18 includes a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory, an I / O port, and the like.

  The program executed by the engine ECU 11, the electric motor ECU 17, and the hybrid ECU 18 is stored in advance in a nonvolatile memory inside the engine ECU 11, the electric motor ECU 17, and the hybrid ECU 18, for example, so that the engine ECU 11 that is a computer. The motor ECU 17 and the hybrid ECU 18 can be installed in advance.

  The engine ECU 11, the electric motor ECU 17, and the hybrid ECU 18 are connected to each other by a bus that conforms to a standard such as CAN (Control Area Network).

  The wheels 19 are driving wheels that transmit driving force to the road surface. Although only one wheel 19 is shown in FIG. 1, the hybrid vehicle 1 actually has a plurality of wheels 19.

  The torque detector 20 detects the torque of the input shaft by measuring the angular acceleration of the input shaft of the transmission 16. That is, when the torque N, the moment of inertia I, and the angular acceleration α are set, the torque N can be obtained by N = Iα. Here, since the inertia moment I of the input shaft is constant, the torque N of the input shaft can be detected by measuring the angular acceleration α of the input shaft. Further, by detecting the torque of the input shaft of the transmission 16, the torque of the rotating shaft of the engine 10 can be detected via the clutch 12 and the electric motor 13.

  When the detection result of the torque detector 20 is on the plus side, the torque of the input shaft of the transmission 16 (that is, the torque of the rotation shaft of the engine 10 and / or the electric motor 13) generates torque that accelerates the hybrid vehicle 1. It means that When the clutch 12 is in the engaged state and the detection result of the torque detection unit 20 is 0 Nm, the torque of the input shaft of the transmission 16 (that is, the torque of the rotation shaft of the engine 10 and / or the electric motor 13) This means that neither acceleration nor deceleration is allowed. When the detection result of the torque detector 20 is negative, the torque of the input shaft of the transmission 16 (that is, the torque of the rotating shaft of the engine 10 and / or the motor 13) decelerates the hybrid vehicle 1 (that is, the friction torque). ) Is occurring.

  As already described, the shift unit 21 gives an instruction from the driver to the semi-automatic transmission of the transmission 16, and when the shift unit 21 is in the D range, the shifting operation of the semi-automatic transmission is automated.

  The key switch 22 is a switch that is turned ON / OFF by a user when the operation is started, for example, and is turned ON to turn on each part of the hybrid vehicle 1 and the key switch 22 is turned OFF. Each part of the hybrid vehicle 1 is stopped by entering the state.

  FIG. 2 is a block diagram illustrating an example of a functional configuration realized in the hybrid ECU 18 that executes the program. That is, when the hybrid ECU 18 executes the program, the functions of the control unit 30 (control means in the claims) and the vehicle weight estimation unit 31 (weight estimation means in the claims) are realized in the hybrid ECU 18.

  The control unit 30 has a function of giving a fuel injection control instruction to the engine ECU 11 and giving an assist control instruction to the electric motor ECU 17 based on the vehicle speed information, the accelerator opening information, and the estimated weight information.

  The vehicle weight estimation unit 31 has a function of estimating the weight of the hybrid vehicle 1 based on torque information and acceleration information. That is, according to Newton's equation of motion, when the weight m, force (torque) F, and acceleration β are used, the weight m can be obtained by m = F / β. Thereby, the weight of the hybrid vehicle 1 can be estimated by measuring the acceleration of the hybrid vehicle 1 and the output torque of the engine 10. The torque information is information indicating the torque of the input shaft of the transmission 16 detected by the torque detector 20, and the acceleration information is obtained from a change in vehicle speed based on the vehicle speed information, or by an unillustrated acceleration sensor or the like. Shall be detected. Thereby, when the hybrid vehicle 1 is, for example, a truck, the weight changes greatly depending on whether the loading platform is empty, half-product, or constant-volume, but the vehicle weight estimation unit 31 detects such a change in weight. be able to.

(Operation of the hybrid ECU 18)
Next, the fuel injection control and assist control processes performed in the hybrid ECU 18 that executes the program will be described with reference to the flowchart of FIG. 3 is a process for one cycle, and the process is repeatedly executed as long as the key switch 22 is in the ON state.

