JP2013047486A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress wasteful energy consumption when an intake air amount and an EGR amount of an internal combustion engine are decreased on the basis of a decrease of a requirement output for the engine while suppressing the combustion deterioration of an air-fuel mixture in a combustion chamber caused by a response delay of the decrease of the EGR amount.SOLUTION: When the requirement output for the internal combustion engine 1 is decreased, when the decrement of the requirement output is equal to or larger than a determined value, or when a charge of a battery is equal to or larger than a determined level, a throttle valve 29 is controlled by abrupt change processing instead of the control of the throttle valve 29 by means of gradual change processing. In the abrupt change processing, the throttle valve 29 is changed to a closed side so that the decrease of the intake air amount of the internal combustion engine 1 is carried out more quickly than that using the gradual change processing.

Description

  The present invention relates to a vehicle control device.

  In an internal combustion engine mounted on a vehicle such as an automobile, the amount of air taken into the combustion chamber through the passage by adjusting the opening of a throttle valve provided in the intake passage (intake air amount) As a result, the amount of air-fuel mixture consisting of air and fuel in the combustion chamber of the internal combustion engine is also adjusted. The output of the internal combustion engine is adjusted by adjusting the amount of the air-fuel mixture in the combustion chamber in this way. Therefore, in the internal combustion engine, the intake air amount of the engine is adjusted by adjusting the opening degree of the throttle valve according to the required output for the engine, thereby obtaining the engine output corresponding to the required output.

  Further, in an internal combustion engine, it is preferable to control the throttle valve provided in the intake passage as far as possible in order to reduce the pumping loss of the engine and improve fuel efficiency. In order to improve the fuel efficiency of the internal combustion engine by reducing the pumping loss, it is known to provide an EGR mechanism for recirculating the exhaust gas of the internal combustion engine to the intake passage.

  The EGR mechanism includes an EGR valve for adjusting the amount of exhaust (EGR amount) of the engine that is recirculated in the intake passage of the internal combustion engine. Here, if the EGR valve is controlled to open to increase the EGR amount in the internal combustion engine, the throttle valve is opened more in order to secure the intake air amount of the internal combustion engine that can obtain the engine output corresponding to the required output. It is necessary to control to the side. By performing such throttle valve opening control, the opening of the valve becomes a more open value, the pumping loss of the internal combustion engine is reduced, and the fuel efficiency of the engine is improved.

  By the way, in an internal combustion engine equipped with such an EGR mechanism, when the required output to the engine decreases, the throttle valve and the EGR valve are controlled to close to reduce the intake air amount and the EGR amount of the engine. At this time, due to the difference in structure between the throttle valve and the EGR valve, a response delay occurs in the decrease in the EGR amount with respect to the decrease in the intake air amount. If a response delay occurs in the decrease in the EGR amount in this way, the intake air amount of the internal combustion engine becomes too small with respect to the EGR amount, and therefore, the mixture is present in the combustion chamber during combustion of the air-fuel mixture in the combustion chamber. Excessive amount of exhaust gas is generated, and the exhaust gas adversely affects the combustion of the air-fuel mixture in the combustion chamber.

  In order to cope with such a problem, as shown in Patent Document 1, when the intake air amount and the EGR amount of the engine are reduced based on the reduction of the required output to the internal combustion engine, the response delay of the reduction of the EGR amount is dealt with. In order to reduce the intake air amount, it has been proposed to perform a change-over process in which the throttle valve is gradually changed to the closed side. By performing this change-over process, even if a response delay occurs in the decrease in the EGR amount, the intake air amount of the internal combustion engine is suppressed from becoming too small with respect to the EGR amount at that time. When the air-fuel mixture in the combustion chamber burns due to being too small, it is also possible to prevent the amount of exhaust gas existing in the combustion chamber from becoming too large. For this reason, it is suppressed that the exhaust which exists in the combustion chamber at the time of combustion of the air-fuel mixture in the combustion chamber adversely affects the combustion of the air-fuel mixture.

  By performing the above-described gradual change processing, the intake air amount of the internal combustion engine becomes excessive with respect to a value for obtaining the engine output corresponding to the required output, and the engine output is caused by the excessive intake air amount. Becomes excessive. In Patent Document 1, transmission of the excessive engine output to the wheels is suppressed through driving a generator in the engine, while wasteful energy is obtained by charging a battery through power generation by driving the generator. I try to reduce consumption.

JP 2010-14041 A (paragraphs [0027] to [0029], [0038] to [0040])

  When the intake air amount and the EGR amount of the engine are reduced based on the reduction of the required output to the internal combustion engine by using the technique of the above-mentioned Patent Document 1, the engine is caused to be delayed in the combustion chamber due to a delay in response to the reduction of the EGR amount. An adverse effect on the combustion of the air-fuel mixture can be suppressed through execution of the gradual change process. Further, when the intake air amount of the internal combustion engine becomes excessive due to the execution of the gradual change process and the engine output becomes excessive, the fact that the engine output in the excessive state is transmitted to the wheels indicates that power generation in the internal combustion engine It can also be suppressed by driving the machine.

  However, if the battery charge has already increased prior to the execution of the gradual change process, the engine output wheels that have become excessive due to the excessive intake air amount of the internal combustion engine during the gradual change process are executed. When the generator is driven in the same engine to suppress the transmission of this, there is a risk of overcharging the battery charged through the power generation by driving the generator. Further, when the reduction amount of the required output to the internal combustion engine is large in executing the gradual change processing, the engine output that has become excessive due to the excessive intake air amount of the internal combustion engine during the gradual change processing is executed. When the generator is driven by the same engine to suppress transmission to the wheels, the amount of power generated by driving the generator increases. For this reason, there exists a possibility of causing the overcharge of the battery charged through the electric power generation by the said generator.

  Therefore, when the amount of charge of the battery is large or the amount of decrease in the required output for the internal combustion engine is large, the generator cannot be driven in the internal combustion engine when the gradual change process is executed, and the power generation Since it becomes impossible to charge the battery through power generation by driving the machine, it is inevitable that wasteful energy consumption occurs in the vehicle.

  The present invention has been made in view of such circumstances, and its purpose is to reduce the amount of EGR when the intake air amount and the EGR amount of the engine are reduced based on the reduction in the required output for the internal combustion engine. An object of the present invention is to provide a vehicle control device that can suppress the wasteful consumption of energy while suppressing deterioration of combustion of an air-fuel mixture in a combustion chamber due to a response delay.

  According to the first aspect of the present invention, the throttle valve and the EGR valve of the engine are controlled to be closed based on the reduction in the required output for the internal combustion engine mounted on the vehicle, and the intake air amount and the EGR amount of the engine are controlled. When decreasing, a gradual change process is executed to decrease the intake air amount in response to a response delay in the decrease in the EGR amount. In this gradual change process, the throttle valve is gradually changed toward the closing side so that the intake air amount decreases in response to the response delay of the decrease in the EGR amount. Although the intake air amount of the internal combustion engine becomes excessive with respect to the value for obtaining the engine output corresponding to the required output with the execution of such gradual change processing, the excessive state is caused by the excessive intake air amount. The transmission of the engine output to the wheel is suppressed through the drive of the generator in the engine. Furthermore, when power is generated by driving the generator, the battery is charged through the power generation, and therefore, wasteful energy consumption due to excessive engine output is suppressed.

  However, if the amount of charge of the battery has already increased before execution of the gradual change process, or if the amount of decrease in the required output to the internal combustion engine is large when executing the gradual change process, the gradual change process is executed. Sometimes the following problems may occur: That is, when the generator is driven in the engine to suppress transmission of the engine output that has become excessive due to the excessive intake air amount of the internal combustion engine during execution of the gradual change processing to the wheels, There is a risk of overcharging of the battery charged through power generation by driving the machine. In order to suppress such overcharging of the battery, it is conceivable to prevent the generator from being driven by the internal combustion engine during execution of the gradual change processing under the above-described situation. Since battery charging through power generation by driving is not performed, useless energy consumption occurs due to excessive engine output in the vehicle.

  In this regard, in the first aspect of the invention, when the required output to the internal combustion engine decreases, the reduction process is based on the fact that the decrease amount of the required output is equal to or greater than the determination value, in other words, the decrease amount is large. Instead, a sudden change process is performed in which the throttle valve is changed to the closing side so that the intake air amount is decreased more rapidly than the decrease by the gradual change process. In addition, when the required output to the internal combustion engine decreases, the sudden change process is executed instead of the change process based on that when the charge amount of the battery is equal to or higher than the determination level, in other words, when the charge amount is large. Is done.

  In such a sudden change process, as described above, the intake air amount is decreased more rapidly than the decrease due to the gradual change process, but the intake air is excessively larger than the EGR amount when the response delay occurs in the decrease in the EGR amount. It is possible to control the throttle valve so that the amount does not decrease. By controlling the throttle valve in this way, it is possible to suppress an excessive amount of exhaust gas existing in the combustion chamber when the air-fuel mixture is combusted in the combustion chamber due to the intake air amount becoming too small. . As a result, the exhaust gas existing in the combustion chamber during combustion of the air-fuel mixture in the combustion chamber is prevented from adversely affecting the combustion of the air-fuel mixture.

  In the sudden change process, as described above, the intake air amount is decreased more rapidly than the gradual change process. Therefore, when the sudden change process is executed, the intake air amount of the internal combustion engine corresponds to the required output to the engine. Excessive to the value for obtaining the engine output is suppressed. As a result, since the excess degree of the intake air amount of the internal combustion engine is kept small, the generator in the engine is to suppress the transmission of the engine output that becomes excessive due to the excess intake air amount to the wheels. When this driving is performed, the amount of power generated by the driving can be suppressed to a low level, and overcharging of the battery charged through the power generation of the generator can be suppressed. In this case, since the battery can be charged while suppressing overcharging of the battery, useless energy consumption in the vehicle due to inability to perform the charge, that is, useless energy consumption due to excessive engine output. Is suppressed.

  As described above, when the intake air amount and the EGR amount of the engine are reduced based on the reduction of the required output to the internal combustion engine, the deterioration of the combustion of the air-fuel mixture in the combustion chamber due to the delay in response of the reduction of the EGR amount is suppressed, and Generation of excessive energy consumption can be suppressed.