  The precondition for executing the processing of the flowchart of FIG. 3 is that the key switch 22 is in the ON state, the hybrid ECU 18 executes the program, and the functions of the control unit 30 and the vehicle weight estimation unit 31 are realized in the hybrid ECU 18. Suppose that it is in a state. Furthermore, assuming that the hybrid vehicle 1 is decelerating, the electric motor 13 is not generating torque, and the clutch 12 is in the connected state, the condition of “START” in FIG. 3 is satisfied. At this time, the detection result of the torque detection unit 20 becomes the torque of the rotating shaft of the engine 10 as it is. In such a state, the procedure proceeds to step S1.

  In step S1, the control unit 30 determines whether or not the detection result of the torque detection unit 20 is 0 Nm or less. If it is determined in step S1 that it is 0 Nm or less, the procedure proceeds to step S2. On the other hand, if it is determined in step S1 that it exceeds 0 Nm, the procedure repeats step S1.

  In step S2, the control unit 30 determines an assist torque according to the weight of the hybrid vehicle 1 estimated by the vehicle weight estimation unit 31 and the number of gear stages of the hybrid vehicle 1, and the procedure proceeds to step S3. The assist torque according to the estimated weight and the number of gears will be described later.

  In step S3, the control unit 30 instructs the engine ECU 11 to stop fuel injection, instructs the electric motor ECU 17 to perform assist using the assist torque determined in step S2, and the procedure proceeds to step S4.

  In step S4, the control unit 30 determines whether or not the detection result of the torque detection unit 20 is the maximum engine friction torque. That is, the control unit 30 determines whether the angular acceleration of the input shaft of the transmission 16 detected by the torque detection unit 20 is a negative value and the value is equal to the maximum engine friction torque. If it is determined in step S4 that the maximum engine friction torque is reached, the procedure proceeds to step S5. On the other hand, if it is determined in step S4 that the engine friction torque is not the maximum, the procedure returns to step S3.

  In step S5, the control unit 30 instructs the motor ECU 17 to stop assisting, and also instructs the start of regenerative power generation to end the processing for one cycle (END).

  Here, control of increase / decrease of the assist torque will be described with reference to the table of FIG. The table of FIG. 4 shows the correspondence relationship between the number of gear stages (1st to 4th speed), the estimated weight value (W to X, X to Y, Y to Z) and the magnitude of the assist torque. The numbers in parentheses in the table of FIG. 4 indicate the order of magnitude of assist torque. That is, among (1) to (12), (1) is the maximum assist torque, and (12) is the minimum assist torque.

  For example, if the estimated weight value is light and equivalent to empty space (W to X) and the gear stage number is 1st, the gear ratio is large and the engine brake is effective, and the inertial force of the vehicle body is small. The braking shock due to the sudden increase in friction when the fuel injection is stopped is the largest. Therefore, in this case, the assist is performed with the maximum assist torque. On the other hand, if the estimated weight value is heavy and is equivalent to a constant product (Y to Z) and the gear stage number is 4th, the gear ratio is small and the engine braking is not effective, and the inertial force of the vehicle body is large. The braking shock due to the sudden increase in friction when the fuel injection is stopped is the smallest. Therefore, in this case, the assist is performed with the minimum assist torque.

(About effect)
According to the control of the control unit 30, when the torque of the engine 10 is 0 Nm (that is, when the engine rotation shaft does not generate torque that accelerates the hybrid vehicle), the fuel injection of the engine 10 is stopped and the engine Since the rotation of 10 is assisted by a predetermined torque of the electric motor 13, the fuel injection can be stopped immediately when the torque of the engine 10 becomes 0 Nm during deceleration without deteriorating drivability.

  Here, as a comparative example, FIG. 5 shows the relationship between the amount of depression of the accelerator pedal and the torque during conventional deceleration. In FIG. 5, the horizontal axis represents the amount of depression of the accelerator pedal, and the vertical axis represents the torque detected by the torque detector 20.