  In the control of the throttle valve in the sudden change process, it is preferable that the throttle valve is temporarily changed to the open side and then suddenly changed to the closed side as in the second aspect of the invention. In this case, the intake air amount of the internal combustion engine is suppressed from becoming excessively small due to the temporary change of the valve to the open side in the control of the throttle valve. Furthermore, the amount of exhaust gas existing in the combustion chamber during combustion of the air-fuel mixture in the combustion chamber due to the intake air amount of the internal combustion engine being excessively reduced is also suppressed. As a result, the exhaust gas existing in the combustion chamber during combustion of the air-fuel mixture in the combustion chamber is prevented from adversely affecting the combustion of the air-fuel mixture. Further, in the control of the throttle valve, the intake air amount of the internal combustion engine becomes excessive with respect to the value for obtaining the engine output corresponding to the required output for the engine due to the rapid change of the valve to the closing side. It is suppressed. As a result, since the excess degree of the intake air amount of the internal combustion engine is kept small, the generator in the engine is to suppress the transmission of the engine output that becomes excessive due to the excess intake air amount to the wheels. When driving is performed, the amount of power generated by the driving can be reduced. For this reason, the battery can be charged while suppressing overcharging of the battery, and wasteful energy consumption due to excessive engine output in the vehicle when the charging cannot be performed is suppressed.

  According to the third aspect of the invention, when the intake air amount of the internal combustion engine becomes excessive with respect to the value for obtaining the engine output corresponding to the required output as the gradual change process is executed, the excess intake air amount is increased. The transmission of the engine output that becomes excessive due to the engine to the wheels is suppressed through the drive of the generator in the engine. At this time, if the charge amount of the battery is less than the determination level, the generator is controlled so that the power generation amount of the generator is increased. As a result, the driving resistance when the generator is driven in the internal combustion engine is increased, so that a sudden increase in the engine rotational speed due to the excessive state of the engine output can be effectively suppressed, and consequently the engine rotational speed. It is possible to suppress a decrease in drivability of the vehicle due to a sudden rise in the vehicle. In addition, since the power generation amount of the generator is increased as described above under the situation where the charge amount of the battery is less than the determination level, the battery can be effectively charged.

Schematic which shows the structure of the hybrid vehicle to which the control apparatus of this embodiment is applied. 1 is a schematic diagram showing the structure of an internal combustion engine mounted on the vehicle. The block diagram which shows the electric constitution of the said control apparatus. (A)-(f) is a time chart which shows the difference in transition of an engine speed, an EGR rate, an engine output, a throttle opening degree, an EGR valve opening degree, and an air load factor by a gradual change process and a sudden change process. The flowchart which shows the control procedure of the throttle valve at the time of the deceleration of a hybrid vehicle. The flowchart which shows the control procedure of the electric power generation by the 1st motor generator at the time of the deceleration of a hybrid vehicle.

Hereinafter, an embodiment in which the present invention is embodied in a control apparatus for a hybrid vehicle in which an internal combustion engine and a motor are mounted as a prime mover will be described with reference to FIGS.
In the hybrid vehicle shown in FIG. 1, the power output from the internal combustion engine 1 is transmitted to the drive shaft 3 of the vehicle via a counter gear 12 and a final gear 13 by a power split gear mechanism 2 including a planetary gear or the like. And the power transmitted to the first motor generator 4. Further, the power output from the second motor generator 5 is transmitted to the drive shaft 3 of the hybrid vehicle via a reduction gear mechanism 14 including a planetary gear, the counter gear 12, and the final gear 13. When the wheels 11 connected to the drive shaft 3 are rotated by the transmission of power to the drive shaft 3, the hybrid vehicle travels.

  The first motor generator 4 functions mainly as a generator, but also functions as a motor depending on the operating state of the hybrid vehicle such as when the internal combustion engine 1 is started. The second motor generator 5 mainly functions as a motor, but also functions as a generator depending on the operating state of the vehicle such as when the hybrid vehicle is decelerated. The hybrid vehicle is provided with an inverter 7 that controls input / output of electric power between the battery 6 and the first and second motor generators 4, 5. The inverter 7 supplies, for example, electric power obtained by the first motor generator 4 that functions mainly as a generator to the battery 6 to charge the battery 6, and also functions as a second motor that mainly functions as a motor. Electric power is supplied from the battery 6 to the motor generator 5.

Next, the detailed structure of the internal combustion engine 1 will be described with reference to FIG.
In the internal combustion engine 1 shown in FIG. 2, an intake passage 23 and an exhaust passage 28 are connected to the combustion chamber 22. Then, air is sucked into the combustion chamber 22 through the intake passage 23 provided with the throttle valve 29 for adjusting the intake air amount of the internal combustion engine 1, and fuel is introduced from the fuel injection valve 24 into the intake passage 23. By being supplied by injection, the combustion chamber 22 is filled with a mixture of air and fuel. When the air-fuel mixture is ignited by the spark plug 25, the air-fuel mixture burns, the piston 26 reciprocates, and the crankshaft 27, which is the output shaft of the internal combustion engine 1, rotates. Such rotation of the crankshaft 27 is transmitted to the wheel 11 through the power split gear mechanism 2 and the like shown in FIG. On the other hand, the air-fuel mixture after combustion in the combustion chamber 22 is sent out from the combustion chamber 22 to the exhaust passage 28 as exhaust.

  2 is provided with an EGR mechanism that recirculates (EGR) part of the exhaust gas in the exhaust passage 28 to the intake passage 23 in order to improve the fuel consumption of the engine 1 and the like. This EGR mechanism has an EGR passage 18 provided so as to connect the exhaust passage 28 and a portion of the intake passage 23 downstream of the throttle valve 29, and an opening degree adjustment for making the gas flow area of the EGR passage 18 variable. And an EGR valve 17 for adjusting the amount of exhaust gas (EGR amount) returned from the exhaust passage 28 to the intake passage 23 via the passage 18. Then, a part of the exhaust gas of the internal combustion engine 1 is returned to the intake passage 23 by the EGR mechanism, so that the exhaust gas exists in the combustion chamber 22 when the air-fuel mixture burns in the combustion chamber 22.

  When exhaust gas is present in the combustion chamber 22 during combustion of the air-fuel mixture in the combustion chamber 22 due to execution of EGR, one cycle of the internal combustion engine 1 is performed under the condition that the opening of the throttle valve 29 is constant. The amount of intake air into the combustion chamber 22 at the hit is reduced. For this reason, when EGR is executed, the throttle valve 29 is adjusted to be opened more than when EGR is not executed so as to keep the output of the internal combustion engine 1 equal to when EGR is not executed, and the pumping loss of the internal combustion engine 1 is accordingly increased. As a result, the fuel efficiency of the engine 1 can be improved.

Next, an electrical configuration of the hybrid vehicle control device will be described with reference to FIG.
The hybrid vehicle control device includes an electronic control device 15 that controls various devices mounted on the vehicle. The electronic control unit 15 includes a CPU that executes various arithmetic processes related to the above control, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores CPU calculation results, and the like. Input / output ports for inputting / outputting signals are provided.

Various sensors shown below are connected to the input port of the electronic control unit 15.
A vehicle speed sensor 10 that detects the vehicle speed of the hybrid vehicle.
A throttle position sensor 30 that detects the opening of the throttle valve 29 (throttle opening).

An accelerator position sensor 31 that detects an operation amount (accelerator operation amount) of an accelerator pedal that is depressed by a driver of the vehicle.
An air flow meter 32 for detecting the amount of air taken into the combustion chamber 22 through the intake passage 23;

A crank position sensor 34 that outputs a signal corresponding to the rotation of the crankshaft 27 and is used for calculation of the engine rotation speed and the like.
The output port of the electronic control unit 15 includes a drive circuit for the first motor generator 4, a drive circuit for the second motor generator 5, a drive circuit for the inverter 7, a drive circuit for the EGR valve 17, and a drive circuit for the fuel injection valve 24. A drive circuit for the spark plug 25 and a drive circuit for the throttle valve 29 are connected.

  The electronic control unit 15 obtains the traveling power required by the hybrid vehicle based on the driving state such as the vehicle speed and the accelerator operation amount, and controls the internal combustion engine 1 and the second motor generator 5 so as to obtain the obtained traveling power. In controlling the internal combustion engine 1, the electronic control unit 15 obtains a required output for the engine 1 based on the required traveling power, and also determines the engine speed and the engine based on detection signals input from the various sensors. Understand engine operating conditions such as load. The electronic control unit 15 gives commands to various drive circuits connected to the output port related to the control of the engine 1 according to the engine operating state such as the engine load and the engine speed and the required output to the internal combustion engine 1. Output a signal. In this way, various controls of the internal combustion engine 1, that is, EGR control, fuel injection control, ignition timing control, throttle opening control, and the like of the internal combustion engine 1 are performed through the electronic control unit 15.

  When the required output to the engine 1 decreases, for example, when the hybrid vehicle decelerates while the internal combustion engine 1 is driven, the throttle valve 29 and the EGR valve 17 are controlled to close to reduce the engine output accordingly. Is done. Thus, by controlling the throttle valve 29 and the EGR valve 17 to the closed side, the amount of air (intake air amount) taken into the combustion chamber 22 through the intake passage 23 in the internal combustion engine 1 and exhaust gas The amount of exhaust (EGR amount) returned from the passage 28 to the intake passage 23 is reduced. When the intake air amount of the internal combustion engine 1 is reduced, the fuel injection amount from the fuel injection valve 24 is also reduced accordingly, and consequently, the air-fuel mixture consisting of air and fuel in the combustion chamber 22 of the internal combustion engine 1. The amount of is reduced. By reducing the amount of the air-fuel mixture in the combustion chamber 22 in this way, the engine output can be reduced in accordance with the reduction in the required output for the internal combustion engine 1.