  5 indicates a state in which the fuel injection amount of the engine 10 decreases and the torque of the rotating shaft of the engine 10 decreases as the accelerator pedal depression amount gradually decreases.

  Conventionally, when the amount of depression of the accelerator pedal is reduced and the accelerator pedal is released, the fuel injection is also stopped here, and the friction torque of the engine 10 is maximized. Thereafter, the electric motor 13 starts regenerative power generation, and regenerative torque is generated. When the maximum regenerative torque of the electric motor 13 and the maximum friction torque of the engine 10 (shown as the maximum engine friction torque) are added, the maximum friction torque is obtained. At this time, conventionally, as in the example of FIG. 5, the fuel injection is continued even when the torque of the rotating shaft of the engine 10 reaches 0 Nm.

  On the other hand, in the control at the time of deceleration of the hybrid vehicle 1 by the control unit 30, as shown in FIGS. 6 and 7, when the detection result of the torque detection unit 20 becomes 0 Nm, the fuel injection is promptly performed. Stop. Thereby, fuel consumption can be saved.

  At this time, if necessary, the motor 13 assists the rotation of the engine 10 as shown in FIG. The hatched area where the diagonal lines in FIG. 7 intersect indicates the assist torque by the electric motor 13. Thereby, the sudden braking of the engine brake due to the sudden stop of the fuel injection can be mitigated. The example of FIG. 6 is an example in which the estimated weight is large, the gear stage number is on the HIGH side (3rd speed or 4th speed), and no assist is required (no assist). The example in FIG. This is an example of a case where the gear is small, the gear stage is on the LOW side (first speed or second speed), and assistance is required (assist implementation). As described with reference to FIG. 4, the assist torque can be appropriately changed according to the estimated weight of the hybrid vehicle 1 and the number of gear stages. Therefore, the assist can be performed with the optimum assist torque.

(About the hybrid vehicle 1A of the second embodiment of the present invention)
The hybrid vehicle 1A will be described with reference to FIGS. As shown in FIG. 8, the configuration of the hybrid vehicle 1A is basically the same as that of the hybrid vehicle 1, and the function of the hybrid ECU 18A is different. In addition to the input information of the hybrid vehicle 18, the wiper operation information is added to the input information of the hybrid ECU 18A.

  As shown in FIG. 9, the control unit 30A of the hybrid ECU 18A takes in wiper operation information in addition to estimated weight information, vehicle speed information, and accelerator opening information, and sends out an assist control instruction and a fuel injection control instruction.

  As shown in FIG. 10, the control by the control unit 30 </ b> A includes steps S <b> 10 and S <b> 11 in addition to steps S <b> 1 to S <b> 5 of the control unit 30. According to step S10, control unit 30A determines whether or not the wiper operation duration time is equal to or shorter than a predetermined time based on the wiper operation information. If it is determined in step S10 that the wiper operation duration time is equal to or shorter than the predetermined time, the procedure proceeds to step S2. On the other hand, if it is determined in step S10 that the wiper operation continuation time exceeds the predetermined time, the procedure proceeds to step S11.

  According to step S11, the control unit 30A determines the rain assist torque according to the estimated weight and the number of gears, and the procedure proceeds to step S3. The following is the same as the flowchart of FIG.

  In rainy weather, the wheels 19 are more likely to slip than in clear weather, so that it is more necessary to avoid sudden braking than in fine weather. For this reason, the assist torque in the rainy weather is less than that in the sunny weather so that the decrease in the torque of the rotating shaft of the engine 10 associated with the deceleration of the hybrid vehicle 1A is moderate in the rainy weather. The torque is further increased by a certain amount.

  Here, the rain correction of the assist torque will be described with reference to the table of FIG. The table of FIG. 11 shows a correspondence relationship between the number of gear stages (1st to 4th speed), the estimated weight value, and the presence or absence of rain correction. For example, if the estimated weight is light and equivalent to an empty space, and the gear stage number is 1st, the gear ratio is large and the engine brake is effective, and the inertia of the vehicle body is small, and the fuel injection is stopped. The braking shock due to a sudden increase in friction is the greatest. Therefore, rain correction is performed in this case (shown as “present”). On the other hand, if the estimated weight is heavy and is equivalent to a constant product, and the gear stage number is 4th, the gear ratio is small, the engine brake is not effective, and the inertia of the vehicle body is large, and the fuel injection is stopped. The braking shock due to a sudden increase in friction is the smallest. Therefore, rain correction is not performed in this case (shown as “none”). When the vehicle is half loaded, rain correction is not performed at the first speed when the vehicle speed is low.

(About effect)
According to the control unit 30A, the assist torque is corrected in the rainy weather, and the assist torque is further increased as compared with that in the fine weather. Thereby, in the rainy weather, the sudden braking by the engine brake when stopping the fuel injection more quickly than in the fine weather can be further relaxed by the assist than in the fine weather, and the wheel 19 can be prevented from slipping.

(Other embodiments)
In the description of the flowcharts of FIGS. 3 and 10, the determination boundary value may be variously changed such that “above” is “exceeding” and “below” is “less than”.

  Although the engine 10 has been described as an internal combustion engine, it may be a heat engine including an external combustion engine.

  Further, the program executed by the hybrid ECU 18 has been described as being installed in the hybrid ECU 18 in advance. However, a removable medium in which the program is recorded (a program is stored) is attached to a drive or the like (not shown), and the removable medium is removed. The program read from the medium is stored in a non-volatile memory inside the hybrid ECU 18 or the program transmitted via a wired or wireless transmission medium is received by a communication unit (not shown), and the hybrid ECU 18 Can be installed in the hybrid ECU 18 as a computer.

  Further, each ECU may be realized by an ECU in which these are combined into one, or an ECU that further subdivides the functions of each ECU may be provided.

  The program executed by the computer may be a program that is processed in time series in the order described in this specification, or in parallel or at a necessary timing such as when a call is made. It may be a program for processing.

  The embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

  DESCRIPTION OF SYMBOLS 1,1A ... Hybrid vehicle, 10 ... Engine, 11 ... Engine ECU, 12 ... Clutch, 13 ... Electric motor, 14 ... Inverter, 15 ... Battery, 16 ... Transmission, 17 ... Electric motor ECU, 18, 18A ... Hybrid ECU, 19 ... Wheels, 20 ... torque detection unit, 30 ... regeneration control unit (control means), 31 ... vehicle weight estimation unit (weight estimation means)

Claims (6)

Hybrid vehicle control apparatus having an engine and an electric motor, wherein the engine or the electric motor, or the engine and the electric motor can run in cooperation, and at least during deceleration, the electric motor can generate regenerative power In
Control means for stopping fuel injection of the engine and assisting the rotation of the engine with a predetermined torque of the electric motor when the rotation shaft of the engine does not generate torque for accelerating the hybrid vehicle;
A control device characterized by that. The control device according to claim 1,
Further comprising weight estimation means for estimating the weight of the hybrid vehicle;
The control means determines the predetermined torque based on the estimation result by the weight estimation means and the number of gear stages.
A control device characterized by that. The control device according to claim 1 or 2,
The control means changes the predetermined torque based on a wiper operation duration;
A control device characterized by that.   A hybrid vehicle comprising the control device according to any one of claims 1 to 3. A hybrid vehicle control method comprising an engine and an electric motor, wherein the engine or the electric motor, or the engine and the electric motor can run in cooperation, and at least during deceleration, the electric motor can perform regenerative power generation. In
A control step of stopping fuel injection of the engine and assisting rotation of the engine with a predetermined torque of the electric motor when the rotation shaft of the engine does not generate torque for accelerating the hybrid vehicle;
A control method characterized by that. Computer equipment,
Control function of a hybrid vehicle having an engine and an electric motor, wherein the engine or the electric motor, or the engine and the electric motor can run in cooperation, and at least during deceleration, the electric motor can generate regenerative power In a program that realizes
When the rotation shaft of the engine does not generate torque for accelerating the hybrid vehicle, the fuel injection of the engine is stopped, and a control function for assisting rotation of the engine with a predetermined torque of the electric motor is realized.
A program characterized by that.

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