  By the way, when the throttle valve 29 and the EGR valve 17 are controlled to be closed in accordance with the decrease in the required output of the internal combustion engine 1, the intake air amount is reduced due to the structural difference between the throttle valve 29 and the EGR valve 17. On the other hand, a response delay occurs in the decrease of the EGR amount. If a response delay occurs in the decrease in the EGR amount in this way, the amount of intake air of the internal combustion engine 1 becomes too small with respect to the EGR amount, and thus the same combustion occurs during combustion of the air-fuel mixture in the combustion chamber 22. The amount of exhaust gas existing in the chamber 22 becomes too large, and the exhaust gas adversely affects the combustion of the air-fuel mixture in the combustion chamber 22.

  Therefore, when the intake air amount and the EGR amount of the engine 1 are reduced based on the reduction in the required output to the internal combustion engine 1, the throttle valve is set so as to reduce the intake air amount in response to the response delay of the EGR amount reduction. A change-over process for gradually changing 29 to the closing side is performed. By performing this change-over process, even if a response delay occurs in the decrease in the EGR amount, the intake air amount of the internal combustion engine 1 is suppressed from becoming too small with respect to the EGR amount at that time. When the air-fuel mixture in the combustion chamber 22 is burned, the amount of exhaust gas existing in the combustion chamber 22 is prevented from being excessively increased. For this reason, it is suppressed that the exhaust which exists in the combustion chamber 22 at the time of combustion of the air-fuel mixture in the combustion chamber 22 adversely affects the combustion of the air-fuel mixture.

Here, the details of the gradual change process will be described with reference to the time chart of FIG.
When the throttle valve 29 and the EGR valve 17 are controlled to be closed according to the decrease in the required output of the internal combustion engine 1, the EGR valve 17 is controlled to the close side in accordance with the decrease in the required output. For example, the opening degree of 17 is reduced as shown by the solid line after timing T1 in FIG. At that time, the throttle valve 29 is gradually changed to the closing side so that the intake air amount of the engine 1 decreases corresponding to the response delay of the decrease in the EGR amount in the internal combustion engine 1 through the change-over process. At this time, for example, as shown by a solid line in FIG. 4D, the throttle opening is controlled to gradually decrease. As a result of such removal processing, the air load factor of the internal combustion engine 1 changes as shown by a solid line in FIG. 4 (f), and the EGR rate of the engine 1 changes as shown by a solid line in FIG. 4 (b). To do. The air load factor is a parameter corresponding to the amount of air taken into the combustion chamber 22 per cycle of the internal combustion engine 1, and the amount of air when the internal combustion engine 1 is in a full load state. The ratio of the current amount of the air as a standard is shown. The EGR rate indicates the ratio of the exhaust gas sucked into the combustion chamber 22 by EGR with respect to the entire gas sucked into the combustion chamber 22 of the internal combustion engine 1.

  When the air load factor and the EGR rate change as shown by the solid lines in FIGS. 4 (f) and 4 (b) through the execution of the removal process, when the response delay occurs in the decrease of the EGR amount, It is suppressed that the intake air amount of the internal combustion engine 1 becomes too small. As a result, the amount of exhaust gas existing in the combustion chamber 22 during the combustion of the air-fuel mixture in the combustion chamber 22 due to the intake air amount becoming too small is also suppressed. Therefore, it is possible to prevent the exhaust gas existing in the combustion chamber 22 from adversely affecting the combustion of the air-fuel mixture during the combustion of the air-fuel mixture in the combustion chamber 22. However, by performing the gradual change process, the intake air amount of the internal combustion engine 1 becomes excessive with respect to the value for obtaining the engine output corresponding to the required output. Changes in the engine output and the engine speed at this time are shown by solid lines in FIGS. 4C and 4A, respectively. When the excessive output of the internal combustion engine 1 occurs, in order to suppress transmission of the excessive engine output to the wheels 11, the first motor generator 4 is operated while the first motor generator 4 functions as a generator. Driving by the internal combustion engine 1 is performed. Thereby, transmission to the wheel 11 of the engine output that becomes excessive due to the excessive intake air amount can be suppressed. Further, since the battery 6 is charged through power generation by driving the first motor generator 4 as a generator, useless energy consumption due to excessive engine output in the hybrid vehicle can be suppressed.

  However, when the charge amount of the battery 6 has already increased before the execution of the gradual change process, or when the reduction amount of the required output to the internal combustion engine 1 is large when the gradual change process is executed, the gradual change process is performed. The following problems may occur when executing. That is, the first motor generator 4 is driven in the engine 1 in order to suppress the transmission of the engine output, which is excessive due to the excessive intake air amount of the internal combustion engine 1 during execution of the gradual change process, to the wheels 11. When performing, there exists a possibility that the overcharge of the battery 6 charged through the electric power generation by the drive of the 1st motor generator 4 may arise. In order to suppress this overcharge, it is conceivable to prevent the first motor generator 4 from being driven by the internal combustion engine 1 during execution of the gradual change process under the above-described situation. Since the battery 6 is not charged through the power generation by driving the 1 motor generator 4, wasteful energy consumption occurs due to excessive engine output in the vehicle.

  In order to deal with such a problem, in the present embodiment, when the required output to the internal combustion engine 1 decreases, the reduction amount of the required output is equal to or greater than a determination value, or the charge amount of the battery 6 is equal to or greater than the determination level. On the basis of the above, the following sudden change process is executed instead of the removal process. In this sudden change process, the throttle valve 29 is changed to the closing side so that the reduction of the intake air amount of the internal combustion engine 1 is performed more rapidly than the decrease by the gradual change process. In such a sudden change process, as described above, the intake air amount is decreased more rapidly than the decrease due to the gradual change process, but the intake air is excessively larger than the EGR amount when the response delay occurs in the decrease in the EGR amount. It is possible to control the throttle valve 29 so that the amount does not decrease. By controlling the throttle valve 29 in this way, the amount of exhaust gas existing in the combustion chamber 22 becomes too large when the air-fuel mixture burns in the combustion chamber 22 due to the intake air amount becoming too small. It is suppressed. Thereby, it is suppressed that the exhaust which exists in the combustion chamber 22 at the time of combustion of the air-fuel mixture in the combustion chamber 22 adversely affects the combustion of the air-fuel mixture.

  In the sudden change process, as described above, the intake air amount is decreased more rapidly than the gradual change process. Therefore, when the sudden change process is executed, the intake air amount of the internal combustion engine 1 becomes a required output to the engine 1. Excessive to the value for obtaining the corresponding engine output is suppressed. As a result, since the excess degree of the intake air amount of the internal combustion engine 1 is suppressed to be small, the engine 1 is required to suppress the transmission of the engine output that becomes excessive due to the excess intake air amount to the wheels 11. When the first motor generator 4 is driven, the amount of power generated by the driving can be reduced. As a result, overcharging of the battery 6 charged through power generation accompanying the driving of the first motor generator 4 can be suppressed. In this case, since the battery 6 can be charged while suppressing overcharging of the battery 6, wasteful energy consumption in the hybrid vehicle due to the inability to charge, that is, waste due to excessive engine output. The occurrence of excessive energy consumption is suppressed.

Here, the details of the sudden change process will be described with reference to the time chart of FIG.
If the sudden change process is performed when the opening degree of the EGR valve 17 is decreased as shown by the solid line after the timing T1 in FIG. 4 (e) in accordance with a decrease in the required output of the internal combustion engine 1, Control of the throttle valve 29 is performed. Specifically, the throttle valve 29 is controlled to temporarily change to the open side and then suddenly change to the close side. By such control of the throttle valve 29, the throttle opening changes as shown by a broken line in FIG.

  In this case, the intake air amount of the internal combustion engine 1 is suppressed from being excessively reduced by the temporary change of the valve 29 to the open side in the control of the throttle valve 29. Further, it is possible to suppress an excessive increase in the amount of exhaust gas existing in the combustion chamber 22 during combustion of the air-fuel mixture in the combustion chamber 22 due to the intake air amount of the internal combustion engine 1 being too small. . As a result, the exhaust gas existing in the combustion chamber 22 during combustion of the air-fuel mixture in the combustion chamber 22 is suppressed from adversely affecting the combustion of the air-fuel mixture. Incidentally, when the control of the throttle valve 29 is performed, the air load factor and the EGR rate in the internal combustion engine 1 change as indicated by broken lines in FIGS. 4 (f) and 4 (b), for example.

  Further, in the control of the throttle valve 29, the intake air amount of the internal combustion engine 1 is excessive with respect to the value for obtaining the engine output corresponding to the required output for the engine 1 due to the rapid change of the valve 29 to the closing side. It is suppressed to become. As a result, since the excess degree of the intake air amount of the internal combustion engine 1 is suppressed to be small, the engine 1 is required to suppress the transmission of the engine output that becomes excessive due to the excess intake air amount to the wheels 11. When the first motor generator 4 is driven, the amount of power generated by the driving can be reduced. For this reason, it is possible to charge the battery 6 while suppressing overcharging of the battery 6, and wasteful energy consumption in the vehicle when the charging cannot be performed is suppressed. Incidentally, the engine output and the engine rotation speed at this time change as indicated by broken lines in FIGS. 4C and 4A, for example.

  Next, the control of the throttle valve 29 that is performed when the required output to the internal combustion engine 1 is reduced, such as when the hybrid vehicle is decelerating, will be described with reference to the flowchart of FIG. The deceleration throttle valve control routine is periodically executed through the electronic control unit 15 by, for example, a time interruption every predetermined time.

  In this routine, first, it is determined whether or not the hybrid vehicle traveling by driving the internal combustion engine 1 is decelerating (S101). In other words, it is determined whether or not the required output to the internal combustion engine 1 is decreasing. Is done. If the determination is affirmative, it is determined whether or not the reduction amount of the required output for the internal combustion engine 1 is greater than or equal to a determination value (S102), and whether or not the charge amount of the battery 6 is greater than or equal to the determination level (S103). ) Is performed. It should be noted that the determination value and the determination level are determined in advance through experiments or the like so that it is possible to accurately determine that the battery 6 is likely to be overcharged with the execution of the gradual change process through the determination in S102 and S103. The set one is adopted.

  Then, if both S102 and S103 are negative, that is, if there is no possibility that the battery 6 will be overcharged with the execution of the gradual change process, the control of the throttle valve 29 by the change process is started. (S104). Through the control of the throttle valve 29 by the removal process, the throttle opening changes, for example, in a manner indicated by a solid line in FIG. On the other hand, if an affirmative determination is made in any one of S102 and S103 in FIG. 5, in other words, if it is determined that the battery 6 may be overcharged with the execution of the gradual change process, the sudden change process is performed. The control of the throttle valve 29 is started (S105). Through the control of the throttle valve 29 by this sudden change process, the throttle opening changes, for example, in a manner shown by a broken line in FIG.

  Next, the power generation by the first motor generator 4 when the throttle valve 29 is controlled by the above-described change-over process will be described with reference to the flowchart of FIG. This deceleration power generation routine is periodically executed through the electronic control unit 15 at time interruptions at predetermined intervals.

  In this routine, first, it is determined whether or not the change-over process is being executed (S201). If the determination is affirmative, it is determined whether or not the charge amount of the battery 6 is less than the determination level. (S202). When the charge amount of the battery 6 is equal to or higher than the determination level, the power generation amount of the first motor generator 4 driven by the internal combustion engine 1 is maintained at a normal value (S203). On the other hand, when the charge amount of the battery 6 is less than the determination level, the power generation amount of the first motor generator 4 driven by the internal combustion engine 1 is made larger than the normal value (S204).

  Here, when the first motor generator 4 is driven as a generator by the internal combustion engine 1, the engine rotational speed increases because the drive resistance of the internal combustion engine 1 increases as the power generation amount of the first motor generator 4 increases. Tend to be lower. Then, the first motor generator 4 of the engine 1 suppresses the transmission of the engine output that becomes excessive due to the excessive intake air amount of the internal combustion engine 1 during the gradual change process to the wheels 11. When driving, the command value for the power generation amount of the first motor generator 4 is determined so that the engine rotation speed approaches the target rotation speed at which the engine rotation speed is also low. More specifically, the command value is obtained based on the value obtained by multiplying the deviation between the engine speed and the target speed by a predetermined feedback gain. By adjusting the amount of power generated by the first motor generator 4 driven by the internal combustion engine 1 based on the command value thus obtained, the engine rotation is caused by the drive resistance of the internal combustion engine 1 when the first motor generator 4 is driven. The speed is controlled to the target rotation speed.

  Incidentally, when the engine rotational speed is controlled to the target rotational speed in this way, adjustment is made based on the command value as the feedback gain used for obtaining the command value of the power generation amount of the first motor generator 4 is increased. The amount of power generated by the first motor generator 4 increases. Using the relationship between the feedback gain and the amount of power generated by the first motor generator 4, in the process of S203, the power generation amount of the first motor generator 4 is set to the above value by setting the feedback gain to a normal value. Normal value. On the other hand, in the processing of S204, the power generation amount of the first motor generator 4 is made larger than the normal value by making the feedback gain larger than the normal value.

According to the embodiment described in detail above, the following effects can be obtained.
(1) When the required output to the internal combustion engine 1 decreases, when the amount of decrease in the required output is greater than or equal to the determination value, or when the charge amount of the battery 6 is greater than or equal to the determination level, a sudden change process is performed instead of the change process. Is executed. In this sudden change process, the throttle valve 29 is changed to the closing side so that the reduction of the intake air amount of the internal combustion engine 1 is performed more rapidly than the decrease by the gradual change process. In such a sudden change process, as described above, the intake air amount is decreased more rapidly than the decrease due to the gradual change process, but the intake air is excessively larger than the EGR amount when the response delay occurs in the decrease in the EGR amount. It is possible to control the throttle valve 29 so that the amount does not decrease.

  By controlling the throttle valve 29 in this way, the amount of exhaust gas existing in the combustion chamber 22 becomes too large when the air-fuel mixture burns in the combustion chamber 22 due to the intake air amount becoming too small. The exhaust gas is prevented from adversely affecting the combustion of the air-fuel mixture. Further, by controlling the throttle valve 29, the intake air amount of the internal combustion engine 1 is suppressed from becoming excessive with respect to the value for obtaining the engine output corresponding to the required output for the engine 1, and consequently the intake air amount is reduced. The degree of excess can be kept small. As a result, the power generation amount when the first motor generator 4 is driven in the engine 1 to suppress the transmission of the engine output that becomes excessive due to the excessive intake air amount to the wheels 11 is small. Thus, overcharging of the battery 6 charged through the power generation is suppressed. In this case, since the battery 6 can be charged while suppressing overcharging of the battery 6, useless energy consumption in the hybrid vehicle due to the inability to charge, that is, useless energy due to excessive engine output. Consumption is suppressed from occurring.

  As described above, when the intake air amount and the EGR amount of the engine 1 are reduced based on the reduction of the required output to the internal combustion engine 1, the deterioration of the combustion of the air-fuel mixture in the combustion chamber 22 due to the response delay of the reduction of the EGR amount is suppressed. However, it is possible to suppress wasteful energy consumption.

  (2) As the control of the throttle valve 29 in the sudden change process, specifically, the valve 29 is controlled to be temporarily changed to the open side and then suddenly changed to the closed side. . In this case, the intake air amount of the internal combustion engine 1 is suppressed from becoming too small due to a temporary change to the opening side of the valve 29 in the control of the throttle valve 29. Further, it is possible to suppress an excessive increase in the amount of exhaust gas existing in the combustion chamber 22 during combustion of the air-fuel mixture in the combustion chamber 22 due to the intake air amount of the internal combustion engine 1 being too small. . As a result, the exhaust gas existing in the combustion chamber 22 during combustion of the air-fuel mixture in the combustion chamber 22 is suppressed from adversely affecting the combustion of the air-fuel mixture. Further, in the control of the throttle valve 29, the intake air amount of the internal combustion engine 1 is excessive with respect to the value for obtaining the engine output corresponding to the required output for the engine 1 due to the rapid change of the valve 29 to the closing side. It is suppressed to become. As a result, since the excess degree of the intake air amount of the internal combustion engine 1 is suppressed to be small, the engine 1 is required to suppress the transmission of the engine output that becomes excessive due to the excess intake air amount to the wheels 11. When the first motor generator 4 is driven, the amount of power generated by the driving can be reduced. In this case, the battery 6 can be charged while suppressing overcharging of the battery 6, and useless energy consumption in the hybrid vehicle due to the inability to charge the battery 6 is suppressed.

  (3) When the intake air amount of the internal combustion engine 1 becomes excessive with respect to the value for obtaining the engine output corresponding to the required output as the gradual change process is executed, an excessive state is caused due to the excessive intake air amount. The transmission of the engine output to the wheels 11 is suppressed through the driving of the first motor generator 4 in the engine 1. At this time, if the charge amount of the battery 6 is less than the determination level, the first motor generator 4 is controlled so that the power generation amount of the first motor generator 4 is increased. Thereby, since the driving resistance at the time of driving the first motor generator 4 in the internal combustion engine 1 is increased, it is possible to effectively suppress a sudden increase in the engine rotational speed due to the excessive state of the engine output. As a result, it is possible to suppress a decrease in drivability of the hybrid vehicle due to a sudden increase in engine speed. In addition, since the amount of power generated by the first motor generator 4 is increased as described above under the situation where the amount of charge of the battery 6 is less than the determination level, the battery 6 can be charged effectively.

In addition, the said embodiment can also be changed as follows, for example.
-Delete S102 in the throttle valve control routine for deceleration in FIG. 5 and start executing the abrupt change process only when affirmative in S103, or delete S103 and execute the abrupt change process only when affirmative in S102 May be.

When the change-over process is being executed and the charge amount of the battery 6 is less than the determination level, it is not always necessary to increase the power generation amount of the first motor generator 4.
The control of the throttle valve 29 in the sudden change process is not limited to the control in which the valve 29 is temporarily changed to the open side and then suddenly changed to the close side, and the reduction of the intake air amount in the internal combustion engine 1 is the change process. It is also possible to adopt another control that is performed more rapidly than the reduction by. In the sudden change processing in this case, it is preferable to control the throttle valve 29 so that the decrease in the intake air amount in the internal combustion engine 1 is more gradual than the decrease in the intake air amount in the situation where the change-over process is not performed. .

  The present invention may be applied to a vehicle that travels only by driving the internal combustion engine 1.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Power split gear mechanism, 3 ... Drive shaft, 4 ... 1st motor generator, 5 ... 2nd motor generator, 6 ... Battery, 7 ... Inverter, 10 ... Vehicle speed sensor, 11 ... Wheel, 12 ... Counter gear, 13 ... Final gear, 14 ... Reduction gear mechanism, 15 ... Electronic control device (power generation control means), 17 ... EGR valve, 18 ... EGR passage, 22 ... Combustion chamber, 23 ... Intake passage, 24 ... Fuel injection valve , 25 ... spark plug, 26 ... piston, 27 ... crankshaft, 28 ... exhaust passage, 29 ... throttle valve, 30 ... throttle position sensor, 31 ... accelerator position sensor, 32 ... air flow meter, 34 ... crank position sensor.

Claims (3)

Based on the decrease in the required output for the internal combustion engine mounted on the vehicle, when the throttle valve and EGR valve of the engine are controlled to the closed side to reduce the intake air amount and EGR amount of the engine, the reduction of the EGR amount In response to a delay in response, when a change-over process is executed to gradually change the throttle valve to the closed side in order to reduce the intake air quantity, the intake air quantity becomes excessive as the gradual change process is executed. Vehicles that charge the battery through power generation by driving the generator while suppressing transmission of the engine output that becomes excessive due to excessive intake air amount through driving the generator in the internal combustion engine In the control device of
When the required output to the internal combustion engine decreases, the intake amount is replaced with the change-in process based on the decrease amount of the required output being equal to or greater than the determination value or the charge amount of the battery being equal to or greater than the determination level. An abrupt change process for changing the throttle valve to the closing side is executed so that the air amount is decreased more rapidly than the decrease by the gradual change process. The vehicle control device according to claim 1, wherein the sudden change process is to temporarily change the throttle valve to the open side and then suddenly change to the close side. The vehicle control device according to claim 1,
When the gradual change process is performed under a situation where the charge amount of the battery is less than the determination level, the power generation amount of the generator is increased so that the power generation amount of the generator is larger than when the charge amount is equal to or higher than the determination level. A vehicle control device comprising power generation control means for controlling the machine.

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